Orford of 1928 is undoubtedly the least recalled of the fleet of five Orama class 20,000 tonners to serve Australia during the period from 1924 to 1939. Although all members of this impressive class of liners were household words during the years before World War II, Orford is perhaps the victim of unfamiliarity by the fact that she was the only one of her class not to be named after a previous ship, as were Orama (2), Otranto (2) and Orontes (2), nor was her name awarded to a later liner, as was the case of Oronsay (1), or an even older Orsova (1).
Ships that Passed.
Rebuilding their war depleted fleet, Orient introduced no fewer than five new ships, the fabled "20,000 tonners"-- Orama, Oronsay, Otranto, Orford and Orontes from 1924 to 1929-- which rank as the largest single class of sister ships ever commissioned by a British line in terms of their number and collective tonnage and among the most pleasing in profile and in quality, establishing Vickers of Barrow in the pantheon of great British shipyards in commercial vessels as well as naval. Too many ships and stories to be told in one monograph, so here we shall concentrate on the fourth of the series.
From uniquely beginning her career cruising, to participating in the opening of Sydney's iconic Harbour Bridge, to helping to establish cruising from Australia, to carrying Emperor Haile Selassie to exile, and Australian cricket teams to victories in the Ashes twice, and in the first convoy taking Australian troops to North Africa, she was not merely one of many, but a ship of her own distinctive character and fulsome career that war would, as it did to two of her sisters, bring prematurely to a tragic and needless end.
Forty years after Oriana brought down the final curtain on the fabled "O's" in 1986, join us on a cruise to the fjords, Fiji or "the Med" or Brisbane-bound, from Northern Star to Southern Cross, aboard
R.M.S. ORFORD (1928-1940)
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| "That Lovely, Proud Ship…" Orford cleaves a Norwegian fjord. Credit: National National Museum, Waterline Collection |
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| Orient Line poster, late 1920s, by Herbert Kerr Rooke. Credit:plakatkunst.com |
The Orient fleet was peculiar. In number of ships it was small-- eight, including the Orford, but as there was no tail in the fleet, only one other line in the world had ships of such high average tonnage. There were only 25 passenger steamers in the world considerably larger that Orford and her three sisters. Of these, only 10 were faster than Orford. There was no service in the world over distance comparable to theirs which employed ships of more speed than theirs.
Barrow News, 1 October 1927.
Of all the now vanished, yet once household names, that comprised the companies, ships, men and earned the pride of place that made up the British Merchant Navy, which once stood astride the earth or least upon its oceans and seas like a colossus, Orient Line was always something special. Remarkably small in its fleet, at any given time in its history, and totalling a grand total of just 32 vessels in its entire lifespan, its size reflected its scope which singularly devoted to linking the Mother Country and Australia.
Indeed, the history of Orient Line and their ships and modern Australia are inseparable, its growth from 1866 with sail to 1965 when Oriana assumed P&O colours, from 1.5 millions as a collection of British colonies to 11 mn. as a self-governing commonweath, was largely created by its links to the Mother Country and sustained immigration from it, that was always Orient's principal trade which hinged on the ebb and flow of British migration "down under." Orient ships figured in Australian life, from new settlers, to home visits, to taking the Australian cricket team to England to compete for the Ashes, and the diggers of the A.E.F. to battlefields from from the Boer War to the Second World War. Orient liners were at home and as familiar at Woolloomooloo, Sydney as Tilbury, London. Even today's Australian cruise industry has it roots in Orient Line and indeed in the subject of this monograph, Orford of 1928.
Then, too, the size of the Orient Line fleet at any given period, half a dozen ships or so, bespoke a singular purpose: a monthly service from England to Sydney and Brisbane via Suez and Colombo, long under mail contract. Unlike most lines, Orient did not operate cargo ships or, except for brief interludes, an "intermediate" service. This influenced, certainly by 1909, when the company was finally wholly independent of a long and complicated relationship with Pacific Steam Navigation and Royal Mail, the development of a remarkably cohesive, concise and concentrated fleet of sister ships, designed, built and commissioned in a short span of time whilst reflecting the tremendous advances in engineering and market forces each generation, managed to be unified by common design elements and an overriding sense of quality.
Sir Alan Anderson, in proposing the toast of The Builders", at the luncheon which followed the launch, made an excellent point about liner speeds. He said that there were only 25 passenger liners in the world considerably larger than the Orford and her three sisters. Of these only two were faster than the Orford. There was no service in the world over a distance comparable to that of the Orient Line service which employed ships of greater speed. As the Orient Line had few ships, they were obliged in self-protection to go for quality, and provide themselves with a margin of speed which might not be needed for years. The Orient Line's ships were not the largest and fastest in the world, but those which were considerably larger and faster were a very small group, justified only by special conditions of traffic and geography.
Fairplay, 6 October 1927.
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| Orontes 1930: left, tender crew awaiting the return of passengers from shore trips and right, scrubbing down the paintwork anchored off Madeira. Credit: National Maritime Museum, Waterline Collection. |
"Right smart" summed up an Orient liner: the ultimate nautical accolade afforded a ship, crew and way of doing things that permeated every aspect of an Orient liner from her Pilot Jack, to the naval rig of her ratings and unique insignia of her officers, many of whom were in the Royal Navy Reserve and conferring the honour of flying the Blue Ensign. Unlike P&O, the crew was wholly British, and to the end Oriana, had an all English deck crew and the maintenance reflected it. Orient Line ships were indeed "right smart" reflecting a pride of place and purpose. From a passenger perspective, the standards of service and cuisine were exemplary and everything from the table linen, cutlery to menu cards reflected an attention to detail maintained on crossings or cruises.
Orient Line roots go back to 1797 and the London-based shipbroking house of James Thompson & Co., which soon field a fleet of 15 sailing vessels, but it longstanding association with one family: the Anderson began in 1828 when James Anderson, of Peterhead Scotland, joined the firm. The great Australian Gold Rush of 1853 prompted the building of the 1,033-ton barque Orient but instead she started life trooping during the Crimean War. What was then called Anderson, Thompson & Co. finally entered the Australian trade in 1866 with Orient on what was called "The Orient Line of Packets to Australia" and everyone, of course, came to just call Orient Line.
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| First advertisement for the "Orient Line of Packets" for Jessie Isabel for Adelaide from London on 26 March 1866. Credit: The Times, 7 March 1866. |
If Cunard had pioneered regular steam navigation across the North Atlantic in 1840, a quarter of century sail was in its heyday on the Australian run, the route of the Clippers, via the Cape and into the Roaring 'Forties to Fremantle and beyond.
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| Advertisements from The Times: (left): the first listing the chartered PSNCo. Lusitania to Sydney 25 June 1877 and (right): the first sailing of Cuzco for the newly created Orient Steam Navigation Co., 17 April 1878. |
Of all Britain's steamship companies, few could match Pacific Steam Navigation Co. for building more fine new steamers for a trade to the West Coast of South America that never seem big enough to warrant them. By 1876, five of their new steamships were idle at Liverpool and what was now called Anderson, Anderson & Co., in cooperation with Frederick Green & Co., chartered four of the PSNCo. Ships and enter the Age of Steam, dispatching Lusitania (1871/3,877 grt) from the Thames to Melbourne on 26 June 1877 where she arrived 40 days later. Just a year later, the four ships were purchased outright under the newly created Orient Steam Navigation Co. for which Cuzco (1871/3,898 grt) made the first voyage on 17 April 1878.
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| The first new steamship built on Orient Line's account for the Australian run, the 5,386-grt Orient, then the largest ship on the route. Credit: Royal Historical Society Victoria. |
Orient was not all about running otherwise idle PSNCo. Ships and in 1879 took delivery from John Elder of the 5,386-grt Orient, the largest on the Australian run and first liner built and designed to Admiralty requirements as potential armed merchant cruiser.
From the onset, Orient was competing directly with P&O on the Australian run and if the two would be joined at the hip financially from 1919 onwards and Orient eventually swallowed whole by 1965, there was no doubting the individual qualities of each which remained until Oriana was withdrawn in 1986. When P&O decided to increase its Australian service to fortnightly in January 1880, Orient boldly just chartered four more PNSCo. Ships and stole a march on them. In 1881 Orient began to alternate voyages via Suez with its traditional via Cape route.
In 1883 Orient secured its first mail contract with the Government of New South Wales which mandated a 39-day passage to Melbourne (train to Sydney) and unable to meet this via the Cape, that route was abandoned and all sailings were via Suez. Given the competition with P&O, and its controlling the coaling station at Aden, Orient had to establish its own at Diego Garcia in the Red Sea.
An important identity element was established in 1886 with the arrival of the new twin-funnelled Ormuz, Oroya and Orizaba (the last two being PSCNCo. Ships) thus establishing the "O" prefix Orient ships became known for.
The first in many steps to lessen competition with and co-operate with P&O was forced on both when the renegotiated mail contract was shared starting in 1888, allowing the duplicate coaling station to be closed and Aden used for both.
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| Advertisements for Orient's first cruise, to the Mediterranean, aboard Garonne from London on 20 February 1889. |
Orient Line can be credited with being the first major steamship line to operate their own cruises, at a time when such pleasure trips were unusual and operated by small vessels by various travel companies and liner companies indifferent and inexperienced in such frivolities as to ignore them. For Orient, cruises helped fill off season on the Australian trade and dips in passenger demand on as needed,and grew into a core profit centre. On 20 February 1889, Orient Line dispatched Garonne from Tilbury to the Mediterranean (Lisbon, Gibraltar, Algiers, Palermo, Naples, Livorno, Genoa, Nice, Malaga and Cadiz, followed by Chimborazo in June to Norway. On 16 January 1895 Lusitania undertook a 60-day cruise to the West Indies. In the space of six years, Orient had practically invented the cruise product and perfected the specialised skills of navigation, tour excursion planning and execution in places quite unused to ships of this size, on board activities and entertainments and the novel marketing of a holiday at sea.
The "it" ship of the fleet in the 1890s was the splendid Ophir (1891/6,814 grt) which became famous for being used as a Royal Yacht in 1901 for the Duke and Duchess of Cornwall (later King George V and Queen Mary) on their epic tour of the British Empire.
By then, Orient and PSNCo. Were so coordinated that their operations were called "The Orient-Pacific Line." But such harmony was shortlived and when Royal Mail Line acquired PSNCo., in 1906 it resulted in a sharing of the RMSP's buff funnel by all three lines, a renaming of the Australian service as Orient-Royal Mail Line. But there was an almost immediate clash in management between Orient and RMSP to the extent that Orient announced their intent in July 1907 to withdraw from the combine by July 1909.
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| With Orsova of 1909, first of a new fleet of five, Orient Line defined the look and quality of its ships that would endure for the rest of its existence. Credit: State Library of Victoria. |
In two short years, Orient Line remade itself into the progressive modern image that would carry on until the end. An entirely new fleet, comprising no fewer than five 12,000-grt ships designed to outclass all others on the Australian route were conceived, designed, contracted (from John Brown, Fairfield, London & Glasgow and Workman Clark) and built in that short span of time: Orsova, Otway, Osterley, Otranto and Orvieto each of 536 ft. in length with a beam of 63 ft., powered by twin-screw quadruple-expansion machinery giving 18 knots and introducing a perfectly balanced two-funneled twin-masted profile that, with the characteristic Admiralty capped funnels, would set the "look" for an Orient liner for the next generation.
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| Orama (1911) First Class dining saloon (A.N. Prentice). Credit: Historic England, Bedford Lemere collection. |
Inside, their elegant interiors, yet cleverly adaopted for the semi-tropical climes of the routes, by A.N. Prentice, also defined the all important passenger image of the line and made them exemplars of The Edwardian Steamship. An improved sixth sister, Orama (12,927 grt) came on line in 1911, being the first Orient liner with triple screws, the centre one being exhaust turbine-driven.
Cruising introduced a new component to Orient's unique character and contribution to steamship travel: the image, in art and graphics, of pleasure voyaging. Whereas previous brochures or posters might show a standalone broadside portrait of a ship, by the early 20th century, Orient had commissioned a remarkable collection of artists and graphic designers to set the ship against the brilliant and often overwhelming backdrops of Norwegian fjords, minarets of Constantinople, against the towering cliffs of the North Cape or off Sydney Heads. No single company contributed more to the modern travel poster than Orient and it would continue this unique visual aspect for the rest of its existence.
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| Australian poster encouraging immigration, 1914. Credit: The Institute of Australian Culture. |
Orient Line was Australia…. its economy, overseas commerce, migration to it, home visits by emigrants who "made good" and their combined and cumulative impact on the ebb and flow of passenger and cargo traffic. Post Federation (1901-1905) saw the enactment of the White Australia Policy but ordering whom the new Federation wanted to settle there was mitigated by lingering effects of the depression and draught conditions of the late 1890s which devastated agriculture and resulted in a net loss of new settlers during this period with just 40,490 arrivals. An improving economy encouraged the first subsidised immigration schemes by Australian states for British settlers and 1906 to 1915 saw a "boom" in migration, averaging 40,000-50,000 new arrivals a year. Hence, Orient Line's rebuilding its fleet was ideally timed for this and henceforth its building plans were largely based on the state of emigration into the country as well as the encouraging development of homeward tourist traffic as the great Australian middle class was developed.
A new but war interrupted era for Orient Line and the Australian run began with the announcement, on 26 December 1913, by Sir Frederick Green, at the annual shareholder's meeting in London of a contract with John Brown & Co., Clydebank, for a new twin-screw, geared turbine liner, 600 ft. in length and "probably the largest steamer regularly navigating the Suez Canal." The new ship would be the first geared turbine ship and the first with a cruiser stern on the U.K.-Australian run although Union S.S. Co.'s Aotearoa would most likely have been the first with both features on the Antipodes route, but from Vancouver.
Although announced at the end of December 1913, the keel of no. 425 had already been laid down on 21 October and her name, Ormonde, first reported on 31 March 1914 by the Daily Commercial News, the Sydney Morning Herald on 27 May predicting that she would "be running from her in the passenger season of 1916." Instead, the outbreak of the Great War in August 1914 halted her construction (as it did Aotearoa, Belgenland and others) and her hull sitting on the ways collected bird droppings and rust until submarine losses depleted the Merchant Navy fleet to the extent that construction on these ships was resumed and their completion assumed new urgency. Ormonde was launched on 10 February 1917 and although completed structurally to her original plans, her interiors were finished to troop transport standards instead.
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| R.M.S. Ormonde. Credit: mastermariners.org.au |
Ormonde survived the war but Otranto, Orama and Otway did not. Ormonde was back at her builders by the end of 1918 to fitted out with her originally intended accommodation for 278 First, 195 Second and 1,000 Third Class.
In 1919 P&O acquired a controlling (51 per cent) interest in Orient Steam Navigation Co. with the remaining 49 per cent held by a new company, Anderson, Anderson & Green Co. and P&O's shares held by Grays & Dawes, the London shipbrokers. Outwardly, there was no change in the independent management of Orient Line or any sharing of tonnage but it set the stage for the inevitable and gradual absorption of the company that would be complete by 1966.
Like most British lines, Orient Line's war depleted fleet was in urgent need of renewal and their more elderly survivors past due for replacement. Unlike Cunard-Anchor-Donaldson, P&O and British India, they wisely did not commit to epic newbuilding contracts at a time of great upheaval in British shipbuilding following the war with labour unrest, shortages of steel and astonishing inflation in contract prices, some 300 per cent higher than pre-war. Ships ordered in 1919, were not delivered in some cases until 1923, many had to be fitted out in foreign yards owing to strikes and the construction of others halted on the way for a year or more when overtonnaging and immigration restrictions threw the shipping industry into a deep slump in 1921-23.
Instead, Orient Line contented themselves with their share of wartime spoils of the German passenger liner fleet, acquiring the N.D.L. Königin Luise (renamed Omar), Prinz Ludwig (renamed Orcades) and Zeppelin (Ormuz). The later was by far the most impressive of the trio and in fact brand new, but none of them had anything like the speed required for the express mail service. All entered service in 1921, operating as two-class ships (First and Tourist) and quite popular and successful as such, thus greatly influencing Orient's evolving plans for an eventual new fleet replacing them and the older pre-war survivors.
Ormonde was to have the progenitor of a new Orient fleet staring in 1916 and have three or more sisters to maintain the monthly service. Now, a decade after she was designed, Orient dusted off her plans and assessed her operation to finally order a new post-war fleet now that shipbuilding, settled into a decided slump, offered much lower prices and shorter delivery dates. The basic Ormonde design was retained and improved with upscaling of dimensions from 580 ft. by 66.7 ft. to 632 ft. by 75 ft. to achieve a 20,000-grt vessel instead of 14,853-grt, and oil-fired instead of coal, Ormonde being so converted in 1923.
Sir Alan Anderson, in proposing the toast of "The Builders", at the luncheon which followed the launch, made an excellent point about liner speeds. He said that there were only 25 passenger liners in the world considerably larger than the Orford and her three sisters. Of these only two were faster than the Orford. There was no service in the world over a distance comparable to that of the Orient Line service which employed ships of greater speed. As the Orient Line had few ships, they were obliged in self-protection to go for quality, and provide themselves with a margin of speed which might not be needed for years.
The Orient Line's ships were not the largest and fastest in the world, but those which were considerably larger and faster were a very small group, justified only by special conditions of traffic and geography. To every shipowner who had studied that branch of his business these facts were, Sir Alan said, obvious. To persons who did not intend to risk their own capital, the difference in speed between Atlantic and Australian steamers presented itself a good talking point. Naturally, if it were true that a new and very fast service was to be started to Australia on the basis of Government support, or if the Commonwealth Government were dissatisfied with the Company's new steamers, the Company would not think it wise to enlarge its investment; but, as it did not believe either of these suggestions, it was inviting tenders for another, similar to the Orford but slightly larger.
Fairplay, 6 October 1927.
At a time when British shipyards were reeling from fulfillment of the initial post-war orders and global disarmament discouraging naval construction, Orient Line's contracting for four or five 20,000-tonners made for competitive bidding in summer 1922, eliciting positive bargain prices compared to just three years previously. Broadly speaking, each of the new "20,000 tonners" cost about £940,000 apiece, compared to the £1.54 mn. Canadian Pacific paid for Empress of Canada (21,517 grt), delivered (late) in 1924.
Two of these vessels, the Orama and the Otranto, were ordered from Vickers Ltd. Of Barrow-in-Furness: a firm which had never built passenger ships for the Orient Line and whose experience in the building of large passenger liners was very limited, although the firm had become widely known as builders of warships for the Admiralty and foreign navies. In 1922, Vickers had no ships on their order books and desperately wanted to obtain the work of building these vessels for Orient Line. The townsfolk of Barrow were practically destitute, because they relied for their living on the work provided by Vickers, and hundreds of workers had been unemployed for four years because that firm had no work for them.
In order to obtain the work, the shipbuilding company put in a very low tender price for the ships the Orient Company planned to build. Messrs. John Brown, of Clydebank, had previously built for the Company and were good and reliable builders who also tendered for these new ships, while was also unsuccessful tender from Messrs. Cammell Laird, of Birkenhead. The Orient Line managers had the choice of an unknown-- to them-- shipbuilder offering a very low attractive price for the ships, or a good and tried one with a much less attractive tender, so they made a bit of 'belt and braces' decision by placing an order for the two ships with Vickers and an order for a third vessel, the Oronsay, with John Brown. At least one of the ships would be a good one! As events proved, the decision to build at Barrow was significant for both ship owner and shipbuilder and started a long association between the two companies which resulted in the building of ten large passenger liners for the Orient Line, and was probably indirectly responsible for the building of many P.& O. vessels at the same shipyard.
Some shipbuilders adopted an attitude towards the shipowner of knowing more than he did about what is needed in a passenger ship. This was not the case in the relationship between Vickers and Orient Company in 1922, possibly because Vickers were to trying to learn the business of passenger liner building, but they were prepared to adopt new ideas and methods, and to try to meet the needs of the shipowner. This they continued to do until the completion of the last Orient liner at Barrow in 1960.
Origins, Orient and Oriana.
In late October 1922, Orient Line was reported to have received tenders from about ten British yards for the construction of a new liner, along the lines of bigger Ormonde, which aroused special interest in Barrow where the local Vickers yard was struggling with a dearth of orders in a post-war world that was all about disarmament not the construction of new warships which was the yard's specialty. Aggressive prospecting for merchant orders had, however, brought orders from Cunard Line (Scythia) and the Australian Government for three new ships for their newly created Commonwealth Line, but once delivered, the Barrow slipways were again vacant.
We are in a position to state that the rumour prevalent in the town that Messrs. Vickers Ltd., have received a contract for an Orient liner is without foundation. As a matter of fact the order has not yet been placed anywhere. Messrs. Vickers have submitted a tender along with about ten other firms in England, Scotland, and Ireland.
The contract, it is expected, will be placed within the next week or two. The vessel, wherever she is built, will be a magnificent ship, even of greater dimensions that the Cunard liner Scythia, which was built here.
The Mail, 26 October 1922.
On 3 November 1922 Orient Line announced they had placed an order with Vickers "for a steamer, a twin-screw turbine oil burner of 20,000 tons for the Australian trade. The vessel will be equipped with the highest standard of comfort and efficiency." (Advertiser, 6 November).
Mr. D. L. Dowdell, general manager of the Orient Line, received confirmation by cable yesterday of the cable message published in our columns that an order for a new steamer had been placed with Vickers, Ltd., Barrow. His message gives some interesting details of the dimension, etc., of the steamer.
Her length will be 630 feet, beam 75 feet, and depth 47 feet. She will have twin screws, and be fitted with geared turbines, using oil instead of coal as fuel. Her gross tonnage will approximate 20,000 tons, which is a considerable increase in size upon any steamers at present running to Australia.
A feature in the new vessel will be the great number of single berth cabins in the saloon, for of a total accommodation for about 600 passengers about 250 will be accommodated in single berth cabins fitted in the most up-to-date manner. Ample provision is being made for the necessities of Australia in connection with the class and immigrant traffic, as she will be able to carry with every comfort up to about 1250.
Every thought has been given to the requirements in connection with cargo, and the vessel will be fitted with the most up-to-date working appliances, and her space for general cargo will be considerably in excess of that of the steamers at present running, and there will be accommodation in insulated holds for close upon 4000 tons of refrigerated cargo.
To give an idea of the size of the vessel, a comparison with some other steamers will prove illuminating:
New Orient steamer: Gross tonnage, 20,000; length. 630 feet; breadth, 75 feet: depth, 47 feet.
Ormonde: Gross tonnage, 14,853: length, 580.5 feet; breadth, 66.7 feet; depth, 40.5 feet.
Moreton Bay: Gross tonnage,13,850; length, 530.6 feet; breadth, 68.3 feet; depth, 39.9 feet.
Orvieto: Gross tonnage, 12,133; length, 535.3 feet; breadth, 64 depth, 38.6 feet.
Daily Commercial News, 7 November 1922.
We are officially informed that Messrs. Vickers Ltd., Barrow, have been successful in securing the order for a very large passenger steamer for the Orient Line. This news will give great satisfaction to the people of Harrow, and particularly to those men who have been unemployed so long for many of them will be found work in the execution of this contract. This liner is much larger than the Barrow-built Cunarder, Scythia, and will give work to all classes of workmen. Messrs.
Vickers are to be congratulated on securing this important order in view of the keen competition which they had to face, tenders having been invited from a dozen of the most prominent British shipbuilding firms.
The Mail, 3 November 1922
The order, secured "in the face of very keen competition," was welcomed at Barrow, breaking a draught in orders, and eliciting editorials in local papers:
After a period of stagnation in the shipbuilding and marine engineering industry at Barrow, unprecedented as regards the dearth of orders in the history of the town, Messrs. Vickers, Ltd., have, as already announced, succeeded in the face of very keen competition in securing new work for their Barrow establishment in the form of a first-class passenger liner of approximately 20,000 tons measurement for the Orient Line.
The Barrow works of Vickers Limited have, in the past, been the cradle of of the finest and most famous naval mercantile ships which the world has seen. The name of Vickers is almost household where naval shipbuilding of the very highest class is concerned. The splendid workmanship for which Vickers Limited have become justly famous is equally demonstrated in their production of ships for the mercantile marine, and there is no doubt whatever that the Orient liner which they have now contracted to build will, when completed, worthily uphold the great traditions of the Vickers firm.
The combination of effort by a great shipping concern like the Orient Steam Navigation Co.Ltd., and firm of the world-wide reputation which Messrs. Vickers Limited have acquired, must result in the building of a ship of the very highest class. The propelling machinery will be turbines, driving through single reduction gearing, and the boilers will be arranged for oil fuel. When completed. the vessel will be a handsome addi tion to the already fine fleet of ships operated by the Orient Line, and will take up service between Great Britain and Australia — a further link connecting the Homeland with its most distant outposts of Empire.
As is well known, the unemployment problem at Barrow as a result of the Washington Conference decisions has been a very serious one, and the fact that Messrs. Vickers Limited have secured this important work for their highly-skilled employees will considerably alleviate the situation.
The Mail, 7 November 1922.
Commander Craven, who spoke for the builders, referred to what he called the wonderful manpower-absorbing quality" of a ship like that in these very hard times. On a certain day in November, 1922, when the first Orient liner was laid down at Barrow, his firm had 3,270 people in their employment, though at the peak of the war pressure they had 36,000. In November, 1922, there were nearly 11,000 registered as unemployed at Barrow. It was interesting to note the increased employing power merchant work had meant to them at Barrow. His firm had now 10,700 workers, and the registered unemployed in the town numbered only 2,400. An Orient liner such as the Orford gave employment to an average of about 1,400 men for about 20 working months, so that an order of the kind meant a great deal to Barrow. Shipbuilding had been one of the industries which were worst hit by the depression in trade, and he was one of the few people who could not see that it was through its troubles.
The Syren and Shipping, 5 October 1927.
Anxious to get the first pair of ships completed quickly, Orient split the initial order with John Brown, Clydebank, and placed the second order with them on 9 November 1922. But that would be last time the line would go outside Barrow for their ships, establishing a remarkable and thoroughly mutually rewarding relationship with Vickers that would endure until the last Orient liner, was Barrow-built, in 1959: the 41,910-gt Oriana which still ranks as the largest passenger ship ever built in an English yard.
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| Original caption: "The magnificent new steamer, the Orama, is now under construction at the works of Vickers Ltd., Barrow-in-Furness, England, for the Orient Company. She will be finished next year and will take up the Australian service. Of slightly more than 20,000 tons register, the new ocean liner will burn oil as fuel. Credit: The Argus, 8 June 1923. |
The keel of the first ship, yard no. 598, was laid down at Barrow-in-Furness on 8 February 1923, with Sir Alan Anderson, director of Orient Line, and Sir James McKechnie, director of Vickers, both present to see the first rivets driven in. At the time, her name was revealed to be Orama, although Oriana had been rumoured at some point.
A significant announcement was made on 6 June 1923 that Orient Line was abolishing Second Class, starting with Ormonde and more importantly, two classes only would be incorporated in the first of the new ships under construction, Orama and Oronsay:
Important alterations are to be introduced in the carriage of passengers between Augtraila and Europe on mail steamers of the Orient line. In the course of time only two classes are to be catered for--the second class being abolished.
The general manager in Australia of the Orient Steam Navigation Company, Ltd., stated yesterday that a decision had been arrived at to carry only first and third class passengers in the two latest steamers of the line, the Ormonde and the Ormuz, vessels of over 14.000 tons gross register. The Ormonde formerly carried three classes, but her passenger accommodation is now being remodelled to suit the new conditions, and another first-class saloon is being fitted and additional lounges and smoke rooms provided. The steamer is also being converted so as to burn oil instead of coal.
Two-class accommodation has been adopted in the Atlantic passenger trade, and its success has been proved by many years' experience in the Orient Company's pleasure cruises to Norway and the Mediterranean. The decision to carry only first and third is a great step in a progressive policy, which will be complete next year, with the advent in the trade of the two new liners, the Orama and Oronsay, oil-burners, of over 20,000 tons. By omitting the second-class the company hopes to be able to offer accommodation at lower fares, not only at the minimum rate, but also for the superior cabins and a wide choice of accommodation at various rates. Better and more commodious lounges and smoking-rooms can also be provided. and the deck space for both first and third classes increased.
The first of the line to gall from Australia under the new conditions will be the Ormuz on October 23 next and the Ormonde on December 18.
Sydney Morning Herald, 7 June 1923.
On 16 May 1923 it was announced that the second ship would be named Oronsay.
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| The first of a memorable quintet of British liners, Orama is launched at Barrow on 20 May 1924. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
Orient Line placed an order with Vickers on 30 April 1924 for a third sister, and it was anticipated that the first, Orama, would be launched at the end of the following month. She was, in fact, launched on 20 May, being the largest merchant ship yet sent down the ways at Barrow. Oronsay was christened at Clydebank on 14 August. The pace continued at a gratifying clip, contrasting with the often tortured progress of Cunard-Anchor-Donaldson's 1919 newbuildings, furthering strengthening Orient's decision to delay their own plans for fleet renewal under conditions were more favourable.
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| Bloody Marvelous: Orama making knots on her trials. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
Orama was delivered on 25 October 1924 and made her maiden voyage to Australia on 15 November to general acclaim, Oronsay following on 7 February 1925. The third ship was launched at Barrow as Otranto on 9 June.
Hot on the heels of the departure of Otranto on her maiden voyage to Australia in January 1926, Orient proceeded with an order for a fourth "20,000-tonner" and the sequence of contracting, laying down and completion all being part of a pre-determined plan rather than a spontaneous enterprise. Indeed, few lines would commission so many large sister ships in succession as did Orient Line. By the time the fourth ship was announced and laid down, her construction should have followed a well-trod path with Vickers, although as outside events proved, she would prove the longest and most difficult to complete.
On 18 February 1926 Orient Steam Navigation Ltd. announced they had placed with Messrs. Vickers (Limited) an order for a twin-screw turbine-propelled mail and passenger liner. it was reported that Orient Line had ordered a fourth "20,000-ton steamer" from Vickers, "constructed on similar lined to the Otranto, also built by Messrs. Vickers, which is at present on her maiden voyage to Australia. She will be will be approximately 658 ft. in length, with a beam of 75 ft. Only two classes of passengers (first and third) will be carried, the accommodation provided being approximately 600 in the first-class and 1,200 in third-class. About 80 per cent of the cabins will be single-berth rooms. As in the Otranto, the propelling machinery will be two sets of Parsons turbines, capable of developing 20,000 horse-power, and driving twin-screws." (Southern Daily Echo, 19 February 1926). Three days later, Vickers also received an order for the fast turbine steamer Kedah (2,499 grt) for the Singapore-Penang service of the Straits Steamship Co.
The industrial outlook at Barrow is much brighter. The orders recently announced have acted like a tonic on local traders, and have raised hopes amongst the unemployed of soon able to get back to work. The, Orient Company have conferred a boon on Barrow during the recent lean that years for the new 20,000 ton steamer ordered by them from Vickers, Ltd., is the 'third since 1923. The Orama was launched on 20th May, 1924, and the Otranto on 9th June, 1925. The building of each of these ships absorbs between 1,400 and 1,500 men. at the Barrow works alone for a period of 18 months, so that it can be readily appreciated what godsend these important contracts have been to Barrow. With the new Orient liner, the Donaldson motor ship," and the passenger steamer for the Malay Straits service, all ordered within the last few weeks, a much improved complexion is put upon the local shipbuilding position, and before many months we should see a considerable diminution in the number of our unemployed, always providing the country gets safely over the engineering and coal difficulties.
The Mail, 27 February 1926.
Yard no. 627 was laid down at Barrow on 18 March 1926. The first press mention of the name of the new liner seems to be in The Age (Melbourne) of 26 August: "Additional tonnage now under construction for the Australian trade is surprisingly large. Next year it is expected that the Orient Line's new 20,000-ton liner Orford will make her first trip out to Australia in September 1927." The Daily Commercial News (Sydney) reported on 1 September 1926: The new Orient liner Orford, which will be completed next year, has already been placed on the time-tables. The vessel will sail from London on October 29, 1927, on her first voyage to Australian ports."
The General Strike in Britain in May 1926 paralyzed industry throughout the nation and was bracketed by a coal strike which endured from April-November which more than anything, crippled shipbuilding for the simple lack of steel. Progress on Orford ground to a halt by mid summer but the Daily Commercial News as late as 29 June 1927 still reported her planned maiden voyage to Australia on 29 October that year when she had not even been launched or fully plated!
By summer 1927, completion of Orford's hull was finally sufficiently advanced that on 1 September it was reported in Australian papers that she would be launched "in a few weeks" and would "engage in a Mediterranean cruise before coming to Australia." (The Sun, 1 September) indicating she would not be commissioned until spring-summer, the off season for the Australian mail service.
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| Orford on the ways, ready for launching. Credit: Shipbuilding and Shipping Record, 29 September 1927. |
The new Orient liner Orford, building at Barrow, will be launched on Tuesday, 27th September, at 1230 p.m. by Lady Ryrie. This is a sister ship to the Orama and Otranto, both of which were built at Barrow and have proved highly successful ships.
Barrow News, 17 September 1927.
When it was reported on 13 September 1927 that Orford would be launched at 12:30 p.m. on the 27th, it was noted that would leave only two slips in Vickers yard occupied and it was feared with the prevailing slump in shipbuilding, work could not be found for the some 15,000 workers presently engaged. Orford's sponsor was Lady Ryrie, wife of Sir Granville de Laune Ryrie, K.C.M.G., C.B., C.M.G., High Commissioner for the Commonwealth of Australia and from all accounts, the launching went off without a hitch in brilliant weather.
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| Credit: Syren & Shipping, 12 October 1927. |
The following is a list of the guests at the launching ceremony:—Lady Ryrie vnd Miss Ryrie, Sir Kenneth B. Anderson, Bt., K.C.H.G., Mr. and Mrs. L. C. Geddes, Sir Alan G. Anderson, Sir John and Lady Beale, Commander Sir A. Trevor Dawson, Bt., Royal Navy, Commander and Mrs. C. W. Craven, Mr., A. 1. Anderson, Mr. and Mrs. T. Trumble, Dr., Mrs. and Miss Cameron, Mr. and Mrs, J. I'. Barnes, Captain and Mrs. Veale, Mr. and Mrs. J. Peacock, Mr. Y, Walker, Mr, and Mrs. W. Y.. Hird, Mrs, Staunton, Mr. C. S. Anderson;. Mr. D. F. Anderson, Mr., James Beale, Mr. D. W. Milligan, Mrs. Owens, Mr. W, Langridge, Mr, and Mrs. Andrew Common, Mr, and Mrs. T. F. Mallents, Miss Weston, Commander and Mrs, W, 8. Shelford, Rear-Admiral A, P. Addison, Captain A. L. Snagge, Royal Navy, Miss 1.. Clunes, Lieut.-Commander H, T, Dawson, Royal Navy, Mr. and Mrs. G, W, Barr, Mr, and Mrs, G. W. Jackson, Mr. and Mrs. J. Callander, The Mayor and Mayoress of Barrow, Captain J. Fisher, Mr. and Mrs, J. Bromley, Mr. A. Summersfield, Mr. D. W. Montgomery, Mr, and Mrs. J. Murray, Mr. A. Russell, Mr. C. E. Rawbone, Mr. R. Fairlie, Mr. J. H. Ferguson, Mr. W. Cowie, Mr. F, K. Rogers, Mr, and Mrs. Y. R. Hough, Mr. L. W. Dunien and Mr. S. Durlington.
