The Picture:
    This ship was built in North Vancouver in 1942 and finished in 1943.  This picture was taken in 1943 when I was aboard because she is all in grey (war-time colours).  The life rafts and gun emplacements are quite visible both forward and aft, which was a war-time requirement. We had arrived with a full cargo of ammunition from Vancouver and part discharged in Cape Town. She looks to be in a lightened condition--having had part cargo removed-- and because of the propellor wash, she must have been leaving the quayside, when we departed for Port Elizabeth. That looks like the foot hills of Table Mountain on the right.

My Experience:
    After my holiday in Wiltshire I joined the Merchant Navy Manning Pool and was sent to join the Queen Mary, destined for Halifax. This was in Jan. 1943. At that time, ships were being built in Canada for the British, and all those ship's names were preceded by the name Fort....Ships they built for their own use, and run by Park Steamships, a Crown Corporation, their names were preceded by the name Mount....
    A number of Engineer  and Deck Officers, as well as a number of returning flyers who were engaged in the ferrying of planes over to the U.K. were on the ship. We sailed independently because we were too fast for any submarine to catch us up.

    It was bitterly cold on arrival in Halifax, which most of us were not used to, but as a waiting train was practically at the gangway, we did not suffer very much. We were on our to Montreal. Some of the men who had made the trip before, eagerly awaited a stop in the province of Quebec, when they could dash from the train to a grocery store to buy bottles of beer. Again, it was bitterly cold on arriving in Montreal but taxi's were awaiting to take us to our Hotel. Captains and Chief Engineers were billeted at the better Hotels--Mount Royal & the Windsor Hotel, us lessor chaps were billeted at La Salle, the Ford and others. A number of us went to the Ford Hotel, on Dorchester, just near Windsor. Each Friday we made the trip to the offices of the Canadian Manning Pool, located at the C.P. Place Viger railway station, to collect a weekly pay allowance. Due to the strict currency restrictions we were only allowed $ 5.00 but the Canadian Government gave us an additional $ 10.00 from their oceans of taxpayers money. Some of the more enterprising officers managed to get part time jobs at Canadian Vickers Shipbuilding Yard and were able to enjoy a more luxurious evenings in the hotel bars. We lazier types spent more time at the Officers Club on Sherbrooke Street. They held dances on Sat. evening, and it was here that I met my wife. We were married on the 9 Feb. Within a couple of days, I was ordered to Vancouver. Apparently, the 2 nd Officer of the Fort Frobisher had been put into hospital, and as the ship was just about loaded and ready for sea, a replacement was urgently needed. I was it. I flew to Vancouver on a DC.3, which in itself was quite an experience. We appeared to hop from city to city crossing the country, and we flew rather low--compared with modern day aircraft, thereby affording a magnificent view of the country, particularly of the Rockies.

    I was not too happy to find that the ship was fully loaded with ammunition, which was not much of a break from sailing on tankers. We were scheduled for Great Britain via the Panama Canal. Just before we left Vancouver I was handed an envelope by the Chief Officer. In it, was a $ 20 bill which apparently was a gift from the stevedores. It appeared that they had made a collection for the Officers of the ship. We left Van. on the 21 Feb 1943. and to go to Union Bay, Victoria and Port Alberni, for reasons I do not know, and our final departure was on the 27 Feb.

    On arrival at Balboa, Panama, on 15 Mar we learned that we were denied transit of the Canal, although allowed to store up and bunker, but to leave the port within 24 hrs. Why the authorities had not ascertained the status of ammunition ships being denied transit before we left Van. is beyond me. We left Balboa and headed southward. Sometime after, we received our orders from the Admiralty to proceed to Cape Horn keeping at least 50 mls from land. We rounded the Horn and proceeded toward the Falkland Islands, when we received further instructions to proceed to Montevideo for stores and bunkers. We arrived on 8 Apr. They allowed us 3 dys. in port, which was a welcomed stop for the crew. I always remember the scrumptious steak dinner I had in Montevideo.

    We departed on the 11 Apr. and proceeded out to sea, when we received orders to proceed to Cape Town, arriving there on 29 Apr. Here we discharged part cargo, leaving on the 7 May and going on to Port Elizabeth to complete discharge. We arrived on the 9 May and left on the 16 May. From P.E. we went up to Durban for orders, arriving on the 22 May and leaving on the 25 May. Our orders were to proceed to Laurenço Marques (Now named Maputo) , about 400 mls. up the coast, in Mozambique, to load a cargo of coal. We took the coal to Port Said, arriving on the 6 July and leaving on the 9 July for Alexandria, and arriving next day.
It was here we loaded for the invasion of Sicily. We loaded army supplies of tanks, motor vehicles, ammunition, and N.A.A.F.I goodies. While we alongside, officers were requested to escort W.R.E.N.S. out for the evening in the town. It was considered too dangerous for them to go out alone. We picked them up at their barracks, signing that we had received them in apparent good order (Merchant Navy joke), and returning them after visits to the local bars. On completing the loading we went off the wharf to anchor, where many ships were assembling. Just before departure we had a number of army officers boarding to go with us, including a few Sergeants. Of course, there was no proper sleeping accommodation for them so the Lieutenants and Sergeants slept mainly in the motor vehicles that were on deck and in the tween-decks. Senior officers bunked down in the main saloon--multi purpose, but usually used for the ship's officers dining room. In my cabin I had a 5 foot settee as well as my bunk, and these were shared with the army. They had somebody who kept a roster and awakened the sleepers when it was time to change. My bunk was always made up, and at no time do I remember having to arouse an occupant. It appeared to work like clockwork. Of course, other cabins were used in the same manner.

