John Readhead and Sons Limited – 1909 to 1968

In 1909, under the Companies Act, John Readhead and Sons became a limited company with private company status. The nominal capital of the Company stood then at £300,000 and a rearrangement of holdings took place between the four partners, Robert, John, James and William Bell.
The first meeting of the Limited Company took place on the 23rd January, 1909, with Mr. James Readhead as Chairman & Managing Director, Mr. John Readhead and Mr. William Bell Readhead as Directors and Mr. Thomas Readhead as the first Secretary of the Company. The first ship to be built under the Limited Company was No. 408 – appropriately enough for Mr. Edward Hain & Son and named “Trelissick”. In 1910 the present head office was opened together with the ‘bridge of sighs’ – the local name for the covered walkway that still connects the head office with the technical departments. In those days nobody was allowed to walk over the bridge except Mr. James Readhead, and for a very long time this continued to be his own private preserve. Seven members of the Readhead family were working in the yard at this time. The founder’s youngest son Willie, aged 50, was in charge of the drawing office, but he also had another office situated over the old palters’ shed. One day the sight of the top storey bursting into flames brought Willie hurrying to the scene. He immediately climbed up into the office in an attempt to salve all he could, and whilst tearing his office apart, seemed quite oblivious of the imminent danger to his life. Bill Middleyard, foreman mason at the time, dashed up and hauled Willie out. Mr. Willie never spoke another word to his rescuer until the day he died some two years later! Mr Middleyard was also the man responsible for the converting of a public house into shipyard offices. The same building is used today but the interior has been subject to frequent alterations and rearrangement. After the old offices had been pulled down and the building berths rearranged, a little extra space was gained in the shipyard.

The 'Bridge of Sighs' joining the Technical Offices and shipyard on the left and the Head Office on the right.

Edward Hain continued to dominate the new construction lists right up to 1922. By the time war broke out in August, 1914, the total of ships completed for that company had risen to 65. New tonnage for Walter Runciman and Company continued to slide off the stocks every year except when there were so many Hain boats on order it proved impossible to obtain a berth. In 1912/13, when in his sixtieth year, Mr James Readhead repeated an earlier record by securing contracts for six further Hain ships to be built consecutively. These years were prosperous indeed, and the continued success of the ship-repairing department stimulated a decision to build a second drydock.
Potts Quay, where the collier brigs used to discharge ballast in days past, was the site chosen for the new dock. Dimensions were fixed at 450’0” x 65’0” to complement the facilities of a rearranged shipyard, where ships of up to 450’0” in length to carry a deadweight of around 12,000 tons could be built. No. 2 drydock was finally opened on Nov. 14th, 1914. That Mr James Readhead had been the guiding influence behind this development there can be little doubt and such prescience of mind was completely vindicated in the thirties, when without the ship-repair department the company might well have collapsed during the years of depression.
On August 4th, 1914, Readheads immediately came under the control of the Admiralty. During the next four years, 1914 to 1918, the pressure was on, and the company launched and completed 20 steam screw cargo vessels with a dwt. carrying capacity totalling 156,000 tons. This total included standard vessels of the ‘B’ type for the Shipping Controller and a ship which was converted during construction into an oil tanker for the Admiralty. The 9,000 ton R. F. A. vessel “Oletta” remains the first and only deep sea oil tanker constructed by the Company. In addition three ‘P’ class submarine chasers were completed for the Royal Navy and four lighters making a total of 27 vessels. The three ‘P’ class ships still hold the distinction of being the fastest vessels ever to be built by the Company. These ships were capable of speeds in excess of 22 knots. H.M.S. P31 was subsequently chosen to convey King George V on a tour of all naval establishments on the Thames. From the very beginning of the war the shiprepair department had also been wading through an exceptionally heavy programme of repair work. Mine or torpedo damage to hulls and machinery of merchant shipping frequently necessitated extensive structural repairs, whilst torpedo boats and destroyers were also docked for the Royal Navy. A long schedule of reconversions followed to carry the drydocks into the post-war era at wartime pitch.

H.M.S. P31 was chosen to convey King George V on a tour of all naval establishments on the Thames.