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| Terrific action shot of Orford "taking the water" on launching by Edward Sankey. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
Another big ship, the Orford, has been launched at Barrow, making the third in four years for the Orient Steam Navigation Co., which has spent during that period £100,000,000 per annum on expanding its fleet for the development of Australian traffic. All this money has not been spent in Barrow, of course, but Messrs. Vickers have built three out of four vessels, and the fact that they were able to secure these repeat orders is indication of the satisfaction of the owners in the class of ship turned out at Barrow. Now the company are asking for tenders for another and slightly larger vessel. The Orford, like the Orama and the Otranto, the other Orient liners built at Barrow, is of 20,000 tons. Commander Craven, in his speech at the luncheon which followed the launch on Tuesday, referred to the letter which the firm had received during the last few days inviting tenders for the new ship. “It is having our very earnest attention,” he assured the company.
Barrow News, 1 October 1927.
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| Credit: Quarterly Bulletin of the Inst. of Engineers Australia. |
At Barrow-in-Furness on Tuesday there was launched by Messrs. Vickers Ltd. a new steamer built to the order of the Orient Steam Navigation Co. The ceremony of launching and naming the vessel was performed by Lady Ryrie, wife of Sir Granville de Laune Ryrie, K.C.M.G., C.M.G., High Commissioner for the Commonwealth of Australia. The weather, fortunately, was ideal for such a ceremony, and at the arranged time for the launch, 12 30, in the presence of a very large and distinguished gathering of guests of the steamship company and the shipbuilders, including directors and officials, Lady Ryrie pulled the lever on the launching platform, which automatically christened the Orford with a bottle of Australian wine and released the automatic triggers which set her in motion. Within 40 seconds of the pulling of the lever, the Orford was waterborne, and later she was taken in tow and berthed in the Devonchire Dock, where she will be fitted out, and her machinery placed on board.
Liverpool Journal of Commerce, 29 September 1927.
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| Credit: Quarterly Bulletin of the Inst. of Engineers Australia. |
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| Orford being towed into Buccleuch Dock for fitting out, 27 September 1927, with the County-class cruiser Cumberland being completed alongside. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
Of the largest ships launched in British yards in 1927, Orford ranked second after Duchess of Atholl (21,500 grt and ahead of Laurentic (18,724 grt).
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| Orford at Buccleuch Dock, Barrow, February 1928. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
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| Almost done: Orford near the end of her fitting out, February 1928. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
The Barrow News on 21 January 1928 reported that Orford was being "rapidly completed and is expected to be ready for her trials towards the end of next month. " Her progress, by late February, was such that unemployment in Barrow ticked up when "a number of joiners, plumbers and labourers have temporarily thrown idle," on completion of their work on the liner. On 18 February, it was reported Orford would depart Barrow "early next month."
On 10 February 1928 the first advertisements appeared for Orient's spring-summer cruise programme in Orford and Otranto to the Mediterranean and Adriatic, Madeira and the Canaries, and Norway and Northern Capitals. More details were forthcoming on the 17th with her maiden voyage to be on 13 April, a 28-day cruise visit Athens, the Dalmatian Coast, Corfu, Sicily etc., followed by one to Madeira and the Canaries. In all, Orford would begin her career with four cruises, the first commencing from London and concluding in Southampton whence the remaining three would be based. Although occasioned by her late construction and delivery, Orford was one of the first, if not first major liner, whose maiden voyage was a cruise and indeed, a full programme of them, reflecting Orient Line's unique experience in the cruise trade
In the case of the Orford, however, four cruises have been arranged. The first begins at London in April, and after visiting the beauty spots of the Mediterranean shores she will return to Southampton. Thereafter she will begin and end three voyages at this port- 20 days' trip to the Mediterranean, days' cruise to the Atlantic Islands, and 28 days' autumn " jaunt to the Mediterranean. The itinerary in each case has been thoughtfully arranged to give passengers the fullest opportunity of visiting some very delightful places, and the plans for the enjoyment of the trippers whilst on board the vessel are very complete. The programme of dances, concerts, deck sports and other entertainments is most attractive.
A professional photographer will be engaged to advise and help passengers who desire to make pictorial records of the tour.
Southampton Daily Echo, 14 March 1928.
The departure of a big vessel like the Orford is bound to displace a certain amount of labour, especially as there is no other ship ready for launching. Most of the men, however, who have been employed on the new Orient liner, which left here on Tuesday, are being absorbed on other jobs at the Shipyard, although others may have to endure a period of idleness. Another similar vessel, to be christened the Orontes, is now on the stocks, but it will be some considerable time before she is ready to take the water. The Orford is another notable example of what Barrow can accomplish in the way of building large passenger ships. She is the third boat built for the Orient Steam Navigation Co. at Barrow, and the fact that a fourth vessel has been ordered is indicative of the satisfaction which the previous vessels—Orama and Otranto—have given to the owners. These vessels, too, have found much favour with the Australian traveller as fine sea boats. They are all magnificent ships, in which the town of Barrow, the firm of Vickers (now Vickers-Armstrongs), and their workpeople of all grades, can take a justifiable pride. We can only hope that such products will bring further similar orders to Barrow, and that the local yard will in time to come be much busier with this class of work.
Barrow News, 10 March 1928.
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| Orford on departure from Barrow, 6 March 1928, with Roa Island in the background. Credit: Sankey Family Photographic Archives, Cumbia Archives. |
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| Orford gives the photographer (Edward Sankey, 1874-1965) a whistle salute to complete a perfect portrait on departure from Barrow. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
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| Pleasing quartering stern view which flatters only the most handsome of ships, Orford on departure from Barrow. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
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| Orford in Thompson Graving Dock, Belfast, for cleaning and painting her underwater hull before trials. Credit: Belfast Telegraph, 10 March 1928. |
After being inspected by 2,500-3,000 visitors the previous day, raising £68 9s for local charities, Orford left Barrow at 11:00 a.m. on 6 March 1928 for Belfast and drydocking prior to her trials on the Clyde. Her departure again elicited comment in the local Barrow press as to the effect on shipyard employment and 234 men laid off as a consequence of Orford's completion. Drydocked in Belfast's Thomson Graving Dock on the 8-11th, Orford arrived in the Clyde on the 13th, "the new Orient liner Orford made a good impression on her first visit to the Clyde. She was ablaze with lights at the Tail-of-the-Bank." (Greenock Telegraph, 15 March).
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| Orford running trials on the Skelmorlie measured mile. Credit: eBay auction photo. |
Belying the prevailing concensus that British shipbuilding was in a slump, Orford was but one of seven big vessels running trials on the Skelmorlie measured mile the week of 15 March 1928, all but the Orient liner Clyde-built.
The Orford ran a 24-hours' trial at cruising speed, a trial of the same length at maximum sea speed, progressive speed trials, and fullpower trials, on the Clyde measured mile. At full power a mean speed of 20.2 knots was attained, and the oil fuel consumption on the 24-hours' trials, measured with extreme care, represented a decided improvement, even on the remarkably low figures registered by the earlier Orient liners built at Barrow. The Orford is going on a short special cruise before sailing from Tilbury on her maiden voyage to Australian ports.
The Syren and Shipping, 28 March 1928.
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| Orford arriving at Tilbury. Credit: P&O Heritage. |
After "very successful trials on the Clyde," Orford departed Lamlash the morning of 15 March 1928 for Tilbury, continuing with various tests en route to London where she docked at Tilbury on the 17th.
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| Vickers-Armstrong advertisement featuring the just completed Orford. Credit: Syren & Shipping, 22 February 1926. |
The class was a development of the Ormonde and appeared similar in many respects, but they were a tremendous advance on that ship and were undoubtedly the finest liners until then built for the Australian service, splendid looking ships in every way.
J.H. Isherwood, Sea Breezes, November 1975.
There are some very notable features about this ship. The first to meet the eye is the graceful appearance which the straight stem, cruiser stern, well-raked masts and funnels and lofty superstructures give to the vessel. Once on board, the spacious deck sweeps, lofty ceilings and cool airiness of the compartments tell how well the comforts of the passengers to Australia have been considered.
Liverpool Journal of Commerce, 19 April 1928.
It would be hard to imagine a collective of liners belonging to one company, designed and built for one specific route, that presented a more cohesive, consistent and comely appearance as did Orsova of 1909 through Orontes of 1929, totalling a dozen ships in all, spanning two generations of liner design and engineering but united in purpose, profile and pleasing proportion and superb interiors. Orford of 1928, the fourth of inter-war series, is as representative of any of this remarkable family of British mailship, and only by sheer number is their individual quality somewhat diminished in appreciation when the "one-off" seems to garner all the attention and no one wonders why they never built any more of.
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| Orford showing her perfect profile anchored in an unidentified bay whilst cruising. Credit: National Maritime Museum, Waterline Collection. |
First and foremost, Orford, like her sisters, was simply a splendid looking ship, at once evoking the earlier Ormonde and the even earlier Orsovas, but with a bigger, more robust presence about them that their perfect proportions tempered. Few ships of their era managed such massive yet still proportioned superstructures and balanced better than Ormonde by the beefier and shorter funnels which, for all good reason, became a trademark in brochure photo and poster. Whereas many British liners of the period managed to consign their sterns to a disjointed heap of deckhouses, sheds, heaps of boats and clutter, the after quarters of Orford and her consorts was a study in neat, tidy design and seamlessly blended to the hull with its neat, characteristic openings for the Third Class covered promenade deck, and the neat, full cruiser stern. And no liners of their era-- none-- had the epic, unencumbered open deck space of the Boat Deck which thanks to the novel gravity davits was also an astonishing expanse-- 16,500 sq. ft. of sports deck at the same time.
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| Another vision of a cruising idyll with Orford at anchor. Credit: National Maritime Museum, Waterline Collection. |
Orford and her sisters were designed by Mr. Frederick Walker, naval architect for Orient Line (1919-1948), J. Peacock superintendent engineer, E.A. Veale, technical advisor of Orient Line.
It was a little secret to the arcanely statistic minded that of Orient's famed "20,000 tonners," only two-- Oronsay (1925/20,001 grt) and Otranto (1926/20,026 grt)-- actually achieved this measurement in reality with Orama (1924) measuring in at 19,777 grt, Orontes (1929) at 19,970 grt and Orford at 19,941 grt (12,027 tons nett). In 1938, however, she was remeasured and made the mark at 20,043 grt. Dimensionally, the first four ships, were identical with an overall length of 659 ft. (length b.p. of 630 ft.)--although for some reason, Orford's usual quoted length is one foot less than the others, and beam of 75 ft..
These were big vessels, although not the largest regularly trading to Australia, falling just behind P&O's Mooltan (20,847 grt) and Maloja (20,837 grt). Displacing 26,600 tons on a loaded draught of 29 ft. 8 ins., this was increased by the mid 'thirties to 30 ft. 6 in. and she and her sisters were big strapping ships, a quality belied by their graceful proportions.
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| Orford underway whilst cruising showing her 20-ton heavy lift derrick at her foremast. Credit: National Maritime Museum, Waterline Collection. |
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| Port quartering aspect of Orford showing the neat, ordered arrangement of her superstructure and poop deckhouse as well as the typical immaculate appearance Orient Line strived for in their ships. Credit: National Maritime Museum, Waterline Collection. |
In appearance and perception, big passenger liners, Orford and her fellow "O's" were also major cargo carriers with substantial capacity with six holds each with a total capacity of 187,335 cu. ft. (general) with an additional 54,370 cu. ft. in spaces with portable Third Class accommodation and 149,550 ft. insulated space or 95,100 if stowing fruit in nos. 1, 2 and 3 holds. In all, she could carry about 6,500 tons of cargo Bunker capacity was 2,828 tons and 1,163 tons of fresh water carried. Nos. 1, 2, 3 holds were forward and nos. 4, 5, 6 aft, with no. 4 being fitted with an outdoor swimming pool tank insert. There were 20 five-ton cargo derricks, carried by the fore and main masts and two pairs of kingpost, and one 20-ton derrick at no. 2 hatchway, and 24 electric winches.
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| Orford engine starting platform. Credit: National Library of Australia. |
In machinery, the "O"s were contracted just in time to completely avoid the serious issues bedeviling the initial post-war geared-turbine liners and whilst utterly conventional, their machinery installation was among the most reliable and trouble-free of any of their era as well as capable of a measure of reserve speed that made them exemplars of reliability on one of the longest routes of The Ocean Highway.
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| Orford on the ways showing her semi-balanced rubber and built-up starboard screw. Credit: Quarterly Bulletin of the Inst. of Engineers Australia. |
The vessel is propelled by twin screws driven by two of Parsons turbines and single-reduction gearing. Each set comprising one high pressure, one intermediate, and one low pressure turbine, working in series and and driving separate pinions engaging with the main gear wheel. The high pressure turbine is of the impulse reaction type, the first stage consisting of a wheel with two rows of velocity compound blades, 65 in. P.C.D., while the remainder of this turbine comprises four expansions oi reaction blading, which varies in height from 1⅜ in to 2 ⅝ in., mounted on a drum 33 in. diameter. The intermediate pressure turbine is of the reaction type, having five expansions, with blades ranging from 2½ inches to 6 ¾ inches diameter, mounted on a hollow drum 36 inches diameter. The first stage of the h.p, astern turbine is incorporated in the intermediate cylinder, comprising one impulse velocity compounded wheel 65½ P.C.D.
The low pressure turbine is of the single flow type, having bine rearms of reaction blading ranging front four inches to 11 inches mounted on five wheels inches diameter. The remainder of the astern turbine being incorporated in the L.P. casing, consisting of one velocity compounded two row wheel 65 inches P.C.D., followed by five of reaction blading ranged from 2½ inches to five inches in height. The rotor shafts of all the turbines are packed with both labyrinth and carbon pecking, with Michell thrust blocks at the forward ends. All turbines run at 1,372 r.p.m., while the gear ratio is such that with this turbine speed the propeller runs at 95 r.p.m. The total shalt horse-power developed by the two sets at this sped is about 20,000. When running astern the power developed is approximately 70 per cent of the ahead power.
The turbines are connected by flexible couplings to nickel steel pinions which engage with the main wheels on the propeller shafts, the gearing is of the double helical type, the main wheels consisting of cut-iron centre parts with forged steel tines shrunk on. The shaft bearings for both turbines and gearing ate supplied with forced lubrication. the blocks, which are of the Michell type, are placed on the shafts close up to the gearing. The propellers are of the built-up type, each having four manganese bronze blades secured to the bosses by mild steel studs with gunmetal cap nuts. The busses are of cast steel, and a cast-iron cone is fitted over the propeller nut. Electrically-operated turning gear for the turbines and shafting is fitted.
The main condensors are of the "Contrafto" type, and are suspended from the low turbine casing, with the turbines running continuously at full speed, the capacity of the condensers is sufficient to maintain a vacuum of 27¾ of mercury with the barometer at 30 inches, and with a sea-water temperature of 86 degrees Fahr. An auxiliary condenser also of the "Contraflo" type, is installed port use, and is capable of maintaining a vacuum of 26 inches with a sea temperature of 85 degrees Fahr.
The steam-generating installation consists of six double-ended and two single-ended boilers of the ordinary multitubular return tube type, arranged in two compartment working under Howden's systems of forced draught, and designed for a working pressure of 215 lbs. per square inch. All the boilers are 16 ft. 6 in. mean diameters, while the length of the doubled ended boilers is 21 ft. 9 in., and that of the single-ended 11 ft. 2 in.. Each double ended boiled is fitted with six separate furnaces of the Morison suspension type and has six combustion chambers, the single-ended boilers have three furnaces and the same number of separate combustion chambers. The total heating surface is 46,530 square feet. The boilers are arranged for oil burning only. The Wallsend Howden oil burning system is installed with two main sets of pumping and heating plants, comprising electrically driven pumps for harbour duty. The auxiliaries are practically all electrically driven, the generating machinery consisting of three main turbo-driven dynamos provided by Messrs. Allen and Co., each 400 kilowatts at 220 volts.
Ventilation has received the most thorough consideration, and all the most modern methods have been brought into use. The Thermotank Company's patent "Punkah Louvre" system has been installed practically throughout in addition to other mechanical and natural means. Steam heating is fitted throughout the third-class accommodation, whilst electric heating is supplied in all the first class staterooms, corridors and public rooms. Hot and cold water services, both fresh and salt, have been provided for the convenience of all passengers and ship's company.
Liverpool Journal of Commerce, 19 April 1928.
Detailed results of Orford's trials were not published but she obtained a maximum speed of 20.2 knots and her normal sea speed was 18 knots. The first of the class, Orama, recorded a speed of 18.8 knots over a 24-hour fuel-consumption trial with .785 lb per s.h.p. per hour, including consumption for all purposes and Orford would have done similar.
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| Orford's gravity davits, showing the clear seaview and unobstructed deck space they facilitated as well as the double-nest boats. Credit: Historic England, Bedford Lemere collection. |
The "20,000 tonners" were among the first liners fitted with the new MacLachlan patent gravity davits, 20 sets in all, and whose revolutionary design and boat handling efficiency represented not only a tremendous advance on lifesaving capability and capacity at sea, but so materially increased usable open deck space as to constitute a revolution. Indeed, no ships of their size had greater, unencumbered open deck space as the inter-war "Os" and it became a hallmark of these vessels for every good reason.
In all, there were 36 boats and two motor launches, powered by Gleniffer engines of 24/28 b.h.p, and fitted with wireless. Of the lifeboats, these were double bank with one 31 ft. boat (86 persons) and one 26 ft boat (48 persons) at each davit excepting the last pair aft on Boat Deck which carried the twin motor launches (30-ft, 44 persons). The aft poop deckhouse had a pair of gravity davits with double-banked boats as well as three collapsible boats and another set of gravity davits were at the foremast island with double-banked boats. Here, it should be noted that their then unique "dual purpose" design, suiting long crossing and cruising capability, made efficient boatage and handling essential when cruising when the majority of ports could not accommodate ships of this size and draught alongside. In addition, liferafts were provided, with a capacity equal to 25 per cent of souls aboard.
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| Crew lifeboat drill aboard Orford at sea, showing all the davits swung out and the boats ready for launching. Credit: National Maritime Museum, Waterline Collection. |
Especially noteworthy is the elaborate equipment of boats and appliances for lowering and raising them. Altogether there are 35 boats of the various types and sizes indicated on the plans, having sufficient capacity to accommodate all on board. Two of the boats are motor-driven, each equipped with a wireless installation. These motorboats have been supplied by the Seamless Steel Boat Co., Ltd., of Wakefield, and have dimensions 30ft. by 9ft. by 3ft. 9in. Motive power is provided in each case by a Gleniffer engine of 24-48 В.Н.Р., capable of giving the craft a speed of about 7 knots.
The majority of the boats are operated by Maclachlan patent gravity davits. Of this type of davit there are 14 sets fitted on board, 10 of which each operate two nested lifeboats and the two motorboats installed on A deck, while two operate the smaller nested lifeboats placed over the forward well. In the case of the large nested lifeboats, the outer boat has a capacity for 86 persons, and the inner boat for 48 persons. As shown by Fig. 10, the boats are stowed at such a height above the deck that a clear space is provided out to the ship's side rails. With this type of davit, both boats are transported over the ship's side together, as shown by Fig. 11. The outer and larger boat is lowered to the water first, while the inner boat remains sus- pended over the side at the davit head by means of wire-rope pennants. It is, therefore, obvious that the maximum number of passengers are launched by the first lifeboats. A quick return gear on the davit winch ensures the rapid recovery of the empty falls for the second boat.
Another very important feature of the Maclachlan apparatus is the use made of single wire-rope falls, for which many advantages are claimed over the block and tackle system. The falls are controlled by means of a hand winch, so that both ends of the lifeboat are lowered simultaneously and on an even keel. At the official Board of Trade tests carried out at Barrow, the time recorded for the launching against a 5° list of both boats by this apparatus was four minutes. For hoisting the boats on board six electric boat winches are installed on A deck. The remaining boats are operated by davits of the Steward and Welin types respectively.
The Shipbuilder and Marine Engine Builder, January 1925.
R.M.S. Orford
Surveyor plans
Credit: Lloyd's Register Foundation
LEFT-CLICK on image for full size scan
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| Orford midships section. |
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| Orford profile side plan. |
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| Orford cargo and capacity plan. |
R.M.S. Orama
General Arrangement Plans & Rigging Plan
(Orford had almost identical general arrangement)
Credit: The Shipbuilder January 1925
LEFT-CLICK on image for full size scan
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| Rigging Plan. |
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| Navigating bridge. |
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| "A" Deck. |
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| "B" Deck. |
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| "C" Deck. |
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| "C" Deck poop deck house top. |
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| "D" Deck. |
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| "E" Deck. |
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| "F" Deck. |
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| "G" Deck. |
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| "H" Deck. |
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| Hold. |
R.M.S. Orford
Cruise Deck Plan, co. 1933
Credit: eBay auction photo
LEFT-CLICK on image for full size scan
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| "A" Deck. |
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| "B" Deck. |
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| "C" Deck. |
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| "D" Deck. |
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| "E" Deck. |
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| "F" Deck. |
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| "G" Deck. |
Orford had eight decks, "A" to "H" with three, "E", "F" and "G" being full length stem to stern, the hull divided by 11 watertight bulkheads extending to "F" Deck as well as fire screens at suitable levels above that. A full double bottom, cellularised for the carriage of water ballast, fresh water and in certain location, bunkers, extended fore to aft and a duct keel extending from no. 1 hold to the boiler room was featured. An inner skin abreast the boiler and engine rooms was arranged for the carriage of bunkers.
The navigating bridge, atop the forward Boat Deck deckhouse measured 30 ft. by 19 ft. 6 ins. and had enclosed bridge cabs.
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| First Class sports deck. Note the arrangement of the ventilators to narrow the deck house to increase deck space. Credit: Bedford Lemere photograph, Australian National Maritime Museum. |
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| First Class sports deck. Credit: Historic England, Bedford Lemere Collection. |
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| First Class sports deck and gravity davits which helped facilitate this expanse of unencumbered deck and unobstructed sea views. Credit: National Maritime Museum, Waterline Collection. |
"A" Deck, with captain's and senior officers accommodation in the forward bridge deckhouse (36 ft. by 46 ft.), was a showcase of these vessels with its truly splendid expanse of open deck space, encompassing some 16,500 cu. Ft, completely unencumbered and with seaviews under the high-slung lifeboats in their novel gravity davits. The deckhouses were considered narrowed in profile so that the impressive array of ventilators, cowls and blowers were cantilevered atop them. More prosaically, the emergency generator room was situated right aft.
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| First Class promenade. Credit: Historic England, Bedford Lemere Collection. |
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| First Class promenade. Credit: Historic England, Bedford Lemere Collection. |
With the full sweep of its 282 ft. of superstructure, "B" Deck had the principal First Class public rooms in two large deckhouses featuring exceptionally high overheads as well as the principal rooms have domes or skylights. Just as impressively these expansive, lofty inside spaces were completely encircled by a wide promenade deck. Forward was the largest of the public rooms, other than the dining saloon, the lounge, measuring 100 ft. by 48 ft., its dimensions enhanced by large deep bay windows on the sides and a raised coach roof over the forward half. Arranged on either side of the forward funnel casing were spacious seating alcoves with their own bay windows. The forward staircase and two lifts were incorporated in the after section.
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| Wonderful study of Orford's superstructure details, alongside at Hobart. Credit: Maritime Museum of Tasmania. |
Dead amidships, between the two deckhouses, was a signature feature of the British tropical mailship: the covered but open to the sides (but with folding screens in case of inclimate weather or winds) deck space for deck games during the day and a deck ballroom at night, measuring 2,100 sq. ft.. In its traditional aft location was the smoking room, measuring 34 ft. by 34 ft. square and with a raised centre roof and like the lounge, its dimensions furthered enhanced by large side bay windows. Furthest aft was one of the innovations of these ships: the café which, unlike similar spaces on other liners, was expansive (62 ft. by 54 ft.), with an impressive raised centre section, bay windows and a true public room not some trelliced alcove adjoining the smoking room. This was used as a day lounge and unique informal café and restaurant. The aft staircase landing formed the forward part of the room.
"C" Deck had the reading and writing room forward, inboard of cabins, measuring 32 ft. by 8 ft. This deck, with its length of 326 ft., and central deckhouse of 270 ft. by 48 ft., featured a covered promenade of 326 ft. by 6 ft. and 66 staterooms for 72 First Class passengers. Aft was open deck space and the poop deckhouse with Third Class open deck space atop it. Differing from the earlier three "O"s, Orford had a swimming pool tank aft on "C" Deck just behind no. 4 hatch.
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| The deck crew did not get the message Messrs. Bedford Lemere were aboard taking "record photographs" so Orford's "first" for an Orient liner: an permanent outdoor pool is hiding in the rain under an awning. Credit: Historic England, Bedford Lemere Collection. |
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| Slightly more illustrative and appealing is this informal view of the pool in use from a brochure. Credit: eBay auction photo. |
"D" Deck, the first main superstructure deck extending the width of the ship, 300 ft. in length, was entirely devoted to First Class accommodation with 121 staterooms for 178 passengers, including a special suite on the port side and 13 cabines de luxe. Aft was the pursers office, further aft was open deck space for Third Class extending 146 ft., while forward was an open deck for children, with the hospital with 28 berths in the poop deck house.
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| Shop on "E" Deck. Credit: ebay auction photo. |
"E" Deck had forward a well deck acting as open deck for Third Class, and entrance lounge and main companionway and in the forecastle, crew accommodation, and First Class staterooms for 215 passengers, all outside but many arranged on the Bibby or Inchcape pattern. Also situated here was accommodation for engineers, doctors and pursers, a special dining saloon for children, barber shops for First and Third Class, the First Class shop and an innovation in Orford, a special "ironing room" for First Class passengers. Aft was an expansive covered promenade for Third Class.
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| First Class children's dining room. Credit: Historic England, Bedford Lemere Collection. |
"F" Deck forward was devoted to stewards' accommodation and washrooms with a block of First Class cabins, outside on the Bibby/Inchape pattern. The main entrance followed with the landing to the main staircase. The First Class dining saloon, seating 350 and 70 ft. in length, and with a completely raised centre section was slightly amidships of amidships between the two funnel casings. The galley, serving both First and Third Class dining saloons, was dead amidships, "equipped on the most modern lines including oil-fired galley range and all the latest electrically-operated labour-saving appliances." Following aft was the 479-seat Third Class dining saloon, 70 ft. in length and like its First Class counterpart, extending the full width of the vessel. This opened up to an expanse of covered promenade deck with the Third Class lounge ( 30 ft. by 44 ft.) and Third Class smoking room (27 ft. by 44 ft.) in their own deckhouses with more covered deck space aft and finally, washrooms and lavatories.
"G" Deck had stewards' accommodation forward, the mail rooms, Third Class portable accommodation for 182 (mostly six-berth cabins), leading stewards quarters and aft of the amidships all the way to the poop, permanent Third Class accommodation for 432 passengers in three compartments.
"H" Deck aft had a final block of portable Third Class cabins.
The pervading effect of the saloon is one of spaciousness and height, very desirable qualities when it is considered that the greater part of the voyage is through tropical waters.
Syren & Shipping, 4 July 1928.
Contributing to the unifying and consistent quality of the post 1909 Orient Line fleet were the interiors of its ships. At once elegant in classical style yet uniquely and "freely adapted" to suit the unique requirements of a long sea voyage in often warm climes, it was a look that defined two generations of Orient liners as much as did their paired Admiralty cowled funnels.
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| Andrew N. Prentice (1866-1941). Credit: AHRnet. |
Largely responsible for this look was Andrew Noble Prentice (1866-1941), born in Greenock and studying at the University of Glasgow and qualifying as an architect in 1891. Starting a partnership with William M. Dean (1876-1933) in London as Prentice & Dean, this was disbanded in 1920 and Prentice worked alone until 1935 until partnering with H.J. Scaping and Arthur H. Wheatley which lasted until just before his death in 1940.
Like many Scottish architects of his generation, Prentice was heavily influenced by the Glasgow School and the Arts and Craft style, and many elements of this were incorporated in his unique shipboard style which blending strong classical architectural elements with more contemporary colours, patterns and furnishings and avoiding, out of consideration for the long days at sea in tropical conditions, heavy drapery, dark panelling and dominant art or mural work and, at the same time, providing maximum overhead height in the rooms. And he did so at the very onset of the New Orient Liner in 1909 with Orvieto, Otranto and Otway (1910).
Prentice, not missing a beat, went on to design the interiors of all of the post-war "20,000-tonners" starting with Orama (1924) and while the spaces and much of the essentials of interior architecture were the same, each room in each vessel was distinct from its fleetmates. Orford represented the Prentice "look" at its peak and few British liners of her size were as pleasingly decorated and fitted out.
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| Credit: Academy Architecture and Annual Architectural Review, 1928. |
Common, too, to the Orient liners of the period, was the Cheltenham firm of H.H. Martyn & Co. Ltd., which was responsible for the entire interior fit and furnishings, plasterwork and specialised joinery, the company also have done similar with Lusitania and Empress of Asia. Mr. Richard Garbe, sculptor, contributed the cast bronze panels in Orford's dining saloon.
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| First Class lounge. Credit: Historic England, Bedford Lemere Collection. |
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| First Class lounge. Credit: Historic England, Bedford Lemere Collection. |
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| First Class lounge. Credit: Historic England, Bedford Lemere Collection. |
[The lounge] having also a raised coach roof over the forward half. Full advantage has been take of the height available, and the result is a room of great charm and dignity. Designed in a free manner, suggestive of the English Adams and the French Empire, the general tone of golden cream is relieved with large panels in blue lacquer and ornaments in gilt. The characteristic furniture, the oak parquet floor and choice rugs, all help to make this a truly luxurious and comfortable room.
Liverpool Journal of Commerce, 19 April 1928.
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| First Class deck dancing space. Credit: Historic England, Bedford Lemere Collection. |
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| First Class smoking room. Credit: Historic England, Bedford Lemere Collection. |
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| First Class smoking room. Credit: Historic England, Bedford Lemere Collection. |
This room [the smoking room], panelled in a somewhat new combination of oak and rosewood, the rosewood being used for the panels and columns, has a very pleasing and comfortable appearance. The centre part, higher than the rest of the room, has bronze ornamental lunettes for light and ventilation.
Liverpool Journal of Commerce, 19 April 1928.
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| First Class cafe. Credit: Historic England, Bedford Lemere Collection. |
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| First Class cafe. Credit: Historic England, Bedford Lemere Collection. |
[The café] acts as something between a dining saloon and lounge. Here one can obtain occasional light refreshments, or find a place of shelter screened from wind and weather. A joyeous and modern note is struck by the novel decoration of panelled lacquer in general tones of golden buff, with mouldings and motifs in red, black and gold in the Chinese manner. The room is high, spacious and admirably lighted, and forms a pleasant retreat. The furniture and electric-light fittings are carried out in character, the use of lacquer and moulded glass in these give particular interest. The bow windows form a distinctive feature of the café.
Liverpool Journal of Commerce, 19 April 1928.
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| First Class drawing room. Credit: Historic England, Bedford Lemere Collection. |
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| First Class drawing room. Credit: Historic England, Bedford Lemere Collection. |
The writing room is a charming room, admirably planned in cruciform shape to afford many sheltered corners for quiet reading and writing. It is carried out in wood panelling, painted in mellow buff and cream tones, and has interesting lacquer panels of a golden buff hue, decorated in the Chinese manners. The floor of oak parquet and dainty rugs, etc., and the furniture and the many well-filled bookcases, make this a quiet and restful room, admirably suited to the purpose.
Liverpool Journal of Commerce, 19 April 1928.
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| First Class dining saloon. Credit: Historic England, Bedford Lemere Collection. |
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| First Class dining saloon. Credit: Historic England, Bedford Lemere Collection. |
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| First Class dining saloon. Credit: Historic England, Bedford Lemere Collection. |
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| First Class dining saloon. Credit: Historic England, Bedford Lemere Collection. |
The first-class dining saloon is a remarkably spacious room, designed in a free style reminiscent of the English Empire and carried out in mellow tones of buff and green, one tone blending into the other, and with harmoniously-coloured scagliola filling to the panels giving the whole an idea of lightness and coolness. The high centre well with its broad pilasters and large perforated burnished bronze lunettes, the figures of which illustrate the mythological story of the 'Triumph of Venue,' forms a feature of great dignity.
Liverpool Journal of Commerce, 19 April 1928.
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| First Class staircase and landing on "C" Deck. Credit: Historic England, Bedford Lemere Collection. |
Forward of the saloon is the foyer, carried the full width of the ship, which gives a fine approach to the dining salon, the decoration of which carried on. It can be used as an additional dining space on occasion. The electric light fittings form a novel and interesting feature by the somewhat unusual modern treatment of moulded glass. Passenger entrance doors are arranged at the sides in the foyer and from this hall the main stairway and passenger elevator give access to the decks above.
Liverpool Journal of Commerce, 19 April 1928.
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| First Class special stateroom bedroom. Credit: eBay auction photo. |
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| First Class twin bedstead "Bibby" cabin. Credit: eBay auction photo. |
The roominess and comfort of the bedstead cabin depicted in this illustration evidence the advance in passenger accommodation achieved by the Orient Line. All the steamers have special bedstead staterooms with private bathrooms. Families are provided for by interconnecting rooms and three-berth rooms.
Orient Line brochure.
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| First Class outside "C" Deck single cabin. Credit: eBay auction photo. |
Most travellers desire a room to themselves, and the Orient Line has met the demand by considerably increasing the number of single berth cabins. It is claimed that their latest steamers, the Orama, Oronsay, Otranto and Orford are each fitted with more single rooms than any afloat.
Orient Line brochure.
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| Third Class smoking room. Credit: eBay auction photo. |
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| Third Class lounge. Credit: eBay auction photo. |
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| Third Class two-berth cabin. Credit: eBay auction photo. |
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| Third Class four-berth cabin. Credit: eBay auction photo. |
The third-class accommodation of the new liner is superior to that which, not so many years ago, was considered good enough for second-cabin passengers, and includes an excellent lounge and a commodious panelled dining saloon to seat 479 persons. The third-class cabins are roomy, well ventilated, and pleasant.
The Western Gazette, 20 April 1928.
Orford's Third Class, with a capacity of 1,160 (about 100 fewer than her elder sisters), reflected the emigrant-driven market for it and typical for its era in its spartan accommodation and minimal public rooms, although the open and covered deck space was exceptional and far more generous than contemporary liners. There was a smoking room and lounge, in their own deckhouses and this well provided with windows and natural light and ventilation and a large dining saloon, equal in size if not décor, pretention or lofty central ceiling of its First Class counterpart forward on the same deck. Cabins were two, four and six-berth and in Orford, there were fewer "portable" cabins which were distinctly inferior to the permanent accommodation.
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| Tourist Class lounge. Credit: Australian National Maritime Museum |
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| Tourist Class dining saloon. Credit: eBay auction photo. |
Few lines invested so heavily in a comprehensive rebuilding of Third Class emigrant-oriented accommodation into leisure and cruise oriented Tourist Class as did Orient beginning in 1935 which converted all of the "20,000-tonners" Third to Tourist. Not only did this entail all new accommodation for about 550 passengers versus 1,200, but created wholly new and redecorated public rooms. The decorative note was firmly borrowed from the new Orion and indeed Brian O'Rorke, the talented New Zealand interior architect responsible for her and introducing contemporary décor to tropical liner, was tasked with the makeover of her older fleetmates. Here, the still modest architectural aspects of the public rooms were well served by the simple yet harmonious and uncluttered décor O'Rorke carried over from the newer ship. Uniquely, too, the original First Class interiors by Prentice were left untouched, giving the ships a unique "dual personality" between classes and representing the best of two very different decorative approached to ocean liner interiors.
Orford, the fourth of five, and the one of many, had her own distinctive personality, interiors and individual quality which she would now introduced to legions of passengers, both cruise and crossing, as she commenced her career.
