Thursday, 13 May 2010
Ship No 271 and 272
Was the remainder of the order from Wilson Son & Company and they were both barges of the same weight and size. At 85 tons each, and a length overall of 85 feet and, with a beam of 16 feet. The order was completed some time in 1938.
Wednesday, 12 May 2010
Ship No 270
Was an order for a stern wheeler from Wilson Son & Company. She could have been a self powered barge, or a small tug, as I have no name for her, just the yard number.
She was 85 tons and with a length overall of 88 feet and, with a beam of 17 feet and 3 inches.
This was part of a three vessel order for the same customer.
She was 85 tons and with a length overall of 88 feet and, with a beam of 17 feet and 3 inches.
This was part of a three vessel order for the same customer.
Sunday, 9 May 2010
M.V.KARITANE
Ship No 269
She was the 3rd ship to be ordered by the Union Steamship Company of New Zealand.
With a length overall of 275 feet and a beam of 45 feet and draught of 21 feet and 6 inches, she was a large coaster for her day. At 2,534 tons she was launched from the yard on 21st December 1938.
She saw service during World War II serving as a transport ship for the U.S. Forces.
This large motor ship was in fact the last vessel built for this company before war arrived.
As soon as the war reached the Pacific, she went into service as a transport for the United States Forces, who formed a very high opinion of her design and performance.
She was the 3rd ship to be ordered by the Union Steamship Company of New Zealand.
With a length overall of 275 feet and a beam of 45 feet and draught of 21 feet and 6 inches, she was a large coaster for her day. At 2,534 tons she was launched from the yard on 21st December 1938.
She saw service during World War II serving as a transport ship for the U.S. Forces.
This large motor ship was in fact the last vessel built for this company before war arrived.
As soon as the war reached the Pacific, she went into service as a transport for the United States Forces, who formed a very high opinion of her design and performance.
Friday, 7 May 2010
M.V. KOPARA
Ship No 268
Was the second ship ordered by the Union Steamship Company of New Zealand.
She was to run the coastal trade from the North Island to the South Island of New Zealand and she was also to be one of the ships bought by the U.S.Navy, and re-named U.S.S.Kopara, where she served with distinction during World War II.
She was not big as coasters go at 679 tons, and with a length overall of 190 feet and a beam of 35 feet and 8 inches, with a draught of 18 feet and 8 inches.
She was launched from the yard on 30th July 1938.
“Kopara” had been identified early in the hostilities in the South Pacific as a suitable vessel for the servicing operations in forward area’s of the U.S. Forces. Initially under charter with a mostly New Zealand crew she was then purchased by the U.S. Government and manned by a U.S. Navy crew.
Some service history as follows.
1941
Reports of drifting mines sighted by ships long distances from the areas in which they had been laid came in from time to time, and doubtless there were others that escaped observation. On 30 August the coastal vessel Kopara sighted a mine 16 miles northeast from White Island, in the Bay of Plenty. She and the Port Tauranga, which came up about twenty minutes later, shot off all their rifle ammunition without success, but on her return passage from Auckland the Kopara, in company with the Margaret W, found the mine and sank it in a shooting match in which about one hundred rounds were fired. Two other mines sighted far out in the Bay of Plenty were sunk by rifle fire from ships.
After a week at Auckland, the flotilla carried out searching sweeps from Cuvier Island northward to Needles Point, the northern tip of Great Barrier Island, until 16 September 1941, when that stretch of sea was declared free of mines. The Gale and Muritai were then sent to begin cross searches in the Cradock Channel, while the Matai went to Mercury Bay, where a drifting mine had been found by fishermen. She found that they had moored the mine about three miles off Castle Rock in a highly dangerous state, with its mooring spindle half withdrawn. The Matai towed the mine out and sank it some five miles east from Ohena light. During the check search in the Cradock Channel three mines were swept and sunk by rifle fire, well clear of the line which the senior officer thought he had established previously. Because of his uncertainty about the direction in which the mines had been laid in the Moko Hinau sector, he could not guarantee that the area was clear. An intended check sweep north of the Moko Hinau-Maro Tiri line was cancelled because of the difficulty of getting accurate fixes in the prevailing poor visibility, and the flotilla returned to Auckland on 20 September.
