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M/V
MATUA & M/V TOFUA - GRAND LADIES OF THE PACIFIC |
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By Captain George P. Clarke |
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In 1875 James Mills and a
group of Dunedin merchants founded a shipping line that would last 125
years. This company was the Union Steamship Company of NZ Ltd. which
became the largest employer in New Zealand other than government. It
controlled the majority of shipping services around the New Zealand
coast and Australia, and also had regular sailings to India, the West
Coast of North America and islands in the Pacific.
In April 1889, the steam vessel, Mawhera sailed from Auckland
inaugurating an Auckland, Tonga and Samoa service. Since then the
company had many ships trading to the islands but the two classic
vessels which were dear to the hearts of many island travellers and
traders were the Matua and Tofua. Both vessels were designed and built
for the Pacific Island trade and were fully insulated for the carriage
of bananas, the main export from the islands to New Zealand.
MATUA
A twin screw motor ship of 4240 grt. Matua was built in 1936 at
Newcastle on Tyne in England for the trade, mainly from Auckland to
Fiji, Tonga, and Samoa and during her early days to Rarotonga and
Aitutaki were in her schedule. Lyttleton and Wellington were visited
from time to time. And an occasional voyage was made to Sydney.
When she entered service, the Matua was painted white with a green band
which gave her a yacht like appearance. During the war she was painted
grey, then white again, before eventually assuming the green colours to
her hull which was known to all.
She had accommodation for 64 passengers and carried some 100 deck
passengers on the voyages between Fiji, Samoa, Tonga.
Apart from a few mishaps and the effects of cyclones, Matua was a very
successful vessel and served the Union Company for 32 years. On her
maiden voyage she touched a reef at Aitutaki, damaging a propeller. The
following year she struck a buoy while negotiating the southern
entrance to Nuku'alofa when again she damaged a propeller. In 1957 she
grounded on Duff Reef 10 miles east of Wailangilala in the Fiji Group
and was towed off undamaged by the American destroyer "James E. Keys".
Matua was eventually sold in 1968 to buyers from the Philippines and
renamed |
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MV Matua built in 1936 for trade mainly from Auckland to Fiji,
Tonga, and Samoa and during her early days to Rarotonga and
Aitutaki were in her schedule. (Photo: Captain George Clarke). |
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3rd
officer on Matua checking the vessels compass error by amplitude
of the sun, MV Tofua at Pagopago, American Samoa and anchorage
at Alofi, Niue. (Photo: Captain George Clarke) |
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MV
Tofua at Vavau, Tonga; both vessels were designed and built for
the Pacific Islands trade and were fully insulated for the
carriage of bananas. (Photo: Captain George Clarke) |
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"Sultan K L" The Port of
Auckland was ablaze from all the ships in port blowing their whistle as
the Matua sailed out for the last time. A year later she ran aground in
Manila Bay during a typhoon and was salvaged by Taiwan ship breakers
and was broken up at Kaohsiung in 1970.
TOFUA
The last passenger and cargo vessel also designed and built for the
trade was the 5299 grt. twin screw motor vessel "Tofua". She was built
at Dumbarton, Scotland in 1951and made her maiden voyage from Auckland
to Suva, Lautoka, Suva, Nuku'alofa, Vavau, Pago Pago, Apia, and Suva on
21 December 1951 under the command of Captain N.H. Pearson. Alofi in
Niue was included in her ports of call shortly after her maiden voyage.
The Tofua had accommodation for 73 passengers with allowance for 200
deck passengers. In December 1952 she carried a record 32,269 cases of
bananas to Auckland. After 22 years service to the Union Company, she
was sold in 1973 to Hong Kong interests and renamed Tack Tai. In 1975
she was again sold but this time to Chinese ship breakers for
demolition at Shanghai.
The Union Company did not replace these vessels and it was an end of an
era in Pacific shipping due to the jet age and modern technology in
cargo handling and containerisation.
The Matua and Tofua were very popular ships for island travellers going
to NZ or returning home which was a big contrast from present day
travel. A passenger from the islands to Auckland had to wait for many
months before getting a passage and then spend over a week onboard
before arriving NZ.
