The launch and loss of the steamer Currumbene.

The launch of the steamer Currumbene 1922
On a glorious Monday morning on the 13th February 1922, The normally quiet seaside village of Huskisson was a bustle with cars and people. Motor buses arrived from Nowra crowded with passengers, and cars kept arriving with visitors, all eager to see the launching of the fine vessel,
built by Joseph Dent.

18 months earlier the keel made from locally sourced timber was laid on the banks of Currumbene Creek at the Dents shipyards. Joe Dent's workmen set about to construct a fine cargo boat for E.D. Pike and Co., Timber Merchants of Sydney.

Like so many other vessels constructed by the Dent family, the launch was marked with a large celebration. Invitations were issued to the launch. On the Monday morning at 9.30am, a large crowd assembled from all over the district to see the launching.

At precisely 9.30am on the high tide, Mr. Dent gave the signal, and the sound of many heavy hammers on the dog-shores gave notice that the work of launching had commenced, within a few minutes the vessel glided "majestically" into the creek from which she was named. 

The vessel was built for the North Coast timber trade between Bellinger River and Sydney. Measuring 132ft in length, breadth 28ft and a depth of hold at 8ft, she was built of colonial hardwood mostly sourced from the local forests.

Mrs. Burroughs, the wife of managing director of the owner, broke a bottle of champagne across the bows as the boat commenced its first journey into the blue waters and named her "Currumbene."  the large gathering clapped and gave a mighty cheer as the vessel entered the water.

The vessel was hauled alongside the wharf, everyone partook of refreshment of every kind, liberally provided by Mr.Dent.

"The jolliest time possible was spent, and there seemed no end to the good things provided."

The managing director of the company Mr. Burrows, in a speech, said he was very pleased with the outcome of their investment.

" It afforded him the greatest pleasure to propose 'The health of Mr. Dent and the men working on the job." He said they had not stinted Mr. Dent for money, but they had full value for the money spent, and he also wanted to compliment the men working on the job, they were the only men he had seen working that he would care to give another job too."

Not everything went to plan during the launch, caught in the outgoing tide the Currumbene went aground for a short time, before being towed to the wharf.


The celebrations continued into the night finishing with a dance in the new hall of the School of Arts, present-day "Huskisson Pictures" and given to the public by Mr. Burroughs, and greatly appreciated by the young folk.


Currambene after fit out.

Not much information has come to hand on the life of the Currambene after her launch

Currumbene ashore

1924 -  March, She was stuck on the bar entering the Bellinger River, later refloated on the high tide without damage.

1925 -  October, She had a lucky escape from disaster after going ashore at the Bellinger River, on inspection she was found to be badly damaged, she was refloated and repaired.

1926 - She was once more stuck on the bar at the entrance to Bellinger River, again refloated without damage.

No blame was ever laid on the Captain or his crew for any of the standings, it was the peculiarities of the channel and sand shifting with currents and tides.

1928 - She was moored in Sydney when one of the fiercest Cyclones ever recorded hit the NSW coast. During the storm, the steamer White Bay foundered near Morna Point with the loss of 16 men. The steamer Euralla went aground, her crew of 16 were rescued.  At the time the storm hit there was a seaman's strike in progress, so many of coastal steamers were moored in Sydney Harbour.
The tremendous storm hit Sydney causing steamers anchored in the harbour to drag their moorings, the Currumbene was one of those. She broke adrift and was in danger of fouling several other steamers before being removed by the tug Leveret.

1928 - She was chartered for salvage operations on the luxury coastal steamer Merimbula which had gone aground near Beecroft Head Currarong. The charter was
canceled when it was found the Merimbula had settled considerably by the stern and salvage operations were canceled.

No other information comes to hand until 1934.

By 1934 the once busy steamer had become a liability to her owners, E. D. Pike and Co., Her last contract was by the Newcastle  Stone Crushing Company Ltd., finished in July 1931, since then no further work could be obtained for the vessel. She remained moored at Newcastle.
Built at a cost of 19.500 pounds, valued by the company at 10.500 pounds, she was insured for 5000 pounds. The Currumbene  had been a losing proposition to the company.