    All the ships in Alexandria taking part in the invasion left for Malta, there to join up with the main body. We went on to Augusta, arriving there on 8 Aug. The fighting was over by the time we arrived but we did see a hospital ship that had been sunk and resting on the bottom, just inside the harbour. We took our turn to go alongside to discharge, and for the most part, things were uneventful for us.
After discharge we went to Syracuse to join a convoy back to Alexandria, arriving back there on the 1 Sep. and there again, loading similar cargo for the Italian invasion. Whilst we were loading, one of the big cranes ran over a large electric cable that powered the crane sending sparks in all directions. Because of the ammunition on the dock, it did present a hazardous condition. The arabs scattered away from it all, but one brave tommy flew up the ladder to the crane control to pull the plug, when the sparks ceased. We departed on the 14 Sep. in convoy, and arrived in Syracuseon the 20 Sep. Here we awaited orders and left on the 24 Sept. for Taranto and to discharge. Leaving Taranto on the 13 Oct. we were directed to Algiers, arriving on the 21 Oct. there to load high octane gasoline in barrels. By this time the crew were getting quite edgy and somewhat disquieted by the fact they had been told in Vancouver that they would be back in the U.K. within 3 months. They were mollified after they were 'promised' the ship would be returning to the U.K. after the gasoline had been delivered. We departed from Algiers on 30 Oct. and arrived in Brindisi on 10 Nov. without mishap. Our cargoes were handled by Italian P.O.W.s, with British Sergeants directing operations in the holds, running  the winches and directing operations on the quayside. Discharging went on for 24 hrs each day. The 3 rd Officer and myself took on 24 hrs each, turn and turn about, but we did manage to get some shut-eye during the course of the night. There was an Italian Lieutenant on board who was in charge of the P.O.W.s working in the holds, and I allowed him to use my cabin and also to join us at meals. Whenever I patrolled the deck he was usually on my heels.
Quite often, we had army officers coming aboard requesting of the officer on watch, either a meal or use of our shower. In the case of a meal request we consulted with the Chief Steward, which he readily consented to. The shower request, which we also readily consented to, required a certain routine which the officers were quite familiar with. They first had to pump water up into the tank, situated on the after end of the bridge until it overflowed. This was to make sure there was sufficient water for the job. If the previous user had done his duty, this was only a matter of checking. There was a semi-rotary pump alongside the Galley (cookhouse) for the purpose. After usage, it was obligatory to refill the tank.
Whilst I was on watch, and during a conversation with one of the Sergeants directing the winch drivers--they could not see in the hatches, or the landing of the slings on the quay-- I discovered he had lived opposite the school that I had attended for awhile in Peckham, London, when I lived on the next street, so we had quite a lot to reminiscence about. We agreed to meet and explore the town together when we were off duty and this we did.  The N.A.A.F.I. had set up a stall near the dock to provide the troops with cups of tea and so forth, and the sergeant suggested we avail ourselves of the opportunity. Arriving at the area we encountered quite a long line awaiting their turn to be served, and when we were very near the stall, a 'sky-pilot' ( Lieutenant Padre)  stepped out of line to demand why they were catering to 'civilians'. It was never quite clear to me whether he mistook me for an Italian civilian, or regarded merchant navy personnel as civilians. In any case I took umbrage at this and had a few nasty words to say about him, as well making it clear I was about to punch him on the nose. The Sergeants around me took hold of my person and entreated me not to take him on, as he could make all sorts of trouble, that he was a general pain in the neck and was disliked by them. Seeing as most of these Sergeants were large strapping fellows and could contain me quite easily, I had little choice but to accede to their request. This incident was quickly forgotten, but the sequel was somewhat amusing.
    As I was perambulating the deck, a day or two later, I saw this same padre, with just a towel around his midriff pumping water by the Galley. I immediately let forth a volume of rebuke--some civil, but most of it uncivil--quite foul in fact--asking who had given him permission to use our facilities. All other army officers had the normal courtesy to request permission before they proceeded but it appeared that this character, being a man of GOD, must have thought he had special dispensation, which I hastened to dispel in no uncertain terms, and also threatened to throw him over the side. Before long, the noise of the winches subsided, Sergeants appeared from their posts giving little cheers of approval and egging me on. The padre had recognized me from the tea line-up, but was now at a definite disadvantage in his nakedness, just clutching his towel about him. He looked quite embarrassed and woe begotten, and not a word did he utter in reply. The whole situation took on a very amusing aspect, and I felt ready to laugh my head off, which I certainly didn't want him to see. So I quickly remarked that he should carry on, and just as quickly marched off to howl myself silly out of his sight. I never did see him again. Sergeants crowded around to congratulate me on my oratory, and voicing their disappointment at not seeing him thrown over the side, but all laughing and joking as it was the best entertainment they had had for some time.

    We left Brindisi on the 22 Nov. and were directed to Casablanca to load grain for HOME, arriving on the 9 Dec and departing on the 12 Dec. We joined convoy off Gibraltar and headed up the west coast of Ireland to Loch Ewe, where we joined the coastal convoy down to Middlesbrough to discharge, and pay off the crew.