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| Orient Line ad for Orford and Otranto's summer Norway cruises. Credit: Punch, 27 June 1928. |
The is little doubt that this ship will instantly establish a reputation with the travelling public as an ideal cruising ship, as well as the embodiment of complete travel comfort.
Western Mail, 13 April 1928.
May the Orford do justice to herself and he enterprising and hospitable owners.
Devon and Exeter Gazette, 14 April 1928.
The Roaring Twenties were not that in Britain with sustained post-war unemployment, labour unrest and diminished trade, all of which spurred immigration to the Dominions, further encouraged by various sponsored and subsidized assisted immigration schemes. From 1920-29, more than 340,000 settlers came to Australia. Orient Line's new fleet of "20,000-tonners" came on the scene at the peak of this traffic although it can be argued, too, that ships like Orford arrived just before the bubble burst and would, like her contemporaries, spend most of her pre-war career in the economic rigours to follow. But that was in the future, and now R.M.S. Orford was ready to set out on her career as the pride of the Orient Line, and being shown off as such.
Prior to commencing her Orient Line career and cruise programme, Orford made a trials/press trip from Southampton to the Devon coast as far as Torbay, and return, with Chairman Sir Alan Anderson and Lady Anderson aboard. For this, she arrived at the Hampshire port, from Tilbury on 10 April 1928, berthing at no. 47, and returning on the 12th. Its publicity purpose was well served with a spate of articles in the press prior to her maiden cruise, as well as delighting holiday makers in Sidmouth and Budleigh Salterton with her appearance in Lyme Bay.
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| Credit: Daily Telegraph, 14 April 1928. |
Holiday-makers at Dorset and South Devon resorts had a surprise when a large steamer with two well-raked yellow funnels came close in shore. Off Sidmouth two puffs of smoke, followed by explosions, suggested distress signals, and visitors who had glasses could see her lifeboats quickly lowered into position as if preparing to take the sea. But there was nothing amiss. It was only a boat drill on board the new million-pound Orient liner Orford, and the people who assembled at the boats wearing lifebelts were the company’s guests on a coast-hugging cruise from Southampton to Tor Bay. Such drills are nowadays carried out regularly in liners.
British shipbuilding has reached a perfect blending of artistic decoration with utility. In the Orford nothing is forgotten. Like her sisters, she even has an ironing room for the women of the first class, where they may do little laundry jobs with better facilities than most homes can boast, but she goes one better than the others in having an open-air swimming bath on one of the upper decks.
The Daily Sketch, 13 April 1928.
The magnificent new Orient Line steamship Orford returned to Southampton to-day, after an enjoyable cruise in the English Channel.
Upwards of 500 guests from all parts of Britain were received on the liner on Tuesday night by Sir Alan Anderson, chairman of the company, and Captain Owen, the ship's master. The Orford steamed down Southampton Water, and the company settled down to the many and pleasures afforded on the company's most up-to-date and luxurious of the company's floating hotels.
Sir Alan and Lady Anderson were the most considerate of hosts, and delightful weather favoured the 36 hours' cruise. It was mainly a coastal voyage, and the navigation officers of the ship pointed out well-known beauty spots as the Orford glided along the Hampshire, Dorset and Devon shores as far westward as Brixham. There she turned and came to anchor on Wednesday night in Cowes Roads, returning to Southampton this morning.
Sir Alan Anderson, addressing the guests after dinner on Wednesday evening, said that travel was one of the great forces in extending civilization. In the short trip the guests had experienced something of the pleasure of travel, and he hoped they bad been impressed by the facilities offered by the Orient Line either for holiday cruising or voyaging to Australia, a continent in this crowded world which was still awaiting development.
The Journal, 13 April 1928.
Vickers-Armstrongs' new 20,000 ton, 20,000 horse-power, 20-knot Orient liner Orford arrived here today after carrying out two pleasant cruises lasting in all a week, with guests of the owners on board. The' people of Southampton, who naturally regard themselves experts on the subject of large passenger vessels, were not slow to praise the beauty of the newcomer's external appearance, and the guests who travelled in her found much to admire in the lay-out and equipment of the state rooms, the decorations and the furniture of the public rooms.
The Herald, 13 April 1928.
Orford's maiden voyage or rather cruise, was notable, too, in being the 219th cruise run by Orient Line, reflecting the company's pioneering of the trade among British liner companies. Berthing at Southampton's no. 36 quay on 12 April 1928, Orford (Commander A.L. Owens, R.D., R.N.R.) sailed for the Mediterranean and Adriatic the following day. Among those aboard were Sir Frederick Frankland, Bt., and his wife, Baroness Zouche, Sir Frederick and Lady Milbank, the Dean of St. Albans, and Lady Painter. Orford called at Gibraltar (17), Palermo (23), Venice (28), Patras (30), Dubrovnik (1 May), Kotor (2), Algiers (6), Gibraltar (passing, 8 May) and arrived back at Southampton at 8:00 a.m. on the 11th, berthing at no. 32-3.
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| Capt. A.L. Owens, R.N.R.. Credit: National Library of Australia. |
Departing Southampton at 2:00 p.m. on 12 May 1928 on her second cruise to the Mediterranean, Orford numbered among her passengers Sir Frederick and Lady Pollock, Sir John and Lady Mann and Sir John and Lady Courtis. Passing Gibraltar on the 15th, Orford called at Malta (19), Messina (20), Naples (22-23), Cadiz (28) and returned to Southampton on 1 June, berthing at no. 44.
Orford's third cruise, from Southampton on 2 June 1928 took her Cherbourg (2), Madeira (6), Tenerife (7), Las Palmas (8), Tangier (11), Gibraltar (passing, 11), Cadiz (12) and getting back to Southampton on the 16th, docking at 8:30 a.m. at no. 35. Among her passengers were Sir Ernest and Lady Martin and Miss Martin among those aboard.
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| Advertisement for Orford and Otranto's 1928 Norway cruises for the American market (with Cunard the representing agent). Credit: Travel, May 1928. |
The Orient liner Orford, which has made a series of highly successful cruises from Southampton, is due back at the port at the end of the week, and she will then spend a week or so in idleness here before beginning her next trip. We understand that she will be. anchored down the river until the beginning of July, when she will leave for Immingham, from which port she will make trips to Norway, beginning on July 7. The Orford will be seen again at Southampton later in the season, for she will begin an autumn cruise from this port on September 7.
Southampton Daily Echo, 14 June 1928.
Orford left her berth on at 3:30 p.m. on 16 June 1928 for an anchorage in the River Itchen. Roused from her mid summer respite, she was towed to berth 46 the morning of 3 July. After refuelling and provisioning, she sailed on the 6th for Immingham. With some 500 passengers, Orford departed the Eastern Jetty on evening of the 7th for Norway, her passengers paying from 20 gns. for a berth to 134 gns. for a suite consisting of two bedsteads, private sitting room and bathroom.
Orford Cruising: Immingham
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Orford alongside the Eastern Jetty, Immingham, with the boat train alongside. Credit: National Maritime Museum, Waterline Collection. |
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| Boat Train, hauled by an L.N.E.T. class C4 locomotive, alongside Orford, embarking on a Norway cruise. Credit National Maritime Museum, Waterline Collection. |
Orford would, in all, make three cruises to Norway that season with the same 13-day itinerary from Immingham on 7 and 21 July and 6 August to Molde (9, 23 July and 6 August), Naes (10, 24 July and 7 August), Oie (11, 28 July and 8 August), Hellesylt (11, 28 July and 8 August), Merok (11, 28 July and 8 August), Olden (13 and 27 July and 10 August), Mundal (14 and 28 July and 11 August), Balholmen (15 and 29 July and 12 August), Bergen (16 and 30 July and 13 August), Tysse ( 17 and 31 July and 14 August), Horheimsund (17 and 31 July) and 14 August), Ulvik (18 July and 1 and 15 August). In addition, she made a 14-day cruise on 18 August calling at Copenhagen (20), Oslo (22), Laendalsoren (25), Marifjaeren (25), Laedalsorn (25), Balholmen (26), Mundal (27), Bergen (28), Tysse (29), Nordheimsund (29), Ulvik (30) and arriving back at Immingham on 1 September.
Orford Cruising: Norway
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Aboard Orford in Sognefjord, off Balholmen. Credit: National Maritime Museum, Waterline Collection. |
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| Orford anchored in Sognefjord. Credit: National Maritime Museum, Waterline Collection. |
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| Dwarfed by her surroundings as only the Norwegian fjords can do, Orford entering an unidentified fjord, photographed from another cruise ship. Credit: National Maritime Museum, Waterline collection. |
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| Orford coming into Balholmen. Credit: National Maritime Museum, Waterline Collection. |
Returning to Southampton on 2 September 1928, Orford was drydocked in the floating dry dock there the following morning, joining Otranto there being refitted (she by the local Harland & Wolff yard). By the 6th, she was alongside berth 46 to load for her final cruise that season, departing the following day on a 28-day itinerary to Gibraltar (10), Palma, Palermo (15), Kotor, Dubrovnik, Split, Venice, Kurcola (23), Corfu, Patras, Katakolo, Phaleron Bay (Athens), Syracuse and Algiers. Mr. Percy Gates, M.P. and Mrs. Gates were among those aboard. Passing Gibraltar on 2 October, Orford returned to Southampton the 5th and cleared the Solent that afternoon for London where she arrived the following day.
What was now seasoned, "broken in" passenger ship was now to finally embark on her principal duty, that of a Royal Mail Ship, "Under Contract to Carry His Majesty's Mails" from Northern Star to Southern Cross. She would do so more than a year later than originally intended. Orford's departure from Tilbury on 13 October 1928 would also commence Orient Line's fortnightly service with Oronsay following on the 27th.
When Orford (Commander A.L. Owens) cleared Tilbury Landing Stage on 13 October 1928, her passengers included "110 British women who are going to Australia to engage in domestic work. Included in the party are twenty-five girls who have undergone a course of training at the training hostel at Market Harborough. All have been granted free passages, and have been guaranteed employment." (Daily Telegraph, 13 October). She also had aboard 22 British boys bound for farm work in Australia. At the other end of the societal spectrum her list in First Class included Sir Arthur and Lady Downs, Sir Marcus and Lady Fernando, Sir Ernest and Lady Glover, Sir Arthur and Lady Robinson, and Sir John Saltmarsh as well as Australian cyclist Bob Spears. Outbound. Orford called at Gibraltar (17). Toulon (19), Naples on the 21st, transited Suez (24-25) and Colombo (3 November). During the course of the voyage came the sad news on the 2nd of the death in England of Sir Hugh Anderson, brother of Sir Kenneth Anderson, and until the last year, chairman of the board of directors of Orient Line. His son, Austin I. Anderson was aboard for the maiden voyage.
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| Orford arriving at Fremantle on 13 November 1928. Credit: The West Australian, 14 November 1928. |
Orford arrived at Fremantle the morning of 13 November 1928, anchoring in Gage Roads at 6:00 a.m. alongside E and F sheds by 9:00 a.m. and departed at 6:00 p.m. On arrival, she had 364 First Class and more than 1,000 Third Class passengers and 450 tons of cargo to discharge there and 34 passengers landing.
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| Orford alongside Prince's Pier, Melbourne, on her maiden call, with Maloja and Largs Bay on the other side of the pier. Credit: The Age. |
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| Orford's maiden arrival at Melbourne. Credit: The Sun News Pictorial, 20 November 1928. |
Calling at Adelaide on 17 November 1928, when Orford arrived at Melbourne on the morning of 19 November 1928, berthing at Prince's Pier, The Age the next day reported that "included among 364 migrants for all ports were 43 assisted passengers who were disembarked at Perth, 10 who were landed at Adelaide, and 82 who were landed at Melbourne. At Sydney 185 will be disembarked, including a large complement of Dreadnought boys, and at Brisbane 43. An outstanding feature of the vessel's complement of steerage passenger was the small number of foreign migrants carried." Passengers aboard complained about the almost complete lack of Australian cricket news aboard from the time the ship left Colombo, "nearly everybody on board was eager for cricket information." During her stay in port, a luncheon was held aboard for 150 invited guests.
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| Orford photographed from the air, arriving off Sydney Heads on her maiden arrival. Credit: Daily Telegraph, 23 November 1928. |
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| Credit: Sydney Morning Herald, 23 November 1928. |
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| Credit: Sydney Morning Herald, 23 November 1928. |
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| Credit: Sydney Morning Herald, 24 November 1928. |
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| Credit: Daily Telegraph, 23 November 1928. |
Departing Melbourne at 7:30 p.m., on 20 November 1928, late owing to delays in discharging cargo, Orford made her maiden arrival at Sydney on the morning of the 22nd, berthing at no. 7 Woolloomooloo at 8:30 a.m. , still having aboard some 800 passengers including 205 First Class. After hosting a open house to benefit charity and thronged by visitors, and luncheon on the 23rd.
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| Credit: Courier Mail, 24 November 1928. |
Orford sailed on the final leg of her maiden voyage at 11:30 a.m. on 24 November 1928 the 24th for Brisbane where she arrived the morning of the 26th, berthing at New Farm Wharf. The new ship's catering staff must have longed for the maiden voyage to finally end for there was another luncheon aboard on the following day, attended by the Mayor of Brisbane and other local and civic officials and business leaders. Mr. Austin Anderson used the occasion to prod local harbour officials to widen and dredge the channel in the Brisbane River, reminding them that Orford was "practically the limit of safety" navigating the river. The ship was thronged with between 5-6,000 visitors on the 27th, many waiting a half hour for the gate to the quay being opened at 9:00 a.m.: "Tramloads of children from private and public schools went over the vessel, and teachers and members of the ship's company were pleased to explain the use of objects that were strange to young people- and to others not so young." (The Courier-Mail, 28 November 1928).
Homeward-bound, Orford cleared Brisbane at 10:00 a.m. on 29 November 1928 for Sydney, berthing at no. 7, Woolloomooloo the next day at 5:00 p.m. after making the trip "nearly as fast as train," (Daily Telegraph, 1 December), having passed out of Brisbane at 10:00 a.m. on Thursday and entering Sydney Head at 3:00 p.m. on Friday, clocking 29 hours for the passage. The ship hosted another "open house", benefitting charities, from 2-5:00 p.m. on 2 December. On the 5th, she was the setting for the Orford Ball attracting 2,000 guests:
The lure of the sea prevails for some even when a vessel is tied to a wharf. This has been previously noted in an opposite by persons who fear the ocean swell, and declare that they feel it even before the voyage has commenced. The happier side of the picture was hora to Sydney last night, when about 2,000 persona gathered on the spacious decks of the Orford, and, under ray decorations, danced to the strains of the ship's band of 24 performers. It in the easiest way of obtaining money for charities to arrange a ball on 4 great ship, A new one offers special advantages, Ar the dancers dodged through the programme the radio wan competed with the band in items of interest the He made the initial error, afterwards handsomely apologised for, speaking of the Orford as a "boat." This is almost great a crime in the navy. How service was Australia forcibly advancing in the shipping brought home to Sydney by the statement that Martin place could not accommodate the Orford.
The Argus, 6 December 1928.
Sailing from Sydney at noon on 8 December 1928, Orford called at Melbourne the morning on the 10th, docking at Princes Pier. "The new Orient liner Orford (20,000 tons) made a very fast trip from Sydney over the weekend. Leaving Sydney at noon on Saturday, the vessel was off the Gellibrand light, Williamstown, at 9.45 p.m. on Sunday, lowering the usual mail liner time by about eight hours." (The Sun News-Pictorial, 11 December). Another Orford Ball was held aboard on the 10th, attended by the Lord Mayor:
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| Credit: Sun News Pictorial, 11 December 1928. |
Glittering from bow to stern with thousands of lights. the R.M.S. Orford presented a gay sight those who made their way last night to Princes Pier to attend the bail in aid of the Lord Mayor's Fund on the Orient line's new steamship. Those who had been to sea tried to recapture the atmosphere of a night at sea, and those who had not imagined they were sailing out of sight of land, and all were satisfied. Awnings covered the boat deck, where the ship's band played for the dancers, and flags draped every deck.
The various rendezvous were distinguished by pennants bearing the names of the vessels of the Orient company's fleet. On B deck the smoking room was arranged for bridge, while a delightful sit-down supper was served in the dining saloon. The whole boat was open to inspection, and admirable arrangements had been made for the visitors to see this new 20,000-ton liner under the best conditions.
The Age, 11 December 1928.
Clearing Melbourne on 11 December 1928, Orford called at Adelaide on the 13th and sailing from Fremantle on the 17th, she and her passengers celebrated Christmas at sea in the Indian Ocean and called at Colombo on Boxing Day, transited Suez (6-7 January 1929), called at Naples (9) and made her maiden arrival at Plymouth at 9:30 a.m. on the 16th. Coming in with 278 passengers, she landed 50 there before clearing for London. Tragically, a First Class passengers, Mr. William J. Lucking, on his way home from Colombo, died on arrival at Plymouth after being ill aboard for about a week. His wife, hearing of his poor health, had travelled from Worthing to meet him on arrival only to learn of his death on arrival. It was reported by the Western Morning News on 22nd that Orford's London-bound passengers who disembarked at Naples, arrived in the Capital, via the "new train de luxe," just 24 days after departing Fremantle. Orford docked in London on the 17th.
In 1928, Orford completed:
Four Mediterranean cruises
Four Norway cruises
One round voyage U.K.-Australia
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| Orient Line poster, c. 1929. Artist: Aubrey Hammond. Credit: 1stDibs.com |
1929
The first advertisements for Orient's spring cruise programme for Orford and Otranto appeared in newspapers on 23 January 1929: 30 April to the Mediterranean, 18 May to Mediterranean and Adriatic and 25 May to Madeira, Canaries and Tenerife.
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| Credit: Sydney Morning Herald, 15 March 1929. |
Bound on her second voyage to Australia, Orford sailed from Tilbury on 2 February 1929, calling outwards at Gibraltar (6), Toulon (8), Naples (10), Suez Canal (13-14), Colombo (23) and arriving Fremantle 5 March at 7:45 a.m. "after an uneventful trip." Among her passengers was a group of British shipowners, including Sir Alan Anderson, bound for meetings with the Australian Prime Minister and officials in Canberra re. freight rates; Sir H. Murray, K.C.M.G., Administrator of New Guinea, returning from leave; Major H. de Havilland of the aeroplane company, Viennese violinist Miss Erica Morini and Australian composer Arthur Benjamin, as well as 209 assisted migrants (one of the smallest parties to have arrived in some time), 62 who landed there. Clearing for Adelaide at 5:00 p.m., Orford called there on the 9th 9:00 a.m.-5:00 p.m. and at Melbourne on the 11th. Coming into Sydney on the 14th, Orford berthed at no. 7 Woolloomooloo at 8:00 a.m.. Her voyage concluded at Brisbane on the 17th, landing her remaining 26 immigrants there.
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| Orford at Brett's Wharf, Brisbane, in 1929. Credit: F.W. Thiel photo, State Library of Queensland. |
Loading a full cargo including 31,000 boxes of butter, 175 tons of frozen meat, wool and general merchandise, Orford sailed homeward from Brisbane at 6:35 p.m. on 20 March 1929. Calling at Sydney on at 7:00 a.m., no. 7 Woolloomooloo, on the 22nd, Orford cleared there at 6:35 p.m. on the 26th. Among her passengers were 103 delegates to the Royal National Elsteddfod in Liverpool in August: "To the strains of 'Hen wlad fy N'hadau,"the Welsh national anthem, and the Welsh national standard, showing and with the red dragon, prominently displayed, the New South Wales and Queensland members of Welsh delegation, which has been organised the by Great the Britain Welsh societies of Australia to tour London and Europe, left Sydney for yesterday by the Orient liner Orford. Many hundreds of their friends gathered on the wharf to bid them good-bye." (Sydney Morning Herald, 27 March 1929). As she sailed, three Gipsy Moth planes accompanied Orford out to the Heads, farewelling Capt. R.W. Perkins, vice chairman of the Aero Club, off on a world tour.
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| Orford at Ocean Pier, Hobart, Tasmania. Credit: John Craike photograph, Maritime Museum Tasmania. |
On this voyage, Orford made her maiden call at Hobart, Tasmania, on 28 March 1929, arriving at 7:55 a.m., to load 18,250 cases of apples and 300 tons of zinc and embark 11 passengers, and this would become an annual visit during fruit season. She arrived at Melbourne the morning of 1 April, berthing at Prince's Pier, and among those embarking there for England was the renown Australian navigator Capt. J.K. Davis who would command Discovery on the scientific expedition to the Antarctic led by Sir Douglas Mawson. Departing at 5:00 p.m. on the 3rd in pouring rain for Adelaide, Orford arrived there on the 5th.
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| Orford alongside Adelaide's Outer Harbour, April 1929. Credit: The History Trust of South Australia, South Australian Government Photo |
Orford arrived at Fremantle at 8:00 a.m. on 9 April 1929 and on departure at 5:00 p.m., Orford set a passenger carrying record from Australia:
When the mailboat Orford left Fremantle for London last evening she carried 1,387 which was the largest number of passengers to leave Australia in one vessel. The crew numbered 441. Most of the Orford's passengers are holiday makers, bound for Europe, and it was computed that their return passage money totalled about £200,000. The vessel's compliment included 499 first-class and 803 third-class passengers.
Many of the third class passengers were English settlers who had saved enough money to make a holiday visit to their relatives. One was a farmer of Gippsland who migrated to Australia about six years ago. He worked on a farm until he gained experience to enable him to purchase a holding of his own. He did so well in the past four seasons that he was able to leave his sons on the property while he returned to England for a brief visit. Busy scenes were witnessed at the Orford's berth, and a large crowd gathered on the quay to farewell friends.
The West Australian, 10 April 1929.
Calling at Colombo on 17 April 1929, Suez Canal (27-28), Naples (1 May), Toulon (3), Gibraltar (5), Orford arrived at Southampton at 9:00 a.m. on the 8th and proceeded to London, berthing in King George V Dock on the 9th.
On 8 April 1929 it was reported that Orford was to be used as a "floating hotel" and grandstand for the Schneider Cup seaplane race off Ryde, Isle of Wight, chartered by the Royal Aero Club.
The Royal Aero Club has entered into an arrangement with the Orient Steam Navigation Company for the s.s. Orford 20,000 tons to be the official ship of the Club for the accommodation of the Members and their friends, including kindred Societies and Associated Light Aeroplane Clubs.
The ship will be moored on the starting and finishing line off Ryde Pier.
Fares (including food and accommodation but excluding wines, etc.), for the period from Friday evening, Sept. 6, until Sunday evening, Sept. 8, range from 7 guineas to 25 guineas per berth.
The accommodation of the ship is 550 berths in single and double cabins.
It is hoped that it may be possible for Members, who wish to do so, to join the ship on Thursday, Sept. 5, and, in the event of a postponement, to remain on board beyond the Sunday. Members joining Thursday or remaining beyond the Sunday will be required to pay an appropriate additional fare. The ship will not in any case be available beyond the Wednesday, Sept. 11.
The Aeroplane, 17 April 1929.
Commencing her 1929 cruise programme, Orford sailed from London on at noon on 18 May on a 23-day cruise to the Mediterranean and Adriatic to Gibraltar (22), Palma (24), Palermo (26), Kurcola (28), Venice (29-30), Split (31), Dubrovnik (1-2 June), Kotor (2), Algiers (5) and returning to Southampton on the 10th, berthing at no. 43. Among her passengers were Sir Arthur and Lady Blake, Sir William and Lady Daw, Sir Ernest and Lady Hiley, and Sir Frank and Lady Madge.
Taking her own summer holiday, Orford, went into Southampton's floating dock on 10 June 1929 for her annual overhaul and then laid up in the River Itchen until her first cruise to Norway in July from Immingham.
Leaving her moorings on 2 July 1929, Orford berthed at no. 35 Southampton Docks to fuel and provision and sailed for Immingham at 12:30 on the 5th. On this, she carried passengers booked for her ensuing Norway cruise who paid 2 gns extra for the convenience, and came alongside Immingham's Eastern Jetty the following day.
Orford made three 13-day Norwegian fjord cruises that season, alternating with Otranto to offer weekly departures from 6 July through 9 August 1929. From Immingham on 6, 20 July and 3 August, Orford called at Molde (8, 22 July and 5 August), Naes (9, 23 July and 6 August), Oie (10, 24 July and 7 August), Hellesylt (10, 24 July and 7 August), Merok (10, 24 July and 7 August), Olden (12, 26 July and 9 August), Loen (12, 26 July and 9 August), Mundal (13, 27 July and 10 August), Balholmen (14, 28 July and 11 August), Bergen (15, 29 July and 12 August), Tysse (16, 30 July and 12 August), Norheimsund (16, 30 July and 13 August) and Ulvik (17, 31 July and 14 August).
Orford Cruising: Norwegian Fjords
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Orford underway in an unidentified Norwegian fjord photographed from another passing Orient liner. Credit: National Maritime Museum, Waterside Collection. |
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| No setting put the mighty ocean liner in more perspective in size and scale than the awe-inspiring natural surroundings of Norway's epic fjords. Proving the point is Orford at rest amid the majestic tranquility of it all. Credit: National Maritime Museum, Waterside Collection. |
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| Orford anchored in Norheimsund, Hardangerfjord. Credit: National Maritime Museum, Waterside Collection. |
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| Otranto (nearest camera) and Orford sharing Sognefjord, off Balholmen. Credit: National Maritime Museum, Waterline Collection. |
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| In Norway's major ports, like Bergen above, Orford could berth alongside, giving passengers and crew a break from the arduous process of landing in ship's boats. Here, she is alongside the N.A.L. terminal. Credit: National Maritime Museum, Waterside Collection. |
Even these short cruises featured in the society pages of the London papers with Captain the Hon. Arthur and Mrs. Somerset and General Sir Charles and Lady Clarke aboard for Orford's 3 August 1929 sailing.
Breaking out of her summer rut at the end of the season, Orford coursed to the Northern Capitals and fjords from Immingham on a 14-day cruise commencing on 17 August 1929, to Copenhagen (18), Oslo (22), Laerdalsoren (24), Marifjaeren (24), Balholmen (25), Mundal (26), Bergen (27), Tysee (28), Norhelmsund (28), Ulvik (28) and returning to Immingham on the 31st. This attracted an impressive list indeed and among her 550 passengers were:
Admiral Sir Frederick Brock, a former A.D.C. to the King, now retired; Admiral Sir Douglas Gamble. A former A.D.C. to the King. and Commander of the fourth battle squadron in 1914, and now retired; Sir Vivian Henderson, Parliamentary Under Secretary of State for the Home Office in the late Conservative Government; Henderson; Sir John Davies, Private Secretary to Mr. Lloyd George from 1912 to 1922: Sir Arthur M. Sutherland, a former Lord Mayor of Newcastle, a prominent shipowner, newspaper proprictor and landowner in Northumberland; Prince George Imeretinsky, a Russian, and his wife: Sir Francis Newbolt. K.C., late master of University College. Oxford: Brig.-General C. Cholmondley. who commanded 173rd Infantry Brigade in 1916. and is a former Master of the North Shropshire hounds.
Southern Daily Echo, 19 August 1929.
Orford had a bit of bother at her first port of call when coming into Copenhagen on 19 August 1929 in high winds and a strong tide, she grounded off her berth, touching so softly few aboard were even aware of it. It was enough to get in the shipping casualty columns but after 90 minutes, she was pulled free by tugs and brought safely alongside and after inspection, was found to be undamaged and the rest of the cruise proceeded without incident, the Grimsby Evening Telegraph (19 August) reporting that the passengers "had a spice of adventure added to their holiday, for the liner ran aground as she was entering Copenhagen this morning."
Arriving back at Immingham on the morning of 30 August 1929, Orford departed the following day for Southampton. There she, together with sister Orontes, the R.M.S.P.'s Araguaya and Arcadian and Blue Star's Arandora Star would figure in one of the great 'twenties events in the Solent: the 1929 Schneider Cup seaplane races.
Orford anchored off Spithead (off Ryde) on 1 September 1929 in company with the brand new Orontes, and a regular service of tenders ran to both from Southampton docks. The Southern Daily Echo of 8 September 1929 noting that no fewer than three liners, all beginning with "O", were running tender services that day with the Royal Holland Lloyd Orania the other and calling homewards from South America. By then, the Orient liners were joined in the Ryde roadstead by the 'carrier H.M.S. Argus.
Towards eight o'clock sightseers began to enter the town by the early morning boats, and from various parts of the Island, but with several hours to elapse before the race there was no necessity to take up positions. The tide was right out, and early morning bathing was impossible. The big liners Orford and Orontes, the private yachts, the Italian warships, the aircraft Argus and Furious, were stationary at anchor in Spithead. All were gaily bedecked with flags.
The scene seaward was one of colour. There was a faint breeze sufficient to flap lazily the flags that bung from every single point. Out from the Solent there was an air of bustle. Little motor craft were taking passengers out to the Orford and the Orontes, which had anchored off the Pier-head, and which for to-day were turned into grand-stands for the contest. The liners and the numerous yachts which had taken up their appointed positions were gaily dressed, and in the morning sunlight the myriad colours of the flags were reflected in the calm water.
Tiny motor-boats and the white sails of the small yachts manœurring between the larger vessels, the gathering of the crowds at every conceivable point along the coastline -all these were the preliminaries to the rise of the curtain on the world's greatest aerial spectacle.
Southern Daily Echo, 7 September 1929.
Mrs. Waghorn, a frail. slightly built figure, stood on the deck of the Orford waiting with fastbeating heart to see her almost boy husband make his desperate fight for England and victory. Friends are by her side. Squadron Leader Orlebar, captain of the British team. with Mrs. Orlebar, knew and felt all the emotion which Mrs. Waghorn was experiencing. By her side, too, was Flight-Lieut, Stainforth with Mrs. Stainforth. who could sympathise with the tremendous nerve strain which Mrs. Waghorn must endure.
Grimsby Evening Telegraph, 7 September 1929.
The actual racing commenced on 7 September 1929 and among the spectators aboard Orford was the wife of Flying Officer H.R.D. Waghorn who would pilot his Supermarine S6 to victory, clocking a top speed of 328 mph. Following the British victory, Orford hosted the Royal Aero Club banquet aboard and presentation of the Schneider Cup trophy to the British team by Sir Philip Sassoon.
After a summer of cruising and the thrill of aero racing, it was high past time for Orford to "get back to work" and resume the comparative mundane duties of an Antipodean mail ship. On 9 September 1929, she entered Southampton's no. 5 dry dock for a quick overhaul prior to her sailing for Australia on the 28th.
Orford's voyage to Australia, only her third to date, made the headlines for she would convey the England M.C.C. cricket team to Australia and New Zealand. Entraining at St. Pancras at 9:55 a.m. on 28 September 1929 on the boat train to Tilbury, the team comprised A. H. H. Gilligan (Sussex) (captain). K.S. (Sussex), G. B. Legge (Kent). E.W. Dawson Leicestershire), G. F. J. C. Allom (Surrey). E. T. Benson (Gloucestershire), M. J. Turnbull (Glamorgan), (Sussex). Nichols (Essex), Barratt (Notts). Cornford (Sussex), Worthington (Derbyshire). and Woolley (Kent).
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| The English MCC team on arrival at Fremantle. Credit: The West Australian, 30 October 1929. |
Making the usual outbound calls at Gibraltar (2 October 1929, Toulon (4), Naples (6 ), Suez Canal (9-10) and Colombo (19), Orford, with 1,250 passengers, arrived at Fremantle at 6:20 a.m. on the 29th, "after a pleasant trip," but on which two elderly passengers, Mrs. Coop bound for Brisbane, and Mr. Dorgan, travelling to Melbourne with his wife, passed away aboard from natural causes. The M.C.C. Team received an official welcome on arrival by officials of the W.A. Cricket Association and would disembark there with a three-day match against the West Australian side beginning on the 31st. Others aboard including Robert W. Heath, former Davis Cup tennis player and Capt. N.B.W. McEarcharn, a director of the M'Ilwralth M'Earcharn shipping firm, returning from a business trip to Britain, Sir Murchison Fletcher, and Lady Fletcher, new appointed Governor of Fiji, 32 New Zealand Boy Scouts returning from the jamboree in England and 149 assisted migrants, 40 for West Australia, 45 for Melbourne, 51 for Sydney and 12 for Brisbane.
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| Among those arriving in Sydney aboard Orford including returning New Zealand Boy Scouts return from the jamboree in England and the new Governor of Fiji, Sir Arthur Fletcher, and Lady Fletcher. Credit: Daily Telegraph, 8 November 1929. |
Sailing from Fremantle on 29 October 1929 at 5:00 p.m., Orford proceeded to Adelaide where she arrived the morning of 2 November and departed that afternoon for Melbourne where she docked on the 4th. To allow her through passengers to see the running of the Melbourne Cup race, her departure for Sydney was held back until 6:00 p.m. the following day. Orford berthed at her usual slip, no. 7 Woolloomooloo, on the 7th at 8:37 a.m. and had been "escorted" by five aeroplanes up from Sydney Heads, as several of her passengers were member of the Aero Club and several retired R.A.F. officers. There, her 32 New Zealand scouts transhipped to Union S.S. Co.'s Tahiti for home. Leaving Sydney at 11:30 a.m. on the 9th, Orford reached "the end of the Line," Brisbane, at 7:00 a.m. on the 11th, berthing at the Hamilton Cold Stores wharf.
During her turnaround, Orient Line released their 1930 cruise programme details for Orford and Otranto starting 17 April. Orford would make a 14-day cruise to the Canaries and Madeira on 14 June, followed by ones to Norway and a Mediterranean cruise from London on 5 September.
Clearing Brisbane for home at 4:30 p.m. on 14 November 1929, Orford called at Sydney the morning of the 16th, berthing at no. 8 Woolloomooloo, she sailed at noon on the 23rd, calling at Melbourne on the 26th, departing there at 5:00 p.m., for Adelaide (28) and Fremantle on 2 December. Calling at Colombo (11), Suez Canal (21-22), Naples (25), Gibraltar (29), on this voyage Orford called at Plymouth on New Years Day 1930 at 8:20 a.m.. She reported stormy weather en route in the Mediterranean and again in the Bay of Biscay and of her 275 passengers, landed 39 there and the mails before proceeding at 9:30 a.m. for London. Among those landing was Vice-Admiral B.S. Thesiget, lately commanding the East Indies Station, who had embarked with his staff at Colombo, and disembarked with all honors in the Commander-in-Chief's barge for Devonport Dockyard. Orford arrived at London the following day, landing her passengers at Tilbury and then berthing in King George V docks.
In 1929, Orford completed
One Mediterranean cruise
Three Norway cruises
One Northern Capitals cruise
Two round voyages U.K.-Australia
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| Credit: Britannia and Eve, 1 December 1929. |
Although hit hard by the Depression, Orient was fortunate in that possessed a fleet of modern efficient vessels. The fortnightly schedule was maintained throughout the 1930s and profitability returned to more satisfactory levels in the mid 1930s. The company's optimism was manifested in it decision to construct two new ships, Orion and Orcades (2) placed in service in 1935 and 1937 respectively.
Home and Back.
Like all 1920s-built liners, Orford, conceived in good times, came of age amid the depths of the Depression of the 1930s, adapted and changed in form and function to weather the economic storm, only to go then to war. What had prompted her construction and sustained her-- that steady influx of 35,000 Britons emigrating every year to Australia-- was a tap soon turned off as in response to its own unemployment, the Australian states immediately ended not only their subsidised migration scheme but the Commonwealth Government enacted its own curtailment of almost all immigration so the decade recorded a net loss of newcomers. There remained sufficient business and tourist travel and the mail contract to retain the monthly service. And suddenly, cruising, which Orient had practically invented, was all the rage in Britain with a remarkable but short-lived "cruise boom" c. 1931-33 that kept many a British liner gainfully employed.