1934 - The once mighty steamer was lost in a mysterious, devastating fire on the banks of the William River Seaham.  The fiercely burning vessel lit up the countryside for half a mile or more.
The fire was watched by scores of residents from the verandas of their homes. Every now and then explosions like those of rockets could be heard."
She burnt for a few hours down to the waterline, she was still smoldering the following morning before sinking in 15 ft of water.  A large area of bush around the vessel was badly burnt as well.

Coroners inquiry.

The  Currumbene was moved to Clarencetown to remove the saltwater growth in 1932, but owing to bad weather she was moored at Seaham on the return journey, where she remained. Mr. Kelly was engaged as a caretaker. Kelly was instructed to light a fire in the boiler and take the vessel to
Clarence town for repairs. Mr. Edward Wilson of Seaham was on board the vessel on the night of the fire and left her at about 10.45 p.m., he
could see the vessel from his home.  The first he knew of the drama was when two rockets were fired by Mr. Kelly.

John Willam Kelly, the caretaker of the Currumbene, said he lit the boiler fire at Cullen's direction to shift the vessel to Clarencetown. He retired to bed at 11.p.m. and was awakened by smoke coming from the engine.  He did not know how the fire had started, He had inspected the ship before the fire.
The coroner returned an open finding.


Continue reading about the T.S.S Merimbula

The Schooner Result – 1890's

The story of the Schooner Result and it's connection with the Jervis Bay region starts with a South Coast Pioneer, Mr Alexander Mathie. JP., A native of Whitburne, Linlithgow, Scotland he arrived in Australia with his parents in 1857 being 10 years of age. The settled in the Shoalhaven District and engaged in farming and dairying pursuits with success.

He was described as a man of ' dogged perseverance" and soon became possessed of considerable lands in the vicinity of St Georges Basin. The local timber industry had stagnated when Mr Mathie recognising the value of local timber for shipbuilding and the ever growing Sydney market started a sawmill and engaged in the timber trade.  With dogged determination he built his business into a financial success..

Slipping ships was an expensive undertaking, having to take ships to Sydney, costs could amount to 3 pounds per day, so Mathie set about and built his own large modern slipway on the western side of the Basin under the lee of Tallyan Point in close proximity to Tallyan wharf where the schooner usually took in her deck cargo.


By 1987 he had bought the Schooner Result from New Zealand. The Result was the first vessel to slip on his newly established slipway. Winched clear of the water for maintenance, the schooner was used to ship timber from his Basin mill to Sydney.

Alexander Mathie  died at Tomerong on June 26 from complications from a apoplectic attack.

The fore and aft Schooner Result.
The Result was a huge centre board kauri built boat, 56 tons, without a hold of any kind with only fore and aft cabins below deck for the crew.  The Result was built for shallow waters, havinga  keel that could be raised, her shallow depth and lightweight kauri construction suited the shallow Basin and the ever-changing Sussex Inlet bar.  The timber was loaded onto the deck of the vessel.  The Result would on average make fortnightly trips between ports, she was a very busy ship which required regular maintenance, which was carried out on the Mathie slips.

1891 - She was pulled from the water for some time and completely overhauled.  On her completion a gathering of local people attended the relaunch, with an el fresco supper provided by the ladies.  The blocks were pulled away and the vessel gracefully slipped into the Basin amidst the cheers of the gathering, guests were welcomed aboard and taken on a cruise across the Basin.

By 1891 the Result had shipped over 3 million feet of timber between the Basin and Sydney, mainly shipping ironbark, turpentine, black butt, woolly bark and spotted gum. She was well suited to the trade.  The run to Sydney in favourable conditions taking around 24 hours.  She kept 10 men continuously employed.

1892 The Result had been operating without serious incident for 6 years but was now sitting on the bottom of the sea near the entrance to Sussex Inlet.


While trying to enter the bar on a moonlit night around 9 p.m. she struck rocks and was holed, hauling clear of the rocks she quickly sank in deep water without loss of life.
Six weeks later she was refloated and taken 7 miles up the river to her moorings inside St Georges Basin waiting to be hauled up onto the slip for repairs. The accident was first blamed on Mr Mathie who was on board at the time and had suggested to the mate, who was steering, to take a shortcut, which in the dusk appeared to be smooth water but turned out to be a flat reef.
Later the reports were changed with no blame being on the channel, or on the part of any person on board, but because in "wearing" the schooner, she refused to come around fast enough, and was carried upon the rocks by the tide. It was expected the repairs would take three months.

