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SS Penguin
SS Penguin
SS Penguin
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SS Penguin at Port Chalmers.
Photograph by David Alexander De Maus.
History
New Zealand
NameSS Penguin
Owner
BuilderTod and Macgregor, Glasgow
Yard number128
Launched21 January 1864
IdentificationOfficial number: 47849
FateSank on 12 February 1909 after colliding with rocks near Wellington. 75 people killed in what is classed as New Zealand's deadliest maritime disaster.
General characteristics [1]
TypePassenger/cargo steamship
Tonnage
Length220 ft 6 in (67.21 m)
Beam28 ft 6 in (8.69 m)
Depth14 ft 4 in (4.37 m)
Propulsion
Speed
  • As built
  • 10 knots (19 km/h; 12 mph)
  • From 1882
  • 12 knots (22 km/h; 14 mph)

SS Penguin was a New Zealand inter-island ferry steamer that sank off the southwest coast of Wellington after striking a rock near Sinclair Head in poor weather on 12 February 1909. Penguin's sinking caused the deaths of 75 people, leaving only 30 survivors. This was New Zealand's worst maritime disaster of the 20th century.[2]

Ship history

[edit]

Penguin was built by Tod & McGregor of Glasgow, Scotland, for G. & J. Burns of Glasgow, and launched on 21 January 1864. Registered in Glasgow on 4 April 1864, she was finally sold to the Union Steamship Company in 1879, and was extensively refitted in 1882.[1]

In 1904, a passenger aboard the SS Penguin tried to shoot a dolphin named Pelorus Jack with a rifle, leading to Jack becoming the first individual sea creature protected by law in any country.[3]

Sinking

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Penguin departed Picton on 12 February 1909 en route to Wellington in good conditions. However, the weather conditions changed by 8 pm, with very strong winds and bad visibility. At 10 pm, Captain Francis Naylor headed farther out to sea to wait for a break in the weather, but the ship smashed into Thoms Rock while making the turn, and water started to pour in. Women and children were loaded into the lifeboats, but the rough seas dragged the lifeboats underwater; only one woman survived, and all the children were killed. Other survivors drifted for hours on rafts before reaching safety. As the Penguin sank, seawater flooded the engine room. The cold water reached the boilers, and a massive steam explosion violently fractured the ship.[4]

Following the disaster, a half-day holiday was declared in Wellington to allow the many funerals to be held,[5] as some 40 people were laid to rest in Karori Cemetery.

A court of inquiry found that the ship struck Thoms Rock near the mouth to Karori Stream in Cook Strait. The captain maintained that it had struck the submerged hull of the Rio Loge, lost the month before.[6] On the 100th anniversary of the sinking, Wellington's mayor unveiled a plaque at Tongue Point, near the site of the wreck.[7]

References

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Further reading

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SS Penguin

View on Grokipedia
from Grokipedia
The SS Penguin was a 749-ton vessel built in 1864 by Tod and McGregor in , , originally as a topsail for the British company G. & J. Burns, before being acquired by the Union Steam Ship Company of in 1879 and converted to propulsion, where it served primarily as an inter-island ferry linking ports such as and Picton across the challenging . Over its 45 years of service, the vessel became a familiar sight in New Zealand's coastal trade routes despite its aging design and the treacherous waters it navigated. On the night of 12 February 1909, while en route from Picton to in stormy conditions, the SS Penguin struck rocks—likely Thoms Rock near Cape Terawhiti—amid heavy seas, gale-force winds, and poor visibility, leading to its rapid sinking within 45 minutes. The disaster claimed 72 lives, including all the children aboard and all but one of the approximately 25 women, with only 30 survivors rescued after clinging to wreckage or capsized lifeboats; notably, just one woman, Ada Hannam, survived, having lost her husband and four children in the tragedy. A subsequent marine court of inquiry attributed the sinking to the captain's navigational errors in the exceptional tidal conditions, resulting in the suspension of Captain Francis Naylor's certificate for 12 months, though the wreck itself has never been located despite searches. This event marked New Zealand's worst maritime disaster of the , prompting improvements in safety protocols and leaving a lasting legacy in the nation's shipping history, commemorated by a centenary plaque installed near the site in 2009.