Orford had a memorable decade-- taking the Australian Eleven out to England twice to win the Ashes, conveying Haile Selassie into exile and helping to pioneer cruising from Australia and like her fleetmates, getting a major "makeover" in mid decade when, reflecting a changed world, her emigrant oriented Third Class was totally transformed into a moderne Tourist Class. Hard times notwithstanding, the 'thirties are often seen as the heyday of the liner and Orford and her 20,000-tonner fleetmates seem to find theirs at this time, coursing from Northern Star to Southern Cross or cruising to the fjords or Fiji.
1930
Settling down to her primary duty as a mailship to Southern Cross, Orford cleared the Thames on 18 January 1930. Calling en route at Gibraltar (22), Toulon (24), Naples (26), Suez Canal (29-30) and Colombo (8 February), Orford arrived at Fremantle at 7:18 a.m. on the 18th. Heading her passenger list were wool merchant Sir John and Lady Vicars, of Sydney, Sir Samuel and Lady Horden, and son Anthony and retired Queensland Supreme Court justice the Hon. C. Jameson, and Mrs. Jameson. Clearing that early evening, Orford proceeded to Adelaide where she docked in the Outer Harbour at 8:00 a.m.. Her call coinciding with the Motor Boat Championship that day, Orient Line provided space aboard for 500 spectators to watch the race from her decks. Calling at Melbourne on the 24th, Orford made Sydney on the 27th, berthing at no. 7 Woolloomooloo at 7:30 a.m., she sailed on 1 March for Brisbane where she berthed at the Hamilton Cold Stores wharf at noon on the 3rd. Brisbane newspapers covered the comings and goings of their liners in considerable detail, and the Brisbane Telegraph providing a complete write-up of Orford's outbound voyage as well as details on her officers:
The Orient Royal Mall liner Orford, which berthed at the New Farm wharf on Monday, brought a number of saloon and third-class passengers. The latter included seven nominated immigrants. These were met at the wharf by Mr. E. H. Abell (Immigration Department), Miss A. Clayton (New Settlers' League), and Rev. A. Dutt (Presbyterian Immigration Council). When the Orford was three days out from Aden, H.M.S. Effingham transferred A quantity of dispatches for posting. The officers on the Orford in turn placed a quantity of mail matter in the Effingham's boat for posting at Aden. Throughout the voyage entertainments were held, In addition to two cricket matches between officers and passengers, which resulted in each team's winning one match.
Following are the officers on the present voyage: Commander A. L. Owens, R.D., R.N.R. (captain), C. Fox (chief officer), Lieutenant R. K. Rogerson (first officer), B. Wemyss-Gorman (second officer), C. H. Denton (sup. second officer), Jones, G.B. (third officer), H. M. Royda Jones (surgeon), E. W. Rope (purser), A. S.Hart (supy, purser), J. J. Prescott (dep. purger), D. McCulloch, W. O. Brookes, and F. E. Thornton sett, assistant pursers; M. Healin (nursing sister), S. Grant (chief engineer), F. W. Lester (chief steward).
Brisbane Telegraph, 4 March 1930.
Orford was dispatched for England at noon on 5 March 1929, in pouring rain "with a large quantity of frozen and general merchandise," and her passenger compliment including the Queensland contingent of Australian bowlers bound for competition in the Old Country.
A heavy fall of rain at noon to-day did not dampen the enthuslasm of the large number of bowlers who had gathered on the Hamilton cold stores wharf to bid farewell to the three Queensland bowlers who left by the Orient Royal Mall liner Orford on the Initial stage of their voyage to the United Kingdom. An aeroplane en circled the vessel as it left the wharf. Hundreds of multi-coloured streamers stretched from the decks to the wharf. The Queensland bowlers, who will form portion of the Australian bowling team are Messrs. J. M. Hunter (a former Agent-General for Queensland), B. T. Y. Curran, and J.J. Butler. Mrs. Curran accompanies her husband. Other prominent Queenslanders on board the Orford include Dr. Hedley Brown, of Nundah, Mrs. W. H. Austin (wife of the Commissioner for Trade), Mr. and Mrs. O. Hayes, of South Brisbane, Bishop Heavey and Rev. Father Clancy. The Orford carries a large quantity of butter, frozen meat and general cargo. After leaving Sydney the vessel will proceed to Hobart to load a large quantity of apples for the London market.
Brisbane Telegraph, 4 March 1930.
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| Credit: Sydney Morning Herald, 13 March 1930. |
Calling at Sydney (12 March), she cleared no. 7, Woolloomooloo, at noon, she augmented her company of Australian bowlers there, making a gay departure according to the Daily Telegraph (13 March): "Probably the best antidote to the depression which prevails is to visit Woolloomooloo when an ocean liner is about depart. The sight will do your heart good. Cares are thrown to the winds, and the happy chatter and smiling farewells, even for the unfortunates staying behind, are most stimulating. The departure of the Orford yesterday was a brighter scene than usual. Tourists waved handfuls of streamers from behind barricades of flowers. It is rather an art being able to salute at all, under the circumstances, don't you think?" In all, some 10,000 wellwishers saw off her passengers. Orford also went out with a shipment of gold said to be worth close to £1 mn.
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| Orford sailing from Melbourne. Credit: The Advertiser, 21 March 1930. |
This being fruit season, Orford made her annual call at Hobart, Tasmania, at 7:00 a.m. on 14 March 1930 to load 22,196 case of apples and 403 packages of pears. A million in gold, fruit, bowling and the onset of the tourist season were one thing but most of Australia was focused on Orford's homeward voyage solely because she would convey the Australian cricket team to compete for the Ashes in England. The team embarked at Hobart and as some were playing a match on Saturday the 15th, Orford's departure was delayed to 8:00 p.m. She arrived at Melbourne the following evening and departed at 5:00 p.m. on the 18th. The Australian Eleven left her there, entraining on the East-West Express at 4:30 p.m. for Perth where they would play a match before rejoining Orford at Fremantle.
Calling at Adelaide on 20 March 1930, Orford arrived at Fremantle at 7:45 a.m. on the 24th, and her departure for England at 6:00 p.m. was a memorable one, The Daily News (24 March) noting that "not since the last Australian XI travelled to England has the passenger list of a mailboat contained so many sporting identities as the R.M.S. Orford which sails from Fremantle for London this evening." In addition to Australian Eleven, her contingent of bowlers had swelled to 26, and the Mayor of Fremantle was on Victoria Quay to join those farewelling the ship and her passengers.
Members of the Australian Eleven sailed from Fremantle this evening on the liner Orford. As the vessel moved into midstream to commence her voyage to London the crowd on the Quay sent cheer after cheer across the water. With few exceptions, all the players were grouped within few yards of one another on the two decks, and the wharf below that vantage point was black with people. The players were on the vessel earlier than was anticipated, but not too early to defeat the object of a handful of enthusiasts, who gave them each a cheer as they passed aboard. Woodfull, Richardson, Ponsford, Hornibrook, Jackson, Bradman, McCabe, Hurwood, and a 'Beckett arrived practically simultaneously, Wall followed, and the last to go aboard was C. Grimmett, who walked slowly up the gangway, as if trying to think out a new curly one.
Sydney Morning Herald, 25 March 1930.
The Australian cricketers, who left Fremantle by the Orford at 6 p.m, yesterday, were farewelled by a large and enthusiastic crowd.
As the vessel moved into midstream the crowd on the quay sent cheer after cheer across the water.. With a few exceptions all the players were within a few yards of each other on the two decks, and that below that vantage point was black with those seeking to have A last look at the men they particularly admired.
Because the match with the local team finished early the players were on the vessel sooner than was expected, but not too early to defeat the object of a handful of enthusiasts who gave them each a cheer as they passed aboard. There was a scramble for pencils among the team, when autographed streamers were suggested, and as the boat pulled out many streamers were hastily pulled in to secure the unique souvenirs.
Brisbane Telegraph, 25 March 1930.
Normally, Orford's voyages, in common with those of most mailships, were accomplished in obscurity once at sea, but the presence of cricketers aboard ensured daily wireless reports on every activity of sport or leisure, within the confines of her 16,600 sq. ft. of sports deck.
A message from the liner Orford states that the opportunity of facing Test Match bowling, albeit only with a rope ball, was eagerly accepted by a number of the passengers yesterday, when the Australian cricketers lightheartedly participated in a game, on a pitch swaying with the Indian Ocean swell. A tarpaulin prevented lost balls. The weather is delightful, the voyage proving an ideal relaxation and a means of recuperation after a strenuous season. The team are enjoying swimming and deck games. The majority are quiet and retiring. Richardson is clearly the social light.
Brisbane Telegraph, 27 March 1930.
On the 27th, it was reported that the team would leave Orford at Naples on 16 April 1930 and embark on a Continental tours to Rome, Milan, Lucerne and Paris and arrive London on the 23rd.
Just before the Orford crossed the equator Bradman demonstrated his versatility by defeating Hurwood, 6-1, 7-5, in the final of the deck tennis. The weather has been exceptionally hot since leaving Fremantle, and the players are envying the fortunate four not selected to play at Colombo.
Sydney Morning Herald, 2 April 1930.
A radio message from the Orford states that an example of the passengers' interest in the Australian cricketers was given to-night, when the team descended to the third-class quarters at the Invitation of the fancy dress ball committee. The players were given a rousing reception. the passengers singing "For they are Jolly Good Fellows."
Brisbane Telegraph, 5 April 1930.
Orford called at Colombo (2 April), transited the Suez Canal (12-13) and reached Naples on the 16th.
The Orford, with the Australian cricketers aboard, berthed at Naples in the bleak dawn to-day, Vesuvius was shrouded in clouds. A gave the team a chilly welcome to the Old World. Mr. W. L. Kelly (manager of the team) is apparently undeterred by the ominous fact that the team is due in England on St. George's Day. He says. "All are well and in good spirits and looking forward to the tour." Bradman spent Monday in bed with a cold, but he is now recovered.
The team to-day will visit Pompeii and Vesuvius, and will leave for Rome tonight.
Brisbane Telegraph, 17 April 1930.
The Australians went on to win the Ashes series, 13 June-22 August 1930, winning two of three matches against England and drawing two tests, coming home in R.M.S. Oronsay.
Now back to be largely ignored, Orford went on to call at Toulon on 18 April 1930, Gibraltar on the 20th and reached Southampton on the 23rd, berthing at 32-3, landing 364 of her passengers, 5,600 cases of apples and her £1.05 mn. in gold. She arrived at London the next day.
After a drydocking in London, Orford returned to Southampton on 6 May 1930 to commence her summer cruise programme which would comprise four Mediterranean cruises from the port.
Orford Cruising: Southampton
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Orford alongside berth 34, Itchen Quays, Southampton, loading for a Mediterranean or Atlantic isles cruise. Credit: National Maritime Museum, Waterline Collection. |
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| Bobby on the beat at Orford's aft crew gangway at Berth 34. Credit: National Maritime Museum, Waterline Collection. |
Clearing Southampton at 4:00 p.m. on 6 May 1930, Orford's first cruise that season was a 24-day circuit of the Western Mediterranean and Adriatic, calling at Palma (11), Palermo (13), Korcula (15), Venice (16-17), Split (18), Dubrovnik (19-20), Kotor (20), Corfu (21), Messina (22), Algiers (24), Malaga (26) and return to Southampton the morning of the 30th.
That cruising was increasingly seen as a "saviour" of the depression-wracked passenger ship industry was early evidenced that year at Southampton:
The arrival of the R.M.S.P. cruising vessel Atlantis this morning is a reminder that, contrary to what happened in the old days, when the cruises were largely confined to the winter months, there is now no close season for the holiday at sea. Two other cruisers are due here this week, the Orient liner Orford and the Blue Star vessel Arandora, which are expected on Friday. Both of these ships go cruising again on Saturday, the Orford to the Mediterranean and the Arandora to the Atlantic Isles. Next month will be marked by visits from other pleasure ships. The B. and N. liner Stella Polaris is to call on her way from the Mediterranean, the Hamburg-America vessel Oceana will put in here on her way to Hamburg, and the P.and O. cruises from Southampton will be begun by the Viceroy of India.
Southern Daily Echo, 27 May 1930.
Her second cruise, of 13 days, commencing 31 May 1930, took Orford and her passengers to Lisbon (3 June), Gibraltar (4), Barcelona (6), Palma (7), Cartagena (8), Malaga (9) and back to Southampton on the 13th. Cruising then still figured in the society and court pages of British newspapers and among those aboard were Sir Henry and Lady Curtis-Bennett. Orford returned to Southampton in company with P&O's Viceroy of India, also returning from a cruise.
With the Canaries and Madeira the principal focus, Orford's third cruise from Southampton on 14 June 1930 called at Arosa Bay (16), Casablanca (18), Tenerife (20), Las Palmas (21), Madeira (22-23), Tangier (25), Malaga (26) and return to Southampton on the 30th.
The Orient liner Orford is being "touched up" by Messrs. Harland and Wolff, after the series of cruises to the Mediterranean, and prior to her visits to Norway. The vessel, which has secured large patronage for her trips from Southampton, is to leave for Immingham on Friday, and will not return to Southampton for some time. In fact, her next cruise from Southampton begins in September, when she will follow an interesting itinerary around the Mediterranean coast. A feature of the Orford's cruising this season is the number of old patrons who have taken part in them, a sure sign of the popularity the vessel and of her staff.
Southern Daily Echo, 3 July 1930.
This being the Depression which bit ever further into the shipping trade, there was no "time off" for Orford between her spring/early summer Med cruises and the commencement of the high summer programme from Immingham to Norway in 1930. Arriving at Southampton from the Mediterranean on 30 June, she was alongside Immingham Eastern Jetty by 4 July. The East Lincolnshire port, like its Hampshire counterpart, enjoyed its fair share of the still bustling cruise trade:
Immingham Dock presented a busy scene on Saturday, when three steamers left for cruises to the Norwegian Fjords. They were the Orient liner Orford, the R.M.S.P. Atlantis, and the Blue Star liner Arandora Star. Six special trains conveyed passengers alongside the steamers. A large number of passengers arrived by road.
Grimsby Evening Telegraph, 7 July 1930.
Orford sailed on her first Norway cruise, 13 days, on 5 July 1930 to Molde (7), Trondheim (8), Naes (9), Oie (14), Hellesylt (16), Merok (10), Olden (12), Loen (12), Balholmen (13), Bergen (14), Eidfjord (15), Ulvik (15), Norheimsund (16) and return to Immingham on the 18th. Among her passengers were Captain Sir Gordon and Lady Kaye.
The was followed by a 13-day "Northern Capitals & Norwegian Fjords" cruise on 19 July 1930, calling at Copenhagen (21), Oslo (24), Laerdalsoren (25), Marifjaeren (26), Sogndal (26), Balholmen (27), Bergen (28), Eidfjord (29), Ulvik (29), Norheimsund (30) and back to Immingham on 1 August.
Offered by both Orontes and Orford that year, the latter departed Immingham on 2 August 1930 on a 13-day "Norway Fjords" cruise to Molde (4), Trondheim (5), Naes (6), Ole (7), Hellesylt (7), Merok (7), Olden (9), Loen (9), Balholmen (10), Bergen (11), Edfjord (12), Ulvik (12), Norheimsund (13) and returning to Immingham on the 15th.
Her final cruise from Immingham that season, commencing on 16 August 1930, took Orford and her passengers, including Lady Hiilingdon, to the Northern Capitals and Norwegian fjords in 14 days: Copenhagen (18), Oslo (21), Laedalsoren (23), Nardfjaeren (23), Sogndal (23), Balholmen (24), Mundal (25), Bergen (26), Edfjord (27), Ulvik (27), Normeimsund (28) and back to Immingham on the 30th.
The visit of the Orient liner Orford to-morrow denotes that the season of autumn cruises to the Mediterranean is at hand. Southampton has established itself in very strong position in' this respect, and vessels which have been making Northern Capital trips from East coast ports will now return to Southampton to begin their Mediterranean programmes. The Orford will leave again next Friday, on which day the P. and O. liner Rawalpindi is to arrive at Southampton with holidaymakers from the Mediterranean.
Southern Daily Echo, 30 August 1930.
Returning to Southampton on 31 August 1930, Orford managed one final cruise that year, a 28-day "Autumn Cruise"on 5 September to Palma (10), Palermo (12), Kurkola (14), Venice (15-16), Split (17), Dubrovnik (18-19), Kotor (19), Corfu (20), Rhodes (22), Phaleron Bay (for Athens, 23-24), Syracuse (26), Malaga (29) and back to Southampton on 3 October. Among those aboard were Lord and Lady Greville and their sons, Mr. Hamilton Kerr and the Hon. Ronald Greville.
"Done cruising" for the year, Orford berthed at Southampton's no. 46 berth on 3 October 1930 and immediately after disembarking her passengers, departed for London where she arrived the following day to load for her first voyage to Australia on the 25th.
Departing London on 25 October 1930, Orford coursed to Toulon (31), Naples (2 November), Suez Canal (5-6), and Colombo (15), arriving in Gage Roads, Fremantle at daylight on the 25th and alongside Shed D by 8:30 a.m. The Daily News summarised the voyage out: "Exceptionally fine weather prevailed throughout the voyage from London of the Orient liner Orford, which arrived at Fremantle early this morning. The voyage was without incident, and the usual enjoyable entertainments and deck sports were carried out with success."
Among her passengers was "Mr. D. L. Dowdell, general manager to Australia for the Orient S.N. Co.. who is returning from a business visit to London. He said that Australian tonnage was naturally seriously affected by the world's slump. As an instance of this the R.M.S. Orford on the present voyage carried the smallest cargo consigned on an Orient boat since '1913." (Daily News). Also aboard, returning from the Lambeth Conference, was Dr. Gerald Sharp, Archbishop of Brisbane. Orford called at Adelaide on the 29th, arriving at daylight and sailing at 5:00 p.m. for Melbourne, berthing at Station Pier at 7:15 a.m. on 1 December. Leaving there at midnight, she got into Sydney on the afternoon of 3 December and despite the discovery of two cases of measles aboard, she was not detained in quarantine, and berthed as usual at no. 7 Woolloomooloo.
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| Credit: Sydney Morning Herald, 4 December 1930. |
Orford's Sydney arrival "made the news" less for the cases of measles aboard than for the refusal of Australian immigration authorities to allow 66 Italians who had boarded in Naples to land there, owing to new restrictions enacted to restrict arrivals owing to the increased unemployment brought about by the Depression. It was planned to deport the Italians back to Naples in Orama, sailing on 6 December 1936. That same day, Orford cleared Woolloomooloo at 5:00 p.m. for Brisbane, and with their case being appealed, and directly to Premier Mussolini, she left with all but five of the Italians still aboard, the five having "gone missing." In the end, all were still refused entry and wound up returning in Orford on her northbound trip. The Orient liner concluded her voyage on arrival at Brisbane at 12:30 p.m. on the 8th, berthing at the Hamilton Cold Stores and her passengers taken by tender round to the New Farm Wharf by 2:00 p.m.
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| Credit: Brisbane Telegraph, 10 December 1930. |
During the ship's turnaround, Orient Line made Orford available as the venue for a bridge benefit function aboard on behalf of the Rotary Anns' Crippled Children Campaign the afternoon of 9 December 1930:
The Orford formed an ideal setting for the entertainment. At the head of the main staircase the Australian flag was displayed and on the decks dwarf orange trees were arranged. Bridge was played in the lounge and veranda cafe, and in the music room an enjoyable concert programme was contributed under the directorship of Mr. E. R. B. Jordan by Mrs. R. G. Allen, Misses Betty Brenan, Viva Crowe, Nell Honniball, Elleen Humble, Hilda Hobbs, Firth Edmonds. Madge McKellar, G.Kelly, and Jean Rigby, Meanra. Leo Callaghan, Stewart McKay, and J. P. Wallis. Sports were held on the boat deck and tea was served in the dining-saloon by the ship's staff. The cool Ivory and gold scheme harmonised with the green and white table appointments and dwarf palms which formed the adornment. The vice-regal table was beautified with a bowl of frangipanni.
Brisbane Telegraph, 10 December 1930.
The Brisbane Telegraph, as usual, did not ignore Orford's departure for England on 12 December 1930:
With the assistance of the tugboats Forceful and Carlock, the 20,000 tons Orient Royal Mall liner Orford (Commander A. L. Owens) left the Hamilton cold stores wharf at 11 o'clock this morning on the initial stage of the voyage to London.
The vessel took 48 passengers from Brisbane in addition to the 52 banned Italians who arrived on the liner on Monday. A quantity of mail also was taken.
The consignments loaded at Brisbane for London and intermediate ports included 23,000 boxes butter, 215 tone of frozen meat, 800 tons of sugar, 25 tons of tallow. 200 cases of canned meats, as well as sundry lines.
Calling at Sydney at 4:14 p.m. on 13 December 1930, Orford berthed at no. 8 Woolloomooloo and clearing there at noon on the 20th, made Melbourne on the 23rd, berthing at Station Pier but not after quite an effort in strong winds:
The strong northerly wind which prevailed on Melbourne's water front yesterday delays to shipping. The most serious was experienced by the R.M.S. Orford, which was berthing at Station Pier, Port Melbourne. She was expected to tie up at 7 a.m., but the high wind made this impossible. When her first mooring lines were thrown out the velocity of the wind had increased, drifted and four hawsers were snapped. She drifted from the pier stern first, and it was away found necessary to drop anchor. This held her until two tugs came to the rescue, and "nosed" the vessel alongside the wharf. The Orford was finally berthed at 8 a.m.
The Age, 23 December 1930.
With guards stationed around her gangways lest any of the deported would be Italian migrants escape from the vessel (although two were allow to disembark having been given provisional leave to remain in Australia for two months), Orford made short work of her Melbourne call, departing there that early evening for Adelaide. She arrived there on Christmas Day at 8:00 a.m. and off again at 5:00 p.m. making for a hectic holiday for the crew but, according to The Advertiser, the remaining Italian migrants aboard "were the life and soul of the Christmas celebrations held in the Third Class saloon." Calling at Fremantle on 29 December 1930, Orford rang in the New Year 1931 in the Indian Ocean, called at Colombo on 7 January, transited Suez (17-18), and after "boisterous weather between Port Said and Naples, when huge quantities of water were shipped, " arrived at the Italian port on the 21st where her long suffering Italians finally left her. It was on to Toulon (23), Gibraltar (25) and, having made up almost the entire 24 hour delay occasioned by the bad weather, arrived Plymouth at 8:50 a.m. on the 28th. Of her 260 passengers, 21 landed there along with the mails and she cleared at 9:30 a.m. for London where she berthed the following day.
In 1930, Orford completed
Three Mediterranean cruises
Two Norway cruises
One Atlantic Isles cruise
Two Northern Capitals cruises
Two round voyages U.K.-Australia
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| Orient Line cruise poster 1931, artist: Cen. Credit: Alamy |
1931
For 1931, Orient Line considerably expanded their spring-summer cruise programme as first advertised on 11 February with cruises in Orford, Orontes and Oronsay: five to the Mediterranean and Atlantic islands from 18 April-13 June, seven to Norway (20 June-8 August) and two in summer (15,29 August).
For Orford, the new year began with another voyage to Australia, from London 14 February 1931, calling at Toulon (19), Naples (22), Suez Canal (25-26), and Colombo (7 March). The day after she sailed from Ceylon, she went to assistance of a British steamer with a sick crew member:
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| Credit: The Advertiser, 24 March 1931. |
The mail steamer Orford had left Colombo for Fremantle when in the afternoon of March 9, a wireless message was received from the British steamer Neptunian, also bound for Fremantle, asking medical advice regarding a sick man.
A reply was sent out, and on the following morning at 10 o'clock, a further message notified that the Neptunian had slowed down to allow the Orford to overhaul her before dark.
At half-past two the Neptunian was sighted from the Orford, and the vessels were abreast at 8 quarter to four. A boat, with the ship's surgeon, was sent across from the mail steamer, and on seeing the patient the surgeon decided to transfer the sick man to the Orford, by which he was brought on to Fremantle, and landed today for hospital attention.
Daily News, 17 March 1931.
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| Credit: Sydney Morning Herald, 27 March 1931. |
Orford arrived at Fremantle on 17 March 1931, anchoring in Gage Roads at 7:05 a.m. and alongside D Shed by 9:00 a.m.. Departing there at 3:00 p.m. for Adelaide, where she berthed in the Outer Harbour at 9:30 a.m., on the 21st with 95 First Class and 173 Third Class passengers (including famous concert and operatic tenor Joseph Hislop bound for an Australian concert tour) aboard and landing several there and 276 tons of cargo. Clearing there in the late afternoon, Orford made Melbourne on the 23rd, departing for Sydney the following day at 5:00 p.m. where she docked at no. 7 Woolloomooloo at 7:30 a.m. on the 26th. Sailing at 11:30 a.m. on the 28th for Brisbane, Orford arrived there at daybreak on the 30th.
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| Orford at Sydney, 9 April 1931. Credit: Frederick Garner Wilkinson photograph, Australian National Maritime Museum. |
Sailing for England the morning of 1 April 1931, Orford's holds were filled with 28,000 boxes of butter, 250 bales of wool, 50 bales of sheepskins, 75 tons of frozen meat, six tons of scrap metal and general merchandise while her passenger list included two French female deportees. Orford got into Sydney at 1:00 p.m. on the 2nd and cleared for home at noon on the 8th. Making her annual seasonal call at Hobart on the 10th, she took aboard 17,011 bushels of apples and 991 bushels of pears, departing at 5:00 a.m. on the 11th for Melbourne where she docked on the evening of the 12th at Station Pier and sailed on the 14th and did so impressively without the aid of tugs:
Hitherto it has been believed that the port of Hobart is the only Australian port at which a great ocean liner can berth without the assistance of a tug. This still may be so, but the navigating officer of the Orient liner Orford has demonstrated that a great liner can be worked out of the Station Pier at Port Melbourne, and continue her way down Hobson's Bay without adventure. This is the first time such an experiment has been attempted by great liner, and the imagination staggers at the reflection of what the owners would have done to the adventurous skipper if his great ship had just scraped the bottom, leaving just the slightest mark on the keel plates tor the microscopic eye of the company's marine surveyors to see at the periodic docking. Hobart, however, is not yet seriously challenged.
Till some local submarine earthquake happens to change the bed of Port Phillip and Hobson's Bay, no responsible pilot or master mariner will dare to attempt to berth his ship in the care-free way deep water vessels nose their safe course to snuggle up against the hospitable piers of Hobart.
The Mercury, 16 April 1931.
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| Southampton Speedway favourite Arnie Hansen returning from his native Australia. Credit: Southern Daily Echo, 21 May 1931. |
Calling at Adelaide on 16 April 1931, Orford berthed at F Shed, Fremantle at 7:30 a.m. on the 20th, sailing that evening at 6:00 p.m. to begin her long journey home. Pausing at Colombo on the 29th, transiting Suez (9-10 May), calling at Naples (13), Toulon (15), Gibraltar (17), Orford arrived Southampton on the 20th, berthing at No. 47, at 10:00 a.m.. Landing 170 passengers (including Southampton speedway champion Arnie Hansen, returning from his native Australia) and 1,000 packages of Australian fruit there, she cleared that afternoon for London where she berthed the following day.
Orford Cruising: Life on the Ocean Wave
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Approaching the Strait of Gibraltar with the east side of "The Rock" coming into view with its water catchment system clearly showing. Credit: National Maritime Museum, Waterline Collection |
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| Snail race on the Sports Decks with the overhead netting in place for something more energetic like deck cricket. Credit: National Maritime Museum, Waterline Collection |
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| A game of deck tennis in progress on Orford's splendid expanse of open sports deck showing the space saving arrangement of the impressive array of ventilators for the engine spaces. As per Orient Line custom, the paint work is... immaculate! Credit: National Maritime Museum, Waterline Collection. |
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| Anchored off Santa Cruz de Tenerife showing the mainmast forward of which is the outdoor swimming pool. Credit: National Maritime Museum, Waterline Collection. |
Orford put in a busy and varied summer cruise season in 1931. This began in London on 12 June (with the option of joining her the following day at Southampton) on a 15-day cruise calling at Arosa Bay (for Santiago, 15), Casablanca (17), Tenerife (19), Las Palmas (20), Madeira (21-22), Tangier (24), Malaga (25-26) and returning to Southampton on the 29th.
The passengers who had made a cruise in the Orient liner Orford, which arrived at Southampton yesterday, spent a most enjoyable time, and went some trouble to express their thanks to the commander and his men. The Orford is to remain at Southampton until Friday, when she will leave for Immingham on her way to the waters of Norway. She will, however, return to Southampton again in August, to complete her programme of Mediterranean trips.
Southern Daily Echo, 30 June 1931.
Following the usual pattern, Orford then repositioned to Immingham and a programme of three 13-day "Norway Fjords" cruises. The first of these could be joined at Southampton on 3 July for 2 gns. Extra including boat train ticket from Waterloo, and sailed from Immingham on the 4th with subsequent sailings on the 18th and 1 August calling at Molde (6, 20 July and 3 August), Trondheim (7, 21 July and 4 August), Naes (8, 22 July and 5 August), Oie (9, 23 July and 6 August), Hellesylt (9, 23 July and 6 August), Merok (9, 23 July and 6 August), Loen (11, 25 July and 8 August), Balholm (12, 26 July and 9 August), Bergen (13, 27 July and 10 August), Eidfjord (14,28 July and 11 August), Norheimsund (14, 28 July and 11 August) and returning to Immingham on 17, 31 July and 14 August respectively.
One passenger on her 18 July 1931 sailing made a newsworthy (and successful) effort to make the cruise:
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| Credit: Grimsby Evening Telegraph, 20 July 1931. |
Passengers on the s.s. Orford, which sailed from Immingham for the Norwegian Fjords on Saturday evening were provided with an unexpected novelty.
Some little time before the ship was due to sail, an aeroplane arrived and circled round the ship, finally landing safely in a field on the dock estate. The aeroplane carried a passenger, Miss Sylvia Barwell, of Erdington, near Birmingham. She was coming to join the Orford with a party, but missed the train. So, not to be beaten, she chartered an aeroplane at Castle Bromwich aerodrome, and, leaving at 4. o'clock, arrived at Immingham at 5.35 in plenty of time to board the Orford.
A motor car took her from the field to the ship, to which information of her coming had been sent by wire, and the aeroplane left again within ten minutes of its arrival.
Grimsby Evening Telegraph, 20 July 1931.
Leading the passenger list, numbering 400, for the cruise were Lord Meston and Sir John Beynon. Another 400 were booked on Orford's 1 August 1931 sailing, making for a record week for Immingham cruise business:
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| Credit: Grimsby Evening Telegraph, 27 July 1931. |
This week promises to be the heaviest that Immingham has ever experienced for passenger traffic. On Wednesday, the White Star liner Calgaric, is due from Norway, and will land about one hundred passengers. She sails again on Saturday with 300 passengers. The Canadian Pacific liner Empress of Australia also arrives from Norway with 400 passengers, and will sail again on Friday with a further 400. On Friday the Blue Star liner Arandora Star will land 320 passengers from Norway, and will sail again on Saturday with 350 passengers.
The Orient liner Orford is also due on Friday with 400 passengers, and will sail on Saturday with another 400.
Grimsby Evening Telegraph, 27 July 1931.
Orford's crew ran into a decided course of ill fortune in the middle of the cruise season. Grimsby ambulances on arrival at Immingham on 31 July 1931 to take off an injured seaman and an ill steward. Walter Tree, able seaman, was injured when operating an electric boat hoist when the flywheel burst and he was struck by pieces of it. He received first aid by the ship's doctor but taken to hospital on arrival. A steward came down with gastric trouble and also taken to hospital. Prior to Orford's departure the next day, there was a tragic accident the previous befalling two of her crew members who were riding the popular "Dip the Dips" roller coaster at Cleethorpes when they fell out of their car. Asst. Steward McCarthy was killed and a shipmate, J. Taylor, badly injured. They were part of a four in the car, the others also from Orford. It was first fatal accident on the popular attraction in its five years at the park.
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| Credit: Grimsby Evening Telegraph, 14 August 1931 |
During the ensuing cruise, Orford's Chief Engineer Matthews became ill aboard and required surgery aboard, but did not survive the operation and was buried at sea:
There was a touching episode on the liner Orford as she was returning to Immingham yesterday from a holiday cruise to Norway, for in the presence of a reverent ship's company officers the body was of buried one in of the North Sea.
When the liner arrived in the Humber to-day, it transpired that the chief engineer, Mr. Matthews, had died during the voyage, and had been buried at sea.
Mr. Matthews was taken ill on Monday, when the ship was off the Norwegian coast, and the ship's surgeon, in consultation with two doctors who were on board, decided that an immediate operation was necessary. This was performed, but the patient did not rally and died on Wednesday, He was buried yesterday.
Grimsby Evening Telegraph, 14 August 1931.
Needing a change of scenery perhaps, Orford departed Immingham the afternoon of 14 August 1931 for Southampton, berthing at no. 34 at 9:00 a.m. the following morning.
Returning to the Mediterranean, Orford sailed from Southampton on 15 August 1931 for Lisbon (18), Gibraltar (19), Palma (21), Alicante (22), Malaga (23), Ceuta (24), Vigo (26) and back to Southampton on the 28th.
With the Adriatic as her destination, Orford cleared Southampton on 29 August 1931 on a 21-day cruise to Gibraltar (1 September), Philippeville (3), Corfu (5), Kotor (6), Dubrovnik (6-7), Brioni (8-9), Venice (9-10), Kurcola (11), Palma (14) and Vigo (17), returning to Southampton on the 19th.
Bidding farewell to the Solent, Orford was Thames-bound on the afternoon of 19 September 1931, and arrived off Gravesend the following morning. There, she underwent a full overhaul and dry docking prior to resuming her Australian mailship duties.
Cruising continued to assume at least as much importance with Orient Line's plans and those for 1932 were revealed on 1 October 1931, comprising no fewer than 16 cruises (eight each from Southampton and Immingham) in Orford, Orontes and Otranto including, for the first time, trips in winter, not the least of which was a long West Indies cruise in Otranto in January.
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| Credit: Greenock Telegraph, 12 October 1931. |
Orford's return to the Australian mail service upon departure from London on 10 October 1931 was favoured by the famous Australian flyer, Air-Commodore Kingsford Smith, being among her passengers embarking at Tilbury. The Daily Telegraph of the 12th noting that "it will be about six weeks before he reaches his destination, instead of the seven days five hours with which he had hoped to set up a new record," referring to his doctor insisting he not fly home as planned. Also aboard, as far as Naples, were Major-Gen. Sir Courtenay and Lady Manifold, and the famous Australian cyclist Hubert "Oppy" Opperman, returning from a triumphant Continental season including winning the Paris-Brest and placing 12th in the Tour de France. Fellow Australian cyclists R.W. Lamb and Bob Spears were also aboard, who had formed the Australian team in the Tour de France.
Calling at Gibraltar on 14 October 1931, Toulon (16), Naples (18), Suez Canal (21-22) and Colombo (31) (where Mrs. Kingsford-Smith joined him on the rest of the voyage), Orford was off Gage Roads, Fremantle by 7:00 a.m. on 10 November and at her berth by 8:30 a.m.. "The sea voyage had worked wonders with me, and I am 8 or 9 lb. heavier than when I embarked, and my nerves are a lot quieter," Kingsford-Smith told reporters on arrival. Orford cleared at 3:05 p.m. for Adelaide, berthing there at 9:00 a.m. on the 14th and off for Melbourne by 3:00 p.m. where she docked at Station Pier the morning of the 16th. Orford arrived at Sydney on the 18th and alongside no. 7 Woolloomooloo at 2:00 p.m., and was joined by her sister Otranto. Clearing her Woolloomooloo pier at 11:20 a.m. on 21 November 1931 for Brisbane, Orford arrived there at 5:23 a.m. on the 23rd, curiously ignored by the local press in terms of details of her outward voyage.