The following year the Result made her final voyage.
1893 September 30 The vessel was on a return trip in ballast from Sydney to St Georges Basin.

12.30p.m The schooner left Sydney under a fresh N.E wind the course steered being S.S.W.

7.45 p.m She passed Kiama the same day where the weather became thick, with a nasty south – east-swell developing, accompanied by a squall from the east.
 
8 p.m The captain relieved the man at the wheel, altered course for half an hour to the south and then brought her out to S.S.W.

10.30 p.m. The captain sighted land and found that the schooner was in the bight at Abrahams Bosum near Jervis Bay.  He at once called all hands up, and three times they attempted to stay the vessel. She missed each time, however, and the anchor was then dropped, It did not hold, and a minute later the schooner grounded, and ultimately became a total wreck.

The crew affected a landing without incident, taking all their belongings. They remained by the wreck until Sunday and succeeded in securing a quantity of gear from the vessel. The Result was uninsured.
The crew were returned to Sydney by the Steamer Coomonderry.

Marine enquiry.
Barnard Sholbert, the only witness called, stated that he was the mate of the Result when she went ashore. He had been in her for 13 months, and the last nine months under the present master,  The crew consisted of three all told, the captain, himself and the cook. Passing Kiama the vessel was well off the land, and the green light could hardly be seen. The only reason he could advance to account for the loss of the vessel was the conduct of the captain. The vessel was, he thought, steered on the correct course. He did not know there was any whisky onboard until abreast of Kiama when the captain called told him. After going below, the captain called him up to shorten the sail. The vessel was running wing and wing, and he went forward, took in the square sail, lowered the centreboard and shortened the canvas. When he went to the wind the land was on the weather bow,  She was then put about,  and came close inshore, the captain endeavoured to put her about again,  She missed stays three times, and an anchor and about 30 fathoms of chain let go. Thye anchor, however, would not hold and the vessel drove onto the beach, that was on Saturday night.  The sea was then too heavy
for them to do anything and the vessel became a total wreck on Tuesday. The captain seemed to do all he could to prevent the vessel going ashore. Witnesses had never known her to miss stays before. The captain had been drinking whisky at the time of the wreck, but witnesses could not say he was drunk. The captain had a bottle of whisky on his bunk which the cook said they had better throw overboard.

The captain was not present at this hearing.

The Marine Board's Decision.
The Marine Board this afternoon concluded its inquiry into the loss of the fore-and-aft schooner Result, which went ashore and was wrecked off the southern coast on September 30. The board found that the wreck was caused by Walter Graham, the master, in carelessly navigating his vessel by allowing her to run into the Shoalhaven Bight in place of steering her towards her destination along the coast. Captain Graham was, therefore, cited to appear before the board the following day to show cause why his certificate should not be dealt with.

Meaning -  stay. To tack, to bring the ship's head up to the wind for going about; hence to miss stays, is to fail in the attempt to go about.
Centreboard schooner - A centreboard or centerboard (US) is a retractable keel which pivots out of a slot in the hull of a sailboat
Wearing - To turn the ship away from the wind in order to change tacks downwind. All of the rigging turns and rubs during the maneuver, causing the gear to wear.


Two other ships of note have come to grief in this location.
T.S.S Merimbula -  Continue reading.
S.S Plutus – Continue reading.

As mentioned above, the steamer Commonderry had a colourful exciting life – Continue Reading

Young Endeavour–Currarong

Today the Young Endeavour was anchored in the Bight at Currarong seeking shelter from the large swell pushed by a strong southerly gale.   Currarong offers protection to vessels in this situation.


Currarong township can be seen on the right.




Framed by part of what remains of the wreck of the luxury ship the S.S Merimbula, wrecked on Whale Point in 1928.




Continue reading about the historic shipwreck...S.S.Merimbula.

Continue reading about the Young Endeavour from a previous trip to Jervis Bay including some beautiful night shots of the vessel.