1942
She sailed from Auckland to Noumea, Espirito Santos, Guadal Canal and return to Auckland round about July/September 1942 for the U S Army(Marine Core).
30 August 1942: Richardson & Co coaster Kopara, under charter to the United States Navy, survives a Japanese air raid off Guadalcanal, Solomon Islands; later commissioned as USS Kopara, the ship serves with American Pacific forces until 1945.
She was broken up in 1987, after a working life of almost 50 years, being another fine tribute to the workmanship of her builders at the Henry Robb shipyard at Leith, Scotland.
From Wikipedia.
USS Kopara (AK-62/AG-50) was a cargo ship purchased by the U.S. Navy during World War II. She was responsible for delivering goods and equipment to locations in the war zone.
Kopara (AK-62) was built in 1938 by Henry Robb Limited of Leith, Scotland. She was purchased in early August 1942 from her owner, Richardson & Co., Napier, New Zealand, through the New Zealand Government; and commissioned 21 September 1942 at Auckland, Lt. (j.g.) H. R. Greeley in command.
Reclassified as AG-50 on 23 September, Kopara departed Auckland 5 October for supply runs from Noumea, New Caledonia, and Espiritu Santo, New Hebrides, to Guadalcanal and Tulagi, Solomons. Arriving Noumea 9 October, she steamed on the 14th for Espiritu Santo to take on board supplies for the embattled American force on Guadalcanal. Loaded with torpedoes and general cargo and escorted by Nicholas (DD-449), she departed 19 October. Kopara arrived Lunga Roads during midwatch 22 October and began unloading operations which were completed that evening despite harassing gunfire from enemy shore batteries and a noon attack by Japanese dive bombers. Protected by Nicholas, Kopara departed Guadalcanal undamaged and returned to Noumea 27 October.
During the next few months, Kopara continued supply runs to the Solomons; and, while she unloaded at Guadalcanal and Tulagi 13 through 15 November, American battleships, cruisers, and destroyers fought the enemy in two fierce night naval battles off Savo Island. From 20 February to 26 June 1943, she carried cargo along the sea lanes between Auckland, Noumea, Efate, and Espiritu Santo. And from 11 July to 17 September she shuttled supplies between New Zealand and Norfolk Island.
After a voyage to the New Hebrides, Kopara departed Noumea 10 November to resume supply duty in the Solomons. She reached New Georgia 16 November; and, for almost 8 months, ranged the waters of Melanesia from Bougainville to New Caledonia bringing supplies to forces which loosened the enemy's hold on the Bismarck Archipelago and New Guinea. Returning to New Caledonia 7 August 1944, she began supply runs eastward out of Noumea. Between 10 August and 21 December she made four voyages to Fiji, American Samoa, and the Ellice Islands. She departed Noumea 24 December and steamed via Norfolk Island to Auckland 3 January 1945.
Kopara decommissioned 12 January and was turned over to the New Zealand Joint Purchasing Board for return to her previous owner, Richardson & Company, Napier. Kopara operated under several names after World War II including SS Sarang in 1966, SS Cherry Chepat in 1970, and SS See Hai Hong in January of 1987. Final Disposition: broken up in 1987.
Kopara received one battle star for World War II service. Her crew was eligible for the following medals:
• American Campaign Medal
• Asiatic-Pacific Campaign Medal (1 star)
• World War II Victory Medal
Career (US)
Laid down: date unknown
Launched: in 1938 as SS Kopara
Acquired: 21 September 1942
Commissioned: 23 September 1942
Decommissioned: 12 January 1945
Struck: 19/01/1945
Fate: broken up in 1987
General characteristics
Displacement: 679 tons
Length: 193 ft (59 m)
Beam: 35 ft 8 in (10.87 m)
Draught: 18 ft 8 in (5.69 m)
Propulsion: two sets of four-cylinder diesel engines, twin screws
Speed: 12 knots
Armament: four 40mm guns
Some more service history with thanks to the staff at Navsource and at http://www.history.navy.mil/
Was the second ship ordered by the Union Steamship Company of New Zealand.