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| Credit: Sydney Morning Herald, 20 November 1931. |
It was announced on 20 November 1931 that Orford's commander, Capt. A.L. Owens, had been promoted to the rank of Captain in the Royal Navy Reserve.
Homewards on 26 November 1931, Orford went out of Brisbane with a fair cargo of 12,600 boxes of butter, 100 bales of wool, 1,000 tons of sugar and general merchandise and 19 passengers. She arrived at Sydney at 5:00 p.m. on the 27th. During her call there, Orford was inspected by cadets of the Royal Military College on the 30th and hosted a children's Christmas Party, benefiting The Adult Deaf and Dumb Society, on 1 December which attracted 600: "There were ice creams in the hundreds, balloons of every color to match rompers and dainty summer frocks, there was a slippery slide on the wide promenade deck, swings, deck quoits-- in fact, everything which goes into the making of a wonderful party." (Daily Telegraph, 2 December).
Departing Sydney at 12:55 p.m. on 5 December 1931 Orford reached Melbourne early on the 7th and sailed at 5:00 p.m. the following day. Calling at Adelaide on the 10th, on departure Orford was described by The Advertiser as going out that day at 3:25 p.m. with 700 bales of wool, 300 hogsheads of wine, 100 tons of flour, 1,000 boxes of butter and 2,000 cases of eggs, all for London and 80 tons of general for Colombo. Coming into Fremantle at 7:35 a.m. on the 14th, Orford was off by 6:00 p.m. Calling en route at Colombo (23), transiting Suez (2-3 January 1932), Naples (6), Toulon (8), and Gibraltar (10), Orford made Plymouth on the 13th at 9:00 a.m.. Landing 14 (including Viscount Gort from Toulon) of her 152 passengers and the mails there, she resumed passage at 9:45 a.m. for London where she berthed the following day.
In 1931, Orford completed
Two Mediterranean cruises
Three Norway cruises
Two round voyages U.K.-Australia
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| Orient Line 1932 cruise poster. Credit: P&O Heritage. |
1932
As announced on 17 December 1931 in The Age (Melbourne), Orford would take a group of English visitors to Sydney for the opening of the new Harbour Bridge on her first voyage in 1932. The construction of the great span, as instant an icon as the building of The Empire State Building in New York, both defiant projects amidst the worst of the global Depression, was something that Orford, along with her Orient sisters and indeed all regular uses of Sydney Harbour had witnessed steady progress on since it began in 1928, and it was fitting she would assume an important part in the ceremonies celebrating its completion.
Among those aboard for the voyage, which was also sold as a round-trip "cruise" in connection with the bridge opening ceremonies were Sir Alan Anderson, K.B.E.,, Chairman of Orient Line, and Lady Anderson and two daughters; Sir Daniel Cooper, Bart., Rear-Admiral Consett and Mrs. Consett; Colonel F. Howarth, O.B.E.,the Hon. R.D. Kitson, D.S.O., vice-chairman of Dorman, Long and Co., builders and contractors of the span; Sir Charles and Lady McNess.
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| Credit: West Australian, 19 April 1932. |
During her overhaul in London, Orford's Third Class accommodation underwent improvements, including the provision of two additional public rooms.
Commanded on this voyage by Capt. G.S. Kennedy, assist. Marine superintendent of Orient Line, in relief of Capt. Owen, Orford sailed from London on 6 February 1932, calling at Gibraltar (8), Toulon (12), Naples (14), Suez Canal (16-17), Aden (21) and Colombo (27), she reached Fremantle at daylight on 8 March and berthed at F Shed at 8:30 a.m., reporting "an uneventful voyage," outbound. Before entraining there for Sydney, Chairman Sir Alan Anderson told reporters "I think the time is ripe for the British Empire to give the world a lead. The proper course is to start with Empire trade, but not confine it to that. We must not exclude countries which are willing to give us a fair deal."
Proceeding that afternoon to Adelaide, Orford berthed there on 12 March 1932 at 9:00 a.m. and cleared at 5:00 p.m. for Melbourne, reached on the 15th and departing for Sydney the next day. Orford arrived there on the 17th, berthing at no. 7 Woolloomooloo at 7:00 a.m.
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| Orient Line advertisement on the eve of the opening of Sydney Harbour Bridge. Credit: Sydney Morning Herald, 19 March 1932. |
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| Map of the Water Pageant for the opening of the Sydney Harbour Bridge. Credit: Sydney Morning Herald, 18 March 1932. |
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| Order of procession of vessels for the parade. Credit: Daily Telegraph, 19 March 1932. |
Other than a routine call, Orford's presence at Sydney was all about participating in the official inauguration of the Sydney Harbour Bridge's "Water Pageant" beginning 11:30 a.m., 19 March 1932, from Goat Island, led by the pilot boat Captain Cook, followed by the P&O Maloja for Pier 20 Pyrmont, H.M.S. Diomede and H.M.A.S. Canberra, then Orford from Snail's Bay to Sydney Cove, Manuda from Darling Harbour, Port Auckland from no. 14, Pyrmont, Viminale, Kitano Maru, etc. Orford cleared no. 7 Woolloomooloo at 9:00 a.m. and steamed to Snail's Bay to anchor before joining the procession. Aboard were 1,300 of her round trip and through passengers and guest of Orient line. She got the pick of the dignitaries including the Vice-Regal Party and engineers and executives of the bridge contractors.
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| R.M.S. Orford passing under the just inaugurated Sydney Harbour Bridge. Credit: P&O. |
When the Maloja passed under Saturday at the head the procession under the Sydney Harbor Bridge on the deafening noise of her sirens suggested that competition might be keen when the others in her train followed suit.
So dignified was the next ship, the Orford, which carried the Vice-Regal guests and Bridge personalities, with its "bowing" that the guests on the Nieuw Zeeland were disappointed.
However, those in command of the Royal Packet Navigation's liner made no mistake when their turn came, and as the ship sailed under the huge structure she blew her whistles and sirens at "full-blast," even putting the mighty Maloja in the shade.
Among those present were Mr. D. Lammers and Mrs. Lammers, Miss Phyllis Rocke, and Mr. and Herbert Rocke, Madame Henri Plat. Mrs. Fred Vale and Mrs. Ernest de Tourret, Mr. and Mrs. Harold Vale. Misses Norma and Fyfe Henderson, Mr. and Mrs.Walter White, Mr. and Mrs. Colonel Les Herford. Mrs. Walter Kingsmill, and Mrs.Bands, Mr. and Mrs. A. L. Andriesse and daughter Deltjeand Misses Betty and Phyllis Meeks.
The Daily Telegraph, 21 March 1932.
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| Panoramic aerial view of the harbour procession with H.M.A.S. Canberra anchored in Sydney Cove, P&O's Maloja approaching and Orford about to pass under the bridge. Credit: Australian National Library. |
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| Invitation to board Orford for the inauguration of the Sydney Harbour Bridge. Credit: facebook |
For approximately 1300 guests of the Orient Company the three hours which they spent on the liner Orford were packed with thrills. The most impressive moment was when the liner drew closer to the Bridge. Every eye was turned towards the monster arch, and there was speculation as to whether the tall masts of the ship would actually clear it. There were many who, despite the assurances of the ship's staff that there was "plenty of room to pass under," clung to their doubts till the "Most Wonderful Sight" From the spacious and not overcrowded decks of the liner, the scene was one never to be and forgotten. Many interstate, country people and overseas visitors were among the guests.
Sir Alan Anderson, chairman of directors of the Orient Co., who was accompanied by Lady Anderson, their daughters and son, acknowledged as the vessel passed down-stream again and under the Bridge that the spectacle was the most wonderful he had witnessed in all his travels. Commander Kennedy, assistant marine superintendent of the Orford, was in control of the vessel, the pilot being Capt. Ferguson.
The Sun, 19 March 1932.
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| Magnificent view of Orford approaching the Sydney Harbour Bridge. Credit: Sydney City Archives. |
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| Orford approaching the span with Nieuw Zealand astern. Credit: facebook |
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| Orford passing under the Sydney Harbour Bridge. Credit: National Library of Australia. |
PILOTED BY THE CAPTAIN COOK, THE MIGHTY MALOJA PASSED UNDER THE BRIDGE A FEW MINUTES AFTER SCHEDULE TO-DAY, LEADING THE GREATEST MERCHANT MARINE PROCESSION EVER SEEN IN SYDNEY. THROUGH LANE- WAYS FORMED BY MYRIADS OF HARBOR OF ALL DESCRIPTIONS, MIGHTY LINERS THREADED THEIR WAY TO-DAY IN THE GREATEST MARITIME PAGEANT YET ENACTED ON SYDNEY'S WATERFRONT.
In the van came the pilot steamer, Captain Cook, and a great welcome awaited her, for no sooner had her bows reached the shadow of the Bridge than a triumphant chorus was taken up by siren and whistle.
Graceful motor-yachts maintained an escort for the Maloja and succeeding liners, forming trim lines on either side.
The Orient liner Orford steamed 100 yards astern of the Maloja, A band ringing out from her decks. Fussy tugs were in attendance, and once she was under the bridge, took her in hand across to the eastern berth at the Quay, her leadsman in the "chairs" taking soundings.
Next came the Nieuw Zeeland. Her position in the column arose from the close association of the Dutch with the early days of Australian discovery. the fourth passenger vessel, the Manunda, passed under the Bridge, a special greeting went up, for she was the first Australian merchant ship to be honored. Also, she was on business bent. The people thronging her decks were actual passengers, not mere sight-seers, for the ship was bound for Melbourne.
After the Manunda came a variety of stately craft--the Port Auckland, Viminale, Kitano Maru, Talisse, Stassfurt, Chemnitz, and Temeraire, followed by our own coastal ships Hunter and Gwydir.
Even old hands on the waterfront were amazed by the swarm of harbor-craft, some of it stately, and some of it, well it floated, which turned up for to-day's big event. It gave Harbor Trust officers a headache.
Ferries leaned at alarming angles, water lapping shoes of heedless spectators on the lower deck. Tugs sank below Plimsoll.
A stirring display by speed-boats set the assembled craft rocking as the waves were thrown up. Circling with their throttles wide open. they roared in unison. Given pride of place was the Century Tire, which thrashed through the water at a 55- knot clip.
In striking contrast with the gay bunting of all other ships, ferries maintained normal services sedately, with only their house flags and the Australian ensign flying. One could not expect otherwise, for to sounded a death knell to many of them.
The Sun, 19 March 1932.
It was fitting that the 40-year old pilot steamer Captain Cook, product of Australian workmanship and symbol of hope to a sea-wearied traveller, should lead the imposing array of merchantmen under the Bridge yesterday in a deafening din from siren and whistle.
More gingerly the flagship Maloja came down the colorful lanes of harbor craft until, under the Bridge, her siren set the steelwork ringing, and the liner gathered way.
Of necessity, with the handling big liners in congested waters, intervals of several minutes elapsed between the ships.
The Orford picture of stateliness, the trim Nieuw Zeeland, the business-like Manunda, and the others all found their way in safety to berth and anchorage.
That such was possible with practically every craft that Sydney owns penned into the bars between Blue's Point and Mrs. Macquarie's Chair, reflects great credit to police and navigation officials.
The Sun, 20 March 1932.
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| Credit: Daily Telegraph, 21 March 1932. |
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| Credit: Daily Telegraph. 21 March 1932. |
Brightness and happy faces were everywhere. Every boat from the largest ocean going liner to the tiniest skiff were decorated with flags of all sizes. It was a wonderful outing to be on the "Orford" Orient 20,000 ton liner, which was second to pass under the bridge in "our harbour." The sight was one never to be forgotten, and as the boat approached the massive structure of steel, it almost seemed impossible for the huge masts to pass underneath, Sighs were heard from many who were relieved when the vessel glided through, and with feet to spare overhead. While passing under the bridge, the band, which was Tooth's Brewery Band," rendered the marches "Sydney Harbour Bridge," and "Land of Hope and Glory," followed by "Advance Australia Fair." Tooth's Band were champion Quick-steppers of the Commonwealth in 1930 and 1931, also runner's up this year, so one can imagine the splendid and perfect renditions of these items. After passing under the bridge, Commodore Kingsford Smith flew over the ship in the famous "Southern Cross" plane which caused much excitement, and many other 'planes circling over-head made the whole scene wonderfully spectacular.
There were several songs rendered on board, being sung on this special occasion by a member of the band, whose voice was in excellent form. Light luncheon was served at 11 o'clock--everything most dainty, tempting one's appetite to the full. Beautiful souvenir photographs were given to all on board. All the cabins, lounge and dining rooms, smoke lounges, reading and writing rooms, and children's saloons were open for inspection, From the "Orford," the guests watched the procession pass over the bridge, though one could not get a very close view, it seemed a brilliant whirl which lasted a long time. There were hundreds of people clustered on every bit of land to watch the procession, many being hours waiting even before it was daylight--to get the best view to their advantage.
Men selling all kinds of flags and buttons took the attention of the tired children, who who had been standing for hours. All on board were loathe to leave the "Orford" when it returned to land her guests at Circular Quay, at 1.30 p.m.
Cambelltown Ingleburn News, 24 March 1932.
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| Orford at Sydney's East Circular Quay, flying the standard of the Governor-General, 19 March 1932. Credit: Frederick Garner Wilkinson photograph, Australian National Maritime Museum. |
On Saturday afternoon Sir Alan Anderson, chairman of the Orient line, and Lady Anderson entertained a Vice-Regal party on board the R.M.S. Orford, at East Circular Quay. The guests included the Governor-General Sir Isaac Isaacs and Lady Isaacs, the Governor (Sir Philip Game) and Lady Game, the Governor of South Australia (Sir Alexander Hore-Ruthven, V.C.) and Lady Hore-Ruthven, the Lieutenant-Governor of Victoria (Sir William Irvine) and Lady Irvine), the Prime Minister (Mr. Lyons) and Mrs. Lyons, Mr. and Mrs. Lawrence Ennis, Lady and Miss Morna MacCormick, the Misses Diana and Hermione Anderson, and Mr. Colin Anderson.
Sydney Morning Herald, 21 March 1932.
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| Original caption: In the foreground is the flagship, H.M.A.S. Canberra and behind her (on the left) is R.M.S. Orford. This view was obtain on Saturday night from the outer Domain. Credit: Sydney Morning Herald, 21 March 1932. |
Berthing at no. 1 wharf, East Circular Quay, after the procession, Orford hosted afternoon tea aboard for Governor General and Lady Game. That evening she was beautifully dressed with lights as were all the principal ships in harbour, and that day's impressive events capped by a fireworks display. It was a truly great and memorable day for Sydney and Australia and doubly fitting that an Orient liner would figure so prominently in as well as being a true highlight of Orford's career.
Departing Sydney at 4:00 p.m. on 20 March 1932 for Brisbane, Orford got "back to business," and arrived there on the 22nd, berthing at New Farm wharf, but, of course, all her arriving passengers wanted to talk about was the opening ceremony of the bridge: "Could not see Sydney for the Bridge," as one put it to the Brisbane Telegraph.
"A profusion of multi-coloured streamers fluttered in the breeze," the Brisbane Telegraph recalled the departure of Orford for England on 24 March 1932, going out with 13,000 boxes of butter, 105 bales of wool, 2,300 cases of canned pines, 20 tons of frozen meats and general merchandise" and 21 First and 40 Third Class passengers. Arriving at Sydney at 3:35 p.m. Orford sailed on the 30th at noon for Hobart where she berthed on 1 April to load her usual seasonal fruit cargo. In this, she was badly delayed by heavy rain, but managed to get away on the 2nd at 4:45 p.m., only one hour forty-five minutes late, after taking on 16,759 cases of apples, 1,702 bushes of pears, 200 tons of zinc as well as five passengers. It was on to Melbourne, reached at 7:00 a.m. on the 4th and off at 5:00 p.m. the next day for Adelaide where Orford called on the 7th at 7:30 a.m. and after loading wine, dried fruit and scoured wool, sailed that afternoon. Putting in at Fremantle at 8:00 a.m. on the 11th, she cleared E Shed that early evening, going out with 720 cases of grapes for Colombo, and for London: 22 bales of greasy wool, 1,600 cases of currants, 650 cases of apples, 321 boxes of butter, 217 carcasses of pork, 1,500 bundles of timbers (flooring boards), 1,300 cases of grapes and 950 cases of pears. Touching at Colombo (20), Aden (25), Suez Canal (30-1 May), Naples (4), Toulon (6), Gibraltar (8), Orford called at Southampton on the 11th and arrived London the following day.
Orford Cruising: Barcelona
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| A series of photographs of Orford alongside the Italia terminal building, Muelle de Barcelona, taken from the Aeri de Port Transbordador cable car. Credit: National Maritime Museum, Waterline Collection. |
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| Credit: National Maritime Museum, Waterline Collection. |
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| Credit: National Maritime Museum, Waterline Collection. |
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| Cover of Orient Line's 1932 cruise brochure. Credit: P&O Heritage. |
Orford's first cruise that season, 16 days to the Mediterranean, commenced from Southampton on 28 May 1932 called at Gibraltar, Malaga, Villefranche, Pollenza Bay, Palma, Ibiza, Casablanca and Vigo. This was followed by a 16-day cruise to the Atlantic islands on 18 June to Arosa Bay, Casablanca, Tenerife, Las Palmas, Madeira, Tangier, Gibraltar, Ceuta and Vigo. As a change of pace, Orford made a single Holland and Southern Norway cruise, departing 8 July to Rotterdam, Oslo, Arendal, Christiansand and Stavanger. Sailing from Southampton on 16 July, Orford made the first of three 13-day cruises, the first stopping at Vigo, Casablanca, Gibraltar, Ibiza, Barcelona and Lisbon, the second (commencing on the 30th) to Gibraltar, Barcelona, Pollenza Bay, Palma, Cartagena, Ceuta and Vigo and the third, on 14 August, stopping at Vigo, Tangier, Ibiza, Palma, Barcelona and Lisbon. A final Mediterranean cruise, 21 days, beginning 27 August went to Casablanca, Algiers, Kotor, Dubrovnik, Brioni, Venice, Korcula, Palma and Vigo.
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| Credit: Southern Daily Echo, 12 August 1932. |
This was the beginning of Britain's great cruising "boom" and whereas Orient Line had been the pioneer among British lines in the trade, the rigours of the Depression saw "everyone getting in on the act," with no fewer than six ships departing Southampton on cruises on 30 July 1932: Berengaria, Olympic, Homeric, Lancastria, Ormonde and Orford, and some 9,000 cruise passengers using the port that day. Orford had 521 passengers on her departure for the Mediterranean but she, and P&O's Strathnaver, were both delayed by fog off the Needles on 12 August returning from their cruises, and the Orient liner three hours late in reaching her berth and had, in fact contended with the same fog for three days and forced to skip her planned call at Vigo on account of it. Even so, the Southern Daily Echo reported that "the happy holiday-makers on both vessels spend a delightful cruise, and several engagements and budding romances were reported when the vessels docked." Fog that season continued to bedevil arrivals in the Solent and on 17 September, Orford which was to have berthed at 8:00 a.m. did not do so until 12:30 p.m..
Orient Line, hoping to gain a march on their rivals in now cut-throat competition for the cruising trade, announced their 1933 cruise programme on 27 September 1932:
Shipping managers who have not yet decided upon their cruising programmes for next year are getting a spurt on. It pays to be early in the field and the Orient Steam Navigation Company are among the earliest. They have a full programme for the first half of the year, one cruise in January, one in March, one in April, three in May, two in June, three in July, and two in August. The two vessels concerned are the Orford and the Orontes, both very popular cruising ships, and with the exception of five trips to the Northern capitals, they will use Southampton on each occasion.
The Orford, in fact, will have her "home" here for the greater part of the period. There will be winter cruises to the West Indies and Holy Land, spring trips to the Mediterranean, Adriatic, and Atlantic Isles and summer sailings to the Mediterranean Norwegian fjords, and elsewhere. There is every prospect of another season of big business for the companies who are paying special attention to holidays on the sea, and inquiries are coming along already. The key-note is that first-comers can be given the choice of accommodation in their particular class.
Southern Daily Echo, 27 September 1932.
Cruised out, Orford reverted to her liner duties on her departure from the Thames on 1 October 1932, calling at the usual waystops of Gibraltar (5), Toulon (7) and Naples (9). Whilst in the Mediterranean, the German airship Graf Zeppelin (LZ-127) passed close overhead the liner.
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| Graf Zeppelin (LZ-127) passing over Orford in the Mediterranean. Credit: National Maritime Museum, Waterline Collection. |
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| Graf Zeppelin (LZ-127) passing over Orford in the Mediterranean. Credit: National Maritime Museum, Waterline Collections. |
Transiting the Suez Canal (12-13 October 1932), Aden (16) and Colombo (22), Orford made Fremantle on 1 November at 7:00 a.m., where her diverse passenger elicited local press attention:
Fifteen nations were represented among the passengers on the liner Orford which reached Fremantle from London yesterday British people were overwhelmingly in the majority, the nation next beat represented being Italy, there being 21 Italians in the third class. Seven Greeks, bound for Adelaide and Sydney were among the third saloon and a family of six French people was booked for Sydney. Also bound for Sydney was a family of four Czechoslovakians. The remaining foreigners in the third-class accommodation comprised a German, a Yugoslav, a Swiss, and Spaniard. Travelling first saloon were two Americans who, alone of the foreigners, disembarked at Fremantle, a Dutchman, a Russian, a Belgian and a Dane.
The West Australian, 2 November 1932.
Orford cleared for Adelaide at 3:00 p.m. and docked there at 8:00 a.m. on 5 November 1932 and off for Melbourne by that later afternoon where she berthed at Station Pier at 7:30 a.m. on arrived on the 7th, and sailing the following day for Sydney. Her arrival there, at 7:30 a.m., and berthing at no. 7 Woollomooloo, on the 10th was a resolutely routine and ordinary as had her previous visit been exceptional and eventful, passing under the now familiar if still awe inspiring Harbour Bridge with nary a notice. She arrived in company with the new American wonder ship, Mariposa of Matson-Oceanic. The 12th saw the almost simultaneous sailings of Mariposa for Melbourne at 11:50 a.m., Orontes at 12:40 p.m. for London and Orford for Brisbane at 12:10 p.m. as Sydney Harbour was enjoying its inter-war heyday. When Orford arrived at Brisbane on the 14th, it was reported that Australian news by wireless had been received and printed aboard throughout the entire voyage from London.
Sailing from Brisbane on 17 November 1932, Orford arrived Sydney at 4:20 p.m. on the 19th, berthing at no. 7, Woolloomooloo. Clearing for Melbourne at 12:35 a.m. on the 26th, she docked there on the 28th, departing at 5:00 p.m. for Adelaide, reached on 1 December at 8:00 a.m. and sailing for Fremantle at 4:30 p.m..
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| Original caption: Off on their holiday, the Governor (Sir Alexander Hore-Ruthven) and Lady Hore-Ruthven caught by the camera yesterday in happy mood as they waved good-bye from the deck of the Orford. Credit: The Advertiser, 2 December 1932. |
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| Credit: The Advertiser, 2 December 1932 |
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| Original caption: Aerial good-bye to the Governor (Sir Alexander Hore-Ruthven and Lady Hore-Ruthven was dropped from an Aero Club plan while the Orford, which is to take them to England, was at the Outer Harbor yesterday. Photo shows the plane shortly after the message was dropped. Credit: The Advertiser, 2 December 1932. |
Among those embarking at Adelaide were the Governor of South Australia Sir A.G.A. Hore-Ruthven, V.C., K.C.M.G., and Lady Hore-Ruthven, on a six-month leave in England, the ship's departure seen off by a fly past by three aeroplanes of the Aero Club. Coming into Fremantle at daylight on 5 December 1932, Orford was off across the Indian Ocean, England-bound at 6:00 p.m.. Calling at Colombo (14), Aden (20), Suez Canal (25-25), Naples (28), Toulon (30), Gibraltar (1 January 1933), she made Plymouth at 7:30 a.m. on the 4th. Of her 184 passengers, 18 landed there along with the mails, and Orford was cleared for London at 9:45 a.m. where she berthed the following day.
In 1932, Orford completed
Four Mediterranean cruises
One Norway cruise
One Atlantic Isles cruise
Two round voyages U.K.-Australia
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| West Indies Cruise poster for Orford (artist Gibbings). Credit: Alamy. |
1933
The depth of the Depression reached that year, saw Orient Line's traditional Australian liner trade at low ebb and whilst maintaining their mandated mail service frequency, their cruise schedule was further expanded and now became year round. Even the liner voyages were tweaked with holidaymakers in mind with the additional of a call at Palma in both directions giving a regular London-Palma service. Some ships, like Orford, would indeed spend more of the year cruising than crossing, and she skipped her traditional beginning of year voyage to Australia for a real "event cruise"…. To the West Indies.
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| First advertisement for Orford's 1933 West Indies cruise. Credit: Illustrated London News, 1 October 1932. |
This 42-day cruise, departing 24 January 1933, announced on 27 September and first advertised on 1 October 1932-- "A first class ship, a first class cruise for first class passenger, straight for the sun to the British West Indies, Panama Canal and the South American mainland"-- was Orient Line's most ambitious yet and widely publicised and Orford was the "cruising star" of the fleet that year.
London's cruising season commenced on Tuesday with the departure from the Tilbury landing-stage of the Orient liner Orford, for a 45 days' cruise to the West Indies, Tenerife and Gibraltar. No fewer than 40 special cruises have already arranged to start from London during 1922. The peak of the season will be reached in July when 14 cruises are book to start from Tilbury.
Liverpool Journal of Commerce, 26 January 1933.
Departing London Tilbury on 24 January 1933, Orford coursed to Madeira (28-29), Port of Spain (7 February), La Guaira (8), Colon (11), Kingston (14-15), St. Kitts (17), Antigua (18), St. Lucia (19), Grenada (20), Barbados (21) and Tenerife (1 March) and returning to Southampton on the 7th, berthing at no. 43. Among her passengers were the Dowager Marchioness of Linlithgow, the Countess of Dalhousie, Lady Ida Ramsay, Lady Mary Hope and Lady Sasson.
Orford Cruising: West Indies
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Orford coming alongside at Kingston, Jamaica. Note the windscoops in her forward portholes. Credit: National Maritime Museum, Waterline Collection. |
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| View of Orford anchored off St. George's, Grenada. Credit: National Maritime Museum, Waterline Collection. |
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| And off Basseterre, St. Kitts. Credit: National Maritime Museum, Waterline Collection. |
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| Orford anchored off Trinidad, bunkering from the tankers Servitor (inboard) and Iere. Credit: National Maritime Museum, Waterline Collection. |
More than a mere cruise, the itinerary of the voyage, with a decided emphasis on the British colonies in the West Indies, was done in cooperation with the Empire Marketing Board which, in cooperation with Orient Line, produced a 26-min. film "Liner Cruising South", directed by the well-respected Basil Wright and produced by John Grierson which wove in the pleasures of a long ocean voyage and the destination, economies and importance to the greater Empire the West Indies represented in imperial trade and commerce. This was released in autumn 1933.
This was followed by a 27-day Eastern Mediterranean cruise from Southampton 11 March 1933 which included calls at Gibraltar (14), Famagusta (23), Beirut (26), Malaga (7 April) and return to Southampton on the 10th.
Orford sailed from Southampton on 13 April 1933 on a Mediterranean cruise to Arosa Bay (15), Palma (18), Palermo (20), Phaleron Bay (Athens, 22), Dubrovnik (24-25), Kotor (25), Corfu (26), Syracuse (27-28), Malta (28), Ceuta (1 May), Vigo (3 May) and returned on the 5th. With the Adriatic as her destination, Orford departed on 6 May on a 20-day cruise calling at Gibraltar (9), Naples (12-13), Kotor (14), Dubrovnik (14-15), Venice (16-17), Korcula (18), Tangier (22), Lisbon (23), Vigo (24) and return to Southampton on the 26th. Her third Mediterranean cruise, 16 days from Southampton on 27 May, took Orford and her passengers to Gibraltar (30), Palma (1 June), Naples (3), Messina (4), Malta (5), Ceuta (8) and return to London on the 12th.
Orford's Norwegian programme was limited that year to a single 13-day itinerary from Immingham on 1 July 1933 to Molde, Trondheim, Andalsnes, Ole, Hellsylt, Merok, Balholm, Bergen, Eidfjord, Ulvik and Norheimsund, returning on the 14th.
Orford sailed from Southampton on 15 July 1933 on a 13-day Atlantic Islands itinerary to Madeira (19-20), Tenerife (21), Las Palmas (22), Casablanca (24), Vigo (26) and back to Southampton on the 28th.
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| Orient Line 1933 cruise brochure cover by Frank Parkinson Newbould (1887-1951). Credit: eBay auction photo. |
Returning to the Mediterranean and Adriatic, Orford left Southampton on 29 July 1933 on a 13-day cruise to Gibraltar (1 August), Barcelona (3-4), Pollenza Bay (4), Palma (5), Ibiza (6), Malaga (7), Vigo (9) and return to Southampton on the 11th. Another 13-day cruise ensued on the 12th, calling at Vigo (14), Casablanca (16), Tangier (17), Gibraltar (17), Barcelona (19-20), Lisbon (22) and back to Southampton on the 25th, which attracted 400 passengers. Her second cruise to the Adriatic that season and her final one that year, 21 days on 26 August, went to Gibraltar (29), Phaleron Bay (2-3 September), Kotor (4), Dubrovnik (4-5), Venice (6-7), Korcula (8), Malaga (12), Vigo (14), ending at Southampton on the 16th.
Orford Cruising: Atlantic Islands & Mediterranean
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Aboard Orford anchored off Santa Cruz de Tenerife. Credit: National Maritime Museum, Waterline Collection. |
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| Orford anchored off Funchal, Madeira, photographed from a P&O liner also there on a cruise call. Credit: National Maritime Museum, Waterline Collection. |
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| Orford alongside the Alcantara wharf, Lisbon. Credit: National Maritime Museum, Waterline Collection. |
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| Orford moored in Valetta's Grand Harbour with H.M.S. Royal Oak behind her. Credit: National Maritime Museum, Waterline Collection. |
Orient Line announced preliminary details of their 1934 cruise programme on 24 August 1933 with 17 trips in all aboard Orford, Orontes and Oronsay with six Norwegian/Northern Capitals cruises from Immingham and 11 to other destinations, eight from Southampton with Orford's first departure being in May from London and henceforth from Southampton.
Before she forgot how to get there, Orford (Capt. A.L. Owens) was finally off to Australia, departing London on 30 September 1933 and making her first call (on a liner run) at Palma on 5 October, Toulon (6), Naples (8), Suez Canal (11-12), Aden (15) and Colombo (21). Arriving at Fremantle at 7:15 a.m. on the 31st, and berthing at F Shed, she cleared there at 4:00 p.m. after landing 11 passengers. She had another 40 landing at Adelaide on the 4th where she docked at 8:00 a.m. and off for Melbourne by 4:00 p.m., berthing at Station Pier at 7:30 a.m. and departing for Sydney at 6:00 p.m. the following day, extending her call to allow her through passengers to see the running of the Melbourne Cup that afternoon as Orford settled back into all things Australian after a long absence. The evening of the 6th, she was the venue for charity ball on the eve of the Cup race, attended by the Governor-General and Lady Issacs (whose sister had come out aboard the liner):
As the guests neared the vessel a blaze of lights shining from decks and portholes and festooned over the gangway suggested something of the brilliance of this Cup eve function. No trouble had been spared in attending to their comfort land pleasure, and the boat was decked in with resplendent festive array. The lounge, its comfortable chintz-covered chairs, was reserved for bridge players and had beautiful floral decorations carried out in deep purple irises, pink antirrhinum, nemesia, carnations and Californian poppies. The sports deck was enclosed with awnings for dancing and was gay with flags and pennants, whilst Chinese lanterns shed a soft glow on the along dancers; either chairs side and the tables were arranged deck, giving the appearance of a cabaret dance, and thus introducing a charming air of informality often missing at large balls.
The Age, 7 November 1933.
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| The Australian papers concentrated on Orford's younger passengers on her arrival from England in November 1933. |
Passing under "her" bridge, Orford was re-acquainted with Sydney as she came in on 9 November 1933, berthing at no. 7 Woolloomooloo at 7:30 a.m. after she (or rather passenger Mr. F. MacArthur Onslow who was a member of the club) was afforded an aerial escort up from Sydney Heads by fellow Aero Club members. The Captain of the English Lawn Tennis Team, G.P. Hughes was another arrival. Orford cleared for Brisbane at 11:00 a.m. on the 11th where she arrived on the 13th "after a long absence." During the ship's call there, Orient Line hosted a luncheon and presentation aboard to present the Orient Cup to the winners of the butter and cheese exhibitions at the recent Royal National Shows in Brisbane and Melbourne, attended by 200 guests and the Governor of Queensland, Sir Leslie Wilson.
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| Credit: Brisbane Telegraph, 16 November 1933. |
Casting off for home at 7:00 a.m. on 16 November 1933 and yes, with 19,151 boxes of Queensland butter, Orford departed for Sydney where she arrived at 3:28 p.m. on the 17th, docking at no. 8 Woolloomooloo. On the 21st, the ship hosted her annual Christmas Party for children, in aid of the Adult Deaf and Dumb Society and hosted by Capt. A.L. Owens, Lady Issacs, Lady Game and the Lady Mayoress of Sydney, Mrs. R.C. Hagon. Fairly swarmed by 200 children, the boys making straight for Orford's impressive signalling gun and girls receiving a lesson in navigation on her bridge, "even allowed to touch the sacred steering wheel."
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| Credit: Sydney Morning Herald, 22 November 1933. |
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| Orford departing Melbourne's Station Pier in November 1933 for England. Credit: Museums Victoria. |
Clearing Sydney for London at 12:40 p.m. on 25 November 1933, Orford proceeded to Melbourne, docking at Station Pier at 7:30 a.m. on the 27th and departing the following afternoon at 5:00 p.m. for Adelaide. Coming in with Westralia at 7:30 a.m. on 1 December, Orford loaded wine, dried fruit, wool and general merchandise as well as butter, eggs and lamb carcasses with 100 tons of flour and vegetables for Colombo and rest for discharge in London. Departing at 4:30 p.m., she made Fremantle at 9:00 a.m. on 4 December, berthing at E Shed, and sailed for the Old Country at 6:00 p.m. via Colombo (13), Naples (27), Toulon (29), Palma (30) and arrived at Plymouth on 3 January 1934. Of her 169 passengers, a few landed there and all the mails and Orford proceeded to London at 9:40 a.m., berthing there the following day.
In 1933, Orford completed
Six Mediterranean cruises
One Norway cruise
One Atlantic Islands cruise
One round voyage U.K.-Australia
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| Orient Line poster, 1934, by Edward McKnight Kauffer (1890-1954). Credit: AntikbBar Original Vintage Posters |
1934
That year there would be no "event" cruise or film star role for Orford but instead back to the business of Australian mailship. Even as such, she made one of her most memorable voyages in 1934, again taking the Australian team to England to compete for The Ashes, and further establishing herself in the life and times of 1930s Australia.
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| Cover of special commemorative booklet published by Orient Line for Orford's 1934 conveyance of the Australian XI to The Ashes. |
With Viscount Tredegar, C.B.E, director of the G.W.R., and the newly appointed Archbishop of Sydney, the Rt. Rev. W.K. Mowell, among her passengers, sailing from London on 20 January 1934, Orford made the usual outward calls at Gibraltar (24), Palma (25), Toulon (26), Naples, Suez Canal (31-1 February), Aden (4), Colombo (10) and arrived at Fremantle at 7:15 a.m. on the 20th, "after an uneventful voyage."
