Back in December 2020 we ran a story on the ex workboat – MARIAN, at the time it was for sale and sadly all we learnt was that MARIAN was built by Alf Saunders, is 50’ in length and powered by a 6LX 110hp Gardner. We had no interior photos but were told that the conversion from workboat to pleasure craft had begun.Link to that story here Dec 2020 https://waitematawoodys.com/2020/10/16/marian-ex-work-boat-conversion-project/
Now fast forward to last night and when I was searching the WW files I opened one and found another file included. It was labelled MARIAN. How this does happen occansionly , something gets saved to the wrong place – Ill blame a lack of sleep 🙂
So woodys I’m very embarrassed to admit that back in January (2025) IWW was contacted by Charmaine and Dallas Hands, who advised they had recently purchased MARIAN and were looking for more information on her. They commented that she has had a partial conversion to pleasure boat but is in need of extensive work after being abandoned. They also mentioned they had information that her correct name is MARION not MARIAN, since finding an old photo onboard, see below.
So woodys can we help with more intel on the vessel.
CLASSIC WOODEN EX WORKBOAT – AORANGI BOLD DREAMS, DEEP POCKETS
Todays story is targeting any potential workboat conversion enthusiasts , the 60’, 1949 Shipbuilders built ex workboat – AORANGI is a project waiting to happen. Wonderful lines as seen in the b/w photo below and the bonus is down below there are two 180hp Gardner 6LXB engines – condition to be advised ex seller.
In answer to the “where would I keep her” question – there is a Tauranga mooring available at $70 a week.
Todays WW story is a little (or maybe a lot) out of the normal WW story style i.e. we are focussing on marine propulsion > engines not craft.
The story has been pulled together by Ken Ricketts, who comments while he has endeavoured to be as factual as possible there will always by matters others will either know more about or be able to correct errors – so woodys do not hold back in commenting.
There are many sections to the story and the intention is to publish one part a week.
WW are very conscious that most readers have limited interest in engines, h.p., gearbox ratios, prop sizes etc – BUT a very high % of the WW site visitation is research based, so the thinking is this data needs to be recorded for future recall. HOWEVER if the viewing numbers show low interest, an option is to just load the data up in one go.
So woodys over to you have a review / look and lets see the interest factor.
As per any Ken Ricketts item it will be riddled with typos and mistakes, but as stated the primary intention is to get the data in a location for future access. Over time we will ‘fine tune’ it.
NAPIER LION PETROL W12 (3 BANKS OF 4 CYLINDERS) PETROL AIRCRAFT ENGINES – CONVERTED TO MARINE USE BY POWER MARINE UK
A NAPIER LION MARINSED 500HP W12 PETROL AICRAFT ENGINE BY POWER MARINE UK, as used in RNZAF PATROL VESSEL W1, DURING WWII
ENGINE ROOM AS ORIGINAL IN W1 DURING WWII with 3 x PETROL NAPIER LION 500 HP AIRCRAFT PETROL ENGINES, AS ORIGINAL. — NOTE THE 3 GEAR LEVERS & ENGINEERS CHAIR
ABOVE 2 IMAGES ARE OF THE CENTRE ENGINE VEE DRIVE GEARBOX/REDUCTION GEAR FITTED AS ORIGINAL, TO THE FORWARD-FACING CENTRE NAPIER LION W12 ENGINE, IN W1
THE 3 ORIGINAL PROPELLERS DRIVEN BY THE 3 NAPIER LION 500HP MARINISED PETROL AIRCRAFT ENGINES, AS FITTED TO W1.
REPLACING A W12 NAPIER LION MARINISED 500HP AIRCRAFT ENGINE IN W1 DURING WW II.
NOW BELOW, W1 AS A FULLY AIR CONDITIONED LUXURY PLEASURE CRAFT, AS AT 2025
W1 – WITH HER BEATUTIFUL GENTLE FLAT WAKE AT 22 KNOTs c2020
W1 – HER ENGINE STORY.
All RNZAF craft, have a permanent identification number, allocated to them upon entering RNZAF service, & whilst only the number is ever actually sign-written on the boat, in all paperwork, & in the spoken & written word, they are all prefixed with a letter, & in the case of this craft it is a “W,” thus the craft referred to herein, was IDed as “W1” when it arrived in NZ & was therefore known as “W1”, which has now been given this title, as the boats official name, along with the special marine RT call sign of ZMWI.
She was originally imported new from UK by the RNZAF c.1940, & after her RNZAF service ended in c.1951, her designation & name of W1, was changed to CARROMA in the 1950s, by the Alright family, of Panmure, who did the first & second pleasure craft conversions to her, to become a pleasure craft, & now it has been reverted back to W1 by Francis Uren, the present owner who has created a 3rd new super luxury set of coamings & fully airconditioned fitout.
