END OF NOTABLE SHIPS.

Otago Daily Times, Issue 19802, 29 May 1926, Page 21

END OF NOTABLE SHIPS.

SUNK AND WRECKED. PATEENA, BROXTON, AND KARU. SOME EXCITING EXPERIENCES. Three steamers which made history in the- New Zealand and intercolonial trades have, like many more old-timers, tumid their last resting-place. Two oi these vessels —the Puteena and Broxton— were sunk in Otago Ilaroour this week, while me Kuru ca.no to an end near Cape Maria van Uienian over three months ago. THE PATE ENA'S CAREER. The Paieona had a omen hat uneventful career, as sue met with only slight mishaps. On March 16, 1897, a hie broke out in the steamer’s forepeak while she was in dry-dock at Melbourne. Very little damage was done. On August 11, 1906, the Pateena stranded on a mud-bank near Nelson. She was refloated the same day undamaged. On November 25, 1912. when bound, from Picton to Nelson, the vessel touched on Pig Island. Again she sustained no damage. The .Pateena was formerly owned by the Tasmanian Steam Navigation Com pany, and passed into the Union Steam Ship Company's hands when the company acquired the Tasmanian Company s fleet. She was employed for some years m the Tasmanian service, and on coming to New Zealand was placed in the Viellington-Picton-Nelson service. She was retained in this service until August, 1920, when she was withdrawn and sent to a lay-up berth at Port Chalmers. The Pateena was built by Messrs A. and J. Inglis at Port Glasgow in 1883. She is of 1212 tons register, and was engined by A. and .1. Inglis, of Glasgow. LARGEST WOODEN STEAMER. The Broxton had a somewhat eventful career since she first arrived in New Zealand waters. She was said to be the largest wooden steamer afloat. She was built in Seattle during the war for the United States Shipping Board, and on leaving the builders’ hands was acquired by the Universal Trading and Shipping Company of Seattle. This company then owned five' wooden steamers, also a number of other vessels. The Broxton, whose dead weight capacity was 6600 tons, was a single-screw steamer with a speed of 85 to 9 knots per hour loaded, and up to 10 knots running light. She loaded lumber on the Pacific. Coast in 1921 for Melbourne, and then steamed round to Newcastle on charter to carry three loads of coal to New Zealand. With the first load she left Newcastle on November 16, 1921. .arid on the run across the Tasman Sea experienced a series of fresh gales varying in direction from south-west to north-west. As the steamer was not fully loaded, on account of the bar at Newcastle, little inconvenience and no damage resulted from the rough weather. Her draught on arrival at Port Chalmers several days jater was 25ft lin. On that trip she carried 4275 tons of coal. The Broxton, which had one funnel, two masts, and four large hatchways, resembled in appearance the ordinary type of iron cargo carrier A dose inspection showed the ship to be powerfully constructed of timber. Her decks were flush fore and aft, with the exception of a rise of about sft for the forecastle head. Her equipment, which was on modern lines, included a wireless Outfit Her machinery worked satisfactorily, the run from America to Melbourne being accomplished without a stop, save for bunkering at Honolulu® The Broxton subsequently went to Lyttelton, where she was detained on account of debt. A mystery surrounded the ship until October 8, 1922, when it was partly solved by the announcement that she had been sold at auction on September 26 for £6500.