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| Credit: The West Australian, 21 February 1934. |
Orford cleared Fremantle at 4:00 p.m. 20 February 1934 for Adelaide, berthing in the Outer Harbor at 8:00 a.m. on the 24th, departing at 6:00 p.m. for Melbourne, where she was alongside Station Pier at 7:30 a.m. on the 26th. Sailing on to Sydney at 3:00 p.m. the following afternoon, Orford arrived there at 7:30 a.m., on 1 March, docking at her habitual no. 7 Woolloomooloo wharf where Archbishop Mowell was formally welcomed on arrival by the Premier of New South Wales. On the final leg, Orford sailed at 5:30 p.m. on the 3rd for Brisbane, berthing there on the 5th.
The trip out had been as routine and uneventful as any, but on her return voyage, Orford would capture the imagination and aspiration of a sports mad nation, taking with her to England Australia's cricket team and Davis Cup tennis team, Miss Joyce Cooper, the British swimming champion and other prominent sports men and women, making it one of the ship's most memorable voyages. More prosaically, Orford sailed from Brisbane on 7 March 1934 with 15,488 cases of butter and a number of passengers for the interstate ports of Hobart and Melbourne. The Brisbane Telegraph even printed a "Sporting Supplement" featuring Orford and her "Sun-Tanned Ambassadors of 1934."
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| Credit: Brisbane Telegraph, 9 March 1934. |
Arriving at Sydney at 6:30 p.m. on 8 March 1934, Orford docked at no. 7 Woolloomooloo. Swimmer Miss Joyce Cooper and Australian tennis champion Miss Joan Hartigan were among those embarking on the 14th, sailing at 12:40 p.m. for Hobart, having aboard 271 First and 220 Third Class passengers.
This being her traditional "Apple Season" voyage, Orford's call at Hobart would take on a large consignment of fruit there and as in 1932, embark the Australian cricketers there who were finishing a series of matches in Tasmania, sail in Orford as far as Melbourne, then entrain there for Perth for matches there before final re-embarking at Fremantle.
Arriving at Hobart on 16 March 1934 at 7:00 a.m., Orford had 40 passengers landing there, and another 151 embarking, 22 for London including her much anticipated 15 members of the Australian cricket team as well as loading seven bales of wool, 12,753 cases of apples and 997 bushels of pears for London, and for Colombo, 100 tons of zinc, 60 boxes of cadmium and 19 cases of jam, sailing for Melbourne the next day at 7:00 p.m.
One of the largest crowds seen on Ocean Pier for many years gathered on Saturday evening to farewell the Orient Line steamer Orford, 19,948 tons. which left for Melbourne at 7 o'clock en route to London. Many people were present to farewell the Australian and the ship, with her funnels lit up. presented a beautiful sight as she slowly drew away from her berth.
The Mercury, 19 March 1934.
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| Credit: The Age, 21 March 1934. |
Arriving at Melbourne on 19 March 1934, the Australian Eleven left her there to entrain for Perth for their three-game series against West Australia would ensue before they rejoined Orford at Fremantle. Sailing at 5:00 p.m. on the 20th for Adelaide, The Age had a full report of her departure with one of the heaviest lists in months and seen off by a large crowd on Station Pier:
With over two hundred passengers from Melbourne, including tourists, business men and sporting representatives, the Orient liner Orford sailed for London yesterday. At Adelaide and Fremantle she will embark more passengers, making a total of 2000 persons departing from Australia. She is one of the most heavily-booked liners to leave within the last twelve months, and a vast crowd gathered at the pier to farewell friends.
Two members of the Davis Cup team, Messrs. J.H. Crawford and V. B. McGrath, were on board. and will be joined at Adelaide by Messrs. D. P. Turnbull and A. K. Quist. Mr. S. J. McCabe, the only Test cricketer on the mates Orford at yesterday, Fremantle will for meet the team mates at Fremantle for the voyage to London. Other cricket enthusiasts to leave were Messrs. Carter, O'Connor, all former in international players, and Mr. R. J. Shields, secretary of the Tasmanian Cricket Association.
Miss Joyce Cooper, the English champion swimmer, was another prominent sporting personality to depart. Among the numerous other passengers were wool buyers and representatives of leading business companies.
The Orford is due in London on 26th April.
The Age, 21 March 1934.
Orford called at Adelaide on 21 March 1934, arriving in the Outer Harbor at 7:30 a.m., berthing at nos. 3 and 4 Queen's Wharf and departing for Fremantle at 4:30 p.m.:
Carrying more than 1,000 passengers, the Orient liner Orford, on which the Australian Davis Cup team is travelling to England, and which the test cricket team will join in Fremantle, sailed from the Outer Harbor yesterday afternoon for London. On her departure from Fremantle the vessel will have about 1,150 travellers on board, which is the largest number of passengers she has carried on one voyage for the past five years. Including the crew, the total cumber on board will be 1.600.
The departure of the vessel was watched by one of the largest crowds that has gathered at the Outer Harbor in recent years. Hundreds of streamers of brightly colored criss-crossed from the decks of the vessel to the wharf. forming a colorful archway, under which the late arrivals among the passengers had to pass as they hurried to the gangway. As the ship drew out, just two minutes after the last passenger had gone on board, two planes from Parafield Dew over, and the occupants could be seer waving to friends on the vessel.
The vessel has on board almost a complete cross-section of the people form the average British community--British nobility and settlers who have just saved enough for a voyage home third class; army colonels and privates: naval officers of high rank and sailors: cricket and tennis champions and mah-jong and bucket quoit champions. They are all among the passengers on the Orford. The clergy is well represented, too, and there is also a strong contingent of business men on board. including manufacturers, exporters, importers, and wool buyers.
The British aristocracy is represented by Viscount Tredegar, who has been on a holiday visit to Australia and Lady Bourne. Lady Bourne is returning to England to await the arrival of her daughter, who will travel home on the four-master barque Herzogin Cecile, by way of Cape Horn.
here are many beautiful women passengers, A number of them are going to England with their parent's to see the cricket matches, and, incidentally to spend the winter away from Australia. Several are to be presented at Court. Sportswomen are well represented. They include Miss Joan Hartigan, holder of the Australian women's singles title, and Mesdames Hopman and Crawford, who are also well known in the tennis world. Joyce Cooper, the English swimming champion, is returning after a visit to Australia.
An Australian woman on board who has adopted an unusual career is Miss Bruce Reid. She is a veterinary surgeon and for years has practiced to the benefit of farmers who live near her farm at Blossom Park in Victoria. Another is Miss Joan Norris, who has seen studying bio chemistry at the Melbourne University and is now on her way to England and America to do research work. She is A Master of Science, and has devoted herself to research into blood and its relation to bodily disorders. Mrs. Eckersley Lancashire, who makes a practice of following the Test teams round the world. is another passenger Her son. Mr. Peter Eckersley, is captain of the Lancashire county club.
It is estimated that the passengers have paid more than £100,000 in fares. Every first class cabin on the ship has been taken, and only a few third class berths have not been booked. These will be filled when the Orford reaches Colombo.
The busiest men on board during the trip will be the chief steward and his assistants catering for 1,000 hungry people. some of whom are on diets have to be provided with special meals, is far from an easy job. A considerable sum has been spent in Australia in buying stocks of potatoes and vegetables, as well as additional supplies of meat. Yesterday a large supply of celery, lettuce, and other greens was placed on board the ship at the Outer Harbor. The quantity of stores the ship has for the voyage is astonishing. Apart from thousands of pounds of flour, the storerooms are piled high with hundreds of bags of vegetables. salt. sugar, and many varieties of foodstuffs. as well as delicacies that are appreciated by most travellers. The ship's store refrigerators are stacked high with cases of Australian fruit and carcasses of Australian meat. In the wine stores are thousands of bottles of ale, mineral waters, wines and spirits.
The Advertiser, 23 March 1934.
Orford arrived at Fremantle at 8:20 a.m. on 26 March 1934 and the Australian Test team embarking at 6:00 p.m. just before scheduled departure before a huge crowd of supporters and well-wishers on Victoria Quay.
'There's a shipload of champions, if like.' The remark was made by a known sporting identity be waved an arm in the direction of the liner Orford, as she was about to draw away from her berth at Victoria Quay yesterday. Seldom if ever, has such a galaxy of athletic talent left Australia on one vessel, even if the Olympic teams were taken into consideration., for there were on board champions, or former champions, in four sports the individuals representing those numbered thirty-one.
Of course, Woodfull's Australian Eleven took pride of place, with the Davis Cup team. led by Crawford, bolder of the Wimbledon singles, close second in favour of the huge crowd at Victoria Quay. There was also Miss Joyce Cooper, champion woman swimmer of fresh from her triumphs in contests Australian competitors; and there several veterans of sport who, champions in their day, still retain in their retire; neat an interest in the games they played is youth.
To the accompaniment of blasts from harbour tugs, the whistling of locomotives, the thunderous cheering of huge crowd on the wharf and the lively music of the Australian Broadcasting Commission's National Military Band, the liner Orford left Fremantle yesterday evening, carrying the Australian Eleven to tour England. Friends of the players, officials of the West Australian Cricket Association and other citizens gathered at Victoria Quay in large due numbers to depart, and, long before the liner left the quay, the E Shed was crowded. About an hour before the time of departure a crowd of at least 500 had gathered at the ship's side and when the vessel left her berth it is estimated that more than 5,000 people were present.
The West Australian, 27 March 1934.
As on her previous voyage with the Australian test team, every detail of Orford's otherwise routine and mundane passage was recorded by daily wireless reports "On the Orford."
Glorious weather gave the tennis players and cricketers a splendid chance of exercising. All tennis players are up ou the boat deck very early doing physical jerks and running.
The cricketers. Barnett and Darling, have been elected to the sports committee, and the 16 players have taken responsibility to control the huge race meeting on Saturday. Woolfull will be judge and Ebeling clerk of course.
Bromley lost himself on the boat last night, having meandered down an alley, and was directed by the crew to his All are entering into sports enthusiastically.
The Daily News, 28 March 1934.
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| Credit: The West Australian, 18 April 1934. |
Vivian McGrath has sprained a monkey muscle and has been scratched for the singles and all deck sports. He is not worried, for it is an old injury and it happened on the boat trip last year, otherwise he is fit. Jack Crawford's cold has improved.
Medicine ball, skipping and physical jerks are helping all to keep fit. Adrian Quist's eyesight is still impaired, but is improving. The team is not playing ball tennis. the major deck sport. as the manager, Mr. S. R. Youdale, considers that the heavy small wooden bat interferes with the tennis style.
McGrath and Turnbull enjoy many hours swimming and sun-baking.
Miss Hartigan, the all-sports girl. is very popular, happy, and healthy. She rivals Bradman and McCabe as ball tennis champion, but is not playing in the competition. All are keeping their tennis muscles in order by racquet swinging. which is included in the morning exercises.
The Daily News, 29 March 1934.
Orford reached Colombo on 4 April 1934 and the Australian cricket team played a match against a local eleven, winning 284 to 125. Calling at Aden on the 10th, the team was treated to special dinner aboard on the 12th in the Red Sea and Orford transited the Suez Canal on 14-15th. Unlike the previous trip, the team stayed aboard all the way to England, Orford calling at Naples (18), Toulon (20), Palma (21), Gibraltar (22) and arrived at Southampton at 1:00 p.m. on the 25th, berthing at no. 46.
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| Credit: Southern Daily Echo, 25 April 1934. |
There, the Australians were official welcomed by the Mayor of Southampton, Councillor W.D. Buck, the Mayoress, and Sir Russell Bencroft, chairman of the Hampshire Cricket Club. Orford proved good luck for the Australians again, with their winning the 1934 Ashes series 2-1, and returned home in Orontes, departing London on 29 September.
Partnered with Orontes and Oronsay, Orford's cruising season was more circumspect than that of the previous year, reverting back to traditional mix of Mediterranean/Adriatic/Atlantic isles itineraries from Southampton in May-June, to Norway and the Northern Capitals from Immingham in July-August and a final voyage to the Mediterranean/Adriatic from Southampton and return to London in late August.
Orford Cruising: Getting Ashore
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| The means: one of Orford's superb motor tenders ready for a day's work... and looking "right smart" in that matchless Orient Line way. Credit: National Maritime Museum, Waterside Collection. |
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| The Method: the easiest being as shown below with the tender right alongside the gangway. But with 500 or so people needing to land, it was common to have a motor tender with a lifeboat lashed to either side and towed as a threesome which entailed no little clambering into and out of boats in the process. Credit: National Maritime Museum, Waterside Collection. |
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| Or, here, as at Kotor, with a lifeboat (filled with crew) being towed by a motor tender. Credit: National Maritime Museum, Waterline Collection. |
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| Tender duty was tough for boat crews with a 12-hour day starting pre-dawn and with long idleness ashore waiting for the tourists to return. Here, an Orford seaman, in classic Orient Line naval rig, enjoys the peace and quiet of Ulvikfjord in company with a local family. Credit: National Maritime Museum, Waterline Collection. |
Starting from London on 12 May 1934, Orford's first cruise that season took her to Malta (18), Split (20), Abbazia (21), Venice (22-23), Dubrovnik (24), Corfu (25), Messina (29), Gibraltar (29) and back to Southampton on 1 June. Among her passengers were Sir Ernest Wingate-Saul K.C., and Lady Wingate-Saul. To the Atlantic Islands next, with the Duke and Duchess of Buccleuch, Lady Angela Scott, Lady Sybil Plipps and the Misses Phipps, Lady Rachel Douglas-Home and Lord Ernest Hamilton heading her passenger list, Orford cleared the Solent on 2 June and coursed to Vigo (4), Lisbon (5-6), Casablanca (7), Las Palmas (9), Tenerife (10), Madeira (11-12), Azores (14) and return to Southampton on the 18th.
Heading north to Immingham, Orford made her first cruise to the Northern Capitals and Norwegian Fjords from there on 23 June 1934, calling at Oslo (25), Stockholm (28-29), Copenhagen (1-2 July), Kristiansand (3), Eidfjord (4), Ulvik (4) and back to Immingham on the 6th. Among her passengers were Sir Frederic Cowen, Sir Richard and Lady Gregory and Sir Samuel and Lady Instone. A second variation of this ensured on 7 July to Oslo (9-10), Copenhagen (10-11), Kristiansand (12), Sandene (13-14), Vadheim (14-15), Balholm (16), Bergen (16), Eidfjord (17), Ulvik (17), Norheimsund (17-18) and return on the 20th. A third iteration followed on 21 July which called at Oslo (23), Stockholm (26-27), Copenhagen (29-30), Kristiansand (31), Norheimsund (1 August), Balholm (2-3), Mundal (3), Bergen (4), concluding at Immingham on the 6th.
It was back to Southampton on 7 August 1934 and the Mediterranean/Adriatic for Orford's last cruise of the season, with Viscount Monck, Sir Arthur and Lady Griffith-Boscawen and Sir William Norman Raeburn among those aboard, sailing on the 11th for Vigo (13), Palma (16), Rapallo (18), Naples (19-20), Dubrovnik (22), Venice (23-24), Abbazia (25), Kotor (16), Ceuta (30) and returning to London on 3 September.
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| Orient Line advertisement for their via Suez route, 1934. Credit: The Mercury, 23 March 1934. |
Ending an eventful year, Orford sailed from London on 15 September 1934 for Australia, numbering among those aboard Sir Henry Grayson as far as Toulon, calling en route at Gibraltar (19), Palma (20), Toulon (21), Naples (23), Suez Canal (26), Aden (30) and, Colombo (6 October), she reached Fremantle at 6:55 a.m. on the 16th, berthing at F Shed at 8:20 a.m.. Sport continued to dominate and among her passenger was a group of four English amateur golfers bound for Melbourne and Orient Line arranged to have Orford to extend her stay in port until the following day at 6:00 p.m. to allow match between the visitors and a West Australian side at the Royal Fremantle Club links on the 17th. The English side prevailed, rather remarkably having "literally walked off the liner Orford on to the links," and having no real practice on the voyage over. Also aboard was Australian tennis champion Miss Joan Hartigan who had, of course, gone out in Orford in March, and had competed in Wimbedon and European tournaments.
It was on to Adelaide where Orford arrived in the Outer Harbor at 8:00 a.m. on 20 October 1934 and departed that evening at 6:00 p.m. for Melbourne where she berthed at Station Pier at 7:30 a.m. on the 22nd. "A glorious Australian summer's day, clear skies, sunshine and dancing waters, greeted tourists and homeward-bound travellers who arrived by the R.M.S. Orford and the steamer Barrabool yesterday morning." (The Age, 23 October 1934). Clearing for Sydney at 5:00 p.m. on the 23rd, Orford arrived there on the 25th, berthing at no. 7 Woolloomooloo by 7:30 a.m.. Brisbane-bound on the 27th, she sailed at 6:00 p.m. and made the Queensland "end of the line" on the 29th.
Clearing Brisbane for London on 31 October 1934 with 17,968 boxes of Queensland butter in her reefer spaces, Orford reached Sydney at 7:30 a.m. on 2 November, sailing for Melbourne at noon on the 10th. Coming alongside Station Pier the morning of the 12th, she proceeded to Adelaide at 1:00 p.m. the next day. At the invitation of Orient Line, the flyers C.W.A. Scott and T. Campbell Black, winners of the Centenary Air Race, would return to England aboard Orford, embarking at Adelaide on the 15th. Their plane, a scarlet red De Havilland Comet, disassembled and packed in crates, was shipped aboard at Melbourne. Departing Adelaide at 4:30 p.m., Orford made Fremantle on the 19th, docking at E Shed at 7:25 a.m. and sailing at 6:25 p.m., going out with a consider quantity of Christmas mail for England. Calling en route at Colombo (28), Aden (4 December), Suez Canal (8-9), Naples (12), Toulon (14), Palma (15) and Gibraltar (16), Orford called at Plymouth at 9:25 a.m. on the 19th.
On arrival, the tragic death of a crewman, who fell overboard between Naples and Toulon, was reported:
When the Orient liner Orford, which arrived at Plymouth yesterday, was in the Mediterranean, between Naples and Toulon, one of the crew fell overboard and was drowned. He was an able seaman named W. E. Sired, of Bournemouth.
He was working on deck at ten o'clock in the morning, when he slipped and, losing his grasp, fell into the sea. Within four minutes two lifeboats were lowered and were searching for the man, who at first was seen swimming. In response to the alarm of "man overboard," the Orford retraced her course. A search for over an hour proved futile, and then the liner was again headed for Toulon.
Fellow-members of the crew subscribed £50 for the lost man's mother, while a collection among the passengers realized a similar amount.
Western Morning News, 20 December 1934.
Orford encountered a 80 mph gale in the Bay of Biscay, and "thousands of pieced of crockery were smashed on board the vessel and the barber's shop was a mass of wreckage." (Western Morning News, 20 December). One "terrific wave" flooded some of the Third Class accommodation and passengers had to be re-accommodated elsewhere.
Of her 190 passengers, Orford landed 34 there and 473 bags of parcel post before clearing for London at 10:30 a.m., where she docked on 21 December 1934. For the first time, too, her officer and crew enjoyed Christmas at home.
In 1934, Orford completed
Two Mediterranean cruises
Three Northern Capitals cruises
Two round voyages U.K.-Australia
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| Orient Line poster advertising the new Tourist Class aboard the "O"s. Credit: Australian National Maritime Museum. |
1935
Nineteen Thirty-Five was an eventful year for Orient Line introducing, then a rare event in British shipping, of a brand new and genuinely innovative liner, Orion, that August which finally broke the mould of the two-funnel Orient liner, both inside and out. In anticipation of her, it was announced on 16 January 1935 that "primarily because there is no prospect of substantial migration to Australia for some considerable time, the Orient Line is converting the emigrants' accommodation on the liners Orford and Orontes, to tourist class. Similar conversion on other ships will be considered later." It was one of the most extensive fleetwide refitting programmes undertaken by a British line in the inter-war period and cost £156,382 for the first three ships so improved in 1935: Orontes, Orford and Orama, reducing their former Third Class accommodation for 1,200 to about 550 as well as improving and redecorating the Third Class public rooms entirely along the lines of the new Orion.
The Orford will go to Vickers Armstrong yards in mid-summer, so as to enable her to make first voyage with the new tourist accommodation on October 26. The Orontes will be converted in 1936. The conversion will also help to cope with the increased demand for tourist class accommodation.
Daily Commercial News, 16 January 1935.
Orford would lose her long serving Commander to the new Orion with Capt. A.L. Owen being transferred to her upon the completion of Orford's first voyage that year.
With barely time to ring in the New Year, Orford was off again to Australia on 5 January 1935 with Sir Ernest Jardin aboard as far as Port Said. Pausing en route at Gibraltar (9), Palma (10), Toulon (11), Naples (13), Suez Canal (16-17) and Colombo (26), Orford made Fremantle at daybreak on 5 February and alongside E Shed, Victoria Quay, by 8:10 a.m.. Departing at 4:00 p.m., she called at Adelaide, berthing at the Outer Harbor on the 8th at 6:30 a.m. and sailing for Melbourne that evening at 6:00 p.m.. Getting in there the morning of the 11th, and docking at the inner west Station Pier, Orford cleared at midnight for Sydney where she docked at 2:00 p.m. on the 13th. She came in with a stowaway, a 16-year-old who got aboard at Melbourne "because he wanted to be a sailor" and who hid initially in a lifeboat and later discovered. He was handed over to the police and spent his first night in Sydney in the children's shelter.
The Orford was gay yesterday with a garland tied to the masthead and bunting fluttering. The naval custom of "dressing ship" was observed in honour of the wedding of two of the ship's company, and the ship's chef provided the cakes for the wedding receptions of Lieutenant Keith Milner Morrison, R.N.R., one of the officers, and Able Seaman V. Brown.
Sydney Morning Herald, 16 February 1935.
For Brisbane, Orford cleared at 6:00 p.m. on the 16th where she berthed the following day.
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| Credit: Brisbane Telegraph, 21 February 1935. |
Sailing for home, Orford departed Brisbane at 10:00 a.m. on 21 February 1935 with 157 passengers, many destined for Hobart and Melbourne as well as through to London, and 25,600 boxes of butter, 40 crates of plywood and general merchandise. "Multi-coloured streamers extending from the ship to Hamilton Cold Stores wharf presented a pretty sight as the 20,000 tons Orient Royal Mail liner Orford left the wharf at 10 a.m. to-day." She arrived at Sydney at 4:41 p.m. on the 22nd, docking at no. 7 Woolloomooloo. Sailing at noon on the 27th for England, Orford, among her passengers was, once again, tennis champion Miss Joan Hartigan, bound for competition at Wimbledon and on the continent. Orford went out with 70 passengers for Hobart, 113 for Melbourne and 281 for overseas ports.
It was on to Hobart for Orford's traditional fruit season call there, arriving at 7:00 a.m. on 1 March 1935 and departing for Melbourne the following at 4:00 p.m. after loading 15,000 cases of fruit for London. Arriving at Melbourne on the 4th, berthing at west Station Pier, Orford sailed the following day at 5:00 p.m. for Adelaide where she docked at the Outer Harbor at 7:30 a.m. on the 7th. Sailing at 4:30 p.m., among her embarks there was the Premier of South Australia, Mr. Butler, and Mrs. Butler and daughter Jean, bound for London to represent South Australia at the Empire Parliamentary Association as well as at King's Jubilee. Also aboard was the Czechoslovakian communist author Egon Hirsh who was seen off with a "noisy but orderly demonstration during which about 50 men, women and children sang the 'Internationale" and 'The Red Flag'. Mr. Hirsh was bound for Toulon. Orford put into Fremantle at 7:25 a.m. on the 11th, berthing at E Shed, Victoria Quay, and sailed for England at 6:00 p.m..
Coursing across the Indian Ocean, Orford put into Colombo on 20 March 1935, Aden (26), Suez Canal (30), Naples (3 April), Toulon (5), Palma (6), Gibraltar (7) and with no call at Plymouth or Southampton, arrived at London (Tilbury) on the 11th.
Starting her cruising season, somewhat abbreviated owing to her pending big refit at Barrow, Orford sailed from London 18 April 1935 for the Eastern Mediterranean, calling at Naples (24), Phaleron Bay (for Athens, 27-28), Port Said (30), Alexandria (1 May), Lisbon (7-8) and returning to Southampton on the 10th. This was followed by a cruise as far as Istanbul, departing on 11 May to Philippeville (16), Istanbul (20-21), Phaleron Bay (22-23), Nauplia (23), Messina (25), Gibraltar (28) and returning on the 31st. It was Madeira and Western Med next, departing 1 June for Madeira (5-6), Casablanca (7), Barcelona (9-10), Palma (11), Lisbon (13-14) and back to London on the 17th.
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| Orford arriving at Vickers, Barrow, in June 1935 for the refitting of her accommodation. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
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| Orford entering Ramsden Dock, Barrow. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
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| Orford entering Buccleuch Dock, Barrow. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
When Orford arrived back her birthplace, Barrow-in-Furness, on 29 June 1935 for the first time since she left on completion back in March 1928, the magnificent new Orion and her near sister Strathmore of was alongside her fitting out berth, representing a new era in Orient and P&O liners, and Orford's major refit, one of the most comprehensive undertaken on a British liner during the interwar period, would ensure she would be a worthy running mate. Orford's arrival was not without incident:
The 20,000-tons Orient liner, Orford, arrived at Barrow to-day from London for alterations to her passenger accommodation. The vessel was escorted up Channel by the Barrow dock tugs, Ramsden and Devonshire, and two Liverpool tugs. When being turned to enter the dock gates the bow of the Orford fouled an overhead wire, and the large crowd of workmen and spectators had to make a rush for safety. The wire snapped and the supporting pole was displaced by the impact, but no one was hurt.
The Mail, 29 June 1935.
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| The passing of generations: Orford passes the almost complete Orion (just astern) and the fitting out Strathmore in Buccleuch Dock, Barrow. Credit: Sankey Family Photographic Archives, Cumbria Archives. |
Visitors to Barrow at the present time have been very interested in the sight of three ocean liners berthed in the docks. One of them, the Orient liner Orion, represents the last word in England -Australia mail steamers. Another, the Orford, represents al class of vessel which has proved very successful. The third ship, the Strathmore, will be the third of P. and O. Line's famous "white sisters" - Strathnaver, Strathaird, and Strathmore. These vessels, an entirely new class so far as the P.& O. Company is concerned, were all built at the local Shipyard. Similarly, five Orient liners--Orama, Otranto, Orford, Orontes and Orion all been at Barrow. These ships have proved very successful and there is little doubt that the new addition to the fleet, the 24,000 tons Orion, will be even more than the previous ships. The Orford is here for alterations to her accommodation which is expected to take three months to complete.
The Mail, 6 July 1935.
With typical Orient and Barrow efficiency, Orontes arrived at Vickers on 28 September 1935 for refitting with the completed Orford departing the following day for Tilbury. Orford now had accommodation for 468 First and 516 Tourist Class passengers, the latter having all newly redecorated and expanded public rooms designed by Brian O'Rorke along similar contemporary lines to those in Orion. First Class retained its original interiors, giving the ship a distinctive "split personality" among classes.
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| Credit: Daily Telegraph, 23 December 1935. |
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| Capt. M.J. Sarson. Credit: The Sunday Times, 28 February 1926. |
Orford (Capt. M.J. Sarson, formerly commanding Ormond) sailed from Tilbury on 26 October 1935 for Australia with 319 First and 375 Tourist Class passengers, calling en route at Gibraltar (30), Palma (31), Toulon (1 November), Naples (3), Suez Canal (6-7), Aden (10) and Colombo (16). Fremantle was reached on the 26th, Orford berthing at F Shed at 7:15 a.m. and sailing at 4:00 p.m. Her new Tourist Class attracted much favourable press comment. Onwards to Adelaide where she docked in the Outer Harbor at 8:00 a.m. on the 30th and off again at 3:30 p.m. for Melbourne where she docked at Station Pier at 10:00 p.m. on 1 December where, according to The Age, "summer in all its glory greeted passengers." Orford left at 6:00 p.m. the following day for Burnie, Tasmania.
An amendment to Australia coastal shipping laws permitted overseas liners of sufficient size and speed to now call, interstate, at Tasmanian ports so that Burnie would be called at both inbound and outbound trips after Melbourne.
Making her maiden call there and the first Orient liner to do so, indeed the first overseas liner to dock there (P&O Maloja which preceded her, having anchored off shore) Orford docked at Burnie on 3 December 1935:
With 66 tourists for Tasmania on board. the Orient Co.'s 20,000-ton liner Orford left Melbourne at 6 p.m. yesterday for Burnie, where she is due at 8.30 a.m. to-day. About 40 passengers for Sydney and Brisbane will board the vessel at Burnie.
Although there will be a dead-low tide during the time the vessel is in port, she will be able to berth at Ocean Wharf, for the tide then will be a neap one, and the vessel of slightly shallower draught than the Maloja. The Maloja, which is one of the deepest-draught vessels in the: Australian trade, arrived on a low spring tide.
The first of the Orient Co.'s Royal Mall steamers to visit Burnie under the new overseas service, the Orford will have on board 150 passengers in transit, In addition to the 55 tourists who will disembark at the port. The Orford will inaugurate a record shipping month In the history of the port of Burnie, for she will be the forerunner of seven calls by overseas passenger liners during the present month. The vessel will be piloted to her berth by Captain A. Morrison, harbourmaster, who travelled to Melbourne by the Nairana on Saturday night to join the Orford there. Also on hoard will be Mr. C. A. Copplestone, travelling tourist officer between Melbourne and Burnle.
The vessel, which ls due at 8.30 a.m.. will be met at Ocean Wharf by a special train, which la timed to leave for Launceston at 9.30 a.m. The train will also connect with a special to Hobart at Western Junction. A train from Launceston will arrive at the wharf at 12.19 p.m., and the ship will depart at 4 p.m. for Sydney.
The Mercury, 3 December 1935.
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| Orford alongside Burnie, first overseas liner to do so. Credit: The Examiner, 4 December 1935. |
Safely berthed alongside Ocean Wharf, Burnie, at the scheduled hour of 9 a.m, yesterday, the Orient R.M.S. Orford (20.000 tons) dispelled any further doubt in regard to the coastal port's quayage capabilities. Weather and water conditions were Ideal.
The Orford, which was in command of Captain M. J. Sarson, was the second of the mail strainers from England to call at Burnie en route from Melbourne to Sydney. Of the inward 50 disembarked at Burnie, while 21 others embarked for Sydney and Brisbane.
The Examiner, 4 December 1935.
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| Original caption: above: The Harbourmaster (Captain Morrison) and Master Warden (Mr. A.K. McGaw) with the liner's commander. Credit: The Examiner, 4 December 1935. |
The Orford yesterday inaugurated a new mail service between Melbourne and the North-West Coast, bringing Melbourne and English malls direct to Burnie. This service, which will be maintained fortnightly by the Orient Co., will be or great convenience to North-West Coast resident, as it will moan they will receive mainland and English mail several hours earlier then at present. Yesterday the Melbourne and English mall was available to private box holders at Burnie at 11 a.m. instead of about 8.80 p.m., if they had been brought by the Taroona, while malls for other coastal centres were despatched by the afternoon train and delivered at all Coastal towns yesterday afternoon instead of this morning as normally.
Fifty tourists disembarked at Burnie, and 14 of these joined the special train on the wharf for Launceston and Hobart, the remainder staying in the town for the day. To-day the of them will leave on various tours of the State. Included in the tourists were nine from London, two from Fremantle, two from Adelaide and 37 from Melbourne. The outward passengers numbered 23, all but two of them being booked for Sydney. When the vessel left Burnie she also had on board slightly over 100 overseas and mainland passengers for Sydney and Brisbane.
The Mercury, 4 December 1935.
Orford departed Burnie for Sydney at 1:00 p.m. on 3 December 1935, berthing there at no. 7 Woolloomooloo at 7:30 a.m. on the 5th. During her call there, the ship hosted "An Afternoon at Sea" aboard in aid of the Women's Auxiliary of the Blind, featuring a fashion parade, musical programmes and a one-act play. Orford cleared Sydney on the 7th for Brisbane where she arrived on at 7:30 a.m. the 9th.
Owing to a strike by Australian seamen idling many of the usual intercoastal liners and this being the beginning of the busy Christmas holiday travel season, Orford was granted permission on her outbound trip from Brisbane to carry inter-state passengers for which "the bookings are extremely heavy." (Courier-Mail).
Departing Brisbane on at 9:00 a.m. on 12 December 1935, Orford reached Sydney on at 2:55 p.m. the 14th, docking at her usual wharf at Woolloomooloo. Orford hosted her annual childrens' Christmas party aboard on the 15th. She departed on the 21st with 350 First Class and 400 Tourist Class interstate passengers for Burnie, Melbourne, Adelaide and Fremantle. Among those through booked to England was Mr. W. Forgan Smith, Premier of Queensland.
With no fewer than 1,382 aboard, inclusive of crew, Orford called at Burnie at 6:30 p.m. on 23 December 1935, landing 637 passengers and having 222 in transit, as well as landing 25 tons of cargo there. Getting away at 9:30 p.m., after embarking 91 passengers, she made for Melbourne where she docked on Christmas Eve but her departure that evening proved anything but routine and she wound up spending Christmas anchored in Hobson's Bay:
With her engines disabled by a line fouling the port propeller, the Orient Royal Mail steamer Orford, carrying more than 400 interstate and overseas passengers, was in a dangerous position off Port Melbourne soon after she left for London on Tuesday afternoon. The Orford being towed out to the channel by the tugs James Paterson and Tooronga with a moderate south-westerly gale blowing, when the nine-inch Manila rope at the bow parted. The master of the James Paterson (Captain H. Watson) attempted to hold the line at the stern, but his line also parted and wrapped around the shaft of the port propeller, preventing the engines from turning over. The Orford's anchors were dropped immediately to check the vessel, which was in danger of drifting toward the shore.
Newlines were quickly taken aboard the tugs and the liner was towed out to the anchorage near the Gellibrand pile light. off where she remained for the night. A diver went to the Orford on Tuesday night, but heavy seas were running, and he was forced to return without attempting an inspection. An attempt to bring the Orford back to Port Melbourne yesterday morning was abandoned, but the weather moderated sufficiently to enable the tugs Tooronga and James Paterson to berth the vessel at Station Pier about 7.30 p.m. last night.
There was still a heavy swell running and the tugs had task in bringing the ship into her berth without the aid of her engines.A mooring line at the bow snapped as she was drawing into the pier, but other lines held and she was berthed safely. With the aid of powerful lights from the two tugs and lights at the stern of the Orford. A Harbour Trust diver then inspected the propeller. In his first attempt he was unable to reach the propeller, but a line was then lowered from the Orford with the help of which he was able to make the inspection, The diver reported that the blades of the propeller were clear. but that coils of wire and rope were wrapped tightly around the propeller shaft, with fathom of rope hanging free.
An attempt was made to free the rope by hitching a line from the Orford to the free end and by reversing the engines in hand gear, but the diver, who made n number of descents, while many of the passengers were dancing on the ship was forced to complete the work with a heavy knife. Passengers who went ashore were instructed to return by midnight and the Orford was expected to continue her Interrupted voyage early this morning.
The Argus, 26 December 1935.
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| Credit: The Argus, 26 December 1935. |
After working continuously for seven hours in 18 ft. of dark harbour water, Harbor Trust divers finally freed the port screw before daybreak on 26 December 1935 and Orford resumed passage at 4:10 a.m., now 35 hours off her schedule, with 125 First and 150 Tourist Class inter-state passengers and 95 First and 55 Tourist Class passengers for overseas ports. Orford got into Adelaide at 8:30 a.m. on the 27th and left at 4:30 p.m., after landing 100 passengers there and embarking another 50 with 182 through booked for Fremantle where she arrived on the 31st at 5:15 a.m. and making a quick call, was off for England at 12:10 p.m. Making the usual calls at Colombo (9 January 1936), Aden (14), Suez Canal (18), Naples (22), Toulon (24), Palma (25) and Gibraltar (26), Orford arrived at Plymouth on the 29th. Back on schedule despite a stormy passage through the Bay of Biscay, she came in at 9:35 a.m. with 205 passengers, and cleared for London at 10:35 a.m.. Docking there on the 30th.