With the ending of the Great War there was time for lighter entertainment, and on August 6th, 1919, Mr. James Readhead, who had spent many weeks organising a ‘welcome home’ for those of his men who had enlisted in the Army and Navy, provided a magnificent reception for them and their families in the grounds of Westoe Hall. Sports were organised for the children and marquees erected for tea and refreshments. St. Hilda Colliery Band rendered selections of music in the evening, and a spectacular fireworks display was put on by Pains, already specialists in these matters.
In 1920 both Princess Marie Louise and H.R.H. Prince Albert came to the West Docks on separate occasions, and were conducted round the premises by Mr. James Readhead. A souvenir booklet was published in honour of the visit by H.R.H. Prince Albert, in which there appears the following account of the Company written in the descriptive tongue of the day:
“The firm’s premises cover an area of over 16 acres, having a quay frontage of 1,500 feet, and are replete with the most modern types of Plant including a 60 ton Electric Crane of the latest description and Electrical Hydraulic and Pneumatic machines for carrying out the building and repairing of all types of First-Class Cargo Vessels, Marine Engines, Boilers and Auxiliary Machinery. The whole of the Machinery is electrically driven. The Firm is therefore in a splendid position to carry out most expeditiously the Building and Repairing of all types of vessels in an economical and first-class manner.
The Firm has also the advantage of making their own Engines and Boilers, and are thus able to turn out Vessels of a total carrying capacity of 50,000 tons and 40,000 I. H. P. per annum, and in addition to their facilities for the original construction of vessels and machinery the Firm owns two Graving Docks capable of accommodating vessels up to 450 feet in length, which enable it to carry out repairs to all description of Vessels and thus take its place amongst the leading Shipbuilding, Engineering and Repairing Establishments of the country. It is believed to be the largest private firm on the Tyne, and an important point is that the real Principals of the Firm are also the managers and in direct touch with their officials and workmen.
The Firm employ an average about 2,000 men under the assiduous supervision of members of the Company who are proud of the high reputation of their Establishment which in itself affords sufficient guarantee of the excellence of the work executed on the premises. It may also be interesting to note the unanimity and concord which exists between the Firm, their Staff, and their Workmen, which is illustrated by the fact that at present in the employ of the Firm are 52 foremen and officials, their united period of service with the Firm being 1,565 years, or an average of 30 years.”
1921 shows two further orders for Dunkirk owners, La Compagnie des Bateaux a Vapeur du Nord, thus raising our total newbuildings for this company to thirteen. New work from France did not materialise again until 1947. However the first signs of slackening demand were becoming unmistakable and the swing towards a buyer’s market gathered momentum.
In 1922 Mr. James Readhead received a baronetcy for public services and, amidst widespread local acclaim, one event that touched him most deeply was the presentation of a silver vase made to him in the platers’ shed by officials and workmen of the yard to mark the high honour bestowed upon him. Today this replica of the Warwick Vase, towards which so many had contributed on that occasion, stands in a place of honour each launch day, symbolic perhaps of the common contribution from a diversity of people without which no ship could be built.
A few weeks later, the eldest son of the founder, Mr. Robert Readhead, passed away. Robert had managed the original engine and boiler shop at the Lawe shipyard, and when the business moved to the West Docks, he continued to head this important side of the Company until 1912 when he retired.
John, third son of the founder, began life as a seagoing engineer with Messrs. Harrowings of Whitby, and after rising to sail Chief Engineer, he left the sea in favour of the family business. John followed Robert as the Engine Works Manager and was well known for the meticulous way in which he used to supervise outside work come hail, rain or snow.
The same year a change in leadership occurred within the Hain Steamship Company. New policies soon emerged, one of which opened the door for other shipyards to build Hain steamers. Throughout the mid-twenties depressed world trading conditions were sharply reflected in the order book, and new outlets were urgently needed. 1926 came and went with only one new ship completed, but statistics alone can easily mask matters of the greatest significance, for Sir James had carried the Readhead flag into a new house. Beneath a roof in the City of London there occurred an exchange of views between owner and builder that sparked the beginnings of yet another association. This time the shipowner concerned was Mr. Frank C. Strick.
Ship No. 482 was the first ship to be built to the order of F. C. Strick & Co. Ltd., but she was taken over whilst on the stocks by the Turnbull Scott Shipping Co. However in 1927 a further ship was built and then in 1928 Sir James returned from London with what was surely the greatest single achievement of his entire business career. A run of newbuildings was commenced for F. C. Strick & Co. Limited, that carried the yard working at full capacity right into 1930; thirteen new ships and the cement was beginning to harden around the foundations of this most recent of connections.
Early in 1965 Readheads completed their 41st and 42nd vessels for the Strick Line Ltd; the 12,080 ton dwt. sister ships “Shahristan” and “Floristan”. Both vessels are equipped with 180-ton Stulcken derricks and electric deck cranes. There is extensive centralisation and automation in their machinery spaces. They have been specifically designed to expedite the handling of the very widest range of general cargo and thereby help speed British exports to the Persian Gulf. “Floristan” holds the distinction of being the first merchant ship built by the Company to break 20 knots on trial. Today if we were to try to value our connection with Messrs. F. C. Strick & Co. Ltd., it need hardly be said that the name Strick would head any list of our invisible assets. Two further ships are at present building at the yard, and it is the ardent hope of all Readhead personnel that this association may long continue.