It was also announced that the purchasers, for whom Mr Budge, the United States Vice-Consul, acted at the sale, were a syndicate of Canterbury residents, who then offered to resell the Broxton to the New Zealand Government at a very moderate advance on the purchase price. The offer was declined. The purchasers’ object in offering tho vessel to the Government was to provide the country with a standby in the event of shipping troubles. They considered that, with a 5500-ton cargo steamer at its disposal, the Government would be able to ensure regular supplies of phosphates from Nauru Island, as well as hydro-electric, railway, and public works plant, and such necessary commodities as coal, sugar, and timber in the event of a lack of privately-owned vessels. They also believed that the ship would be useful for training boys for the sea, and also as a naval collier. The Broxton was sold by order of the Vice-Admiralty Court in satisfaction of two debts at Lyttelton. She was built at ,a cost of about £75,000. The vessel could carry over 5000 tons dead-weight. The Broxton was subsequently purchased by the Union Company, and brought to /Port Chalmers. She lay at the export wharf for many months while the engines and fittings were removed. When this work was completed she was towed to a position close to the shore in Carey’s Bay, where she lay a mere shell until towed to her last resting-place beneath the water near the entrance to the Otago dock. KAP.U’S CHAPTER OF ACCIDENTS. The small steamer Karu, which struck the bar when leaving VV hangupe towards the end of February last, and which was beached and then became a total wreck near Cape Maria van Diemen February bo, was well known at the port of Otago. - ~ A glance at the peculiar outline and build oi the Karu convinced even a “landlubber” that she was not a British-built vessel. One’s first impression was that she "as an odd and somewhat- unwieldlylooking craft, and she was certainly not a pleasure ship. She was referred to by sailoi'iiion as the ‘‘tub” and by other un complimentary names. 'Hie Karu was not a unit of the Union Company's early fleet, but she had been brought into proimneiite by a chapter of accidents curing her career on the New Zealand coast. The Karu’s history, therefore from the tune she leached these waters ma* be of interest. Th Karu was bunt at Mos.-, Norway, in 1901, and was nggeu as an auxiliary three-masted schooner She was constructed of Bes-omec steel, and was ol 267 tons gross register. Her length was 137 ft 6in, beam 24it, and depth lOlt 2in. The machinery was installed aft. When launched she was named Torgauten. The vessel made her first appearance on the New Zealand coast in 1904, and was placed m the coal trade between the West Coast and Lyttelton. In January, 1904, she carried a record cargo of timber from Hokitika o Lyttelton. While on a voyage from Timaru to Hokitika in March, 1904, sh encoun tered a heavy gale, and sustained some damage as a result ol the severe buffeting she received. The captain was compelled to pilot the ves- el into Picton for shelter and to undergo repairs. In April. 1904, as she was leaving Hokitika, a rope became entangled round the propeller. Ihe ship became unmanageable and was driven ashore, where she remained unt - refloated in June The Karu was purchased by 'he West Coast Shipping Company m December, 1904. She made her first visit to Dun edin under that compunv’s Hag in March. 1905. When the Maorila Shipping Company was formed in 1906 she -vns taken over by it and renamed Holindale. While on a trip from Hokitika to Lvltei ton in October. 1909. she Inst ner pro peller through the Hiaft breaking short in the stern gland. The vessel was puked up, towed into Wellington, and placed on'the patent slip for repairs. On a trip from Greymouth to Lyttelton in Feb ruarv. 1912, she encountered heavy gales and high sens, and received another severe buffeting The engine room and stoke hold were flooded, extinguishing the fin*, and she had to make port under sail, which she did after a passage of five and a-half days. In May the same year Hie met with another mishap. Again fault was with the prope'Cr, which had worked loose. In addition si' l ran short of coal; hut she managed to reach Napier. , In 1915. when the Maonland blnpping Company’s ntcrests were purcha i by the Union Company, the steamer was taken over, along with the Ennerdale and Lauderdale. The two k ttor vessels are now known as the Eahika apd Kokin re speetivelv. ’’’lie Holmdale wa« then renamed tvaru. In 1918, when the Karu was on a vovage from Westport to New Plymouth with a coal a serious de fp-t develop’d in her boiler (he dav after leaving the West Coast port. It began to leak badly, and the fires .-re extin rsuMied. The steitrer was then 1 miles dist-ff from Cape Farewell, and a fresh north-west breeze was blowing, wi*.b a heavy sea running. Jury sails 1 rigged, but she made very little headway The sea. became more tempestuous, and the vessel rolled about to an alarming degree. Distress signals were then hoLtcd. and these were observed hv lire officers of the steamer Wairr.es, whWi came to the Kara's a* fl ’4&ance, and her round

to Nel-on. whore repairs were carried out. The crew had a very perilous t:nie, heary seas breaking continuously over the steamer. . , . In 1917 the Kuru was chartered by Messrs Reece Bros., of Christchurch, for 12 months, and by the Canterbury Steam Shipping Company in 1919-20. 'lhe vessel came to I’ort Chalmers on August lb, 19?,1, and was placed on the lav-up berth, where she emained until about two years ago, when -he was purchased by a syndicate for the island trade. She was towed to Sydnev from Port Chalmers bv the Cnion Company’s freighter Waikonaitl The Kara. after refuting at Sydney, was only in commission for a short, period. She was pnreha : ed early this year by Captain Watehhn, who intended to employ her in the intercolonial timber irnoe “ Like the stertorous, inquict, slumber of sick life.” —Carlyle. .... What a dreadful business it is being kept awake all night by a nasty cough It is unnecessary to have this happen it you have a bottle of Baxter s Tung 1 reserver at hand. ‘‘Baxter’s will safeguard your health n ’d prevent coughs colds, bronchial or other chest troubles A dose or two may save a sci.onr illness later on. Pleasant to take and also splendid as a t«nic, . You can obtain a generous-sized bottle fo- 2s (id from all chemists and stores; size, 4s Od—A.-'rf.