Construction and design

Building and launch

The SS Penguin was constructed by the shipbuilding firm Tod & MacGregor at their Meadowside Yard in , , under yard number 128. As an iron-hulled with auxiliary sails configured as a topsail , she was designed to carry both passengers and cargo efficiently on established trade lanes. She was launched on 21 1864, marking the completion of her initial build phase before fitting out and trials. The vessel was then officially registered in on 4 April 1864, under 47849 and British flag. Initial ownership rested with G. & J. Burns Ltd., a prominent Glasgow-based shipping company specializing in passenger and cargo operations along coastal routes, including services between Glasgow, , and the west coast of . The Penguin entered service under this ownership for these short-sea trades, providing reliable transport in the competitive coastal market. She remained with G. & J. Burns until 1879, when she was sold to the Union Steam Ship Company of .

Technical specifications

The SS Penguin was an iron-hulled passenger and cargo steamer, with principal dimensions of 220 ft 6 in (67.2 m) in length, 28 ft 6 in (8.7 m) in beam, and 14 ft 4 in (4.4 m) in depth. As built, she measured 749 gross register tons (GRT) and 518 net register tons (NRT). Her original propulsion system consisted of a single-screw, two-cylinder inverted manufactured by Tod & MacGregor of , which delivered a service speed of 10 knots. In , the Union Steam Ship Company of undertook an extensive refit that included upgrades to the boilers and the replacement of the engine with a more efficient two-cylinder built by Robert Napier & Sons, rated at 180 horsepower (134 kW) and featuring cylinders of 33 inches and 55 inches in diameter with a 36-inch stroke. These modifications increased her maximum speed to 12 knots and raised her tonnage to 874 GRT while maintaining 517 NRT, enhancing her suitability for the demanding New Zealand coastal routes.

Operational history

Early service in the United Kingdom

Upon completion of her construction and launch in , the SS Penguin commenced operations in 1864 under the ownership of G. & J. Burns Ltd., a prominent -based shipping firm specializing in coastal services. She was employed primarily on short-haul passenger and cargo routes across the , with her main service linking and , facilitating trade and travel between and . This route formed part of Burns' extensive network in the region, where the vessel contributed to the reliable transport of goods such as textiles, provisions, and industrial materials, alongside accommodating passengers on regular crossings. Historical records of Penguin's specific voyages during her UK tenure remain limited, owing to the era's incomplete documentation of routine coastal operations, though she is noted for consistent participation in these low-profile, high-frequency services without major incidents reported. Her role underscored the growing reliance on iron screw steamers for efficient short-sea trade in British waters, supporting economic links vital to Glasgow's mercantile interests. The vessel's service in the concluded after approximately 14 years with Burns, when she was sold on 12 June 1878 to James Rodger Thomson, a shipbuilder in . Ownership changed again on 9 May 1879 to John Darling of , before her final UK transfer on 22 August 1879 to the Union Steam Ship Company of , prompting her relocation abroad and marking the end of her British coastal career.

Service in New Zealand

The SS Penguin was acquired by the Union Steam Ship Company of in 1879 following her sale from British owners G. & J. Burns. She was transferred to New Zealand waters later that year and promptly entered service as an inter-island ferry, initially operating on the challenging route between Picton and to connect the North and Islands. By 1902, her schedule had expanded to include the Nelson–Picton– triangular service, providing regular crossings that supported regional trade and travel. Throughout her routine operations from to , the Penguin served as a dependable workhorse for the Union Steam Ship Company, functioning primarily as a mixed and . She transported essential mail services, general freight, and up to 100 or more passengers per voyage, accommodating travelers in basic cabins and deck spaces while navigating the frequently adverse weather of . This role was vital for maintaining connectivity in an era when rail and links across the islands were limited, with the vessel making multiple weekly sailings to ensure timely deliveries and passenger movement. In 1882, the Penguin underwent an extensive refit at a yard, which included the replacement of her original engines with a more efficient 180 horsepower two-cylinder built by Robert Napier & Sons. This upgrade boosted her top speed to approximately 12 knots, improving fuel economy and allowing for quicker passages through the turbulent conditions of , where strong winds and swells often delayed or endangered smaller vessels. The modifications enhanced her reliability for the demanding inter-island duties, enabling the Union Steam Ship Company to expand her utilization on core routes without major interruptions over the subsequent decades.