She was to run the coastal trade from the North Island to the South Island of New Zealand and she was also to be one of the ships bought by the U.S.Navy, and re-named U.S.S.Kopara, where she served with distinction during World War II.
She was not big as coasters go at 679 tons, and with a length overall of 190 feet and a beam of 35 feet and 8 inches, with a draught of 18 feet and 8 inches.
She was launched from the yard on 30th July 1938.
The following is some of her story during World War II
M.V. Kopara re-named U.S.S. Kopara (AG-50)“Kopara” had been identified early in the hostilities in the South Pacific as a suitable vessel for the servicing operations in forward area’s of the U.S. Forces. Initially under charter with a mostly New Zealand crew she was then purchased by the U.S. Government and manned by a U.S. Navy crew.
Some service history as follows.
1941
Reports of drifting mines sighted by ships long distances from the areas in which they had been laid came in from time to time, and doubtless there were others that escaped observation. On 30 August the coastal vessel Kopara sighted a mine 16 miles northeast from White Island, in the Bay of Plenty. She and the Port Tauranga, which came up about twenty minutes later, shot off all their rifle ammunition without success, but on her return passage from Auckland the Kopara, in company with the Margaret W, found the mine and sank it in a shooting match in which about one hundred rounds were fired. Two other mines sighted far out in the Bay of Plenty were sunk by rifle fire from ships.
After a week at Auckland, the flotilla carried out searching sweeps from Cuvier Island northward to Needles Point, the northern tip of Great Barrier Island, until 16 September 1941, when that stretch of sea was declared free of mines. The Gale and Muritai were then sent to begin cross searches in the Cradock Channel, while the Matai went to Mercury Bay, where a drifting mine had been found by fishermen. She found that they had moored the mine about three miles off Castle Rock in a highly dangerous state, with its mooring spindle half withdrawn. The Matai towed the mine out and sank it some five miles east from Ohena light. During the check search in the Cradock Channel three mines were swept and sunk by rifle fire, well clear of the line which the senior officer thought he had established previously. Because of his uncertainty about the direction in which the mines had been laid in the Moko Hinau sector, he could not guarantee that the area was clear. An intended check sweep north of the Moko Hinau-Maro Tiri line was cancelled because of the difficulty of getting accurate fixes in the prevailing poor visibility, and the flotilla returned to Auckland on 20 September.
1942
She sailed from Auckland to Noumea, Espirito Santos, Guadal Canal and return to Auckland round about July/September 1942 for the U S Army(Marine Core).
30 August 1942: Richardson & Co coaster Kopara, under charter to the United States Navy, survives a Japanese air raid off Guadalcanal, Solomon Islands; later commissioned as USS Kopara, the ship serves with American Pacific forces until 1945.
M.V. “Kopara”KOPARA was formely owned by Richardson & Co and sold to Karlander Line of New Guinea during 1966 was renamed SARANG. The vessel has a monthly sailing from Sydney calling at Brisbane, Honiara, Kieta and Rabaul. General cargo. First voyage 29 June 1966
The motor ship “Kopara” owned by the Richardson Company of New -Zealand, played a useful and colourful part in the war in the Pacific.
For four years the “Kopara” had a lively career serving the American Forces in the Pacific. She made her first journey to Guadalcanal during the operations which opened the Allied offensive in the Pacific, and while there came under heavy bombing, fortunately without injury. For this journey she was manned by a Richardson crew, under Captain Wallace, a deep sea mariner who brought the vessel out from Scotland.
After her first journey to Guadalcanal, the “Kopara” was taken over by the American authorities and manned by an American Crew, plying regularly between Australian and New Zealand ports and the forward bases of the Allied Forces in the South Pacific. At one period the “Kopara” was reported lost, as the result of a convoy action in which her companion ships were scattered to the four corners of the compass by the threat of Japanese submarines. The American authorities actually reported her loss, but she turned up unharmed.