As for the deck passengers, the discomfort of being housed on the deck
under tents while at sea and having to bring their own bedding and food
for the time in days and not hours for the voyage between the islands.
Somehow they were content with the conditions and were always a joyous
atmosphere amongst the Samoans, Niueans and Tongans all crammed
together on deck.
These ships were also a source of income for many island boys working
as, able bodied seamen, motormen, stewards or galley hands. They were
also very popular with the crews, particularly Auckland men, because of
the regular run and the time spent in Auckland during discharge and
reloading.
As for myself, I was a deck officer in charge of a navigation watch on
the bridge as per my rank while at sea. I was 3rd Officer on the Matua
during 1963 / 1964 and 2nd Officer mid 1965 for a couple of months
before being promoted to chief officer on a collier trading between
Greymouth and Whangerei.
My next visit to the islands was on the Tofua as chief officer in 1967
and I was able to observe the slow decline of the banana export market
from Samoa due to the disease known as bungee top that was affecting
the plantations.
The following incidents happened during my time on these two vessels
which show how important they were to the people of Samoa, Niue, Tonga
and Fiji.
The first was an important occasion and was either just before
Christmas 1963 or Independence Day when Apia was quickly running short
of beer. The only beer in town was the American chemical, Millers Ale
which to most beer drinkers was coloured water and it did not give the
desired effect of the real stuff from Europe. The Tofua had left Suva
before the transhipped consignment of this important commodity arriving
from Europe. The Matua was a fortnight behind and her ETA at Apia was a
couple of days before this important day.
There were frantic requests from Apia to the Master and Chief Officer
to ensure in top stowing the beer crates for immediate discharge on
arrival. The beer was discharged off the vessel into lighters even
before the passengers could disembark.
These were the days before the new wharf where vessels had to moor out
in the stream using two anchors and the stern tied to buoys. The sight
of the Matua in Apia Harbour to some was like the saviour had finally
arrived. The Master, Capt. F. Bales was treated like a hero and would
have no problems getting himself a matai title if he had wanted one.
The second occasion was in 1967, the coronation year for King
Taufa'ahau Tupou IV of Tonga. The Tofua was the last ship into
Nuku'alofa from Auckland before the coronation so it was very important
that all cargoes for this special event must be onboard at sailing
time.
During loading operations, the vessel was informed of four very big
white pigs in a crate each for Nuku'alofa. The only area reserved for
the carriage of livestock was on the fore deck. The Master, Capt. P.
Bennett rejected the pigs immediately for he was aware of the 200 deck
passengers mainly for the coronation boarding at Suva. Also at Suva, we
were committed to take onboard for Niue on behalf of the Department of
the Island Territories, at least twenty calves and goats.
Some hours later, an urgent message from the Union Company's head
office at Wellington was received by the Master, instructing him of the
importance to load the pigs for they were a gift from the New Zealand
Government for the King's coronation. The pigs did make the full trip
and was not a pleasant trip for the 200 deck passengers housed on the
after deck especially if there was a head wind.
Being the Chief Officer, it was my responsibility to ease the burden
these pigs will have not only to the deck passengers but all personal
onboard. I had arranged with the Bosun for the crew to give the animals
and the surrounding area a good wash down at least 4 times a day while
at sea and in port to land them on the quayside for a wash down by the
stevedores if permitted by the authorities.
There were no problems at Suva, Apia and Vavau landing the pigs on the
quay but not so at Pago Pago where maybe they had to apply to
Washington DC for permission. I am sure Chief Toleafoa (Kalolo) of
Lepea who is still around will remember this royal gift for he was
given the task of looking after them while we were in Apia.
At Apia there was always a social evening at the RSA Club when these
two vessels were in port which were well attended by the local young
ladies maybe looking for a Palagi husband. I am aware that some did
succeed.
The Matua's good work was greatly appreciated by the Island's people
who presented her with a handsome plaque in recognition of her work.
It was a sad day when Matua and Tofua were finally withdrawn after so
many years of good service to the islands.
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Copyright Event Polynesia Ltd.
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