She had 3 of these 500hp W12 cyl engines which were in 3 banks of 4 cylinders, as per the above image, as original , with the 2 outer engines facing aft, with conventional mechanical gearboxes, & the centre engine facing forward, driving a vee drive/reduction gear unit, so all 3 propellers, where in a perfect line across, at the stern, (refer above image), as original, when ordered by the RNZAF in early WWII.
During her WWII service, she had to have a fulltime engineer, sitting in a padded chair, with soundproof earmuffs, in the engineroom, when the engines were running, & when she was at sea, controlling the gearbox reverse leavers on instructions from the bridge, & supervising the engines.
The original engines were replaced initially, in the early 1950s by twin 6/71 GM Detroit diesels, by the Alrights, & later by one 600HP 8V/92-TI Detroit by current owner Francis Uren. post 2010 which she still has today.
HUDSON HOME MARINISED 6 CYL PETROL CAR ENGINE.
HUDSON 6 CYL PETROL CAR ENGINE as used in the yacht SUNDOWNER.(image unavailable)
Only one yacht/motor sailer called SUNDOWNER had this 1930s vintage engine, which in the later 1940s, had an issue with one cylinder & piston, so in the typical NZ No. 8 wire fashion, the owner of the day, simply removed the offending piston, & made it into a 5 Cyl Hudson home marinised marine engine. —It ran well enough, it but sounded funny in the exhaust.
STUDEBAKER 1930s HOME MARINISED FLAT HEAD 6CYL TRUCK ENGINE
This was a very quiet, smooth running, reliable, low revving engine, originally fitted to the ROYAL FALCON, in the 1930s, & was replaced in the later 1940s, with a factory built marine petrol engine, & the Studebaker was sold to Bill Waters, who installed it as original, in the 34ft GAY DAWN, in the early 1950s, as she was being built by him & his son Brian.
Ralph Ricketts, bought GAY DAWN in 1956, with that engine, & replaced it in 1958, with twin diesels, – (refer later engine listing.) RR sold it.
ROYAL FALCON IN HER STUDEBAKER ERA
GAY DAWN ON LAUNCHING DAY SEPT 1953 WITH HER STUDEBAKER PETROL ENGINE
CROSSLEY MARINE DIESEL ENGINES
A TYPICAL SMALLISH CROSSLEY ENGINE, PERHAPS SIMILAR TO THAT IN THE LADY CROSSLEY
LADY CROSSLEY POST 2020
There is the only example known to me, of these engines, in NZ pleasure craft, & that was in her namesake boat, the beautiful LADY CROSSLEY, built for Seager Bros. Ltd Auckland, who were the agents at that time, as a demo boat for these engines.
However, they were 2 cycle direct reversing, — (as are all or most direct reversing engines), — which meant that one had to stop the engine, & restart it, running the opposite direction to go in reverse, which of course had to be done in the engine room, on directions from the helmsman, up in the bridgedeck. this was highly unsatisfactory, & quite dangerous in this type of use, & after only a very short time, they were replaced by twin Gardner 6LW diesels which she had for many years & may still have.
FAIRBANKS MORSE MARINE DIESEL ENGINES
FAIRBANKS MORSE 4 CYL 1930s DIESEL PERHAPS SIMILAR TO THAT IN LADY MARGARET
LADY MARGARET BY DICK LANG. WITH FAIRBANKS MORSE DIESEL ENGINES – THEY HAD SIDE EXHAUSTS- SEE STEAM – WWII- LATER ENGINES IN LADY MARGARET DID NOT HAVE THESE, – THEY WENT OUT THE COCKPIT CABIN TOP IN SHORT STACKS
FAIRBANKS MORSE DIRECT REVRSING 2 STROKE DIESEL ENGNES, AS USED IN AUCK. PASSENGER & VEHICULAR FERRIES PRE 1958 –
AUCKLAND HARBOUR PASSENGER FERRY, WITH FAIRBANKS MORSE DIESEL ENGINE c1950s
THE LADY MARGARET ENGINE STORY
Whilst these are mostly used in very large versions in ocean going ships, & large craft, they did or do make smaller engines & there was at least one example of these in Auckland, I am aware of, & there may be others, & that is in the 1939 Dick Lang built, LADY MARGARET, for Ted Clark, who installed 2 of them, when she was built, which were ultimately replaced by 2 x 6 cyl Fodens, in the mid/later 1950s. (no image available of Fairbanks engine)
AUCKLAND HARBOUR PASSENGER & VEHICULAR FERRIES
These engines were also used for many years, in Auckland Harbour vehicular & passenger ferries, in a very slow revving, 4 cylinder direct reversing, — (must be stopped & restarted, to run the other way for reverse), — 2 cycle version, with 2 engines, with one engine facing a propeller at each end of the boat, up until the Harbour Bridge opened in 1958, except for one or 2 passenger ferries, that had one single 8 cyl version, & I think a few passenger versions may have been kept in use, for a year or 2 after 1958.
NORDBERG PETROL MARINE ENGINES
NORDBERG 100+hp petrol engine, similar to those fitted as replacements for original engines, to LADY DIANA & MAKURA
LADY DIANA. AS SHE LOOKED. WITH HER NORDBERG PETROL ENGINE. – EX B WORTHINGTON.
