North Coast Steam Navigation Co.
The NCSNCo was a pivotal force in the development of northern coastal regions. It provided essential passenger and cargo services, acting as a lifeline for isolated communities before the expansion of rail and road networks.
It was founded on on January 24th 1857 as the Grafton Steam Navigation Co. with the aim of establishing a steamship service between Sydney and the Clarence River. The first Directors were Francis Mitchell, Clark Irving and Robert Waterson. The first Auditors were David Jones and Mr James Grant Tindall of the Ramornie Station and Meatworks on the Clarence River.
Three years later the company extended its operations to the Richmond River. In 1860 the Directors decided to increase the company’s capital owing to the increase of trade and at the same changed the company name to Clarence & Richmond River Steam Navigation Company.
They were very successful for the next 30 years and had a significant presence in nearly every river system and new township along the north coast. In 1888 following another reconstruction to meet increased demand for its services the company became known as the Clarence Richmond and Macleay Rivers Steam Navigation Co.
Wharves as Economic Hubs
The Richmond River was a major artery for the burgeoning agricultural and timber industries of the Northern Rivers region. Wharves along the river served as the central point for commerce. Produce like timber, dairy, and sugar was loaded onto vessels for transport to Sydney, while manufactured goods, mail, and passengers arrived from the city. This trade was vital for the prosperity of towns such as Ballina, Coraki, and Lismore, which all had significant wharf infrastructure.
For most of the 1800s, Coraki was considered the most prosperous and important river port on the Richmond. Its wharves were a hive of activity, and the town boasted a mile-long river frontage with multiple wharves.
Located further upriver, Lismore NCSNCo had its own wharf in Lismore, which was a bustling centre for the district’s trade.
As the port at the mouth of the Richmond River, Ballina’s wharves were the first stop for coastal steamers. The town was a critical trans-shipment point where goods from larger vessels were transferred to smaller boats, known as “droghers,” for the journey upriver. The Ballina bar, a notoriously treacherous sandbar at the river’s entrance, was a constant challenge for captains, and many NCSNCo ships ran aground there.
The definitive name, North Coast Steam Navigation Company, was adopted in 1891 after a significant merger with a rival, John See and Company. This consolidation of power created a near-monopoly on coastal shipping for the North Coast, and the company’s influence extended from Sydney to towns and settlements along the major river systems. The company’s headquarters were based in Sussex Street, Sydney with local branches in every major port.
A Fleet of Workhorses
The NCSNCo’s fleet was a mix of paddle steamers and screw-propelled vessels, which were instrumental in transporting goods and people. The ships were also the primary means of passenger transport, offering a faster and more comfortable alternative to the slow and arduous overland routes.
They also maintained a small fleet of droghers for the local river deliveries.
The slideshow below depicts just 30 of the boats which were regularly seen on the Richmond River. During the decade from mid 1800s to mid 1900s, the company owned or operated over 100 vessels to all the major and minor rivers on the north coast.
Captain John Storey was a prominent figure in shipping circles and had a long association with the North Coast Steam Navigation Company (NCSNCo). Born in Ireland in 1845, he went to sea at age 17 and obtained his master’s ticket at 24. After spending years in various shipping trades, including with the Adelaide Steamship Company, he settled down at Coraki in 1886, the same year as Louis Benaud, with whom he became firm friends. He became a Special Correspondent for the Richmond River Herald.
Storey became the local manager for the NCSNCo in Coraki, a position he held for 31 years. Throughout his time in the region, he was actively involved in local public movements including being Mayor of Coraki from 1895-98. Both his sons, Jack and Frank, followed him into service with the NCSNCo serving at Coraki and Lismore. Their tenure as managers spanned a significant period of the company’s dominance on the Richmond River, a time when coastal steamers were the primary link between the river towns and Sydney. Captain Storey retired in 1916 and died in Lismore in 1929 at the age of 84.
By the turn of the century, the company was so successful that in 1909 they produced a 250 page directory describing in great detail everything about all the rivers, towns, businesses, tourist spots, exports, farms and investment opportunities.