The “Kopara’s” carrying capacity and other special features of her construction made her an ideal vessel for service in forward areas. She was regarded so highly in fact by the American authorities that her design has been copied and larger editions of the “Kopara” are now in commission. Owing to her special lifting capacity with her big hatches, electric winches, and big slings she was able to discharge her cargo with the minimum of delay. She was reported as being the only vessel that was able to discharge 1,000 tons of cargo overnight at one period of the hostilities against Japan.
Specially built for the coastal trade in New Zealand, the “Kopara” was launched in 1938, and later loaded at Antwerp for her voyage out to the Dominian. She lay in Antwerp at the time of the Munich crisis in 1938, and the crisis had a marked effect upon the movement of ships from the port, numerous German vessels making hurried departures for their home ports as the threat of war became more obvious.
The “Kopara’s” cargo-carrying capacity was a feature which attracted much attention when she was introduced to the New Zealand coastal trade, and her relitivly high speed was another feature, which must have appealed to the American authorities when they took her over for Pacific duties. She has two holds of approximately 67,000 cubic feet of space, and her hatches were designed for easy and speedy handling of cargo.
Captain F.S. Bates, who formerly commanded the “Kopara” in her coastal trading, is again in charge of the ship, which recently under-went an extensive overhaul and refitting preliminary to her return to “civvies”
Taken from the book published in 1946 by the shipbuilder Henry Robb Ltd, Leith Scotland.
She was broken up in 1987, after a working life of almost 50 years, being another fine tribute to the workmanship of her builders at the Henry Robb shipyard at Leith, Scotland.
From Wikipedia.
USS Kopara (AK-62/AG-50) was a cargo ship purchased by the U.S. Navy during World War II. She was responsible for delivering goods and equipment to locations in the war zone.
Kopara (AK-62) was built in 1938 by Henry Robb Limited of Leith, Scotland. She was purchased in early August 1942 from her owner, Richardson & Co., Napier, New Zealand, through the New Zealand Government; and commissioned 21 September 1942 at Auckland, Lt. (j.g.) H. R. Greeley in command.
Reclassified as AG-50 on 23 September, Kopara departed Auckland 5 October for supply runs from Noumea, New Caledonia, and Espiritu Santo, New Hebrides, to Guadalcanal and Tulagi, Solomons. Arriving Noumea 9 October, she steamed on the 14th for Espiritu Santo to take on board supplies for the embattled American force on Guadalcanal. Loaded with torpedoes and general cargo and escorted by Nicholas (DD-449), she departed 19 October. Kopara arrived Lunga Roads during midwatch 22 October and began unloading operations which were completed that evening despite harassing gunfire from enemy shore batteries and a noon attack by Japanese dive bombers. Protected by Nicholas, Kopara departed Guadalcanal undamaged and returned to Noumea 27 October.
During the next few months, Kopara continued supply runs to the Solomons; and, while she unloaded at Guadalcanal and Tulagi 13 through 15 November, American battleships, cruisers, and destroyers fought the enemy in two fierce night naval battles off Savo Island. From 20 February to 26 June 1943, she carried cargo along the sea lanes between Auckland, Noumea, Efate, and Espiritu Santo. And from 11 July to 17 September she shuttled supplies between New Zealand and Norfolk Island.
After a voyage to the New Hebrides, Kopara departed Noumea 10 November to resume supply duty in the Solomons. She reached New Georgia 16 November; and, for almost 8 months, ranged the waters of Melanesia from Bougainville to New Caledonia bringing supplies to forces which loosened the enemy's hold on the Bismarck Archipelago and New Guinea. Returning to New Caledonia 7 August 1944, she began supply runs eastward out of Noumea. Between 10 August and 21 December she made four voyages to Fiji, American Samoa, and the Ellice Islands. She departed Noumea 24 December and steamed via Norfolk Island to Auckland 3 January 1945.