MAKURA IN HER EALRY DAYS – THE NORDBERG ERA
NZ agents for these, were Seabrook Fowlds Ltd Auckland, in the 1950s, & the M.D. Phil Seabrook, had one fitted to his LADY DIANA, replacing her original Austin Skipper 100, in the later 1950s, for which his company also held the agency, at that time.
A second engine was fitted to his brother-in-law, Cranston Leighton’s MAKURA, after he sold her to brother in law Phil Seabrook, in the later 1950s.
Both of these engines have long since been replaced with diesels, & they are the only 2 examples that I am aware of, ever in pleasure craft, but of course, there may be well others, & look forward to any input from other boaties or engineers to confirm this, but these engines never became really popular & a big seller.
RUSSELL NEWBERRY DIESEL ENGINES.
MOVARIE WTH HER 2 RUSSELL NEWBERY 40HP MARINE DIESEL ENGINES. c. LATER 1940s.
These are made by the RN Diesel Engine Company Ltd., which was founded in UK in 1909, & is still manufacturing engines today in UK, & there is only one example in NZ, that is the 1938 built MOVARIE.
These were 2 x slow revving 4 cyl., 4 cycle engines & were 40 H.P. Russell Newberys, as original, which were eventually replaced by 2 x Ford Diesels in 1960.
BMW MARINE DIESEL ENGINES & STERN LEGS.
BMW 6CYL MARINE DIESEL ENGINES WITH STERN DRIVES
While made in fairly substantial numbers by BMW, only 1 pleasure craft in NZ had them, which was a standard designed Formula 4000 Vindex & it had 3 of them with stern drives.
LEYLAND PRE MARINISED 6CYL DIESEL TRAIN ENGINE SIMILAR TO THAT IN THE SHENANDOAH
TWIN LEYLAND CUB 6CYL HOME MARINISED 95HP DIESEL ENGINES BEING INSTALLED IN THE GAY DAWN 1958-59
ISLE OF ARAN with LEYLAND COMET 6 CYL DIESEL
BLITZEN WITH HER 2 X LEYLAND BEAVER DIESEL ENGINES
GAY DAWN WITH HER 2 NEWLY INSTAALLED LEYLAND CUB DIESELS AT THE B.O.I. 1960
LEYLAND 4 CYL DIESEL ENGINE – ONE OF 2 AS FITTED TO THE LANAI
LANAI WITH HER 2 X 4 CYL LEYLAND DIESELS
JULIANA READY TO LEAVE HOME FOR THE WATER, WITH HER JUST FITTED LEYLAND CUB DIESEL 1947
RAIONA POST LEYLND COMET ERA.
SHENANDOAH WITH HER LEYLAND TRAIN ENGINE
There are a very few Leyland engines that were ever fitted to pleasure craft, & are all 6 cyl., except for the LANAI. which has or had, 2 x 4 cyl. Leylands.
Other craft included the RAIONA, with a Leyland Comet, fitted by the Alf Secombe, in place of a previous petrol engine. Also, there was the Guthrie’s Leyland Comet, the original engine, in the ISLE OF ARRAN.
The SHENANDOAH also had a Leyland 6cyl. home marinised train engine which was fitted around the 1990s.
Ralph Ricketts fitted 2 x Leyland Cub Diesels to the GAY DAWN in 1958-59 in place of its previous single Studebaker truck engine, later removed & replaced by a single Ford Diesel, by a later owner.
The only other pleasure craft was a Leyland Cub installed in the 30 foot SAGA, by owner/builder, Kings College master, Mr Val Maxwell.
The beautiful big bridgedecker BLITZEN, is/was also powered by 2 x Leyland Beaver, locally marinised diesels.
Ralph Ricketts fitted 1 Leyland Cub to the JULIANA in 1947, which he removed in 1956 & replaced with a 4 cyl Buda Diesel, he bought from John Warren who had removed it from his ARCTURUS, that had been built for him by McGeady a few years earlier, & he replaced the Buda with a 6 cyl diesel. This was replaced in the JULIANA, with a 6 cyl Ford Diesel, by the owners of the day, the Algie Brothers, of Algies Bay, Mahurangi, about 20 years later.
RR fitted the Buda to the JULIANA in place of the Leyland because he had another brand-new complete engine, & he fitted the 2 of them in the GAY DAWN in 1958-59
Two Leylands were fitted to the iconic passenger ferry BAROONA, replacing her previous single engine, around the later 1950s/60s.
THORNYCROFT MARINE PETROL ENGINES.
THORNYCROFT 4 CYL TEE HEAD PETROL ENGINE, identical to that which was marinised & installed in the JULIANA, while she was being built in 1930 by Sam Ford.
THORNYFROFT 6 CYL PETROL MARINE ENGINES WITH ONE SIDE VALVE & 1 OVERHEAD VALVE (no images available)
MANOWAI in her THORNYCROFT ERA
RAUTANGI with her THORNYCROFT 6 CYL petrol engine.