The peculiarity of this river is its course, which twists and turns to every point of the compass between the Heads and Lismore or Casino, so much so in fact that the distance between Ballina, the seaport, and Lismore, the commercial centre of the district, is very nearly four times greater by sea than by land, although the river distance is only about 70 miles from the sea. It is a charming river for scenery, too, and nobody having time to spare would ever dream of taking the coach when a steamer was available. The reaches are nearly all fringed with luxuriant growths of willows, the branches of which sweep gracefully down into the water and are lapped gently to and fro in the steadily running tide, or are thrown into agitation in the swell thrown up by passing steamers. A trip up the Richmond is, indeed, well worth the 330 odd miles of sea travelling from Sydney, and anyone who may have the good fortune to steam down between those never to-be-forgotten willows on a bright moonlight night is not likely to find a scene of more surpassing beauty in any part of the world. Courtesy of Trove
Further acquisitions were made by the company by buying out other smaller shipping fleets. In 1905 the steamships Noorebar, Cavauba, Dorrigo, and Wollumbin were bought from George Wallace Nicoll. In 1920 the company merged with Allan Taylor & Co where the agreed redistribution fleet arrangements saw both concerns retain their individuality, with Allan Taylor becoming the Chairman and main influencer. They acquired Langley Bros in 1925 and bought the remaining fleet of the Coastal Co-Operative Steamship Company in 1929 and the Port Stephens Steamship Company in 1940.
World War and Decline
The company’s operations were severely impacted by the two World Wars. During World War II, many of its vessels were requisitioned by the Royal Australian Navy for wartime service. Two of its ships were lost to enemy action: the MV Nimbin was sunk by a German mine in 1940, and the SS Wollongbar was torpedoed in 1943, resulting in significant loss of life. These losses, coupled with the increasing cost of operations and unfavorable industrial conditions in the post-war period, hastened the company’s decline.
The End of an Era
The dominance of the river wharves began to wane with the expansion of the North Coast railway line and the improvement of road networks. By the mid-20th century, these newer, faster, and more reliable forms of transport had largely replaced coastal shipping.
In 1954, the North Coast Steam Navigation Company went into voluntary liquidation, bringing an end to nearly a century of coastal shipping dominance. The cessation of its services marked the end of an era for the north coast of New South Wales, where the “coasters” had been the lifeblood of the region for so long.
SHIPPING ON THE NORTH COAST Its Genesis And Development
ORIGIN OF N.C.S.N. CO. CHANGES THAT TIME HAS BROUGHT.
Courtesy of Trove Daily Examiner Grafton 2 March 1938
THE FIRST COMPANY.
The history of the company, which was originally known as the “Grafton Steam Navigation Company,” begins with the early settlement of the Clarence River. It was formed largely through the efforts of gentlemen who had acquired interests in this district in the early fifties. The discovery of the Clarence River dates back beyond that period, but up to 1857— the year in which the Articles of Association of this company were signed — the river was served almost entirely by sailing vessels. The original share capital of the company was £13,500 in £10 shares. The original directors were Mr. Francis Mitchell, Mr. Clark Irving (who was the leading spirit in the movement and the first Parliamentary representative for the district under responsible Government), and Mr. Robert Waterston. The first auditors were Mr. David Jones (founder of the great business which bears his name), and Mr. James Grant Tindall, of Ramornie Station, and founder of the Ramornie Meat Works. In December, 1859, it was resolved to increase the capital to £25,000 as “the directors considered it time to order a new boat from England.” It may be commented here how great a change has taken place in the cost of building when it is realised that a modern vessel built in the U.K. for the Richmond River or Clarence River trades will cost £70,000.
THE FIRST STEAMER.
The company’s first steamer was the William IV, which ran between Sydney and the Clarence from 1857 until 1860. In 1831 the “Sydney Gazette” records the arrival of the first steamer in N.S.W., this was the Sophia Jane, a paddle wheel steamer. She was built in 1826— 126ft. in length, 20ft. breadth and 50 h.p., and 150 tons register. She drew 6ft. of water and could travel eight miles per hour. She cost £8000, and was originally employed between England and France. She came to Australia via the Cape, and after her arrival in Sydney traded to the Clarence River. After years of honorable service as a coaster, her engines were transferred to a wooden vessel built in Sydney in 1848, named the Phoenix. The Phoenix ended her days in April, 1852, on the north beach at the Clarence River entrance.
THE GRAFTON.