Wreck of the S.S.Plutus

On any day. Today I visited the site of the wreck of the S.S. Plutus, you could easily walk right past the remains sitting in shallow water aprox 30 meters from shore.  Unless you are aware of exactly where she lies you would be hard pressed to pick her resting place from any other part of the beach.    When the conditions are clear and the sea is calm and you know where to look, you can still make out the dark  outline against the golden sands.    Any slight wave action caressing her remains causes swirls of water that stand out from the surrounding calm,  giving away her isolation. 134 years ago it was a very different scene to the one I observed today which greeted a newspaper correspondent who made the considerable effort to travel to the wreck site to report on the loss of the S.S. Plutus..

It was a sorry scene you would have witnessed if you had been able to visit the wreck at that time.   Correspondent. ‘'The hull of the vessel had parted nearly amidships,  just in front of the bridge.  She was heading S.S.E, with a lurch to port of 20 degrees,  and lying in about 8ft of water.”   Reconstruction.

The S.S.Plutus was a relatively new vessel, built by T. and W. Smith and launched at South Shields England in April 1982,  just 7 months later she laying broadside to Currarong Beach with waves breaking over her with no hope of getting her off. The Plutus was described as "strongly put together, so as to adapt her for the heaviest description of cargo".   The best materials had been employed in her construction,  with a view to safety incase of touching rocks,  she carried no stone ballast,  the hull was double bottomed to the extent of 343 tons.  Described as a scow steamer, schooner rigged, Iron throughout including decks and spars,  812 tons register,  compound steam engines of 135 horsepower.  She was furnished with the newest and most efficient mechanical appliances for cargo haulage.  Coal can be shot into or whipped out of four very large hatches,  designed to ensure rapid dispatch with a coal capacity of 1700 tons, only drawing 14ft 8inches of water enabling her to travel the Yarra River without lightering in the bay. Owners,  Kish Brothers and a number of other partners of Sunderland England. She arrived at Newcastle in July 17 1882, to fill the demand for economical well equipped steamers for the ever increasing coal trade.  Chartered  by Mesa's. J. and A. Brown, of Newcastle. and had since been in the Newcastle to Melbourne coal trade in command of Captain Kish. Captain Kish was a young man of around 27 years of age at the time of the grounding.  Leaving Newcastle she proceeded south in good conditions, passing Sydney Heads as expected,  the master set her course to S.1/2 W, which should have kept her 10 miles from shore. When asked about the grounding by a correspondent from the papers. Captain Kish. - " I had no doubts about my position; I expected and was looking out for Jervis Bay light; there was neither carelessness or neglect on the part of myself, officers or crew." 7p.m the weather was described as thick and hazy with a west wind and a sea in her favour she made good progress down the coast. 8p.m  Captain Kish thought they were around 15 miles off the land moving at aprox 9 knots.  Before leaving the bridge,  Captain Kish gave orders to her observers to look out for the Jervis Bay Light, or Beecroft Head. 8.20 p.m. The master was called on deck by second officer saying that land was right ahead.  Captain Kish. - 'When I got on deck she was heading S.E.,  with the land on the port bow, I  thought it was a fog bank.  ordered the helm hard a starboard to make sure,  and stopped the engines and reversed them full speed."  LAND AHEAD!.  was shouted by one of the  four men on watch,  he was in a forward position,  he received no response,   he rushed back to the bridge to raise the alarm,  "but before the way was stopped the vessel struck,  went ashore,  and never came off afterwards." Firmly wedged in the sand the sea started to break over her,  washing away the bulwarks and driving the ship right up on the beach.  The night was very dark and with the rough sea it was decided to wait until daylight before leaving the ship. In the hope of attracting attention rockets were fired at intervals of 10 minutes for an hour. Currarong in those times was a very isolated, location with few permanent inhabitants. Sunday morning -  The sea was a lot calmer and all hands alighted the vessel by the boats and rowed to shore.  Over a period they landed all movable materials from the wreck. The Captain and crew left for Greenwell Point to raise the alarm,  leaving the chief and second officer in charge of the wreck. Marine Enquiry. When asked to explain how the Plutus came to be in the position it found herself in.

The Captain had no explanation.

Captain - 'the course steered should have taken the vessel 10 miles clear at least of the light,  from whence I should have taken a fresh departure.  I cannot in any way account for ar explain the position of the vessel when she struck.' other than to think the compasses were off."