JULIANA on her relaunching day in 1946 after her THORNYCROFT TEE HEAD 4 CYL PETROL ENGINE, SEE ABOVE had just been totally rebuilt by owner Ralph Ricketts.
Thornycroft engines had always been produced in substantial numbers in UK, however only a tiny number, in pleasure craft in NZ.
The tram topper MANOWAI had one, in the Claude Atherton era of the 1930s & up to the later 40s, which had 1x overhead valve & 1side valve, as many Thornycrofts, did for many years. He replaced that engine with a twin cyl. Ruston Diesel for use, after that time, as a longline fishing boat. The second & third Thornycroft’s were in the RAUTANGI, & both fitted by or for, Les Sterriker, of Sterriker Engineering, in Kyber Pass Newmarket, one after the other, the last being larger with more HP., than the first one, it was eventually replaced by a Ford Diesel by a later owner.
There is or was also, around the 1970s/80s era, a UK custom purpose-built rescue craft here, painted orange & blue, fitted with 2 x Thornycrofts, which was moored at Matiatia at one time.
RQLPH RECKITTS purchased the JULIANA in 1946, & she had a 1920s vintage Thornycroft Tee head 4 cyl petrol truck engine home marinised, running on salt water, which was her original engine, when she was built by Sam Ford, In 1930, which was absolutely identical, to that shown in the image attached, which was not in very good health, when RR bought her, so he immediately totally rebuilt it in 1946 himself, not knowing at that time, he would be removing it in 1947, to fit a Leyland Cub diesel in its place, he had later acquired, & he fitted an additional distributor ignition system, as part of the rebuild, of the Thornycroft, as well as retaining the existing magneto, giving her dual ignition.
MEADOWS 4 CYL PETROL ENGINE AS FITTED TO THE LEAH by Dick Daniels in 1946
MEADOWS 6 CYL PETROL ENGINE as fitted to TEAL & RNZAF flyingboat harbour patrol craft in the1940
LEAH with the newly installed MEADOWS 4 CYL, with her newly home marinised MEADOWS 4 CYL PETROL ENGINE –
MEADOWS 2 x 6 CYL PETROL ENGINES fitted to TEAL flyingboat harbour patrol craft c1950s
Only 1 of these engines used in pleasure craft, it was a 4cyl version painted bottle green, as they all seemed to be, (as were all the Thornycrofts as well), in the 30ft bridgedecker LEAH, for Dick Daniels in the mid1940s.
TEAL had 2 of them in some harbour patrol craft for flying boat patrols fitted with twin 6 cyl versions of the engines) the RNZAF.also used them in a number of their patrol craft, in the 1940s to around 1960.
AEC DIESEL ENGINES
AEC 6CYL DIESEL ENGINE, home marinised, as fitted to the INEAWA
INEAWA WITH HER AEC 6 CYL home marinised, DIESEL ENGINE
Only a handful of these beautiful smooth quiet running UK built diesel engines, in pleasure craft in NZ, which are now no longer made. The AEC company was bought by Leyland many years ago, & production eventually ceased. They can be compared very favourably to an 8L3 Gardner, with their sound, & smooth quiet running.
There is at least one large bridgedecker similar to the BLITZEN that has 2 of them & also at least 1 other single engine, smaller boat.
FAY & BOWEN PETROL ENGINES
FAY & BOWEN 6 CYL 1920s PETROL ENGINE as fitted to the MARGARET S
MAGARET S with her FAY & BOWEN 6 CYL MARINE ENGINE
There has only ever been one boat with one of these engines, & that is the MARGARET “S,” which had one from 1923, until after 1967, now almost certainly replaced by a diesel, as most boats are, these days.
LOEW VICTOR (KNIGHT’S PATENTS), 4 CYCLE PETROL ENGINES
LOEW VICTOR 4CYL PETROL 1913 MARINE ENGINE
LOEW VICTOR 4CYL PETROL 1913 MARINE ENGINE in the boat of the same name in c1913s
A 32ft launch was built by Bailey in 1913, with a 25H.P. engine of the same name, showing a good turn of speed in the images, however she appears to be one of just a small number of craft with these engines.
BUDA PETROL & DIESEL MARINE ENGINES.
BUDA 1940s 6 CYL MARINE DIESEL ENGINE, SIMILAR TO THOSE IN AMAKURA IN THE 1940S, & THE MAHARATIA WHEN BUILT c1949
ARCTURUS – HER ORIGINAL ENGINE WAS A 4 CYL BUDA DIESEL (no image)
JULIANA PASSING THROUGH PARNELL ON HER WAY TO THE WATER WTH HER NEWLY FITTED 4 CYL BUDA DIESEL EX ARCTURAS
REHIA WTH HER c100HP BUDA FLAT HEAD 6 CYL. PETROL ENGINE, WHICH HAD DUAL IGNITION, WITH 12 SPARK PLUGS, FED FROM A SINGLE 12 POSITION DITSRIBUTOR CAP, & A BENDIX REVERSE CONTROL SYSTEM, & THROTTLE, WTH 2 LITTLE 6 INCH LEVERS, IN A DUAL SMALL CONTROL UNIT. – VERY RARE IN THOSE DAYS.THIS WAS HER ORIGINAL ENGINE FROM NEW, WHICH SHE HAD FOR A GREAT MANY YEARS, & OWNER, BILL RYAN, IS STANDING IN THE DOORWA.