Notable incidents

During its service in New Zealand waters, the SS Penguin was involved in one particularly notable incident that captured public attention and influenced maritime conservation efforts. In 1904, while navigating the treacherous French Pass—a narrow and hazardous channel in the —a passenger aboard the vessel attempted to shoot , the famous known for escorting ships through the area to avoid submerged rocks. Despite the attack, which reportedly wounded the dolphin, Pelorus Jack continued to guide vessels, including the Penguin, demonstrating remarkable resilience and loyalty to the maritime community. The shooting sparked widespread outrage among passengers, crew, and the public, leading to immediate calls for legal protection of the dolphin. In response, the New Zealand government issued an Order in Council on 26 September 1904, specifically protecting Pelorus Jack under the Sea Fisheries Act 1894; this measure prohibited harming him within the waters of Cook Strait and adjacent areas, making him one of the world's first individually protected wild animals. The protection was renewed in 1906 and again in 1911 under subsequent fisheries legislation, underscoring the incident's lasting impact on early animal welfare and conservation policy in New Zealand. This event not only elevated Pelorus Jack's status as a national icon but also highlighted the Penguin's role in the cultural narratives surrounding inter-island travel. Beyond this high-profile encounter, the Penguin contributed significantly to 's connectivity as part of the Union Steam Ship Company's inter-island ferry service, reliably transporting passengers, cargo, and mail across and symbolizing dependable maritime links between the North and South Islands prior to more modern rail and options. The vessel's routine voyages through the often stormy strait occasionally involved minor weather-related delays, but these did not result in serious damage or loss of life during its New Zealand tenure before 1909.

The sinking

The final voyage

On the evening of 12 February 1909, the inter-island ferry steamer SS Penguin, operated by the Union Steam Ship Company, departed from Picton harbor at approximately 6:20 p.m., bound for across . The vessel carried 105 passengers and crew members, including a mix of travelers, families, and maritime personnel, under the command of the experienced Captain Francis Naylor, who had navigated this routine route numerous times during the ship's service in waters. Conditions at departure were favorable, with calm seas and clear skies allowing for a standard evening crossing that was expected to take about three to four hours. As Penguin cleared Tory Channel and entered the open expanse of around 8:00 p.m., the weather began to shift dramatically from the initial mild conditions. A powerful southerly quickly developed, whipping up heavy seas that battered the ship and reduced visibility to near zero amid driving rain and thickening fog. The storm's intensity escalated rapidly, transforming the familiar waterway into a treacherous passage where waves crashed over the decks and the horizon vanished into darkness. Following its customary inter-island path, Penguin proceeded eastward toward , with the crew anticipating the guiding beam of the Pencarrow Head on the North Island's south coast to mark their approach. However, by approximately 10:00 p.m., the remained obscured by the unrelenting storm, leaving the ship to navigate solely by amid the chaotic conditions. Captain Naylor, drawing on his long familiarity with the strait, adjusted course to maintain progress while contending with the gale's fury.

Collision and sinking

On 12 February 1909, at approximately 10:00 p.m., the SS Penguin struck Thoms Rock near Cape Terawhiti in while navigating through heavy gale-force winds and poor visibility. The collision occurred as Captain Francis Naylor attempted to alter course to avoid the worst of the storm, but strong currents and tidal flows pushed the vessel off its intended path. The impact created a large gash in the hull on the starboard side, allowing seawater to flood the and forward compartments almost immediately. As water ingress accelerated, the ship developed a severe to starboard, rendering much of the deck unusable and complicating efforts to control the flooding. Pumps proved ineffective against the volume of water, and within minutes, the cold seawater contacted the red-hot boilers, triggering a violent that further fractured the hull and . This cataclysmic event hastened the vessel's demise, causing it to sink stern-first in heavy seas approximately 40 minutes after the initial impact. The official court of inquiry concluded that the cause was a collision with Thoms Rock, exacerbated by navigational errors and exceptional tidal conditions. However, Captain Naylor maintained that the ship had struck an uncharted submerged wreck, possibly the remains of the SS Rio Loge, rather than the rock; despite searches, the exact wreck site has never been located. The rapid sinking in turbulent waters resulted in 75 deaths out of 105 people on board, with the majority of fatalities among women and children.

Rescue and survival

Following the collision, the SS Penguin rapidly filled with water and listed heavily, prompting urgent evacuation efforts amid worsening conditions in . Three lifeboats were attempted to be launched in adherence to the "" protocol, but the gale-force winds and massive swells caused two of them to capsize almost immediately, resulting in the drowning of numerous passengers and crew who were unable to escape the upturned vessels. Many others clung desperately to wreckage, ropes dangling from the capsized boats, or makeshift rafts formed from debris, as the ship broke apart and sank within minutes. The environmental factors severely hampered survival, with heavy rain, strong south-easterly gales exceeding 50 knots, and cold waters around 16°C (61°F) contributing to and exhaustion among those in the sea. The isolated, rugged coastline near Cape Terawhiti, characterized by sharp rocks and reefs, offered no safe landing, and the darkness of the early morning storm obscured any potential aids. No external vessels could respond immediately due to the violent , leaving survivors to battle the elements alone; some were dashed against the cliffs, while others drifted for hours before washing ashore miles away. Of the 105 people aboard—comprising 59 passengers and 46 crew—only 30 survived, with the majority being adult males and crew members who possessed greater physical strength to endure the ordeal. Captain Francis Naylor was among the survivors, having clung to a fragment of a broken lifeboat until he reached the shore; he later recounted doing everything possible to aid others before the ship foundered. The sole female survivor was Ada Louise Hannam, who was discovered unconscious under an upturned lifeboat, having lost her husband and four children in the disaster, though she had briefly saved a young boy who ultimately perished. No children survived overall, highlighting the tragic failure of the lifeboat protocol in such conditions. Local constables eventually patrolled the coast to locate and assist the exhausted survivors who staggered inland, but many bodies were never recovered, underscoring the event's devastating toll.