The vessel best remembered by the pioneers was the Grafton, and its memory was later carried on by the City of Grafton, a vessel only comparatively recently taken out of commission. The Grafton was built by Laird, of Birkenhead, and was identified with the Clarence River trade for a number of years. She was eventually sold to Mr. Manning, the son of the gentleman who originated the Illawarra Steam Navigation Co. Ltd., trading to the South Coast of N.S.W. She was considerably modified as to her boilers and turned from a paddle into a twin-screw steamer, but in her new rig she was not a marked success. She was sold to a Mr. Williams, of Auckland, who again altered her equipment, and ran her in the New Zealand trade for some time. Finally the Union Steamship Company obtained possession of her, expended a further sum of money on her outfit, and ran her for a considerable time, until she was ultimately wrecked on the Tasmanian coast. She carried 30 passengers and 100 tons of cargo. In the days of the old Grafton the passenger fare from Sydney to Grafton was as high as £7, and the freight on maize as high as 4/ per bag. Truly the good old days. Another vessel associated with the pioneering days was the Fenella, a paddle steamer with accommodation for about 20 passengers and 150 tons of cargo. She ran in the company’s interest for three or four years.
THE SECOND STAGE.
The second stage in the company’s career commenced with the opening up of the Richmond River trade. Originally, the whole of its attention was devoted to the Clarence River. In 1880 the company was reconstituted, and the name was altered to The Clarence and Richmond Steam Navigation Company. One somewhat unusual feature in the original articles of association still survived, viz., that while the shareholders were entitled to receive any dividend they were equally liable to pay their share of any loss and to contribute their proportion of any extraordinary repairs. The first vessel in the new trade was the Waimea, a screw steamer, carrying about 40 passengers and 150 tons of cargo. She was in charge of Captain Turner, late manager of the Illawarra Company, and was wrecked, after less than two years in the company’s service, on the Richmond River bar. She was originally bought from the Illawarra Company, and was the only screw steamer in the service. The Orara, a steamer specially built for the company in England, and brought out by Captain Wiseman, shared a similar fate with the Waimea, but on the Clarence River bar. It is interesting to note that the company has at present a steamer named Orara trading between Byron Bay and Sydney.
SISTER SHIPS.
The Duncan Hoyle was another steamer identified with the second stage of the company’s career. The Platypus, brought out originally by the Queens land Government, was purchased by the company, with the express object of re-opening the Richmond River trade, which had been abandoned for some time owing to the loss of the Waimea. There remain also to be mentioned with this epoch, the Agnes Irving and the Ballina. The Agnes Irving and the Florence Irving, two sister ships, were built in England to the order of the late Mr. Clarke Irving. The company purchased the Agnes, which developed into one of the most successful steamers ever run in the North Coast trade; she carried 60 passengers and over 200 ton of cargo. She had a good turn of speed and an excellent master in Captain Henry Creer, who deservedly enjoyed the reputation of being one of the finest seamen in Australia at that time. The Agnes Irving ran for a great many years in the trade, but was eventually lost on the Macleay River. The sister ship, the Florence Irving, was bought by the old A.S.N. Co. and ran in the Brisbane trade.
NEW ERA OF PROGRESS.
A new era of progress dates from about 1880. For some years a company formed on the Clarence River, known as the Clarence and New England Steam Navigation Company had competed successfully with the old company. The steamers engaged by this company were the Helen Macgregor and the New England, but remaining unsatisfied with modest success, the directors launched out into deeper water by themselves, building a new steamer called the Clarence. This vessel proved to be too much of a burden for their financial resources, and the company eventually went into liquidation. The Clarence was after wards known as the Currajong.
NIPPER AND SEE.
Messrs. Nicoll Brothers also exploited the Northern Rivers trade with the Bonnie Dundee, the Richmond and the Australian. Sir John See (then Mr. See) held a seat on the board of the parent company at this time, but having resigned, he bought the steamship Lubra, which was in every way suit able for the cargo trade of the coast, and having entered into partnership with Mr. Nipper, took up the Clarence River trade under the style and title of Nipper and See. Their trade rapidly spread from the Clarence to the Bellinger, Nambucca, Hastings and Manning Rivers, and before long the firm had such vessels as the Richmond, Rosedale, Lubra, Australian, Murray, Fernmount, Helen Nicoll, Burrawong, etc., running in its interests. After Mr. Nipper’s retirement from the partnership the firm was known as John See and Co. In so far as the Clarence River trade was concerned, the new and the old companies practically worked in conjunction, but the old company by this time had largely increased its fleet. The City of Grafton had been built by the Clarence and Richmond Company, under the supervision of Captain Creer, specially for the Clarence trade. The Electra, designed for the same river, and the first vessel fitted with a refrigerator and electric light plant, followed in 1837 while the Coraki and Tomki were put into the Richmond River trade. The facilities were now in marked contrast to the earlier period, when a trip, every ten days were considered sufficient.