MAHARATIA IN EARLY YEARS, WITH HER TWIN BUDA 6 CYL DIESELS.
Only a comparatively small number of these in NZ, because the company was bought by Allis Chalmers in 1953, & manufacturing finished that year.
There were however 5 in total, fitted with 2 to the AMAKURA, during WWII, by the navy, which were removed & replaced by 2 x Graymarine petrol engines, by the owner of the day, a Mr Widderspoon in1947-48, as they were belching huge amounts of black smoke out both sides, as she had side exhausts by then. She was moored at that time, at Hobson Bay, just by the Judges Bay bridge, under the other side. There was also the ARCTURUS, that had a 4cyl Buda Diesel installed during construction.
The MAHARATIA also had 2 x 6 cyl Buda diesels as original, when built by Roy Lidgard, & at his Kawau Island property in 1947 & towed to his Auckland shed to have her engines fitted Auckland shed, which were a number of years later replaced by 2 x 6LW Gardner Diesels.
The 32 ft ARCTURUS was fitted with a 4 cyl Buda Diesel new, by boatbuilder Mac McGeady, (Supreme Craft Ltd) for John Warren, of Mission Bay, with installation by Tracy Nelson, which John W., later sold to Ralph Ricketts, & which was then installed in the JULIANA, for many years. Ultimately removed by the Algie Brothers of Algies Bay, Mahurangi, & replaced with a 6cyl Ford Diesel around the 1990s.
DAIMLER BENZ V12 DIESEL ENGINES
DAIMLER BENZ 1350HP DIESEL ENGINE REMOVED FROM THE HYDROFOIL MANU-WAI FOR OVERHAUL
HYDROFOIL MANU – WAI, WITH HER V12 DAIMLER BENZ 1350HP DIESEL ENGINE
Only ever been one craft in NZ that had one of these engines. They ran at comparatively low revs (under 1500 RPM) & had to have hot engine oil pumped through the engine for 20 minutes before starting when cold.
This craft was the Auckland based passenger ferry MANU-WAI, which provided the first high speed passenger services to Matiatia Bay at Waiheke Island, & also to Pakatoa Island, in the Hauraki Gulf. The engine was based on a marinised aircraft engine of around 1400HP., with engine revs governed to around 900rpm
VM DIESEL MARINE ENGINES
TWIN VM DIESEL ENGINES
LADY KIWI (EROS) WITH HER TWIN VM DIESEL ENGINES
These engines are still made by VM Motori Ltd in Italy which started life as a standalone company, in 1947, however it has had a checkered career, of various part owners, & has ended up today fully owned by Stellantis or Fiat.
The only boat with these engines, is the first 40 ft Vindex to be built, designed by Jim Young, & built by Orams, of 2 skins of Kauri, in Whangarei, in 1972.
She is the EROS, built for Auckland bed manufacturer Alf Broadhead, sold when he died, & is now renamed LADY KIWI, & her original engines were replaced probably around 15 years ago now, by the above 330 HP versions of the VMs.
STEARNS MARINE PETROL ENGINES WITH ONE SIMILAR TO ONE OF THOSE ABOVE, FITTEDTO THE COLIN WILD BUILT LADY MARGARET, AS ORIGINAL
STEARNS PETROL MARINE ENGINES c1926
LADY MARGAARET (BUILT BY C. WILD) WITH HER STEARNS 165 HP PETROL MARINE ENGNE c1929
F B Stearns was born into a wealthy family, & by his teen years, had developed a passion for cars & engines, so his father “indulged” him, with the creation of F B Stearns & Company, being established, in the late 1800s, & by 1907 the it was producing its first production run of vehicles, with a side valve engine he had built.
In 1911 he developed an association with the Willys (Overland) organisation, which had already developed a beautifully quiet smooth running “Sleave valve,” engine & his company from then on produced all sleave valve engines & their cars were from then on, known as “Stearns Knight.”
They also manufactured marine engines. Steans retired from the company actively in 1919, & it was sold to Willys (Willys Overland), in 1925, & the company was wound up in 1929, so Stearns marine engines were only ever produced for a very few years.
Auckland businessman H. O. Wiles acquired the NZ agency for Stearns marine engines, sometime around the 1920s & fitted a 165HP Stearns engine to the beautiful 42 ft LADY MARGARET, that Coiln Wild built for him in 1927.
She was very fast for her day & he entered her in various competitive events successfully.
