South Coast NSW History Story
‘Merimbula’, 1928
MERIMBULA
A South Coast Wreck
(By Jack Hopkins in “The Eden Magnet”)
In 1908–09 one more vessel was added to this world of wonders. With a crash, the champagne bottle broke upon her bows; then, with a gradual increase of speed, this newly christened boat slid proudly down the slippery ways into the element in which she was to sail for nineteen years – in which, indeed, she was to meet her end at the terminus of this short time. Thus the Merimbula was born to the world. This event took place in Trevor, Scotland.
The ss. Merimbula, a finely proportioned ship, was 209ft in length, 32ft in breadth, 21ft in depth, was built of steel and was equipped with twin screws. She came to Australia about the year 1910, having been built for the I. & S.C.S.N. Co., and was placed upon the South Coast run as the company’s principal boat in succession to the ss. Bega, which had gone down near Tathra on the night of April 5, 1900. On this run she called at Bermagui, Tathra, Merimbula and Eden. The ss. Merimbula was a vessel of 1,111 tons and was set up in every way to suit the travelling public. Following the death of Captain Swanston, Captain O’Connor took command in 1919 or thereabouts.
THE WRECK
On March 27, 1928, the Merimbula went ashore at Beecroft Head, 10 miles north of Jervis Bay and 80 miles south of Sydney. On the morning of the 26th, she took on in Sydney a big cargo, which included £200 worth of furniture and 100 tanks of benzine. Leaving the wharf at 3 p.m., she went to Balmain for coal. At 5.15 p.m. she cleared the heads, with thirteen adults and one child as the total number of passengers. My mother (Mrs. James Hopkins) remarked to another passenger that the ship was hugging the shore very closely. The seas were very high and the fact of being so close inshore was put down to that; indeed, they were so heavy that they washed right up over the decks into the cabins, making it impossible for any doors to be left open for any length of time.
However, things quietened down until four minutes past 1 a.m., when there was a tremendous crash, the shock of which threw my father out of his bunk. Instantly was heard a rushing of men upon the decks, with exclamations of “On with your life belts!”, “Take to the boats!”, “She’s on a rock!” However, the captain decided to wait on board until daybreak, as he was not too sure where he was, and as a fine rain was falling making the night impenetrable. Upon hearing this decision, the stewards set-to to make coffee and other hot drinks.
As everybody was feeling rather miserable the ladies were asked if any of their number could play. Several (my mother among them) responded, and took turns at the piano. About 5.30 a.m., tables were laid as though everything was as usual, but just as the passengers were about to sit down to breakfast the captain said they had better take to the boats, as there was no saying when the ship would slip off the rocks and go down into the 40 fathoms of water which lay at her stern.
The topic of conversation among the passengers was that so large a ship was allowed to sail without a “wireless”, as such would have enabled help to be secured within half an hour. As it was, the captain threw up rockets, which might have been crackers for all the help they secured. With “wireless”, hours of anxiety might have been saved, as Jervis Bay lighthouse could have been notified, or some passing ship might have picked up a message and come to the rescue. About 6 a.m., in heavy rain, the passengers took to the boats and eventually landed upon the beach, all wet and cold, but, thanks to the crew, fires were lit in three deserted shacks and everybody was very comfortable under the conditions.
CAPTAIN’S ROUGH WALK
In the meantime, Captain O’Connor set out on a ten mile walk in teeming rain to Jervis Bay lighthouse to secure assistance. The crew returned to the ship and procured provisions for the passengers. All sat down later to a meal composed of bread, butter, tinned-fish, etc.
At three p.m. Captain O’Connor returned after arranging for a fleet of cars to be sent for the passengers. Half an hour later the driver of a Nowra car arrived and said that the cars were awaiting them on the opposite side of the bay. It then became necessary to proceed thither in the lifeboats, and the women were very frightened, as the seas were very high.
Upon reaching land, a quarter of a mile walk had to be made over sand and tussocks, and the carrying of one’s own luggage in the wet made the trip more disagreeable. However, the cars were reached, and the trip was made over 30 miles of rough bush track to Nowra. At the Prince of Wales Hotel a dry change was effected and a greatly appreciated hot dinner was served. Retiring for the night, the weary-worn passengers enjoyed a well-earned rest.
Next morning a special car took passengers for Bega, which was reached at 9 p.m. Some of the 13 had gone to Sydney from Nowra. Others left at Bermagui, others said good-bye at Bega, and thus were parted the companions on that fateful trip – I wonder if for ever! My mother, father and brother arrived home next day, coming out of their dangerous experience with little worse than the effects of a severe shock and the thoughts of “what might have been” still fresh in their memories.
The ss. Merimbula became a total wreck, and on April 2 was sold by public auction to a Melbourne man for £300. She had been insured for £30,250, and a few years ago was valued at £60,000.
It was a singular thing that Captain Morris, Superintendent of Navigation, who was a passenger on the Merimbula, was harbour pilot when that steamer first came to Australia and that it was he who piloted her into Sydney Harbour.
— ‘Goulburn Evening Penny Post’, 11.5.1928
FOOTNOTES TO THIS STORY:
LOOTING THE MERIMBULA.
Perambulators, sewing machines, rubber tyres, cabin fittings, cutlery, toys and fancy goods, to say nothing of large quantities of beer and spirits, have all been pilfered from the Merimbula since she went aground at Whale Point, last week (writes the “South Coast Register”).
Large numbers of plunderers, like vultures round a carcass, have removed a large quantity of movable cargo, launches and motor lorries being freely used to remove the goods.
The last members of the crew left Currarong on Sunday afternoon, and from then until Tuesday morning the looters made merry.
One of the ship’s boats was left at the scene of the wreck, and eye witnesses affirm that this was in use throughout Monday night to remove large quantities of cargo.
The excuse has been advanced that an abandoned ship became fair game for all and sundry, but this is not the case. The goods remain the property of the consignee until they relinquish all claims to them.
One of the conditions of the sale of the Merimbula was that one week should be allowed by the purchaser to allow the goods to be removed, the ship and its contents then to become his property.
On Tuesday morning last, police intervention in the matter was requisitioned, and Constable Cook from Nowra proceeded to the scene to make investigations.
What the outcome of this action might be, is not yet known, but several of the plunderers are wishing that they resisted the temptation.
— ‘The Kyogle Examiner’, 13.4.1928
COURT MYSTIFIED
MERIMBULA WRECK
JUDGE SCHOLES said in the Marine Court to-day that after Thursday’s adjournment of the inquiry into the stranding of the Merimbula on March 27 he became aware that the Court’s report did not contain an adequate statement of the facts adduced in evidence. He had, therefore, written the report again, and amplified it.
His Honour referred in detail to the evidence, remarking that between Kiama and Fisherman’s Point the ship was three miles inside her alleged set course. No one on board could account for that.
QUESTION OF DRIFT
It had been suggested that the set of the sea had caused the Merimbula to drift, but it was admitted that such a motion of the sea had never been experienced on the N.S.W. coast. The evidence and contention the Court considered to be unconvincing.
On the evidence adduced the Court found itself unable to state with any degree of confidence what was the cause of the casualty, and the captain’s certificate was returned.
- ‘ Evening News’, 30.4.1928