Kopara decommissioned 12 January and was turned over to the New Zealand Joint Purchasing Board for return to her previous owner, Richardson & Company, Napier. Kopara operated under several names after World War II including SS Sarang in 1966, SS Cherry Chepat in 1970, and SS See Hai Hong in January of 1987. Final Disposition: broken up in 1987.
Kopara received one battle star for World War II service. Her crew was eligible for the following medals:
• American Campaign Medal
• Asiatic-Pacific Campaign Medal (1 star)
• World War II Victory Medal
Career (US)
Laid down: date unknown
Launched: in 1938 as SS Kopara
Acquired: 21 September 1942
Commissioned: 23 September 1942
Decommissioned: 12 January 1945
Struck: 19/01/1945
Fate: broken up in 1987
General characteristics
Displacement: 679 tons
Length: 193 ft (59 m)
Beam: 35 ft 8 in (10.87 m)
Draught: 18 ft 8 in (5.69 m)
Propulsion: two sets of four-cylinder diesel engines, twin screws
Speed: 12 knots
Armament: four 40mm guns
Some more service history with thanks to the staff at Navsource and at http://www.history.navy.mil/
Reclassified as AG-50 on 23 September, Kopara departed Auckland 5 October for supply runs from Noumea, New Caledonia, and Espiritu Santo, New Hebrides, to Guadalcanal and Tulagi, Solomons. Arriving Noumea 9 October, she steamed on the 14th for Espiritu Santo to take on board supplies for the embattled American force on Guadalcanal. Loaded with torpedoes and general cargo and escorted by Nicholas (DD-449), she departed 19 October. Kopara arrived Lunga Roads during mid, watch 22 October and began unloading operations which were completed that evening despite harassing gunfire from enemy shore batteries and a noon attack by Japanese dive bombers. Protected by Nicholas, Kopara departed Guadalcanal undamaged and returned to Noumea 27 October.
During the next few months, Kopara continued supply runs to the Solomons; and, while she unloaded at Guadalcanal and Tulagi 13 through 15 November, American battleships, cruisers, and destroyers fought the enemy in two fierce night naval battles off Savo Island. From 20 February to 26 June 1943, she carried cargo along the sea lanes between Auckland, Noumea, Efate, and Espiritu Santo. And from 11 July to 17 September she shuttled supplies between New Zealand and Norfolk Island.
After a voyage to the New Hebrides, Kopara departed Noumea 10 November to resume supply duty in the Solomons. She reached New Georgia 16 November; and, for almost 8 months, ranged the waters of Melanesia from Bougainville to New Caledonia bringing supplies to forces which loosened the enemy's hold on the Bismarck Archipelago and New Guinea. Returning to New Caledonia 7 August 1944, she began supply runs eastward out of Noumea. Between 10 August and 21 December she made four voyages to Fiji, American Samoa, and the Ellice Islands. She departed Noumea 24 December and steamed via Norfolk Island to Auckland 3 January 1945. Kopara decommissioned 12 January and was turned over to the New Zealand Joint Purchasing Board for return to her previous owner.
Kopara received one battle star for World War II service.
Saturday, 1 May 2010
SOUTH STEYNE
Ship No 267
South Steyne was one of the most famous ships to be designed and built by the shipyard of Henry Robb. She was ordered from the Port Jackson Ferry Company in Sydney Australia. She was to become the most well known of all the ferries working out of Circular Quay in Sydney and served the populace of this great city for many, many years.
She is now used as a floating restaurant in Darling Harbour and who knows what the future will bring for this iconic vessel.
She was 1203 tons, with a length overall of 220 feet and a beam of 38 feet.
She was launched from slipway No 4 at the Leith shipyard of Henry Robb on 1st April 1938.