She is one of our all time great classics of NZ, & these days, sports an artificially aspirated 6 Cyl Ford diesel.
NOTE – MORE INFORMATION TO VIEW EX READERS IN THE REPLIES SECTION – click below
The 1962 Des Donovan designed and built launch – ATHENA has made several appearances on WW and has had a very colourful life.
She is 48’ in length, has a beam of 12’11” and draws 5’5”. Forward motion is from a 127hp Gardner 6LX.
When I arrived last Friday night at Scotts Landing, Mahurangi I dropped anchor alongside ATHENA and was greeted by an old friend Dave Holmes who had just purchased her.
A great back story – owned by a Coromandel farmer who undertook a 10 year refit on her. All the interior wood was felled and milled on his property. Dave had been aware the ATHENA had been on/off the market for over a year and approached the owner and made an offer – sold.
So the Mahurangi Regatta weekend was really the shake down cruise.
I was invited aboard for a sun-downer and took the photos above. A few exterior items that need addressing but Dave is the man for that, having once owner the launch – WAIMIGA.
One of the things that makes ATHENA so special is she is a member of the sub-mariners club – Cameron Pollard told us the story a few years ago – “ATHENA ran over a bit of NZ ( like many still do) and sadly when the tide dropped so did the boat and she filled up and skidded off the rock. Story has it she was lost for quite a few days as the tide took her for a underwater voyage. When she was later found and salvaged the mud and foul inside her was quite unreal.” Photo below (ex K Ricketts) of the opps
So to see her on Friday living her best life was very special and testament to the skills of the tradespeople that have worked on her in recent years.
Todays woody is Rangimarie, a 45’ motor sailer built in Paremata in 1959 by Saunders boatbuilders.
Construction is heart matai (black pine).
Forward propulsion is from a Gardner 6LX diesel. She appears to be very well spec’ed , as are most serious southern woodys.
Rangimarie has called Riverton home for the last 18 years and thanks to a tme listing (ex Lan McDonald) we get to have peek onboard. On face value good buying at $100k.
The 57’ ex Bay of Islands ferry – Bay Belle recently topped up on tme (thanks Ian McDonald) – had to tell without viewing but a little pricey but 10 young woodys could have a lot of fun with this semi permanently moored some where. Its got party boat tattooed all over it.
Built in 1960, kauri construction, by the Deeming Bros, she has seen a lot of water pass under her as she has serviced the B.O.I.’s
There is a 150hp 6cyl. Gardner diesel tucked away on her, so that must enhance the value
WW got alerted last week that the Roger Carey built double-ender – Quest was heading back to Picton after my time in the winterless north. Sad for the northland fleet, but good news for the southern woodys.
Now Quest has been well documented on WW (use the WW search box) but we have never really got to have a good look aboard. Today thanks to the camera of Dean Wright we see Quest in all her glory.
The short story is – built 1959 as Roger Carey’s private boat, later converted to a work boat, then converted back to pleasure. She sat on the hardstand in Picton for a number of years and then came north, where she was given a major refit. Specs – 33’ x 9’9” x 4’6” and powered by a Gardner 5LW. A lot of boat for 33’ and in my eyes her new owners bought very well.
Recently the owner of Arahi, Gordon Lane, dropped me a note and when Gordon said he had been doing some research on her provenance, he wasn’t joking – of course I replied – ‘email it to me’, turns out to be quite a tome 🙂
So I‘ll hand over to Gordon to tell you about Arahi – the 32’ 10’6” beam, 4’ draft ex work boat, powdered by a 4LW Gardner with a Gardner 2UC Gearbox.
Links below to previous WW stories, lots of details, chat and photos.
MV Arahi’s recorded history starts with her purchase by the then Auckland Harbour Board in 1940.
While it has been suggested that, from her design, she is older than 1940 I can find no record of a previous life or a builder. In any event, she was built very ruggedly, as a workboat, if not with finesse.
She was “strengthened” by the Board and had massive echo sounding equipment fitted. She was then employed as a hydrographic vessel for the next thirty-eight years. She carried out extensive shallow water survey work throughout the Waitemata Harbour as well as on the Manukau Harbour and its bar which needed regular surveys. It is probable that she had various other duties as well. The large transducer equipment installed is still in place today and I am too nervous to attempt its removal!
In the early 1950’s she provided hydrographic information necessary prior to and during the construction of the Auckland Harbour Bridge.
In the New Zealand Herald of 29/06/1971 an article appears regarding a near miss she had while working, nearly being run down by a fishing boat whose whole crew were down aft filleting the catch. Although she had the right of way, flying a keep clear flag, she was forced to take action to avoid being run down.
She was under the command of Lieutenant Commander John Reith in a civilian capacity as the AHB hydrographer.
A Mr Colin Tubbs is recorded as his assistant and Mr Alan Hammond also formed part of the crew at that time. It is probable that she had at least one additional crew member when doing hydrographic work.
