After loading general cargo the ship proceeded to Russian ports on the Black Sea to discharge goods for the refugees displaced during the revolution. The Russian dockers were undisciplined and we feared that they would take not only the cargo but our food and valuables as well. It was decided to put the ship's food and essentials into the donkey boiler, refit the manhole cover and set false water levels in the glasses. The port was Novorosisk.

Leaving Russia the next stop was Constantinople to complete our unloading. We then picked up cargo at several ports in Greece and Italy on our way back to London where the ship was laid up. This was 1920 when the Great depression was beginning to take hold and shipping like everything else was in bad shape.

In 1924 I was asked if I would rejoin the ship as 3rd. Engineer to work with the same officers as before including Capt. Manson. This trip the ship bunkered at Sunderland and then to the River Plate to load grain for Antwerp.

The second trip was also to South America calling at Rosario for grain and then down river to Buenos Aires to take on board 400 head of cattle on the hoof that were to be housed in two tiers of stalls on the deck. It was a very unpleasant cargo but fortunately the weather was good. The cattle were tended by mainly Spanish migrants who were working their passages home. The smell and mess was all pervading and we had to fit shifting boards in the alleyways to prevent our cabins from becoming mires. When any of the unfortunate beasts died the ship was stopped for a few moments in order to winch the carcasses overboard.

During this voyage we had a near calamity when a shell plate came adrift. It was my watch with the ship now well away into the Atlantic. During my walk round I found the level in the cross bilge to be rather high. The engine driven bilge pump was checked OK so I decided to put the main ballast pump on which meant easing back the main engine to provide sufficient steam for the pump. Fortunately this bilge had previously been an engine room ballast tank and still had ballast connections. The change in the beat of the engine and the racket from the ballast pump soon brought the Chief and Second down to see what was going on. As the water level dropped the Second went into the tank and located the sprung shell plate. The carpenter hurriedly made a wooden frame padded with hessian that was put into place wedged against the underside of the tank top. All hands were then called and a bucket chain established to carry cement into the engineroom and down into the tank to plug the hole in the shellside.

The ship continued her voyage without further mishap and docked at Lisbon to unload the cattle, dismantle the wooden pens and clean ship before we departed for Antwerp to unload the grain, then into dry-dock for repairs. Straight after that the ship was laid up that was May 1925 and I thought that would be the end of the Queensland, but in early 1927 I was visiting the same dock and during a stroll round I was rather surprised to see the Queensland. I hailed the ship and who should come along the deck to take me on board but Capt. Manson who was looking after her during the lay-up. We enjoyed a very pleasant evening.

Later that year, 1927, Queensland was sold by her owner Mr. R. M. Hudson and scrapped.