The South Steyne was the best known of the Manly ferry line which played a major role in the suburbanisation of Sydney and in the development of its recreational patterns. It is a very high quality example of naval architecture and an outstanding example of the plating (having no flat plates) for which Henry Robb of Leith was famous. It is the finest example of the most significant Australian contribution to sea navigation technology - the development of high speed, double-ended operation in deep sea conditions. It has an intact operating example of propulsion by steam reciprocating engine. It epitomised the Manly ferry as part of Sydney's image and its popular urban culture; and remains, like the Harbour Bridge, a powerful piece of Sydney imagery. It is held in high esteem by the local community and remains in the collective memory of the nation. It provides a working example of the propulsion and auxilary functions of marine steam power. (Heritage Office 1992)
Date Significance Updated: 18 Feb 99
Note: There are incomplete details for a number of items listed in NSW. The Heritage Branch intends to develop or upgrade statements of significance and other information for these items as resources become available.
Physical Description 1988
South Steyne is a double-ended, double-screw steamship powered by a 3,250 IHP triple expansion steam engine (manufactured by Harland & Wolff, Belfast). It was the largest ferry to operate on Sydney Harbour, designed and constructed to ocean-going ship standards. 1203 gross tonnes, 67 metres in length and with a beam of 11 metres. It has a double-ended riveted steel hull, steel superstructure to sun deck level, steel bulwarks, teak decks and wheelhouses, 8 watertight bulk-heads, bar keel, double bottom under engine only. Two funnels (one dummy containing water tank).
Historical Notes.
The Port Jackson and Manly Steamship Co. Ltd. was the best known of the Sydney ferry operators and was famous for the large and comfortable steamers which it ran to the seaside suburb and resort of Manly. The ferry service played a significant role in opening up settlement in that region from the 1850s. Patronage was growing steadily in the 1930s and the need to increase fleet capacity and the need for faster vessels led the Port Jackson Co. to order a new ferry boat.
In December 1936 the General Manager of the Port Jackson Co., Walter Leslie Dendy went to Britain to study sea transportation, propulsion techniques and to order a new ferry. By March 1937, seven shipbuilders had submitted tenders. The contract was awarded to the Scottish shipbuilder Henry Robb Ltd. for a steam reciprocating ship. The engine was built by Harland & Wolff Ltd., Belfast. The keel of the vessel was laid at Robb's Leith Yard in October 1937 and launching took place in April 1938. The name of the vessel came from the promenade behind the ocean beach at Manly.
Pedder and Mylchreest Ltd. of London was entrusted the task of delivering the ship 12,000 miles to Sydney. Captain R. M. Beedie was the master for the sixty-four day voyage. During the voyage, the South Steyne performed well and found no difficulty in the monsoonal conditions.
The South Steyne arrived in Sydney on 9 September 1938 and for the next 36 years gave faithful service on the Manly ferry run. The ferry had a justified reputation as a fine sea-going boat. For some 20 years it also ran Sunday ocean cruises to Broken Bay, north of Sydney and followed the Boxing Day yacht races to sea. South Steyne was withdrawn from service in 1974 amid uncertainty about the future of the service. At that time it was the last steam ferry operating in Sydney. About a week after the last run a fire broke out in the fan engine room and severely damaged that area and the promenade deckhouse above.
The South Steyne passed through a number of ownerships with intermittent conservation and restoration work being undertaken. In 1988 it was refitted as a cruising vessel/function centre and entered service in Melbourne, its first function was as 'Royal Yacht' for the Queen in April 1988. In 1991 it was sold to a Newcastle owner and was returned to NSW, initially to Newcastle, then to Sydney, where it is now moored in Darling Harbour. (Heritage Office 1992)
This fantastic photograph is by courtesy of Nick Pellier (Ferries of Sydney)
South Steyne was one of the most famous ships to be designed and built by the shipyard of Henry Robb. She was ordered from the Port Jackson Ferry Company in Sydney Australia. She was to become the most well known of all the ferries working out of Circular Quay in Sydney and served the populace of this great city for many, many years.
She is now used as a floating restaurant in Darling Harbour and who knows what the future will bring for this iconic vessel.
She was 1203 tons, with a length overall of 220 feet and a beam of 38 feet.
She was launched from slipway No 4 at the Leith shipyard of Henry Robb on 1st April 1938.
Launch of the "South Steyne" (Ship No 267)
Note the side paddle tug. Ready to take her in tow.