Aftermath

Inquiries and investigations

Following the sinking of the SS Penguin on 12 February 1909, a formal Marine Court of Inquiry was convened in from 22 to 24 February 1909 to investigate the circumstances of the disaster. The court, presided over by a with nautical assessors, determined that the casualty resulted from an exceptionally strong flood tide combined with the vessel's breach of collision regulations under Article 15, which mandated reducing speed to moderate in conditions of poor visibility such as falling rain. Specifically, the inquiry attributed primary blame to Captain Francis Edwin Naylor for navigational errors, including failing to turn the ship's head toward the open sea earlier—ideally by 9:40 p.m.—and neglecting to take soundings to assess the proximity to hazards amid the deteriorating weather. In his defense, Captain Naylor maintained that the Penguin had collided with a submerged wreck rather than rocks, a claim he reiterated throughout the proceedings and until his death, disputing the court's conclusion that the vessel struck Thoms Rock near the mouth of the Stream. Despite this, the court found Naylor guilty of wrongful default and suspended his master's certificate for 12 months, though it imposed no costs on him, acknowledging the personal anguish he endured as a survivor. The inquiry praised Naylor's leadership after the collision, noting that he "did everything in his power to prevent loss of life" during the evacuation efforts. No criminal charges were brought against him or any other personnel..jpg) The broader findings underscored the inherent risks of navigating , particularly the unpredictable strong currents and tides that could displace vessels unexpectedly, recommending that the Marine Department update and disseminate more accurate data on these conditions to mariners. The court also highlighted inadequacies in lifeboat design and procedures, advocating for the fitting of steer oars on boats to improve control in rough seas, regular in their use, and the installation of sounding apparatus on coastal steamers to better gauge depths in adverse visibility. One assessor dissented, arguing that the tidal forces rendered the accident unavoidable regardless of speed or maneuvers. Discrepancies emerged in the official records, with and counts varying between 102 and 105 individuals aboard, complicating precise casualty assessments. Additionally, the wreck of the Penguin was never located despite searches, perpetuating debate over whether the collision involved rocks or an unmarked submerged obstacle as Naylor insisted.

Legacy and commemoration

The sinking of the SS Penguin on 12 1909 remains New Zealand's worst maritime disaster of the 20th century, claiming 75 lives out of 105 people on board. The tragedy prompted a profound public response, including a half-day holiday declared in to facilitate multiple funerals, with shops, offices, and schools closing as crowds lined the streets for the processions. Approximately 40 victims were laid to rest in Cemetery, where their graves underscore the disaster's human toll, including the burial of four McGuire children in white coffins alongside other families shattered by the loss. The event influenced subsequent maritime safety reforms in , contributing to enhancements in lifeboat designs, weather monitoring procedures, and navigation protocols for the hazardous crossing. These changes addressed vulnerabilities exposed by the rapid sinking in rough seas, helping to mitigate risks for future inter-island ferry operations. Commemorations have preserved the memory of the Penguin. In , marking the centenary, a plaque was unveiled at Tongue Point near the wreck site to honor the victims and survivors, though the ceremony was relocated from the exposed location due to inclement weather. A self-guided memorial walk at Cemetery highlights the victims' stories through marked graves, offering visitors insight into the disaster's scale. The 2000 book The Wreck of the Penguin by E. Collins provides a detailed historical account, drawing on contemporary records to document the event's circumstances and aftermath. Culturally, the Penguin disaster symbolizes the inherent perils of inter-island travel in early 20th-century , evoking widespread grief akin to later tragedies like the 1979 crash, where "everybody knew somebody connected." It contrasts sharply with protective measures for natural aids to , such as the 1904 safeguarding of the dolphin after an attempted shooting aboard the Penguin itself, reflecting public efforts to avert maritime hazards amid the strait's unforgiving conditions.
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