This was during a period in the early 1970’s when the Auckland Harbour Board was investigating the possibility of port development in the upper Waitemata Harbour in that area between the Point Chevalier peninsula and Te Atatu. To establish the position and type of wharf structures, and the dredging required, the extent of the soft marine deposits between the seabed and a depth of 25 metres had to be determined over the whole area. To do this equipment capable of “seeing” through layers of mud and soft rock strata was required.
She was fitted with a state-of-the-art Precision Depth Recorder (PDR), 10 kilowatt transceiver and a towed transducer assembly (the “fish”). Much of this work could only be done on a rising tide often in water less than 2m deep requiring the “fish” to be tied alongside the port quarter to keep it off the seabed.
Clearly the science precluded the practicality of the development, as we know it never happened.
An engine logbook exists covering the period 27/04/1967 up until her sale by tender 04/05/1978.
This gives her run hours, rpm, bunkering, operating temperatures and pressures.
During the period April 1967 to November 1968, from the logbook, work included Soundings, Yard Work, Manukau Harbour, Manukau Bar, Bridge Barge, Pilot Duties, Tug for the moorings punt, docking the Daldy and Hikinui, as well as picnic trips on Anniversary Day.
After November 1968 the skippers rarely recorded duties in this log and kept to fuel and oil usage etc..
Maintenance history prior to April 1967 is unknown but it seems probable that sometime between 1955 and 1967 the engine was changed to the current Gardner 4LW (Engine No. 103459 – 1955). (The writer would like to know what engine predated the Gardner)
Following Harbour Board protocol regular servicing, slipping and routine repairs were carried out throughout the period.
To Private Ownership:
Arahi was put up for tender in early 1978 and when tenders closed and she had a new owner on 4th May 1978.
She was immediately slipped at Baileys yard on 26th June for belting repairs and extensive new fitout and maintenance was carried out at the time. Of special note was the comment that a hull inspection found it to be “First Class – Very Sound”!
At this time her name was changed to Te Rama-Roa.
She was intended for fishing by the new owner and much work was carried out to this end including a “1000lb winch and 60A Alternator”.
However, for unknown reasons she never went fishing and was sold to a Mr Ken Morris of Tauranga and later Tryphena. (Ken, a knowledgeable engineer, has been of great assistance to me putting these notes together.)
She sailed from Auckland to Tauranga on 30th November 1978 to start her new life.
Ken Morris’s Boat:
Ken promptly renamed her Omatere after an earlier launch he’d owned but later decided to change her name back to the original Arahi.
He did many fishing and pleasure trips from Tauranga to Mayor Island, White Island etc. but Arahi’s working days were by no means over!
Ken had decided to move to Tryphena and build himself a house and to do this substantial materials and house structures had to be shipped from Tauranga and Auckland to the island.
Ken acquired a 40ft wooden barge and Arahi, a harbour hydrographic boat, commenced a new career as a coastal tug. She made many trips backward and forward between Tauranga, Auckland and Tryphena before the project was finished.
Her last trip as a tug was a “grand finale” towing a 50ft steel barge with a village hall on board from Tauranga to Tryphena.
Notwithstanding when the serious work was finished, Arahi was still both the Auckland shopping transport and family launch making several hundred Colville Channel crossings to Auckland.
Notwithstanding when the serious work was finished, Arahi was still both the Auckland shopping transport and family launch making several hundred Colville Channel crossings to Auckland.
Over the years Ken did much work updating and improving on Arahi’s equipment and accommodation most of which is still in place today. Notably major works were carried out over two months ending in March 1981.
These included re-siting the dry exhaust as you hit your head on the muffler every time you entered the engine room. Ken placed it centrally and later made a very special stainless steel funnel with a Gardner approved venturi exhaust system.
Other works were extending the cockpit roof and glassing the fore cabin roof.
During another refit the cabin sides were completely replaced with ply as the island kauri with which they were originally built developed extensive rot. At that time the Gardner was removed from the boat and given a top end rebuild, the bottom end according to Ken just didn’t need anything. (The Gardner had completed its first 10,000 hours in January 1975 and its second during Kens time and is sitting on 3,648 today and still running like a clock).
The years rolled by until Ken decided his boating days were over and it was time to move Arahi on.
So, in 2019, after 41 years a tired Arahi, in need of some worm repair work in the stem and general TLC was given to Merv Young of Auckland.
Arahi to Auckland and Wanganui:
She left Tryphena in 2019 and was assisted back to Auckland by Alistair Reynolds beautiful charter launch Felicitare.
She was taken up the Tamaki River and then trucked to Merv’s Otahuhu premisses for a seven month clean and tidy up.
After relaunch and a short time at Westhaven, Merv sold her on to a young chap from Wanganui and she was trucked down in late 2019.
She received plenty of attention on her arrival as the new boat on the river but unfortunately, she wasn’t to remain a river boat for long. Her owner, with changed circumstances, decided to sell her and this writer purchased her in February 2022 and trucked her back to Auckland and his Gulf Harbour marina berth.