In 1935, Orford completed
Three Mediterranean cruises
Two round voyage U.K.-Australia
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| Orient Line poster, 1936, by Richard Beck (1912-1985). Credit: Swann Auction Galleries. |
1936
Australia enjoyed its own "cruise boom" in the mid 'thirties, just as that in Britain faded, and Orient Line were quick to cater to and encourage it. On 30 January 1936 they announced their programme of holiday trips from Australia for the coming year:
The firm hold which cruising has taken on the Australian public is clearly indicated by the programme of cruises which the Orient Line of Royal Mail steamers has announced for this year. At Easter there is to be a short cruise by R.M.S. Orford from Sydney to Hobart, and return to Brisbane. In the winter there will be three cruises by 20,000 tonners of the Orient Line to Rabaul early in June, to Port Moresby by way of the Great Barrier Reef early in July, and to Fiji late in August. In addition, the company's new liner, Orion, will sail for New Zealand in October on her maiden cruise.
The Christmas cruise will also be to New Zealand by R.M.S. Orford. A six-day cruise by the Orford at Easter is an innovation for the Orient Company. It is the first time that a short cruise by one of these big ships has been possible over a holiday period; and it is the first time an Orient cruiser will carry tourist class in addition to first class. The chosen destinations for the winter cruises are those which have proved most popular in the past years.
Daily Commercial News, 30 January 1936.
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| Credit: The Age, 9 April 1936. |
Departing London on 29 February 1936 for Australia, calling en route at Palma (5 March), Toulon (6), Naples (8), Suez Canal (10), Aden (15) and Colombo (21, where she embarked a cricket team represent the Royal College there bound for matches in Melbourne), Orford arrived at Fremantle at daylight on 31 March berthing at E Shed by 8:00 p.m.. Clearing at 5:00 p.m. for Adelaide, Orford was alongside her Outer Harbor wharf there by 7:00 a.m. on 4 April and when she sailed at 3:00 p.m. among her embarks were 40 joining her Easter Cruise to Hobart. It was cold passage along the coast but "after a freezing winter's day at sea, passengers aboard the R.M.S. Orford which in arrived in Melbourne late last night, were able dispense with furs and wraps upon their arrival, for almost perfect summer's moonlight night greeted them." (The Age, 6 April). Departing at 6:00 p.m. on the 6th, most of her embarks were booked her Easter cruise to Hobart via Sydney. This was sold in both classes at 8 gns. First and 5 gns. Tourist and offered a three-day stay in Tasmania with return to Melbourne or Sydney via interstate steamer.
Orford arrived at Sydney on 8 April 1936, on chilly overcast morning, berthing at no. 8 Woolloomooloo at 7:30 a.m.. Among those disembarking her was Rear-Admiral R.H.O. Lane-Poole, and Mrs. Poole, will would assume command of the Australian Squadron on the 19th.
Off on her Easter Cruise to Tasmania, Orford cleared Sydney on at 6:00 p.m. on 9 April 1936 with 440 First and 506 Tourist Class passengers, 160 landing at Hobart:
The Orient Company's R.M.S. Orford, 19.941 tons, which leaves Sydney at six p.m. to-day on a special Faster cruise to Hobart, has been heavily booked. The director of the Tourist Department (Mr E. T Emmett) was advised by the Sydney office yesterday that 820 passengers would travel by the Orford of whom 160 are to disembark at Hobart. The Orford is the first Orient liner to make a cruise to Hobart. In 1933 P. and O., under permit, made three cruises, but as the Federal authorities subsequently would not allow Victorian passengers to return to their home port by overseas vessel they have to disembark at Sydney to which the ship returned from Hobart, the cruises were discontinued. Since then the Navigation Act has been amended but Victorian passengers are still under the ban. The popularity of cruises to Hobart is again indicated by large number of passengers on the Orford. She is expected to arrive at Hobart about 8 a.m. on Saturday and will remain in port until 5 p.m. on Monday, when she will return to Sydney and Brisbane and proceed from those ports to London. The Orford will embark about 130 passengers at Hobart for Sydney and Brisbane, and load fruit for London. She is at Sydney from Hobart at 8 a.m. on Wednesday.
The Orford has the distinction of having disembarked the largest number of passengers at a Commonwealth port, at Burnie in December last, it will be recalled, she landed 637 from Brisbane and Sydney.
The Mercury, 9 April 1936.
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| Credit: The Mercury, 13 April 1936. |
Arriving at Hobart at 7:30 a.m. on 11 April 1936, Orford received a tremendous reception and local press attention, although the voyage over and on arrival was greeted by unseasonably chilly and cloudy weather that seems always to attend such special occasions.
The enterprise of the Orient Line management in diverting the 20,000-ton liner R.M.S. Orford from her normal running to permit of an Easter holiday Tasmanian cruise is fully justified by the voyaging response. The vessel, with 951 passengers on board, was given a gala send-off from Sydney on Thursday evening, and after running into choppy seas past the Strait, enjoyed calm but cold conditions down the Tasmanian East Coast, and berthed at Ocean Pier. Hobart, shortly before 7.30 a.m on Saturday morning. With all the eagerness of holiday-makers the vessel's passenger complement was ashore, where a fleet of motor and horse-drawn vehicles was readiness to convey parties to presightseeing and scenic localities.
Deck sports by day and dances at night enlivened the run to Hobart for the floating holiday-crowd, among whom were number parties from West Australia, South Australia, Victoria, and Queensland, as well as from the State of embarkation. Cold north-westerly winds at Sydney during the days before sailing had prepared the Easter cruisers for the bracing conditions awaiting them at Hobart, and the keen edge to the fine but overclouded day that greeted them on arrival called to energetic activity rather than to linger admiration of surrounding scenes.
The Mercury, 13 April 1936.
During her call, Orford loaded 26,337 cases of apples and embarked 115 passengers (69 for Sydney and 46 for Brisbane) before departing at 6:10 p.m. on the 13th for Sydney where she arrived at 7:30 a.m. on the 15th and making short work of it, was off again at 6:40 p.m. for the final leg to Brisbane where she docked on the 17th.
Loaded with 10,063 boxes of Queensland butter, Orford began the long slog home on departure from Brisbane's Hamilton Wharf at 4:30 p.m. on 18 April 1936 after a short layover to get her back to her mailship schedule following her Tasmanian adventures. By 7:08 a.m. on the 20th she was alongside her Woolloomooloo wharf, Sydney. Her departure for England on the 25th put back from noon to 4:00 p.m. owing to ANZAC Day parades and events, Among those aboard was Rear-Admiral W.T. Randle Ford, and Mrs, Ford, recently replaced as commander of the Australian Squadron, and returning to England. On the day of departure, a wreath from Sir Ian Hamilton, Commander in Chief of the Gallipoli campaign, which had come from England in the ship's cold storage lockers, was presented at the Cenotaph in Sydney during the ANZAC Day ceremony. Clearing at 4:40 p.m. Orford called at Melbourne the morning of the 27th, sailing for Adelaide at 5:00 p.m. the following afternoon and calling there 7:30 a.m.--6:00 p.m.. Orford left Fremantle at 6:00 p.m. on 4 May for England.
Making the usual stops on the way home: Colombo (13 May 1936)), Aden (19), Suez Canal (23) and, Naples (27), Toulon (29) and Palma (30), Orford made the headlines at the next… Gibraltar-- on the 31st where she embarked the defeated Emperor of Abyssinia, Haile Salassie on the final leg of his long journey to exile in England. In advance of Italian forces, Selassie and his entourage travelled from Addis Ababa to Djibouti by train, boarding H.M.S. Enterprise on 4 May to Haifa (8), thence to Gibraltar in H.M.S. Capetown on the 23rd. For political reasons, it was decided that for the final leg to England, a regular commercial liner on her normal route be used and it fell to Orford to embark the Selassie there on her scheduled call on the 31st, as first reported on the 25th.
The Emperor of Abyssinia received a warm welcome when he boarded the Orient liner Orford with his family and his suite this afternoon. We sailed for England just after five. Passengers returning from the East showed their sympathy clearly. The Emperor retired immediately to his state room after sailing, but received the captain of the Orford later.
Daily Telegraph, 1 June 1936.
The Emperor of Abyssinia, who, with his family and suite, sailed from Gibraltar for England yesterday afternoon, has spent most of his time afloat in seclusion.
He has, however, made brief visits on deck and to the reading room, where he has studied with interest the charts and a large illustrated work on national flags and naval signals.
This afternoon he watched boat drill from the bridge in the company of Capt. Sarson, the commander of the Orient liner.
The liveliest member of party is the Emperor's younger son, the Duke of Harrar, who is 13. He has been running boisterously about the ship and has ransacked the barber's shop for bottles of scent, hair oil, and similar toilet requisites.
Princess Yashimabet-" Sunshine" is the equivalent of her Amharic name--has attracted the attention of everyone by her exquisite pale pink dress.
Daily Telegraph, 2 June 1936.
The Emperor rose early to-day and watched with interest a trick swimming demonstration in the Orford's open-air pool by Hayes, the Australian champion.
His youngest daughter, Princess Sahia, spends much of her time admiring the display of jewellery in the ship's shop. Her brothers, the Crown Prince and the Duke of Harrar, continue to be engrossed in the contents of the barber's shop.
The Emperor has had a chat with Rear Admiral Wilbraham Tennyson Ford, who is returning from Australia after two years in command of the Australian squadron. Their conversation was mainly on sport. The Emperor said he was once renowned at the Abyssinian warriors' sport of lance throwing from horseback. All Abyssinians, he added, loved mounted tournaments, javelin throwing and "ganna, a kind of hockey.
To-night the German airship Hindenburg flew over the Orford, fighting a strong gale. She dipped within 900 ft of the ship, but was apparently in no distress.
Daily Telegraph, 3 June 1936.
Orford arrived at Southampton on 3 June 1936, greeted by aeroplanes off Calshot and a mob of reporters on the quayside:
The Emperor of Abyssinia, Princess Sahia, daughter, the Crown Prince and the Duke of Harrar, his sons, and his ks general, Ras Kassa, had an enthusiastic reception when they landed on English soil to-day.
As the Orient liner Orford, in which they travelled from Gibraltar, steamed up Southampton Water a naval seaplane and half-a-dozen 'planes circled overhead near Calshot.
The Emperor had an exciting morning. No sooner had he left his private suite than he was surrounded by passengers seeking his autograph.
The Emperor used his initials " H.S.M." (Haile Selassie Makonen), the Princess signed Tsahai Haile Selassie,' and the Ras Kassa, who speaks no European language, wrote his name in the Amarhaic picture language.
To facilitate the landing, no friends of liner passengers were allowed on board. The docks were railed off, and strictly guarded by the police.
Before leaving the liner the Emperor presented bracelets of Abyssinian gold to several of the officers.
A Pullman car had been set aside for the Royal party on the boat train for Waterloo. As the Emperor, wearing his now familiar long black cloak, Princess Sahia, the Princes and the picturesque figure of the Ras Kassa appeared at the gangway there were loud cheers from his fellow passengers, who lined the decks to see him go ashore, and from the crowd around the dock. Obviously moved by the warmth of his reception, he bowed to left and right as he was conducted to the train.
Daily Telegraph, 4 June 1936.
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| Haile Selassie disembarking Orford at Southampton. Credit: Alamy. |
Orford docked at London on 4 June 1936.
With the demand for cruises out of the U.K. nothing like it was during the "boom" earlier in the decade and with the new Orion detailed to undertake most of Orient's 1936 programme, Orford stayed on the Australian run that summer and, instead, participated in the line's new Australian cruise efforts as well.
Sailing from London for Australia 18 July 1936, Orford's ensuing call at Palma on the 23rd carried with the drama, chaos and confusion of the just broken out Spanish Civil War, as passengers aboard related on arrival in Sydney weeks later:
Leaving London, the ship carried about 100 tourists bound for Palma. Majorca, but at this port, instead of taking the tourists ashore, 150 holiday-makers and residents, without belongings or money, were transported to the Orford and taken to Toulon.
When 40 miles from Majorca, the Orford was met by the British cruiser. H.M.S. Devonshire, and escorted to Palma. Notice had been given by the Spanish Loyalists that the town would be bombed at 3 p.m., and the terrified people were flocking to the British ships for safety.
One arrival, Miss Judith Dansey, of Edgecliff, said that the scores of people who boarded the Orford at Palma had to march to the ship with their hands above their heads in order to show they carried no firearms.
Once on board, the women slept in the nursery, and beds were made for the men in a lounge, but none minded such inconvenience after the terrifying time spent on the island.
Daily Telegraph, 27 August 1936.
Orford proceed to Toulon but delayed by thick fog, not arriving there on 26 July 1936, Naples (28), Suez Canal (29), Aden (2 August) and Colombo (8). En route to Fremantle, she made an unusual call at Cocos Island in the Indian Ocean:
On the run to Fremantle the mail steamer called at Cocos Island. and a barrel containing fresh meat and vegetables, was dropped overboard for the staff of the Telegraph Company. The staff came out in four very fast sailing boats. and cheered heartily as the Orford steamed by. It was four months since A supply ship had visited them, and later Captain Sarson received a wireless message of thanks for the fresh food.
Courier-Mail, 28 August 1936.
Making Fremantle on 18 August 1936, berthing at F Shed at 8:00 a.m., Orford departed for the Eastern States at 4:00 p.m.. She called at Adelaide on the 22nd, 8:00 a.m.-3:00 p.m. among her embarks were some through booked on her upcoming 28-day cruise to Fiji. The languid South Seas seemed tempting indeed as Orford battled the worst of winter gales during her ensuing call at Melbourne where she came in at 10:00 p.m. on the 23rd.
It must have been a poor first impression that overseas visitors formed of Melbourne when R.M.S. Orford berthed last night in the teeth of a howling gale that made the pier at Port Melbourne surely one of the most unpleasant spots in a city thoroughly out of humor. It was a churlish blustering welcome and the Orford passengers, and the friends who were greeting them, soon left the wind-swept decks for the shelter of the lounges as they exchanged impression of people and places overseas for home news.
The Age, 24 August 1936.
If anything, her departure the evening of 24 August 1936 for Sydney was even more a test, accomplished in a heavy northwesterly gale which had her finally away at 11:00 p.m. five hours late:
Scheduled to sail on a weeks' cruise to Fiji at 6 p.m. yesterday, the Orient liner Orford was delayed by the heavy north-westerly gale, and did not leave Station Pier until 11 p.m. At 6 p.m. the tugs Tooronga and James Paterson were in attendance, but the pilot decided to wait until the wind moderated before he attempted to manœuvre the Orford from the inner west berth. The tugs moored on to the lee side of the pier, where they were joined by the tug Eagle, and at 11 p.m., the weather conditions not having moderated, the three tugs stood by to tow the Orford. Great difficulty was experienced in getting tow lines aboard the tugs, which were tossing in the choppy sea. With the Tooronga at the stern and the James Paterson and Eagle at the port bow, the Orford was edged from the pier stern first. The manœuvre was a delicate one, for the wind tended to blow the Orford against the Strathaird, which was occupying the outer berth. By skillful handling, the tug masters towed the Orford wind clear and of the choppy pier, but further owing sea difficulty was experienced by the James Paterson and Eagle in pushing the bow around. However, the vessel was swung without further incident, and proceeded down channel.
The Age, 25 August 1936.
It all rather spoiled the plans of some 200 wellwishers on Station Pier to farewell friends and family departing on their cruise, and no paper streamers could endure wind and rain nor could most hang around until she finally sailed. Orford arrived at Sydney on 26 August 1936 at 6:49 a.m. and by doing so, set a record for the run:
The Orient S.N. Co.'s steamer Orford, which arrived at Sydney on Wednesday last from London, via ports, made an exceptionally fast trip from Melbourne. The vessel left Princess Pier, Port Melbourne, at 11 p.m. on Aug. 24, cleared the heads at 2.15 a.m. next and arrived at Sydney Heads at 6.45 a.m. on Aug. 26, making the voyage from Melbourne Heads to Sydney Heads in the record time of 28½ hours.
Daily Commercial News, 2 September 1936.
Departing no. 7 Woolloomooloo at 5:00 p.m. on 27 August 1936 for Brisbane, Orford arrived there at 6:00 a.m. on the 28th.
Off on her cruise to Suva, Fiji, Orford cleared Brisbane at 7:30 a.m. on 30 August 1936. She arrived at Suva at 7:00 a.m. on 3 September and departed at 5:00 p.m. the following day, returning to Sydney at 8:00 a.m. on the 9th. During the cruise, a successful appendectomy was performed aboard by Dr. B. Muir.
Finally, bound for England, Orford cleared Sydney on 12 September 1936. The voyage's cricketing "angle" was provided by Arthur Mailey, former Australian Test bowler, en route to Colombo where he would meet the English cricket team there and accompany them to Australia, covering their tour for the Daily Telegraph. Orford called at Melbourne the morning of the 14th, berthing at west Station Pier, and resuming passage the following afternoon at 5:00 p.m..
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| Credit: The Age, 15 September 1936. |
There was time for a football match between the teams of Orford and P&O's Mongolia, played on a muddy pitch but with the Orient lads dominating by 4-2 and Orford now lead the overall competition and had a chance given the previous year's champions, of the Shaw Savill's Ceramic were not in the running due to their ship's prolonged refit in Britain. Orford put into Adelaide at midnight on the 16th and sailed for Fremantle at 6:00 p.m. on 17 September 1936 Arriving at 7:45 a.m. on the 21st, berthing at F Shed, Orford cleared for home at 6:00 p.m. Calling at Colombo on the 30th, Aden (6 October), Suez Canal (10), Naples (14), Toulon (16) and Gibraltar (18), Orford put into Plymouth on the 21st and arrived London the following day.
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| Advertisement for Orient's New Zealand-destined cruise programme for 1936 including Orford's Christmas cruise. Credit: The Australian, 12 September 1936. |
Numbering among her passengers Sir Samuel and Lady Horden, Orford cleared the Thames on 7 November 1936 for Australia and experienced her worst passage through the Bay of Biscay which was still recalled with terror by passengers on arrival at Fremantle a month later:
"We were in the lounge, which was an absolute shambles during part of the storm,' Mrs. Eastwood said. "Tables and huge armchairs slid all over the floor, where passengers were hurled about. So many passengers were hurt that two doctors were kept busy throughout the night.
"I had been flung across the floor and had a badly bruised foot, and had to go to the doctor the next day. Sir Samuel Horden's wrist was hurt, and is still bandaged.
"A piano on the deck was hurtled through the wood and glass partition on the deck, but was saved from going overboard. In the smoking room A big marble top was wrenched from the table and hurled on to the floor.
"The ship slowed down and eventually seemed to stop during the worst of the gale. The captain was wonderful, and so was the staff.
"They were working all through the worst night, and during the next day clearing up the ship, which looked as though a war had been raging.
I believe that the tourist passengers suffered more." Tourist passengers spoke of one woman whose nerves suffered so badly during the gale that she was unhinged during the rest of the voyage. Last night, when the ship was approaching Australia and during the in neighboring cabins were disturbed early part to of the morning, passengers by her terrified screams, and one fellow passenger had to spend several hours this morning pacifying her.
Daily News, 8 December 1936.
Going on to call at Gibraltar on 11 December 1936 (11) and with the Spanish Civil War, the Palma calls were suspended, Toulon (13), Naples (15), Suez Canal (18), Aden (22) and Colombo (28), Orford arrived at Fremantle on 8 December. Berthing at E Shed at 8:00 a.m., she cleared for Adelaide at 4:00 p.m. where she docked in the Outer Harbor at 8:00 a.m. on the 11th. Clearing for Melbourne at 3:00 p.m., Orford came alongside Station Pier there at 10:00 p.m. on the 13th, "carrying an almost full complement of passengers, the R.M.S. Orford, which arrived in Melbourne last night, was a very cheerful boat. Perhaps it was the fact that many on board were homeward bound for Christmas, for the season's greetings could be hear on all sides." (The Age, 14 December). Sailing for Sydney at 5:00 p.m., Orford passed the heads at 7:30 a.m., berthing at no. 7 Woolloomooloo an hour later.
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| Credit: Daily Telegraph, 18 December 1936. |
When Orford cleared her Woolloomooloo slip at 5:43 p.m. on 17 December 1936, her destination was not just Brisbane to conclude her liner voyage, but for many of her embarks, New Zealand on the ship's first cruise there, and Orient's first Christmas cruise from Australia. Brisbane was reached on the 20th, berthing at 10:00 a.m. and coming with 900 passengers. Departing at 10:30 a.m. with 896 passengers, 808 making the cruise, Orford put in fine maiden passage of the Tasman, averaging nearly 20 knots the first day and logging 450 miles. She arrived at Auckland, berthing at Prince's Wharf at 6:00 p.m. on 23rd in a steady drizzle and departed at midnight Christmas Eve:
Misty rain hanging over the harbour and city did not augur well for the holiday tour of the North Island of over 800 tourists from Australia, who arrived by the Orient liner Orford, 19,941 tons, last evening. A splendid passage was experienced across the Tasman in fine weather, and despite the unfavourable conditions in Auckland the tourists streamed off the vessel light-hearted and expectant to motor char-a-bancs and cars, which were waiting on the wharf to take many of them sightseeing over the island.
Auckland Star, 24 December 1936.
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| Orford alongside at Auckland. Credit: New Zealand Herald, 24 December 1936. |
Undeterred by drizzling rain and a light mist, a large number of people gathered on Prince's Wharf toward midnight on Christmas Eve to watch the departure of the Orient liner Orford for Wellington in continuation of her cruise from Australia. Streamers, although damp, were much in evidence.
Festooned from stem to stern with bright electric lights, the Orford made a fine sight as she slowly drew out from the tee into the stream shortly after midnight. One party of tourists travelled through the island by motorcar and will rejoin the vessel at Wellington, but others made a brief excursion to Kotorua and Waitomo Caves and returned to the ship late on Thursday night. General enthusiasm with the manner in which the tour had been arranged and the scenery inspected was displayed by the visitors.
The Orford will reach Wellington this morning and she will sail from there for Australia to-morrow.
New Zealand Herald, 26 December 1936.
Spending Christmas Day at sea, Orford arrived at Wellington on Boxing Day morning:
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| Orford coming into Wellington. Credit: Dominion, 28 December 1936. |
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| Orford alongside Pipitea Wharf, Wellington. Credit: Nelson Evening Mail, 29 December 1936. |
On a tourist cruise from Australia, the 19,941-ton Orient liner Orford is expected at Wellington this morning from Auckland and will berth at the Pipitea Wharf. She will leave at daylight to-morrow on her return trip to Sydney. The Orford brought some 800 tourists across the Tasman, many of whom have travelled overland from Auckland, and will rejoin the ship this afternoon.
The Orford, which is commanded by Captain M. J. Sarson, left Brisbane at 10,30 a.in. on Sunday and reached Auckland on Wednesday night. She left on Christmas Eve for Wellington, spending Christmas Day at sea. A party of 72 tourists left Auckland by motor-car for Wellington, the route including stops at Waitomo Caves, Rotorua, Wairakei, National Park and Wanganui. A smaller party left for Hamilton, Rotorua. Waitomo and New Plymouth, and from New Plymouth will travel by train to-day to rejoin the vessel al Wellington.
The Orford is the third tourist ship to visit Wellington this summer, the earlier ones being the Orion and the Strathnaver.
Dominion, 26 December 1936.
Orford returned to Sydney on 30 December 1936 to conclude a successful cruise and a most eventful year.
In 1936, Orford completed
One cruise to Tasmania
One cruise to Fiji
One cruise to New Zealand
One round voyage U.K.-Australia
One one-way voyage U.K.-Australia
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| Orient Line poster by Peter Morgan, 1937. Credit: P&O Heritage collection. |
1937
Beginning 1937 by sailing for England on the first day of it, Orford cleared her Woollomooloo wharf at midnight on 1 January, having aboard nearly 1,000 passengers, including 660 through to England or returning to Melbourne and other interstate ports from the cruise. On this, she would renew her acquaintance with Burnie, Tasmania, arriving there on the 3rd at 7:30 a.m. and departing for Melbourne at 5:00 p.m., after landing 189 there and embarking 199, mostly for Melbourne where she called on the 5th followed by Adelaide on the 7th. Joining here there were 12 cadets of the no. 1 Flying Training School of the R.A.A.F. for instruction in England as well as nine midshipmen of the R.A.N. bound for Port Said for training with the Royal Navy in the Mediterranean Fleet.
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| Original caption: "Streamers provided a last tie with South Australia when the Orford sailed from the Outer Harbor yesterday. She carried many tourists for the Coronation, and Australian midshipmen and Air Force trainees." Credit: The Advertiser, 8 January 1937. |
Departing for Fremantle at 4:30 p.m., Orford paused there from 8:00 a.m.-6:15 p.m. on 11 January 1937. It was on to Colombo (20), Aden (26), Suez Canal (30), Naples (3 February), Villefranche (4), Toulon (5), Palma (6), and Gibraltar (7). Arriving at Plymouth at 8:45 a.m. on the 11th, of her 484 passengers, 60 landed there as did the mails, and Orford was cleared for London at 9:50 a.m. where she arrived the following day.
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| Credit: Brisbane Telegraph, 12 April 1937. |
With Capt. M.L. Satson on sick leave, Capt. H.R. Nichols assumed command of Orford on her next voyage to Australia.
From London on 27 February 1937, with Lord Wakefield, the newly appointed Governor of New South Wales, and Lady Wakefield and three sons, among her passengers, Orford was again bound for Australia, via Gibraltar (3 March), Toulon (5), Naples (7), Suez Canal (10), Aden (14), Colombo (20) and making Fremantle on the 30th. She berthed at F Shed at 7:40 a.m. and departing at 4:10 p.m., called at Adelaide on 3 April from 7:00 a.m.-3:00 p.m. and at Melbourne on the evening of the 5th, departing the next day at 5:00 p.m..
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| Credit: The Advocate, 1 April 1937. |
Calling again at Burnie, Tasmania, Orford put in there at 8:00 a.m. on 6 April 1937 with 121 passengers landing there and embarking another 220 on the last call there that season, marking the 16th Orient, P&O and Aberdeen & Commonwealth ship to serve the port, embarking or disembarking 4,589 passengers in all. Orford departed for Sydney at 3:00 p.m. where she arrived on the 8th.
When the Orford on which the Vice-Regal party travelled from England, entered the Harbor sirens shrieked a welcome and ships were 'dressed.'
Daily Telegraph, 9 April 1937.
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| Credit: Daily Telegraph, 9 April 1937. |
Back when such things meant something, the arrival of the Governor-Designate of New South Wales at Sydney was done with all the pomp and circumstance once afforded such things and once again, Orford was participated in a memorable spectacle in Sydney Harbor. Anchoring in Athol Bight at 7:30 a.m., the official welcoming delegation embarked at 8:45 a.m. and the Vice-Regal party embarked on Premier, the Government launch, bound for H.M.A.S. Adelaide alongside Garden Island where the Governor-Designate was received by a representative of the Governor-General, Lord Gowrie, proceeding by Premier at 10:20 a.m. to Man-o'-War Steps where the Vice-Regal party stepped ashore to a 17-gun salute and received by the Premier of N.S.W., Cabinet officials and ministers, followed by inspection of the Guard of Honor and a welcome by the Lord Mayor. The oath of office was administered at Government House.
Mere mortals about Orford got the royal treatment, too, of course, as this was the first inbound voyage to embark customs agents at Melbourne so that passengers and baggage were cleared en route and on arrival at Woolloomooloo, could proceed directly off the vessel and onwards with no delay. In the nature of an experiment, "Customs officials denied the selection of the Orford for the experiment was in any way due to the fact that the vessel brought to Sydney the new Governor." (Sydney Morning Herald, 9 April). Orford cleared Sydney at 6:00 p.m. on 10 April 1937 for Brisbane where she arrived on the 12th.
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| Credit: Sydney Morning Herald, 6 April 1937. |
Departing for England at 10:00 a.m. on 14 April 1937, Orford made quite a change on arrival at Sydney at 5:00 p.m. on the 15th, she berthed at Pyrmont, no. 12 wharf, instead of her accustomed Woolloomooloo no. 7. But she sailed from there on the 21st, departing at noon for Hobart with 156 for the Tasmanian port and 476 in transit. Arriving at 7:00 a.m. on the 23rd, departing the following day at 4:00 p.m. for Melbourne where called early on the 26th and departing at 5:00 pm. the on the 27th. Making Adelaide's Outer Harbor by 8:00 a.m. on the 29th, Orford resumed passage at 4:30 p.m., arriving at Fremantle on 3 May at 8:00 a.m., berthing at F Shed and clearing for London at 6:05 p.m.. Coursing across the Indian Ocean, Orford touched at Colombo (12), Aden (18), Suez Canal (22), Naples (26), Gibraltar (29) and arrived London (Tilbury) on 3 June.
For Australia and well-patronised with those returning from the Coronation, Orford sailed from London again on 19 June 1937 via Gibraltar (23), Toulon (25), Naples (27), Suez Canal (30), Aden (4 July), and Colombo (11). She encountered rough weather from Aden to Colombo and "a particularly heavy swell between Colombo and Fremantle." This voyage would include Orford's second cruise to Fiji and embark passengers at each of her Australian parts, starting with Fremantle at 6:00 a.m. on the 20th, berthing at F shed at 8:00 a.m.. Among those landing there were the Prime Minister of Australia (Mr. Lyons) and Premier (Mr. Willcock) of Western Australia, returning from the Coronation in London. Also aboard were a party of 28 boys bound for the recently established Northcote Farm School, Bacchus Marsh, Victoria, "drawn from distressed parts of England." Orford departed for Adelaide at 4:00 p.m. and again encountered especially bad weather in the Bight en route:
In a violent south-westerly gale, which lasted for almost 24 hours, the mall steamer Orford, which reached the Outer Harbor from London on Saturday, experienced a particularly unpleasant passage during the latter stage of her voyage from Fremantle.
So heavily did the vessel roll that lines traverse were rigged to enable passengers to traverse the 20-yard space, between the companionway and the first class dining saloon entrance. Crockery was broken, of and the seas smashed two portholes in the tourist dining saloon aft flooding saloon and several cabins. Several stewards were injured as a being struck by pieces of furniture which slithered across across the floor, and had to receive treatment in the ship's hospital. Every movable piece of furniture was then secured and the fixings had not been removed when the Orford berthed at the Outer Harbor.
The Advertiser, 26 July 1937.
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| Credit: The Age, 27 July 1937. |
Calling at Adelaide on 24 July 1937 from 8:00 a.m. to 3:00 p.m., Orford carried on to Melbourne, arriving there evening of the 25th and departing for Sydney at 5:00 p.m. the following day where she docked at no. 7 Woolloomooloo at 7:30 a.m. on the 28th.
Sailing on her cruise to Fiji, Orford cleared her Woolloomooloo slip at 5:45 p.m. on 29 July 1937. Calling at Brisbane at 1:00 p.m. on the 31st, she sailed at 2:00 p.m. on 1 August for Suva where she arrived on the 5th. Departing at 5:00 p.m the following evening, Orford came alongside regular Sydney berth at 8:00 a.m. on the 11th.
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| Credit: Sydney Morning Herald, 16 August 1937. |
For England, Orford slipped her lines at noon on 14 August 1937. Getting into Melbourne the morning of the 16th, an electric mooring winch in her forecastle was damaged and had to repaired before proceeding. Scheduled to depart at 5:00 p.m. on the 17th, she did not get away until noon the following day. This had her arriving at Adelaide at 6:00 p.m. on the 19th. It had been intended to dispatch her at midnight but heavy rain so delayed cargo working that it was not until 9:00 a.m. on the 20th that she cleared for Fremantle, now 16 hours off schedule. Making a quick turn around there to make up some time, Orford which made Fremantle at 8:30 p.m. on the 23rd, (four and a half hours later than expected owing to bad weather en route) berthing at F Shed, and departing at 6:20 a.m. on the 24th.
The Orford, sailing to England on Monday, will take a heavy load of academic distinctions and degrees, professors, graduates with bursaries and scholarships, singers, musicians, engineers and soldiers.
The Daily News, 20 August 1937.
Getting back to schedule over the long expanses of the Indian Ocean, Orford called at Colombo on 1 September 1937, Aden (7), Suez Canal (11), Naples (15), Toulon (17), Gibraltar (19) and called at Plymouth at 9:50 a.m. on the 22nd. Landing 35 passengers and the mails there, she resumed passage to London at 10:40 a.m. and docked there the following day.
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| Capt. Evan Cameron, R.N.R. Credit: The Examiner, 3 January 1938. |
With Viscount Coke and the Hon. Mary Coke among those aboard, Orford (Capt. Evan P. Cameron, R.N.R.) cleared the Thames on 6 November 1937 for Australia via Gibraltar (10), Toulon (12), Naples (14), Suez Canal (17), Aden (21), Colombo (27) and arrived Fremantle early on 7 December, berthing at E Shed by 8:00 a.m.. Departing for Adelaide at 5:05 p.m, she was alongside her berth in the Outer Harbor by 7:30 a.m., and sailed for Melbourne at 3:00 p.m., having embarked passengers for her ensuing cruise to New Zealand. Arriving at Melbourne on the evening of the 12th, Orford cleared for Sydney at 5:00 p.m. the next afternoon. One passenger, Mrs. M. Allardyce, missed the ship's departure from Station Pier and was taken out to her by launch.
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| Credit: Daily Telegraph, 15 December 1937. |
Among the many embarking at Melbourne for her New Zealand cruise were 80 vegetarians bound for the conference of the Natural Health Organisation there and in all, some 200 members embarking later at Sydney and Brisbane would make the voyage with special attention paid to their diet by the ship's catering staff. Orford arrived at Sydney at 7:30 a.m. on 15 December 1937.
Due to sail from Sydney at 10:00 p.m. on 16 December 1937 on her New Zealand cruise, there was a threat by Orford's crew to strike owing to complaints by some over "the attitude of the staff commander (Mr. Sherborne) and other complaints. At 9:30 p.m. at a meeting aboard,about 250 of the crew went on strike with ensuing "wild scenes on Woolloomooloo wharf where the strikers clashed with a strong body of police," and there was one arrest made.
The men demand the dismissal of the staff commander, Mr. Sherbourne, alleging unwarranted persecution of staff:
The provision of seating accommodation at meals
The withdrawal of rigid inspection in the Tropics
Permission for all hands to leave the vessel in port without written permission.
At a meeting late yesterday afternoon these conditions were sent to the ship's commander (Captain E. P. Cameron) with a demand that Mr. Sherbourne be withdrawn by 9.30 p.m. When this was not done, the men held another meeting in their quarters, and decided to walk off the ship. They gathered on wharf, cheering the arrival of each fresh batch ship, and loudly singing Britannia." Strikers on the wharf counted out their mates who were undecided to quit. It was later decided to again approach Captain Cameron.
While hundreds of passengers lined the rails the deputation went to the ship to find that the gangways had been raised. On their return, of them, who was in civilian clothes, tried to address the men from the top of a pile of timber. When he ignored a police order to desist police mounted the pile and tried to drag him away, In an instant fists were flying, and several of the strikers were seized. Others mounted the timber and grappled with the police, who were attempting to arrest the civilian. The trouble quickly abated when uniformed and plainclothes police gathered at the spot, and some of the men were released. Late last night a man was charged Darlinghurst police station with riotous behavior.
