Back to Thetis

Compact. Completely dismantleable. Easily stored. Suitable for all line/rod weights. Options available. Accessories - Rod holders, adjustable gimbal.

In BNZ’S October 2015 issue I discussed the Seagar brothers’ construction of steel yachts in Auckland culminating in the 5 rater Thetis for the Masefield brothers and the 2½ rater Huia for themselves in 1895. I detailed the progressive decay of Thetis on the beach below the Masefield brothers’ property at the western edge of St. Mary’s Bay and drew a parallel with the decay of the Seagars’ own 2½ rater Huia by saying, “Huia soon started on the same electrolytic, self-destruction process as Thetis.”

Now-retired boat builder and marine surveyor Jack Taylor keeps an eye on my articles and took me mildly to task over that statement. Jack is well over 90 but retains 100% mental acuity. Jack served his time with Lidgard Bros at the Western Reclamation in the late 1930s and early 1940s. He became fascinated by Thetis, standing like a sentinel on the hard just past the foot of Curran Street, her lines still beautiful, but a faded monument to a flawed construction method.

As Jack says, “electrolysis” requires two dissimilar metals to be in a liquid medium to set up a corrosive electrolytic cell. The problem with Thetis, Huia and the other high-profile steel yacht of the 1890s in Auckland, Isafrael, was simple rust.

Rust started where the several horizontal strakes of 1/8th” or 3/16th” plate were secured to the steel frames and ribs. The tiny vee between the frame and each upper plate, lapped over the plate below, collected salt-laden moisture and degraded with rust. Jack saw that there were still traces of tar or pitch in this area but it hadn’t done the job effectively. So, no electrolysis, just poor design and plain, raging rust.

The law took some time to catch up. Under the 1903 Shipping and Seamen Act, although rarely enforced, owners of coastal trade oil-engined vessels had to carry a ticketed engineer, and that caught scows with auxiliaries.

However, a new Act in 1908 exempted most oil engine launches from survey and carrying certified skippers and engineers but retained those provisions for steam-powered vessels of all sizes, obviously regulating the greater dangers with steam.

While petrol fires were becoming common, they were rarely as devastating as boiler explosions which dismembered those in the way and doomed most initial survivors to a ghastly death from burns with super-heated steam.

In this new environment it became rare to see new builds of steam launches for purely recreational use by their owners. Effectively that became the province solely of those who were nostalgic, in the trade and had steam tickets anyway.

For example, the Foote Bros, sawmillers of Whakapara north of Whangarei, had Chas. Bailey Jr build them the 42 footer Whakapara (these days Bondi Belle) at their mill in 1899 and, in 1910, engineer Albie Braund built his own 15hp engine, using a boiler by G. Fraser & Sons, for his 40ft steamer Mavis B in a wooden hull by James Reid. As far as I know, Mavis B was the last purpose-built pleasure steam launch in Auckland.

But getting back to Charles and George Seagar: they finally settled on a new launch to keep. On 20th April 1905 Chas. Bailey

Jr. launched for them a new steam launch, a 30hp 45 footer they called Rehutai. In November 1905 they were privileged to use Rehutai to take aboard Lord Plunket, the Governor-general, to review the Squadron’s opening procession.

The Seagars kept her for another four years or so, selling her in 1909 to the Government Lands Department for use on the Piako River, renamed Hauraki. In the 1950s she was on the Kaipara owned by Bob Pook as Seaspray and was later burnt out off Whangaruru when owned by the Simunovichs.

The Seagars’ Rehutai II was their last hurrah in steam launches and a wonderful finale. Again, Chas. Bailey Jr got their order for a high quality diagonally built steamer, very similar to her predecessor, and launched her on 4th December 1909.

The Auckland Star raved “the Rehutai is a handsome model of the cruiser type. The hull is painted white, with blue and gold tracings and the deck-house is of teak, the whole showing the vessel off to the best advantage. There are two cabins, one forward with sleeping accommodation for three or four people, and the other aft with accommodation for six passengers. The cabins are nicely furnished, and many of the most up-to-date methods are embodied in her appliances, such as steamcooking, heating and washing-up appliances. She is fitted with a compound tandem engine of 35 hp, with a boiler pressure of 190 lbs. The vessel is 46ft overall by 10ft beam, with a draught of 3ft 6in.”

In a later issue I will continue with the story of Rehutai II and the several high quality motor launches with which the Seagars replaced her. B