Marine Board Enquiry findings. After interviewing all the relevant officers and crew and Captain Kish and careful deliberation of all the fact, the Marine board bought down it's findings on the 5th January 1883.

" We find the loss of the vessel was caused through the wrongful act or default of the master, Captain Kish. in carelessly navigating his ship,  and in not taking proper precautions before it got dark of ascertaining her true position. The boards decision is that Captain Fisk's certificate should be suspended for six months from the date of the wreck."

She lies close to the beach and within site of the wreck of the T.S.S.Merimbula, which ran headlong into the distant headland and became a total wreck…

50 years later Coal from the deep. 1925 some 50 years after the Plutus was wrecked, her cargo of Newcastle coal could still be found strewn along the beach adjacent to the remains of the wreck...'the coal burns as well as the present day coal."  - J.D. 134 years later. 2016. Even today as I did.  you can still find Newcastle coal washed from the wreck,  I found quite a large piece ( 200mm x 100mm x 80mm) sitting on the sand at low tide. If you dive on the wreck what you see will depend on what the sand has revealed....I have dived the wreck many times over many years,  usually as a passing curiosity on our way to other dive locations. I have seen it almost covered completely with nothing but a few rusted bits sticking out of the sand,  and other occasions have seen her exposed down to her twisted deck plates with clearly defined hatch ways. Close to shore it’s an easy dive on calm days, but please always dive with a friend.

Newcastle Coal recovered 21st December 2016.

Remains of a port hole I recovered from the wreck site in 1996 now in the collection of the Jervis Bay Maritime Museum.

Just to the east of the wreck is Plutus Creek, named after the wreck.

S.S.Eden.

These are some of the headlines that announced the narrow escape from disaster of the S.S. Eden in 1909. S,S, Eden in Eden Harbour – no copyright restrictions. Today with the aid of modern navigation equipment,  communication and radar,  it's hard to imagine a ship running into the imposing cliffs of Point Perpendicular,  but for the coasting vessels of the early 20th Century given the "right" or "wrong" set of circumstances Point Perpendicular could pose a serious problem.  Point Perpendicular headland is one of the most easterly projections into the Tasman Sea, coasting vessels often sailing and steaming close to shore and without due diligence,  could find themselves on a collision course with these imposing cliffs.