Police reinforcements were rushed to the wharf and a huge crowd, farewelling passengers, was compelled to leave.
Daily Telegraph, 17 December 1937.
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| Credit: Daily Telegraph, 17 December 1937. |
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| Credit: Brisbane Telegraph, 17 December 1937. |
Orford cleared her wharf, without the strikers, at 10:15 p.m. and by midnight anchored in Athol Bight. About 50 stewards, remained aboard to look after the passengers.
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| Credit: New Zealand Herald, 21 December 1937. |
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| Credit: Daily Telegraph, 18 December 1937. |
A launch with a deputation from the strikers went out to Orford after midnight for negotiations with Capt. Cameron after which about 100 rejoined the ship and at 9:30 a.m. after a meeting ashore, attended by the Captain, the remaining strikers agreed to rejoin, with a promise that their grievances would be addressed. Some 15 hours late, Orford passed through the Heads at 1:15 p.m. on 16 December 1937 for Brisbane where she arrived the following evening. She managed to depart for New Zealand on schedule on the 19th, having aboard 850 passengers, 748 from Australia and 102 from London, the most number to arrive in New Zealand by cruise liner that season.
The vessel experienced good weather all through the trip, and the passengers were well entertained with various pastimes. The Orford visited both Lord Howe and Norfolk Islands, and at the latter point picked up a woman passenger who has come to visit relatives in Auckland. The vessel anchored off Norfolk Island about 3.30 o'clock yesterday afternoon, and the passenger was brought out to her by a launch. This was one of the events of the voyage, as cruise ships do not visit the island in the ordinary course of events.
Auckland Star, 23 December 1937.
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| Orford arriving at Auckland, as seen from Devonport wharf. Credit: Manawatu Standard, 24 December 1937. |
Arriving at Auckland at 6:00 a.m. on 23 December 1937, Orford was alongside Prince's Wharf by 7:00 a.m.. Many of her passengers would leave her there to embark on a four-day overland tour to Waitomo Caves, Rotorua, Lake Taupo, the Chateau and Wangangui, rejoining the ship at Wellington. Departing Auckland at 6:00 p.m. on Christmas Eve, Christmas Day was spent at sea with Wellington reached on Boxing Day at 7:00 a.m., sailing 12 hours later for Sydney where she arrived at 7:53 p.m. on the 30th, berthing on this occasion at no. 12, Pyrmont. Orford departed for England at 4:00 pm. on New Years Eve.
In 1937, Orford completed
Two round voyages U.K.-Australia
One one-way voyage U.K.-Australia
One cruise to Fiji
One cruise to New Zealand
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| Orient Line poster, 1938, by William Dobell (1899-1970). Credit: Galerie181 |
1938
Routed home via Tasmania, Orford called at Burnie 7:00 a.m.-5:00 p.m. on 2 January 1938, landing 282 passengers there, embarking 133 there and on departure had 300 aboard with 192 passengers for Melbourne, three for Adelaide, 11 for Fremantle and the remainder for overseas ports. On to Melbourne where she arrived the morning of the 3rd and sailed at 5:00 p.m. the next day for Adelaide, calling there on the at 7:30 a.m. 6th and departing on at 4:30 p.m.. Making Fremantle at 6:55 a.m. on the 10th, Orford cleared for England at 10:00 p.m.. After making the usual waystops of Colombo (19), Aden (25), Suez Canal (29), Naples (2 February), Villefranche (3), Toulon (4) and Gibraltar (6), Orford arrived at Plymouth at 7:40 a.m. on the 9th. Arriving there with 235 passengers, she land 27 and the mails before clearing for London at 8:43 a.m.
The Western Morning News had a nice "follow-up" on the strike in Sydney:
On the eve of the departure of the Orient liner Orford from Sydney for a cruise to New Zealand ports, a large number of the crew walked ashore after complaining of grievances. Dinner had been served as usual, and it was within five minutes of the sailing time, 10 p.m., that the lightning strike occurred among a section of the crew.
Influenced by shore workers, the malcontents imagined they would hold up the ship. That was not the view of Capt. E. P. Cameron, of the Orford. He promptly gave directions for the ropes to be cast off, after which the liner was moved out into the bay. In the morning he went on shore and interviewed the strikers.
Meanwhile, the galley staff, who had not deserted their posts, cooked breakfast for the passengers, and the meal was duly served with the assistance of the stewardesses and the officers. Luncheon was provided under similar conditions, the passengers thoroughly entering into thee spirit of the occasion. Capt. Cameron's intervention was successful. and the men returned to the Orford which left in the afternoon on her cruise.
Capt. Cameron had a visitor at Plymouth yesterday in the person of Com. J M. Scott, R.N., King's Harbourmaster for the Sound, a war-time shipmate. It was the Orford's first call since Com. Scott's appointment.
Western Morning News, 10 February 1938.
Orford arrived at London on 10 February 1938.
After a long absence from the market, when Orient Line released their 1938 cruise programme in February, Orford was set for four 13-day cruises in July and August to the Western Mediterranean (Naples, Monte Carlo, Gibraltar, Lisbon etc.) from Southampton, carrying First and Tourist Class passengers as distinct from Orion and Orcades' First Class only cruises.
Departing London for Australia on 26 February 1938, Orford called at Gibraltar (2 March), Toulon (4), Naples (6), Suez Canal (9), Aden (13) and Colombo (19) and reached Fremantle at 5:30 a.m. on the 29th, berthing at F Shed. Among her 328 passengers was Sir Winston Dugan, Governor of South Australia, and Lady Dugan, returning after six month leave in England. The call was marked by a rather remarkable and unfortunate incident. When customs officials insisted that a steward sign a declaration attesting to a £50 fine if his pet canary left the ship. The steward refused to sign it and told the official that he had the canary with him for six years and it never left the ship. At which, a customs official took the bird from its cage and strangled it. Angry stewards sent a strongly worded complaint to the staff officer amid calls to call on strike.
Resuming passage at 4:00 p.m., Orford arrived at Adelaide on 2 April 1938 and once again had a terrible passage crossing the Australian Bight en route from Fremantle with minor injuries to some of the crew and furniture damage. On arrival at Melbourne on the 4th, The Age reported:
Mrs. Hamilton [a passenger aboard] said that after dinner on Thursday night the ship gave a particularly heavy lurch. Passengers were hurled to the floor, and portholes smashed. The dining room was flooded and two stewards were injured. One man had his hand badly cut when he was thrown into a plate glass window.
A sideboard in the dining room was smashed, and many chairs were broken. For almost two days there was a continual noise of crockery smashing, and the furniture had to be lashed down. Mrs. Hamilton said she was thrown from her bunk when the storm was at its height.
The Age, 4 April 1938.
Clearing Melbourne at 5:00 p.m. on 4 April 1938 for Burnie, Tasmania, Orford arrived there the following morning, with 331 passengers-- 207 in transit passengers and landing 111 there and embarking another 166 (155 for Sydney and 11 for Brisbane) before departing at 4:00 p.m. for Sydney, reached at 7:30 a.m. on the 7th. On the final leg, Orford sailed at 5:50 p.m. on the 8th for Brisbane, arriving there on the 10th, landing her remaining 61 passengers.
After loading 20,000 boxed of butter and other outbound cargo, Orford was "bound home" at 7:30 a.m. on 12 April 1938, her voyage commencing with Easter Cruise to Tasmania (with two and a half days in Hobart). She reached Sydney at 1:32 p.m. on the 13th. With more than 900 passengers, Orford departed for Hobart at 9:45 p.m. the next day, arriving at 7:30 a.m. on the 16th, berthing at Ocean Pier. Whilst her passengers toured Tasmania, Orford loaded fruit for England and sailed for Sydney at 5:00 p.m. on the 18th, docking at no. 12 Pyrmont at 7:30 a.m. on the 20th. She shifted to no. 8 Woolloomooloo prior to sailing for England at noon on the 23rd.
On this voyage Orford was granted a permit to carry interstate passengers to Adelaide and Fremantle as the interstate liner was already completely booked. Orford called at Melbourne midnight 24 April 1938 to 5:00 p.m. on the 25th, and among those embarking there for England was Rear-Admiral R.H.O. Lane-Poole, relinquishing command of the Royal Australian Navy after five years. Several other Royal Navy officers were also passengers. Stopping at Adelaide, 8:00 a.m.-4:30 p.m. on the 28th, Orford called at Fremantle at 8:50 a.m. on 2 May, clearing there for home at 6:05 p.m.. She went out with an extraordinary number of 15 "involuntary passengers" who being aboard to farewell friends, missed the "all ashore" call and had to be taken off the ship by the Harbor Trust tender Ivanhoe. Calling en route at Colombo (11), Aden (17), Suez Canal (21), Naples (25), Villefranche (26), Toulon (27), Gibraltar (29), Orford arrived London (Tilbury) on 1 June.
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| Orford's 1938 cruise brochure with cover artwork by Charles Pears. Credit: eBay auction photo. |
For nearly fifty years the Orient Line have been running cruises, but hitherto these (with the exception of a few Tourist cruises by Ormonde) have been for First Class passengers only. This year the s.s. Orford (20,000 tons) will make four short cruises (three of 13 days and one of 14 days) to the Mediterranean in July and August, carrying a limited number of First and Tourist passengers. The prices of berths range from £22 First Class and £12 Tourist Class. The ports of call have been carefully chosen to include only places where passengers can be easily landed and embarked, and the Manager of the Orient Line are confident that many people will be glad of this chance of widening the scope of their foreign travel.
Orient Line brochure, 1938.
For the first time in years, Orford would undertake a cruise programme from Great Britain. This would break new ground, as well, being the first time Orient Line would offer First and Tourist Class accommodation on a cruise, hitherto running all-First Class with reduced capacity or, as with Ormonde, all-Tourist Class.
Departing London on 2 July 1938 on the first of these voyages (numbered 601 and indicative of just how long Orient Line had been in the cruise trade), Orford cruised to Naples (8), Gibraltar (11), Lisbon (12-13) and return to Southampton on the 15th which would hence be her base for the remainder of the programme. On her second trip, beginning on the 16th, Orford took her passengers south to Monte Carlo (21-22), Naples (23) and Gibraltar (16), and back on the 29th. This was repeated on the 30th with calls Monte Carlo (4-5 August), Naples (6), Gibraltar (9) and return on the 12th. The last of series, 14 days commencing 13 August, took in Monte Carlo (18-19), Naples (20), Gibraltar (23) and Lisbon (24) and returned to London on the 27th.
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| Orford and Johan van Oldenbarnevelt at Port Said. Credit: National Maritime Museum, Waterline Collection. |
War scares and a dip in the economy was sufficient to idle Orford at London for all of September and October 1938, not resuming service until her 5 November departure for Australia and back on her familiar route: Toulon (11), Naples (13), Suez Canal (16), Aden (20) and Colombo (26). "With a large complement of passengers, among whom were many Australians returning home for Christmas," (West Australian), Orford arrived Fremantle on 6 December, berthing at F Shed at 8:00 a.m. and sailing at 5:00 p.m.. Proceeding to Adelaide, she paused there on the 10th from 7:30 a.m.. But her departure at 3:00 p.m., in the aftermath of a full gale, was not accomplished easily:
For three-quarters of an hour on Saturday afternoon two tugs struggled to get the liner Orford away from the Outer Harbor wharf At 3 p.m. the tugs, one at the stern and the other at the bow, attempted to take the liner out into the channel, but the force of the wind kept her up against the quay. When eventually the stern was swung out into the harbor the wind took charge of the ship, dragging it and the tugs several hundred yards upstream to No.4 berth. where the tugs were able to regain control of their charge and take her into the channel. There, her own power the Orford got underway and cleared the harbor.
The Advertiser, 12 December 1938.
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| Credit: The Age, 12 December 1938. |
A rough voyage to Melbourne ensued as well:
After a grueling voyage from Adelaide, the Orient liner Orford berthed at Port Melbourne last night. The starboard a side of the vessel was lashed by waves all day, and huge waves frequently broke on the deck. On Saturday when leaving Adelaide the vessel was blown against the pier, smashing railings and water pipes, and the same evening the rolling of the ship was so great that scores of cups and plates were broken.
The Age, 12 December 1938.
Calling at Melbourne at 10:00 p.m. on 11 December 1938, Orford sailed for Sydney at 5:00 p.m. the next, having embarked many on her ensuing Christmas cruise to New Zealand. She arrived Sydney at 7:30 a.m. on the 14th.
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| Credit: The Age 6 December 1938. |
Sailing on her Christmas Cruise to New Zealand, via Brisbane, Orford cleared no. 7 wharf, Woolloomooloo, at 6:00 p.m. on 15 December 1938 and arrived Brisbane on the 17th.
Departing Brisbane for at 5:00 p.m. on 19 December 1938 for Auckland, in an alarming experience, the first day out, 210 miles from the Australian coast, Orford struck and killed a whale in the Tasman Sea as recounted on her arrival at Auckland:
Excitement of an unexpected kind was brought to passengers in the Orient liner Orford, which arrived in Auckland this morning when the big ship struck and killed a whale in the Tasman Sea, 210 miles off the Australian coast.
The incident happened just before 10 o'clock last Tuesday morning. the day after the Orford left Brisbane for Auckland. Officers had earlier in the morning seen two whales cruising in the ocean, but these had kept at a safe distance.
A sudden tremor that shook the afterpart of the ship came as a complete surprise. It was felt in the engine room. and the men there realised that, something had been struck by the port propeller.
It was not, however, until passengers and members of the crew looked over the stern of the ship into the wake that, thev discovered that a sea tragedy had been enacted. They saw blood swirling in the churned-np sea, and a huge, torn carcass drifting away.
It is thought that the whale may have been coming to the surface after a dive when it made its fatal contact with the ship's propeller. The liner was making 16½ knots in a smooth sea at the time, and the screw was turning at the rate of 70 revolutions a minute. No damage is believed to have been done to the propeller blades, but this cannot confirmed until an inspection is made.
This was not the first experience the Orford has had with whales. In the Gulf of Aden two years ago a rising monster fouled the vessel's bows and was killed. It was necessary to put the shin astern to free her from the carcass.
More recently, when the Orford was 100 miles out of Fremantle, officers sighted what they thought at first was an upturned boat. The liner was brought close, and the object was found to be a dead whale. They assumed it had been harpooned by whalers and had somehow drifted away from them.
Auckland Star, 23 December 1938.
Struck by the port propeller of the Orient liner Orford steaming at 16 knots, a whale was killed by the vessel when she was 210 miles off the Australian coast last Tuesday morning en route from Brisbane to Auckland. The Orford arrived here yesterday morning. The liner was steaming through a calm sea at the time, and shortly before the incident occurred two whales were sighted ahead. These avoided the ship, but a third whale, apparently rising to the surface, was not so fortunate. This whale, which was not seen by the officer on watch, came up under the Orford.
A bump was felt at 9.40 and the liner trembled. This was the first indication that anything was in the path of the Orford. Passengers on the after decks saw the carcass of a whale, between 30ft. and 40ft. in length, floating astern. The sea near by was tinged red with blood.
No-damage appears to have been caused to the liner, the propeller, it is thought, having cut through the fleshy part of the whale. The propeller was turning at about 70 revolutions a minute, it is stated, and had the whale's backbone been struck serious damage to the blades might have resulted.
New Zealand Herald, 24 December 1938.
On arrival at Auckland, an accident befell her pilot, A.G. Kelsey, as he disembarked Orford after bringing her in:
Falling to the deck of the pilot launch Waitemata when descending a rope ladder from the liner Orford, Captain W. G. Kelsey, third pilot to tho Auckland Harbour Board, suffered injuries to the back in the early hours of Sunday morning.
With Captain Kelsey as pilot, the Orford left Queen's Wharf at midnight for Russell and Sydney. A confused sea was running off the Pangitoto Reef as the Waitemata went alongside the liner to take off tho pilot. Captain Kelsey was descending the ladder when he missed his footing and fell heavily on to the deck of the launch.
On the return of the launch to Auckland, Captain Kelsey was taken to his home at Devonport. His condition yesterday was not serious, but it is expected that he will not be able to return to duty for some time.
Orford arrived at Auckland the morning of 23 December 1938 in company with Matson-Oceanic's liner Monterey, the Orient liner coming in with 813 aboard-- 675 cruise passengers and 120 landing there-- and the American ship with 215 landing and 337 through passengers, making for a busy day in the port. Taking a different route this time, Orford would remain in port until midnight on the 24th and sail for Paihia, Bay of Islands. She returned to Sydney at 2:00 p.m. on the 28th.
In 1938, Orford completed
One one-way crossing Australia-U.K.
Two round voyages U.K.-Australia
Four Mediterranean cruises
One cruise to New Zealand
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| Orient Line 1939 poster, artist Frederick Coventry. Credit: P&O Heritage. |
1939
Ringing in the New Year in definitive style, Orford departed Sydney for home at noon on 31 December 1938 with 716 passengers. Calling at Burnie, Tasmania on New Years Day at 5:00 p.m., she disembarked 316 there, and after embarking 109, sailed for Melbourne at 8:00 p.m. where she called the following morning and sailed on the 3rd at 5:00 p.m.. Her ensuing call at Adelaide (7:30 a.m.-6:00 p.m.) being longer than usual owing to a heavy cargo to be loaded there. Orford was alongside F Shed, Fremantle the morning of the 9th. Among those embarking was the three-man crew of one of the Vickers-Wellesley bombers which flew on the record-breaking flight from Egypt to Australia, while a tourist party of 80 from New Zealand landed, and would depart for home in Strathaird the following day. Clearing for England at 6:00 p.m., Orford coursed for home via Colombo (18), Suez Canal (28), Gibraltar (5 February) and arrived at Plymouth at 3:30 p.m. on the 8th. Of her 210 passengers, 23 landed there as did the mails and Orford cleared for London at 5:00 p.m., docking there the next day.
No other company could celebrate a half century in the cruise trade other than Orient Line when announcing their 1939 cruise programme from the U.K. on 5 January. As the previous year, Orion and Orcades would make 11 cruises, First Class only, and Orford, six, in First and Tourist.
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| Credit: The West Australian, 28 April 1937. |
Making her first voyage to Australia in the New Year and commanded by Capt. Norman Savage, Orford cleared the Thames at 11:30 a.m. on 25 February 1939. Among her passengers were 24 young men and 25 young women emigrants, aged 14½ to 20, being sent out under the auspices of the Anglican Council for Empire Settlement and with the improving economic situation in Australia, assisted immigration began its slow recovery from the Depression years and from May 1939, 1,750 migrants had entered the country. Farewelling the young future Australians at Tilbury, The Bishop of London (Dr. Winnington Ingram," said "Australia had terrible drawbacks-- droughts, bushfires, floods and mosquitoes-- but it has a marvellous future. Australia and the other Dominions need more people." Orford steamed out along the well trod path of Gibraltar (1 March), Toulon (3), Naples (5), Suez Canal (8), Aden (12), Colombo (18) and made Fremantle on the 28th, berthing at F Shed at 8:30 a.m..
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| Lifeboat drill for the crew during Orford's call at Fremantle. Credit: The Daily News, 29 April 1939. |
Proceeding to Adelaide at 5:00 p.m., Orford called there on 1 April 1939, 8:00 a.m.-4:00 p.m., and made Melbourne the evening of the 2nd, departing there for Sydney at 5:00 p.m. the following day where she berthed on the 5th.
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| Credit: The Mercury 10 April 1939. |
Making her traditional Easter cruise to Tasmania, before proceeding to Brisbane, Orford departed Sydney st 6:00 p.m. on 6 April 1939 for Hobart for a three-and-a-half day stay, returning on the 12th. Going out with 990 passengers, 65 disembarked on arrival at Hobart on the 8th, and the others bustled off on a variety of tours whilst Orford loaded fruit for England even if the weather was "showery and dismal" on arrival. Departing Hobart at 6:00 p.m. on the 10th, having embarked 50 passengers and arrived Sydney on the 12th at 6:00 a.m.. Orford cleared Sydney for Brisbane at 5:42 p.m. berthing there at 7:30 a.m. on the 14th, landing the last of her Tasmanian cruise passengers, totalling 79.
Beginning the long trip home, Orford, loaded with 10,000 boxes of butter, sailed from Brisbane's Hamilton Wharf at 6:00 a.m. on 15 April 1939, and getting into Sydney at 5:00 p.m. the following day.Sailing for home at noon on the 22nd, among Orford's passengers was the eight-oar crew that would represent the Sydney Rowing Club at the Royal Henley Centenary Regatta in July. Arriving there the evening of the 24th, Orford cleared Melbourne's Station Pier at 5:00 p.m. the next day, and called at Adelaide on the 27th from 7:30 a.m. to 7:00 p.m., and finally, Fremantle from 10:00 a.m. to 7:00 p.m. on 1 May before commencing the "long haul" to Colombo (10), Suez Canal (20), Gibraltar (28) and arriving Tilbury on 1 June.
Fifty years ago Orient liner Garonne sailed on the first yachting cruise. What a contrast in size was the tiny Garonne to the magnificent ships that constitute the company's fleet today, the largest being Orcades and Orion, of 23.500 tons. Five cruises planned for Orcades, flagship of the Line, between May and August have been cancelled, but Orford and Orion promise to be busily engaged.
Always a favourite cruising ship, Orford will make six trips, carrying first class as well as tourist passengers. Last year she cruised the Mediterranean, but this year her programme embraces a wider range of ports, including the Atlantic Islands, Las Palmas, Tenerife, and Madeira.
Western Morning News, 27 May 1939.
Just what Orient Line had planned for Orford when her announced cruise programme ended in September 1939 seems unclear and she did not figure in any sailings to Australia for the rest of the year. Just before Orford departed on her first cruise, Orient advertised "An Unusual Sea Holiday" for her which was just that: 19 days to Egypt and the Holiday Land with eight hours in Malta en route and 40 hours in Egypt departing 30 September, the route and inclusion of Malta indicating perhaps other purposes for the voyage given what seemed the inevitability of war by that summer.
On the first of her six voyages for that 50th anniversary summer of Orient Line cruises, Orford sailed from London on 24 June 1939 on a 13-day Atlantic Islands cruise to Lisbon, Casablanca, Las Palmas, Tenerife, Madeira and returning to Southampton on 7 July. With the Mediterranean as destination, Orford cleared the Solent on 8 July on a 13-day cruise to Monte Carlo, Naples and Gibraltar, returning on 4 August.
Orford Cruising: Venice
Through the lens of the Marine Photo Service (Waterline Collection of the National Maritime Museum, Greenwich).
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| Orford moored at the San Marco Basin, Venice. On her far portside are a steam yacht and the torpedo boats Alcione (1937) and Calliope (1938) and on her starboard side forward a light Condottieri-class cruiser. Credit: National Maritime Museum, Waterline Collection. |
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| On another Venice call, Orford berthed at Zattere quay in the Canale della Giudecca. Credit: National Maritime Museum, Waterline Collection. |
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| Picture postcard stuff: Orford anchored in the San Marco Basin, the campanile of San Giorgio Maggiore and a gondola. Credit: National Maritime Museum, Waterline Collection. |
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| Orford illuminated at night during an overnight call, moored in the San Marco Basin. Credit: National Maritime Museum, Waterline Collection |
Her most ambitious cruise that season, Orient Line cruise no. 608, 21 days to the Mediterranean/Adriatic, commenced on 5 August 1939, taking Orford and her passengers to Monte Carlo, Naples, Messina, Venice, Casablanca and Lisbon, returning to Southampton on 26 August.
That would end Orford's commercial career. She was requisitioned as a transport the very day she arrived home. Her 2 September 1939 cruise to the Mediterranean (13 days to Lisbon, Casablanca, Las Palmas, Tenerife, Madeira and back 15th) was cancelled.
In 1939, Orford completed
One one-way voyage Australia-U.K.
One round voyage U.K.-Australia
One cruise to Tasmania
One Atlantic Isles cruise
Two Mediterranean cruises
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| Advertisement for Orient Line's 1939 cruise programme out of Australia. |
Her departure of 10 January 1940 was a memorable occasion for those who watched the great convoy go. Orford pulled out of her berth, her decks crammed with military personnel, and steamed down the harbour in line with her sister Otranto (2), the newer Orion and Orcades (2), and P&O's Strathnaver. Despite strict censorship, somehow all of Sydney seemed to know of the impending departure of the five ships, and people turned out in their thousands to cheer the fleet and its precious cargo on the way to North Africa.
Ships that Passed.
I always feel very sad when I think of the Orford-- that lovely, proud ship slaughtered while doing a job which seemed not quite necessary.
Capt. Norman Savage, Commander H.M.T. Orford.
And so to war. The Orient 20,000-tonners were as ideal as troop transports as any class of liners in the Merchant Navy and all were "called up" immediately upon Britain declaring war. They paid a heavy price, with three of them-- Orford, Orama (within five days of one another) and Orsonsay-- sunk by bomb, shell and torpedo. Orford added to her Australian bona fides by participating in that epic first convoy transporting the Australian Expeditionary Force to Egypt in early 1940, but hers was a tragic waste of a war, bombed and sunk sitting idle in Marseilles under French control who did not know what to do with her, a casualty of indecision and muddle as much as enemy action.
After destoring at Southampton, Orford sailed for the Clyde, arriving Greenock on 31 August 1939, to be converted into a transport. "Under sealed orders," H.M.T. Orford sailed on 5 September from Greenock for Alexandria, arriving there on the 16th. Departing there on the 18th, she called at Gibraltar on the 22nd and then sailed with convoy HG.1F for the Mersey in company with Orcades, Scythia and Memnon, but Orford diverted for the Solent, arriving off Cowes Roads on the 30th and then berthing at Southampton on the 3 October. Proceeding to Falmouth on the 10th, she returned to Southampton on 20 November to make her first wartime visit to Australia.
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| H.M.T. Orford at sea, 10 January 1940. Credit: Australian War Memorial |
Departing Southampton on 28 November 1939, Orford followed her traditional route out, calling at Gibraltar (3 December), transiting Suez (7-8), Aden (11), Colombo (17) and arriving Sydney on New Years Eve 1940. With 1,263 troops aboard, Orford sailed on 10 January in the first convoy (US.1) with Australian troops for Egypt which was one of the greatest early assemblages of liners now transports including Empress of Canada, Empress of Japan, Orcades, Orion, Otranto, Rangitata, Sobieski, Strathaird and Strathnaver.
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| Part of the epic convoy, US.1, transporting the first of the Australian Expeditionary Force to the Middle East, at Colombo on 31 January 1940. Seen from left to right: Orcades, Orford, Empress of Canada, Strathnaver (behind), Empress of Japan, Strathaird (behind), Athos, H.M.S. Ramilles, Sobieski, Otranto, Orion, Rangitata, H.M.S. Sussex and Dunera. Credit: Australian War Memorial. |
The convoy arrived at Suez on 12 February 1940 where Anthony Eden, British Secretary for the Dominions, and General Wavell went aboard Otranto to welcome the troops, Eden reading a message from H.M. King George VI. There was some nonsense from the Egyptians about accommodating the Australian forces in their country so Orford and other ships were sent through the canal on the 13th as far as Kantara on the east bank and disembarked directly to the railway station.
Orford and Otranto were then, to the ultimate peril of one, and the general confusion of both, assigned to the French Admiralty as transports. Initially sent to Marseilles where they arrived on 19 February 1940, they were sent to Toulon on 15 March where they lay idle at anchor in the harbour.
On 4 March 1940 Orford and Otranto were sent, empty, to Madagascar, to embark native troops and labour battalions. This entailed transiting the Suez Canal on 14 April, calling at Aden for bunkers on the 18th and arriving at Tamatave, where authorities discovered the harbour could not accommodate both ships (indeed they were, by far, the largest ships yet to call there) so whilst Otranto came alongside to embark her troops, Orford was kept anchor in Diego Suarez Bay and did not sail from there until 6 May with 3,700 men. Making a subsequent odd call at Mombasa on 9-10th, and then made for France via Aden (15) and transited the Suez Canal 19-20th.
By this time, the canal and via Mediterranean route had been closed to British shipping, and both Orford and Otranto were certainly sailing in harm's way, their captains insisting on some escort to Marseilles or Toulon and all the French could manage was a single submarine. A needless detour was made to Malta at the insistence of the French, reached on 22 May 1940, but both were ordered out and sailed on to Toulon. On arrival there on the 25th, it was instead decided to send them to Marseilles to disembark their troops.
By then, the situation in Northern France and the Channel ports was in extremis, with Boulogne captured by the Germans on 25 May 1940 and the B.E.F. retreating into an ever smaller pocket centered on Dunkirk. But in Marseilles no one was much of a hurry and amid the growing chaos of command, Orford was sent to an exposed anchorage in Estaque Roads, north of the main port and out of range of anti-aircraft defenses in the main harbour, to "await orders."
On 1 June 1940 the Luftwaffe raided Marseilles, bombing the port facilities and killing 40 civilians although the bombers were in some measure driven off by anti-aircraft defenses and French fighters. No such protection was afforded Orford lying exposed in Estaque Roads and she was immediately and systemically bombed at will, the attack and loss summed up in the words of her commander, Capt. Norman Savage:
On Saturday June 1 1940, at approximately 2.30 p.m., while lying at anchor in the Estaque Roads, Marseilles, I heard what I thought might have been the air raid alarm being sounded at the factory at Estaque, and went up to the bridge to see. The ship was attacked by six German bombers and, having only one antiquated 12-pounder anti-aircraft gun, they just made target practice out of us. I observed a plane which dropped a bomb close to the breakwater. I sounded off action stations, closed watertight doors, put the engines on stand-by, and then saw two planes approaching from ahead. They dived low over the ship and dropped two bombs which struck the ship on the fiddley above the café and smoke-room. The anti-aircraft gun was brought into action as soon as it was possible to train on the enemy and I am convinced that this prevented them from returning and dropping more bombs. The bombs which dropped penetrated the ship somewhere by the engine room and galley, and in a matter of minutes the ship was ablaze fore and aft. When I asked for power on the fire-main and windlass, I could not get it. I then rang the engines to move ahead, the engineers could not do so and replied on the telegraph 'finished with engines.' I then sounded the abandon ship signal and all hands that could went to their boat stations.'
Passenger Ships of The Orient Line.
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| Orford (left) and an unidentified ship afire in Estaque Roads, Marseilles on 1 June 1940. Credit: facebook |
Totally alight amidships to aft, Orford was effectively cut in half, making evacuation of the ship all the more difficult while efforts to at least keep the fire from further spreading were confined to a single firefloat which came alongside and poured jets of water on the now blazing hulk for some four hours. The Admiral of the Port of Marseilles ordered that the ship be beached before she foundered in the anchorage but with no power to raise her anchor, the cable had to torched off. Whilst being towed, her forward funnel collapsed and its trademark Admiralty cowl grotesquely fell around one of her forward davits like a horseshoe. Beached in a small cove, explosives placed by a naval party in nos. 4 and 6 holds blasted out her bottom to ensure she would not move.
On 6 June 1940, Wilson, Lloyd's representative in Marseilles sent the following cable to Lloyd's, London:
VESSEL NOT SEAWORTHY HOLED BY GUNFIRE NO 4 HOLD AND BY DYMAMITE EXPLOSION BY FRENCH AUTHORITIES STOP ALL AFTER END FLOODED ALSO ENGINE ROOM TO WATERLINE STOP ALL MIDSHIP SUPERSTRUCTURE DECKS COLLAPSED STEELWORK TWISTED AND BUCKLED STOP D AND E DECKS AFT BUCKLED SHEATHING PERISHED MIDSHIP SIDE PLATING ABOVE F DECK BUCKLES STOP STILL BURING FIERCELY IN NO 2 AND NO 3 HOLDS STOP BOILER ROOMS INACCESSIBLE STOP FORWARD OIL BUNKERS APPEAR TO BE BURNING STOP DYNAMO ROOM INTACT STOP VESSEL BEACHED ON APPARENTLY GOOD BOTTOM AT L'ESTAQUE DRAFT FORWARD 24' 0 ABOUT 40'6 AFT STOP ALL PASSENGER AND ACCOMMODATION SPACES GUTTED
In all, 14 of her company perished, one aged only 16, and another 25 wounded. Literally in the nick of time, they were conveyed on one of the last trains to Cherbourg and evacuation to England, barely in the advance of the German forces.
H.M.T. Orford 1 June 1940
Roll of Honour
William Phillip Burgess-Allen (28) Assistant Steward
Daniel Arnold Coker (16) Assistant Steward
Thomas Head (27) Assistant Steward
Gilbert Louth (44) Galley Assistant
Arthur Edward Martin (23) Assistant Steward
William Harry Pegram (20) Steward
Roy Aleck Styles (38) Assistant Steward
Thomas Swinburn (28) Assistant Baker
William Charles Tutton (43) Assistant Steward
Edward Carter Warwick (31) Assistant Steward
Jack Watson (23) Cook
Ronald Winstone (23) Scullion
Remarkably, Capt. Norman Savage and the Chief Engineer stayed behind and with the local Lloyds surveyor determined, after the fire was out and the ship safe enough to board and inspect, that Orford was indeed a total loss. In a remarkable journey that began on 13 June 1940, they managed to make it overland to Bordeaux to embark on the collier Witch, just a day before the Germans entered the port.
Eventually salvaged and refloated, the tortured, twisted and gutted Orford was sold to shipbreakers at La Seyne, departing Marseilles for there on 4 September 1941. Within three years, she had been scrapped down to her boot topping and on 31 July 1947, made a voyage, under tow, to breakers at Savona for final demolition.
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| Credit: National Maritime Museum. |
Orford's bell was saved and for a number of years displayed in the offices of Orient Line's agents in Marseilles until it was presented to Orient's chairman Mr. Ford Geddes when Orsova called there in May 1954. It is believed to be still part of the P&O archives, now held at the National Maritime Museum, but no photo of it seems available, other than the plaque which identified it during its display in Marseilles, which curiously lists the date of her bombing as 4 June not 1 June.
Orient Line would stage a wonderful post-war renaissance with a final generation of magnificent and distinctive vessels, all Barrow-built: Orcades (1948), Oronsay (1951), Orsova (1954) and finally, the majestic Oriana of 1960. Her passing forty years ago brought down the curtain on "The Os of Orient Line" of which the oft forgotten Orford did her share in ensuring were among the true greats of the Merchant Navy during its heyday.
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| Hail and Farewell to R.M.S. Orford, 1928-1940. Credit: National Maritime Museum, Waterline Collection. |
R.M.S. Orford 1928-1939
21 line voyages
63 cruises
Built by Vickers-Armstrong, Barrow-in-Furness, no. 619
Gross tonnage 19,942
20,043 (1938)
Length: (o.a.) 658.1 ft.
(b.p.) 638 ft.
Beam: 75.2 ft.
Machinery: Twin-screw single-reduction Parsons steam turbines, 20,000 s.h.p.
Speed: 20.21 knots trials
18.5 knots service
Passengers 520 First 1,160 Third Class
468 First 516 Tourist (1935)
400 First 200 intermediate 500 steerage (post 1885)
Officers & Crew 400
British Passenger Liners of the Five Oceans, C.R. Vernon Gibbs, 1963.
Home and Back, Stuart Bremer, 1984.
Merchant Fleets in Profile 1: the Ships of the P&O, Orient and Blue Anchor Lines, Duncan Haws, 1978.
Northern Star to Southern Cross, John M. Maber, 1967.
Orient Line: A Fleet History, Peter Newall, 2004.
Origins, Orient and Oriana, Charles F. Morris, 1980.
Ships that Passed, Scott Baty, 1984.
Passenger Ships of the Orient Line, Neil McCart, 1987.
Academy Architecture and Annual
The Aeroplane
Architectural Review
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Britannia and Eve
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Illustrated London News
Quarterly Bulletin of Engineers, Australia
Sea Breezes
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© Peter C. Kohler
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