Monthly Archives: June 2020

4 more BANK LINE Liberty ships…


Wartime memories of Liberty ship voyages

(Credit to BBC archives – The peoples war)

I was told to report to Euston station at 12 midnight and be prepared to go to sea. I was given a warrant (train tickets) and a pass. When I got there it was a troop train and we travelled all night long into Scotland and were transported from the train to the docks at Greenock. When I got to the docks and looked up it was the biggest ship I had ever seen. It had four funnels and it was a cruise ship that had been transformed as a troop carrier.
Unceremoniously, we were herded on board with the Army and Air Force personnel. We learned that our destination was New York, America.
We eventually arrived and docked in New York. There were big banners and streamers to welcome us and the Red Cross gave us chocolates, cigarettes and coffee.
The Merchant Navy were separated into coaches and sorted us out before taking us to hotels. We were then informed that we had to wait there until the ship was ready for us. It wasn’t completely built at this stage.
We were put into hotels and given $2-3 a day for food and had the freedom of New York. 
We were then moved to Baltimore ready to pick up the ship. It was a liberty boat and we were the first crew on board. 
The parts of the ship were made all over America and welded together in Baltimore. These ships were called ‘Sam boats’ and the names of each ship began with ‘Sam___’. My ship was the Samburgh.
After the sea trials and duly went to sea, I was on board for a year and it was the best ship I was ever on. I was away from England for a year.
The Americans lived differently and for a year I enjoyed the luxuries of the American way of life – thick mattresses, lights over the bunks, beautiful mess rooms – this was not known on the English ships.
From Baltimore we sailed to India. Some of the highlights of the voyages while with this ship were going through the Panama Canal, Suez Canal. We called at many countries and many ports. We got as far as the Pacific Ocean.
…but all good things come to an end.
I returned to England and back to the English ships. I had six ships after the Samburgh.
One of the most important parts of the return journeys was to bring back supplies that England needed. When we came back from the Pacific we brought lamb and anything else that was needed.
I remember bringing back a case of bananas and on another occasion ‘nylons’.
Today, there are no liberty ships. They have all been scrapped except one that has been preserved and travels the world as a museum piece.

4 of the Bank Line’s Liberty Ships

The Ericbank, Rowenbank,Maplebank, and Ivybank. All served the company well as ‘stopgaps’ after WW2 until new buildings arrived from the building yards of Harlands in Belfast and Wm Doxfords in Sunderland.

These standard ships had a good capacity, a reliable steam engine, and were especially useful for bulk cargoes with only 2 modest sized deeptanks. All of them served on the phosphate run which they suited, running mainly between Australian and New Zealand ports and loading in Ocean Island, Nauru and sometims Makatea. One, the Kelvinbank, was wrecked at Ocean island. (See some voyage accounts and photos on this site). The crewing was mainly European and the lively and often drunken antics in port were a feature remembered by those who sailed in them.


It doesn’t seem so long ago,

Joining sometimes in the snow,

But what a life on the Copra run,

Cruising round the Pacific sun!

First,  a visit to Gulf Ports,

The hectic loading of all sorts,

Sailing down to the Antipodes

Then island hopping in Southern Seas.

There were those times, – a precious thing,

Where island folk often sing,

The natural lazy way of life,

Free from worry, free from strife.

It was a gift, we never thought,

Just a job that we had sought,

But looking back it was something special

Joining on that Copra vessel.

View of Rabaul, and ” The Mother”, a volcano overlooking the port with the ERNEBANK climbers on top 1953.

Rabaul before the big Earthquake in 1994 which destroyed the town. In the 50’s Bank Line ships loading Copra and coconut oil were berthed on the “wreck” berth, which was a sunken Japanese ship alongside which had been levelled to form a rough wharf.

WELCOME TO THIS BANK LINE WEBSITE. A fun place maintained purely as a hobby………….

Did you or a family member sail in the iconic Bank Line? Then see your ship and memories here. There are over 1500 pages of photos, stories, history, heartache and drama from more than 120 years back. The fascinating history of the sailing fleet and the destiny of the ships. The early steamers and the motor ships. Also snippets from many internet sources and the records, artwork and more, all brought together on one site. Please enjoy browsing the pages and feel free to leave a comment………………

LINDENBANK built 1930

One of 4 vessels Deebank, Forthbank, Trentbank, Lindenbank from Workman Clark in Belfast in 1929. The Deebank was sold in 1955 and went on to have a 41 year career. The Forthbank had a 30 year career at sea. The Trentbank was lost in WW2. The Lindenbank (above) was lost after 9 years in service, grounding on Arena Island, Sula Sea in 1939.