In this case it was a slightly strange combination of  circumstances that caused the mishap and near disaster of the Luxuriant Steam Ship Eden. Saturday 18th 1909 Sailing on smooth seas  between Eden and Sydney, the S.S Eden carried  100 passengers including 40 to 50 women and children and around 30 crew, and cargo,  Captain S.Bishop who was temporarily relieving Captain G. Walker, was staying closer in to shore than would normally have been regarded as prudent or necessary.   The first unusual circumstance. At the time of the accident striking workers created  a shortage in the supply of coal for the steamers. To keep their ships operating  Captains were forced to burn timber and coal combined.  Staying close to the coast made the journey shorter and would burn less fuel, but with it came increased danger. The second unusual circumstance. 6.30 a.m  - At the time the S.S Eden was plying the coast at half speed,  there were  bush fires burning around the south coast,  Jervis Bay area,  causing a heavy haze to drift off shore and hang low over the sea,  this combined with a dense fog  obscured the view of objects ahead. 7 - 8a.m  -  Ulladulla light had been shortly spotted,  the Eden cut straight across Wreck Bay and kept close in. Breakers Ahead - The man on lookout saw the cliffs and rushed aft,  the captain in the wheel house ordered the the engines to be put into full speed astern,  but it was to late,  and the steamer crashing on,  was brought upon the rocks. Most of the passengers were in their bunks when the impact took place,  others were knocked off their feet.   On feeling the shock which sent a violent shutter  from stem to stern, the passengers quickly rushed to the decks, many still in their night attire to learn what happened.  At first they were greatly alarmed, the 300ft towering cliff face loomed from the haze above their heads,  the impact was violent enough to dislodge large overhanging rocks which came crashing down around the ship,  one piece hit the ships bow plates with such force it became firmly embedded in the ship. Captain Bishop and his officers reassured the excited passengers,  telling them that there was absolutely no danger.  Captain Bishop and his crew acted with great coolness,  the stewards and stewardesses acting under Captain Bishops command served out the life belts, this caused more alarm amongst the passengers,  but the officers reassured the passengers this was done purely as a precaution,  the boats were swung out and lowered to the rail,  but they were never needed. The Eden responded to her engines and was backed off straight away,  an examination showed that the fore-peak had become flooded,  the bulk head kept the remainder of the vessel perfectly tight. The ship was examined and found to be badly damaged below the water line Captain Bishop  judged the Eden to be sea worthy and without delay headed the Eden away for Sydney.   The wells were sounded periodically during the run up the coast,  and it was found that the water had not extended to the holds, the pumps were not required,  and consequently the cargo was not damaged. The Eden was fitted with two bulkheads and therefore if the damage had been much greater than it proved to be she would have remained afloat. Miraculous Escape. One of the firemen was asleep in his bunk,  and the port anchor,  coming in contact with the rocks,  forced the hawsepipe within a few inches of his head,  he was thrown out of his bunk by the shock of the impact. Damage Report. The survey of the Eden in dock showed the damage forward is of a very extensive character,  and the opinion was expressed by experts that the vessel has a very narrow escape from disaster.  The whole forefoot was turned right to starboard,  thus exposing an irregular gap of great dimensions.  The whole of the plates below the 10ft water mark at the stem were either broken or fractured,  and the frames and floors in the vicinity of the damaged stem are in a buckled and broken condition. REF: http://www.photosau.com.au/cos/scripts/ExtSearch.asp?SearchTerm=089597 Description of vessel. The Eden was a steel screw steamer of 693 tons gross,  purpose built in 1900,  by Russel and Co of Port Gladscow, for the Illawarra Steamship Company  she was 197 ft long, beam 26.6 ft,  depth 16.6ft, Propelled by two compound engines producing 750 HP.   Luxurious accommodation had been provided for 60 first class and 12 second class passengers,  and all the modern improvements, including elaborate refrigerating plant and a complete installation of electric light.  The main salon and state rooms are unusually large and handsome and tastefully decorated and furnished. Captain S. Bishop one of the oldest and most careful of the coasting masters was temporarily relieving Captain G Walker at the time of the accident,  but it had been arranged that he should take over permanent command of the vessel.  Captain Walker having been selected to command the companies new luxuriant steamer Merimbula,  which in 1928 went ashore and sunk after running into Drum and Drumsticks near Jervis Bay. Continue reading about the Merimbula The Eden at this time was laid up in dock,  but was immediately rushed back into service to replace the Merimbula. Other reported incidents involving the Eden. 1905 - The Eden had previously survived a tremendous gale off the coast of Jervis Bay.  Seeking shelter in Jervis Bay, the Eden entering the bay with great difficulty,  she took four hours to pick up the lighthouse,  Sea after sea broke over the steamer,  smashing the fittings and saloon furniture.  The passenger of whom there were a large number had an exciting time,  and the women suffered severely, weeping and praying all night.   The weather was so tempestuous that the female passengers were not the only ones on board who thought the Eden would never survive the storm. The Eden sheltered in the bay until the weather moderated and arrived in Tathra  three days late. 1910 - Tidal Wave. A tidal wave was experienced at Ulladulla on the south coast.  The weather was rough outside,  but the steamer Eden was loading in comparative comfort.  Suddenly huge seas broke completely over the wharf,  carrying 400 sleepers and everything portable with them,  The mooring ropes were snapped and to save herself the Eden had to stand out to sea.  Such a thing has never before been know at Ulladulla. 1921 -- The Eden was used to carry cargo and passengers to relieve Tasmania which was cut off during a seaman’s strike. 1929 - Man Lost Overboard. A passenger went missing and presumed to have fallen overboard somewhere between Bermagui and Sydney.  Aged between 50 and 60 years,  When the Eden left Sydney the man was on board,  but his bunk was found to be unoccupied and he was no where to be seen. 1933 - The Eden was scuttled at Tathra.

Meaning: Hawsepipe - A ship’s hawsepipe is the pipe passing through the bow section of a ship that the anchor chain passes through. Forefoot - The area of a ship’s hull where the keel and stem are joined. Stem – The most forward part of a ships bow, referring to the timber between the forward end of the keel and the deck.