After her time tied to the riverbank in Wanganui, she needed a thorough boatyard session and to this end she was placed in a shed at Te Atatu Boat Club from April to July 2022.
Back in Auckland:
Boatbuilder Mr Wayne Deacon together with shipwright Mr Terry King worked on her repairs, with me getting in their way.
Arahi is exceptionally strongly built; her scantlings may be considered considerably more than those expected in a vessel of this size.
Stripping and inspection showed all the heart kauri 1 ¼” planking was in exceptional condition.
However, six full athwartship ribs and four half ribs plus two floors in the cockpit area needed replacement. It is thought that entry of fresh water over many years and the tight turn of the bilge in this area were responsible. These ribs were removed and replaced with epoxy laminated hardwood ribs spot glued and fastened with 3” silicon bronze screws in the same frequency as the original copper nails. This work provided a very strong construction, truing up the quarters planking, and in keeping with the rest of the vessel.
The exterior underwater hull was stripped to the timber, old putty removed, additional caulking carried out where required, puttying, priming and antifouling.
There are no below waterline skin fittings in use except the engine keel cooling. Where older through hull fittings existed, they were plugged on the outside and capped internally.
The rudder including stock and bearings were replaced with a new replica of the original.
The propellor has been replaced with a new one.
The original strut white-metal bearing has been replaced with a modern cutlass bearing in the same housing.
Topsides required some timber replacement around the port bow sponson and re-glassing. A small strip of the cabin roof was also re-glassed. Otherwise decks and cabin were a sound and waterproof.
A new anchor winch has been fitted on the foredeck to allow remote anchor operation in due course.
Inspection of the engine, a Gardner Diesel 4LW with a Gardner 2UC gearbox, situated in its own engine room forward of the helm station was satisfactory. Preventative maintenance was carried out on the engine “ram” type coolant pump and the identical bilge pump by Mr Dave Shaw of Shaw Diesels, New Zealand Gardner agents.
A new 70A alternator is fitted to replace the c. 20A dynamo as a first step toward a full electrical upgrade.
Bilge pumps, fuel systems and instruments have all been replaced.
As at the date of writing (December 2022) she is back at her new home at Gulf Harbour, and I am working hard to complete a full rewire prior to some summer cruising.
Footnote:
If anybody can add factual information to the Arahi story I would really appreciate hearing from them, please feel free to contact me on either 0274 316 196 or laneg@xtra.co.nz
The 40’ ex workboat Northern Star was built c.late 196o’s by Roger Carey in Picton, then c.2009 she was converted to a trawler cruiser / live aboard.
Forward motion is via a rebuilt 6LX Gardner that is keel cooled. Like all good southerns woodys there is a diesel heater to keep toastie below.
From her tme listing (thanks Ian McDonald) we see that she is very well fitted out for extended cruising.
INPUT ex Russell Ward – photo below taken 20+ years back, in Picton marina. Russell commented that they all looked so much better in working colours than in the stark white that present owners use.
The 40’ carvel planked – Heather was built in 1965 by Doug Robb and spent her first 35 years as a commercial fishing boat. In 2000 Miller & Tunnage converted Heather to pleasure boat and installed the 1996 Gardner 6LXB, which was brand new at the time. Like all good Gardners she is very efficient e.g. at 5.5 knots, running at 800rpm, she sips 1L pnm. Normal cruise speed is 7.5 knots, but can be taken up to 9.5 knots max.
To use the old car dealer term – Heather comes with all the fruit, incredibly spec’ed and all set for some serious cruising.
Thanks to Ian McDonald for the tme heads up
04-10-2022 INPUT FROM Philip Trow
“Hi, Philip here….the present owner of Heather (2022). It is great to see a correct and largely accurate report on Heather. A couple of things to add: MV Heather was originally built by the Heberley family of the Marlborough sounds. She is named Heather after Heather Heberley (NZ author of some note).
Heather has been a particularly reliable and forgiving vessel for myself and previous owners. I have taken her around most of the South Is and I know previous owners have also used her for some great trips around the North is. She is very economical to run (1l/nm @ 800rpm/5.8kts exactly and circa 9l/hour at 1050rpm/ 7kts average.) Large 1200l+ tanks give her a very usable range. She also has a 6kw gen set and 800watt+ solar panels to handle long periods at mooring or unattended. As of writing she has less than 3600 hours from new on the Gardner 6lxb. That is very few hours on a Gardner.
Heather was rebuilt around 2000 and a great deal of heavy duty good quality equipment was installed. All of the fittings and equipment are much more robust than you would typically find on a pleasure vessel.
MV Heather has benefited from myself and previous owners who have maintained her to a good standard and also spent significant amounts keeping her up to date with features like AIS, drip free shaft seal and Blackwater.
I have retired from aviation, and now have a larger “Bluewater boat”, hence Heather is somewhat regrettably on the market.”
waitematawoodys.com #1 for classic wooden boat stories, info, advice & news - updated daily - 14+ million views 