Some Notes:-
30th June 2008, 9:15am. World's largest operational steam ferry returns to Darling Harbour. Quote from the Manly Daily: "The South Steyne was the grandest Manly ferry ever to grace Sydney's waterways and was everyone's favourite as she plied her trade from 1938-1974, crossing the Heads more than 100,000 times." She was also the only ferry licenced to sail outside the Heads and from 1953 until 1973 made regular trips to Broken Bay each Sunday giving many Sydneysiders their first experience of an ocean cruise. Designed by J Ashcroft; built by Henry Robb and Company of Leith, Scotland.
Statistics: 1,203 tons gross/536 tons nett; 67m long with a beam of 11m maximum passenger capacity of 1871. Traditional Manly Ferry style with two passenger decks, built of timber, iron and steel, powered by a magnificent Harland & Wolff four cylinder triple expansion steam engine, boilers could use coal or other fuels. She could exceed 17 knots. Fitted with radion in 1953 and later radar. Upper deck damaged by fire in 1974. 1988 refitted as restaurant/cruising vessel. Also once used as a Royal Yacht for the Queen.
South Steyne arrives in Sydney 1938.
Statement from NSW government inventory about South Steyne
The South Steyne was the best known of the Manly ferry line which played a major role in the suburbanisation of Sydney and in the development of its recreational patterns. It is a very high quality example of naval architecture and an outstanding example of the plating (having no flat plates) for which Henry Robb of Leith was famous. It is the finest example of the most significant Australian contribution to sea navigation technology - the development of high speed, double-ended operation in deep sea conditions. It has an intact operating example of propulsion by steam reciprocating engine. It epitomised the Manly ferry as part of Sydney's image and its popular urban culture; and remains, like the Harbour Bridge, a powerful piece of Sydney imagery. It is held in high esteem by the local community and remains in the collective memory of the nation. It provides a working example of the propulsion and auxilary functions of marine steam power. (Heritage Office 1992)
Date Significance Updated: 18 Feb 99
Note: There are incomplete details for a number of items listed in NSW. The Heritage Branch intends to develop or upgrade statements of significance and other information for these items as resources become available.
Physical Description 1988
South Steyne is a double-ended, double-screw steamship powered by a 3,250 IHP triple expansion steam engine (manufactured by Harland & Wolff, Belfast). It was the largest ferry to operate on Sydney Harbour, designed and constructed to ocean-going ship standards. 1203 gross tonnes, 67 metres in length and with a beam of 11 metres. It has a double-ended riveted steel hull, steel superstructure to sun deck level, steel bulwarks, teak decks and wheelhouses, 8 watertight bulk-heads, bar keel, double bottom under engine only. Two funnels (one dummy containing water tank).
Historical Notes.
The Port Jackson and Manly Steamship Co. Ltd. was the best known of the Sydney ferry operators and was famous for the large and comfortable steamers which it ran to the seaside suburb and resort of Manly. The ferry service played a significant role in opening up settlement in that region from the 1850s. Patronage was growing steadily in the 1930s and the need to increase fleet capacity and the need for faster vessels led the Port Jackson Co. to order a new ferry boat.
In December 1936 the General Manager of the Port Jackson Co., Walter Leslie Dendy went to Britain to study sea transportation, propulsion techniques and to order a new ferry. By March 1937, seven shipbuilders had submitted tenders. The contract was awarded to the Scottish shipbuilder Henry Robb Ltd. for a steam reciprocating ship. The engine was built by Harland & Wolff Ltd., Belfast. The keel of the vessel was laid at Robb's Leith Yard in October 1937 and launching took place in April 1938. The name of the vessel came from the promenade behind the ocean beach at Manly.
Pedder and Mylchreest Ltd. of London was entrusted the task of delivering the ship 12,000 miles to Sydney. Captain R. M. Beedie was the master for the sixty-four day voyage. During the voyage, the South Steyne performed well and found no difficulty in the monsoonal conditions.