The red hawsepipe can be clearly seen in the bow of the Lady Denman Ferry. In this case it’s very small,  but in a larger vessel the pipe can be quite substantial and weigh many kilo’s.

Wreck of the T.S.S Merimbula.

This photograph of the T.S.S. Merimbula  appeared in the April edition of the Sydney Mail 1928, it shows the ship after she ran aground on the rocks at Currarong.  You can see Lobster Bay with a small sailing vessel in the background. Continue Reading.

Camping De luxe

Illawarra Mercury - 1919

29 years before the S.S. Merimbula went ashore and drew the attention of Sydney people to the little known coastal resort of Currarong,   it was best known by Shoalhaven locals as a great camping and fishing spot,  the township was small and isolated,  the early roads were rough and took many hours to travel from Nowra. 1919 - Despite the Local Clive Shire Councils opposition, Henry Halloran a local land developer paid for and constructed a new road to Currarong and Culburra, the Shire Council then agreed it was a great thing for the area and tourism,  Mr Halloran wished they had made their minds up earlier and avoided the many delays. Mr Halloran had grand visions for the area. He tried in vein for many years to see his dream of a new modern city, A city he would name “St Vincent's City, ” an area from Crookhaven River to the shores of Jervis Bay,  encompassing Lake Woollumboola.

St Vincent’s City. Suburbs will extend from Crookhaven to the northern shores of Jervis Bay.  It will be traversed by a railway, having numerous stations for the convenience of the residents yet to settle there.   Provision has been made for industrial, commercial, educational, and residential areas, for a national park, racecourse, and recreation reserves, and due attention has been given to the details suggested by modern town-planning ideas.  Even Lake Wollumboola will be connected by a canal with Jervis Bay, and possibly ship-building on a huge scale will be conducted there in the sweet by and bye.

One group from Wollongong took advantage of the area, and often camped on the shores at Abraham’s Bosom,  they produced and published a paper called the “Abraham Bosom Times” and from reading one of their stories,   they certainly made the most of their stay.

During the Easter holidays a party of gentlemen from Wollongong camped at Abrahams Bosom, Jervis Bay, and camp life was evidently short of many discomforts,  judging by the accounts published in the "Abraham's Bosom Times," a daily record of the camp life which has been printed and published. The dining tent was illuminated with acetylene light,  and two cooks served up the camp fare in most appetising form.  The days passed to hurriedly for the campers,  who wiled the time in fishing,  shooting,  and robbing wild bees nests,  from forest giants,  which had to be felled before honey could be procured.  In one instant the gad and drill was requisitioned in order to secure honey from the nests amongst the rocks,  but the venture did not prove a success.

Abraham’s Bosom is a beautiful area now part of the Jervis Bay National Park,  it has spectacular scenery, clear blue water, sea caves, clean beaches and hidden coves,  anyone who hasn’t been to the area should take the time to visit this beautiful part of our coast. While your there visit the scattered remains of the S.S Merimbula now strewn across the rocks ,  and wonder what it must have been like for the passengers and crew to suddenly find themselves thrust unceremoniously upon the reef in the cold inky blackness.

Continue reading about the S.S. Merimbula.

Meaning:  Gad - A pointed tool, such as a spike or chisel, used for breaking rock or ore.

1928 S.S. Merimbula runs aground

S.S. Merimbula shortly after running ashore and before she broke her back and slipped beneath the waves.

Yesterday I took a walk out to the remains of the S.S. Merimbula, 87 years after this beautiful coastal steamer ran aground on the reef adjacent to Bosom Beach Currarong , the elements have almost totally claimed what remains of the ship,  a few riveted, rusted pieces of steel, with a few small fragments of wood attached and a large piece of steel pipe with a rusted flange and bolts still in place,  is all that is left above the water to indicate the wreck site. The few parts remaining have been moved over the years by the large waves that smash this exposed reef.   When I first saw this wreck in 1979, there was still a bow that you could recognise, and large pieces of timber decking attached,  it was in a different position to the pieces of wreckage remaining today. Continue on to a previous post and photographs about the S.S. Merimbula.