“MAIZE CENTRE OF METROPOLIS.”
In December, 1888, the company was again re-formed under the style of the Clarence, Richmond and Macleay Rivers Steam Navigation Co. Ltd.; wharfage accommodation was purchased in Sydney, and the company’s store in Sussex street became practically the maize centre of the metropolis. In passing, it may be worth mentioning that during the great maritime strike of 1890, the company succeeded in despatching the Tomki from Sydney while all other steamers in port were effectually tied up. It was also, during this maritime upheaval that the Kallatina, which was specially built for the Clarence trade, arrived from England, and being manned by an English crew which remained by the ship, she successfully ran the blockade during the trouble.
N.C.S.N. CO.
It was in the year 1891 that, after negotiations with the firm of John See and Co., the vessels and trading interests on the Northern Rivers, owned by that firm were purchased by the parent company. With the purchase of the new firm’s interest, the parent company was reconstructed and registered as The North Coast Steam Navigation Co. Ltd., which title has not since been altered, and the red funnel fleet, a conspicuous feature of coastal shipping, was established. In the early part of the nineties the construction of the Richmond-Tweed railway influenced the opening up of the Byron Bay trade, and the establishment of a co-operative butter factory at Byron Bay marked the commencement of the now very large industry carried on by Norco Co-op. Co. Ltd. Special steamers were built for the Byron Bay trade by the company, with large space for handling refrigerated cargo. These vessels each week proceeded alongside the mail boats in Sydney, and transferred butter and frozen cargo direct to the refrigerated holds of the overseas vessels. Within a little more than 24 hours of loading at Byron Bay the cargo was safely in the holds of the export ship, ensuring that the quality of Australian butter would carry the reputation of high grade.
CHANGED CONDITIONS.
I have been speaking mainly of the years before the railway was constructed along the coastal route between Sydney and Brisbane. The completion of railway connection throughout the northern coastal area, the great advance in motor transport, and the improvement of main highways out of all recognition, have brought country that only a short time ago was referred to as “terra incognita” to a day’s run under pleasant conditions from Sydney, and have linked the towns and settlements with each other. These changed conditions have increased the importance of towns and added to population. The requirements of greater population naturally involves transport of goods in greater volume and in increasing quantities. No transport group has a monopoly to-day: shipping shares with its rivals the freight for the first-class service which each offers. It is pleasing that progress can year by year be recorded by those responsible for the running of the competing systems, which indicates that one can live comfortably alongside the other, and both be helpful to the development of the State, and the employment and maintenance of its people. A state of affairs which may be said to approach the ideal.
DIESEL ENGINED VESSELS.
To meet the demands for larger and better vessels the coastal companies have, during recent years, increased their fleets with vessels constructed to their own specifications, and embracing the latest improvements in ship design and machinery. The North Coast S.N. Co. a few years ago decided that, when new ships were being considered, the Diesel engined vessel should be adopted. The first of its kind in the coastal trade of this State was the Nimbin, which arrived in 1927 for the Richmond River trade. This vessel was a big advance on any ship which had up to that time been running to the North Coast. With a carrying capacity of 1000 tons, better space for refrigerated cargo, greater speed, electric winches and Diesel engines, the change over from coal was a success in every way, and each of the three ships built for the company since have been of the Diesel type.
“MECHANICAL STOKER.”
It may be interesting to mention here that the Newcastle and Hunter River Company’s new steamer Mulubimba, which arrived last year from Scotland, has installed something entirely new to the shipping of this country in the form of a “mechanical stoker.” Many advantages are claimed for the installation of this plant. One is the elimination of smoke, which no longer interferes with the outlook from such a steamer’s deck. No less real are the advantages secured by the utilisation of coal to its greatest possible extent. In the stokehold, by an arrangement of pistons, the coal is pushed into the furnaces. Hand stoking by a perspiring fireman is a thing of the past, and no furnace doors have to be opened to pour out heat. Many people consider that it is of the utmost importance to Australia that coal should come back into its own, and it is by the use of such means of stoking and burning that economy reaches a point when the advantage of coal over other fuels in competition, encourages ship owners to specify coal burning for new vessels.