Fire on the sailing ship CEDARBANK on her maiden voyage in 1892. An extract from the new book ” Man the Braces”

Chapter 15 – The Cedarbank on fire

The beautiful Barque Cedarbank was built for Andrew Weir by Mackie and Thompson, Glasgow, in 1892.    She was a steel 4 masted Barque, and was a sistership of the famous Olivebank, built at the same yard.   Her tonnage was 2825 gross, and 2649 net.    After 21 years service, she was sold out of the fleet in 1913 to a Norwegian owner. 

On her maiden voyage, in June 1892, she loaded coal at Newcastle for San Francisco.  Her cargo was 4,400 tons.   She sailed at the beginning of March, but shortly after sailing she lost part of her masts off of the Australian coast after being caught in a cyclone.    The cyclone caused much damage on the Australian coast, and the Cedarbank had to return to Sydney for repairs, sailing again at the end of April. 

Outside of the harbour, the winds were mainly SE’ly, and it was decided to take advantage and sail the northerly route across the Pacific.   After 45 days at sea, strong fumes were then detected coming out of the ventilators, and later some hatches were taken off to allow painting of the coatings, when smoke was seen trickling up through the coal cargo.   The temperature was taken by lowering  thermometer down the masts, and as a result, it was decided to fight the fire at number 2 hatch first.       The coal was stowed right up into the hatch square, and about 250 tons was dumped overboard so as to make a space, and to get near the seat of the fire.   After three or four days, the men were overcome by fumes, so the pumps were started and water played over the coal until there was about 30 inches in the bilges where it was pumped out and recycled back onto the cargo.   This was kept going for several days, until just after 12 midnight one night, and ten days after the fire was first noticed there was an explosion.   This was in the fore end of number 2 hatch, and whilst a man was down below spraying water around.   The flames burst up through the coal and blue flames continued to cover the coal. 

The man who had been below scurried out of the hold, yelling and shaking, and with good cause.  The nearest land was approximately 1000 miles away, and the situation looked serious.   The Cedarbank at this point was in the North Pacific Ocean, above the Sandwich Islands (Hawaii)  

All the hatches were put back on, and the hoses were directed down the ventilators.  The excessive heat turned the water to steam, which after a further period appeared to put the flames  out. 

At daylight all the boats were swung out and fully provisioned in readiness for a long journey, and before dark on that day were put over the side and towed astern.   Charts, chronometers, and all equipment was loaded together with two men for steering.      After eight or nine days, after the fire appeared to subside, the boats were again hoisted up on davits where they stayed until the ship arrived in San Francisco. 

The night before making the Farallones, outside of San Francisco, there were several heavy explosions.  This was put down to the fresh breeze which had sprung up giving new life to the fire. Hatches were blown off, and a bizarre game ensued as the crew replaced them time after time as they were repeatedly blown off by the exploding fire!    This happened despite the firm wedging to keep the boards in place.  The crew began to feel confident however that they could make port this way. 

Every outlet was covered up to smother the fire as much as possible, and after 35 days in total fighting the fire, a tug was spotted looking for a tow. As the breeze was fresh and favourable, the tug’s first offer was refused, but eventually a price of 70 dollars was agreed which was a cheap tow. Some 3 years later the same service cost the vessel 200 dollars.   The tug captain did not suspect that anything was amiss, although with the boats swung out it was an unusual sight, except when carrying passengers.   He then saw smoke coming out of the focs’le and asked the Mate what was going on.   The Mate replied that it was probably the crew burning paint pots, and the tug only heard of the fire later from sources ashore.    On the way in it was usual for shipping reporters to come on board for details of the passage, but when the fire was admitted, they returned to the boats alongside and conducted interviews from there. 

Once in port, the Cedarbank was towed to mudflats by the same company, and two tugs with pumps provided, all at the normal rates.   The exercise to pump water in and out took about 36 hours, after which she berthed alongside and discharged her cargo.   It was then seen the fire had started in several places, and it was seen that coal and coke had fused together in the heat, standing up like a wall in number 2 hold. Beams and stringers were buckled, and the wooden deck in that area all burned away. 

The American Australian and British papers all made fun of how the British ship had scored off of the American tug company, but as any shipmaster will attest, it was simply a matter of protecting the owner’s interests. 

The Captain was later awarded a gold watch by the underwriters for his actions.