The South Steyne arrived in Sydney on 9 September 1938 and for the next 36 years gave faithful service on the Manly ferry run. The ferry had a justified reputation as a fine sea-going boat. For some 20 years it also ran Sunday ocean cruises to Broken Bay, north of Sydney and followed the Boxing Day yacht races to sea. South Steyne was withdrawn from service in 1974 amid uncertainty about the future of the service. At that time it was the last steam ferry operating in Sydney. About a week after the last run a fire broke out in the fan engine room and severely damaged that area and the promenade deckhouse above.
The South Steyne passed through a number of ownerships with intermittent conservation and restoration work being undertaken. In 1988 it was refitted as a cruising vessel/function centre and entered service in Melbourne, its first function was as 'Royal Yacht' for the Queen in April 1988. In 1991 it was sold to a Newcastle owner and was returned to NSW, initially to Newcastle, then to Sydney, where it is now moored in Darling Harbour. (Heritage Office 1992)
Two great Sydney Icons.
South Steyne passing Sydney Opera House being built.
Some more notes of interest.S.S. South Steyne
The S.S. South Steyne is a 224' (70 metre) long steamship making it the world's largest operational steam ferry. Built in Leith, Scotland for the Port Jackson and Manly Steamship Company, the South Steyne was launched on April 1st, 1938 and on July 7th 1938, it steamed the 22,000 kilometres to Australia arriving on September 19th the same year.
The South Steyne has been an icon of Sydney since 1938. As the famous Manly ferry, it crossed between Circular Quay and Manly over 100,000 times over its 36 years, carrying well in excess of 92 million passengers.
Her career finished on August 25th, 1974 when she caught fire at her Balmain berth and was withdrawn from service as a commuter ferry.
M.S.C. ARROW
Ship No 266
Was the third in a long line of tugs to be ordered by the Manchester Ship canal .
One of a four ship order built for the Canal, the others being MSC Archer, MSC Badger & MSC Bison. Served in the canal until 1968 when sold to Northern Slipway Co and resold to Malta Tug & Lighter Co in 1970 along with MSC Archer. Fate is unknown after that.
She was a single screw tug with I.H.P. 750, at 144 grt, she was launched from the yard on the 26th of July 1938. She was 86 feet length overall and with a beam of 23 feet and draft of 12 feet. This was in the day when a tug looked like the great work horse that she was.
Was the third in a long line of tugs to be ordered by the Manchester Ship canal .
One of a four ship order built for the Canal, the others being MSC Archer, MSC Badger & MSC Bison. Served in the canal until 1968 when sold to Northern Slipway Co and resold to Malta Tug & Lighter Co in 1970 along with MSC Archer. Fate is unknown after that.
She was a single screw tug with I.H.P. 750, at 144 grt, she was launched from the yard on the 26th of July 1938. She was 86 feet length overall and with a beam of 23 feet and draft of 12 feet. This was in the day when a tug looked like the great work horse that she was.
M.S.C. ARCHER
Ship No 265
Was the second in a long line of tugs to be ordered by the Manchester Ship Canal.
She was One of four sister ships built for the Canal, the others being MSC Arrow, MSC Badger & MSC Bison. Served in the canal until 1968 when sold to Northern Slipway Co and resold to Malta Tug & Lighter Co in 1970. along with MSC Arrow. Fate is unknown after that.
She was a single screw tug with I.H.P. 750, at 144 grt, she was launched from the yard on the 29th April 1938. She was 86 feet length overall and with a beam of 23 feet and draft of 12 feet. This fine tug was to provide sterling service during a long working life.
Was the second in a long line of tugs to be ordered by the Manchester Ship Canal.
She was One of four sister ships built for the Canal, the others being MSC Arrow, MSC Badger & MSC Bison. Served in the canal until 1968 when sold to Northern Slipway Co and resold to Malta Tug & Lighter Co in 1970. along with MSC Arrow. Fate is unknown after that.
She was a single screw tug with I.H.P. 750, at 144 grt, she was launched from the yard on the 29th April 1938. She was 86 feet length overall and with a beam of 23 feet and draft of 12 feet. This fine tug was to provide sterling service during a long working life.
M.S.C. Archer (Ship No 265)
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