m.v. Shahristan

On March 18th, 1930, Sir James Readhead, aged 77, died after a long and protracted illness. He had been with the company ever since 1867 and for the past 36 years had been its leader. No one person had been more closely concerned with the long record of growth and success than he. His powers of organisation were exceptional, and his loss was deeply felt throughout the yard and the entire Borough. Sir James’ elder son, James Halder Readhead, succeeded his father to the baronetcy and to the position of Chairman and Managing Director of the Company. Sir James H. had received his training in the shipyard and for some years had been quietly assisting his father.
In 1931 total depression enveloped the West Docks and between 1931 and 1937 only one new vessel was completed. Grass did grow on the berths and it was a time of great despondency and despair. It was a time of distress, deprivation and great hardship amongst the men who worked in shipyards and it was a time of great concern for those whose work it was to search for a future. The depression generated widespread thought concerning ways to alleviate its effects, one such result being National Shipbuilders Security Limited. This was set up with the aim of sterilising shipyard properties entering into voluntary liquidation in order to reduce capacity. It is fairly certain that they would have been interested in doing just this with John Readhead and Sons, but fortunately Sir James H. was able to stave off all would-be intruders.
Throughout this entire period, the drydock department were able to carry on the business of repairing ships. Without drydocks it is indeed doubtful whether the Company would have been able to weather the prolonged severity of the depression. But at last an upturn in the trade cycle began to reappear and the rearmament programme took the slack out of the economy. By 1937 the machines were turning once more and, in the following year, negotiations began for the purchase of the Smith’s Docks riverside property that separated the shipyard from the repair department.
The acquisition of Smith’s riverside premises was by far the biggest single step forward in the development of the Company since the building of No. 2 Graving Dock. A nearby ballast hill, known locally as “Johnston Hill”, was in the way of Corporation improvements at the time, and so a joint plan was drawn up between Readheads and the South Shields Corporation for the old docks to be filled up with “Johnston Hill” together with free transport and trimming. The whole operation would save the Corporation several thousand pounds as they would thereby avoid paying hopper transport to the sea for dumping. With the docks filled in, 14,500 sq. yds. Of new land and 227 ft. of river-frontage were gained and the Company became one complete inter-connected unit for the first time. The shipyard was considered to be well equipped with some of the latest facilities for plate handling; tubular derricks, steel uprights and lattice masts were all installed to facilitate construction. Up to now the yard had been building ships of up to 450 ft L. B. P. and 53 ft. beam but, with the latest acquisition, new areas became available of sufficient size to stimulate thoughts for an even more expansive layout. Plans were subsequently prepared for the construction of a modern plate preparation shed together with further alterations to the building berths in order to keep pace with the growth of hull dimensions.
On September 3rd, 1939, war clouds gathered again, and with every shipyard alike, we were taken under the wing of the Admiralty for the duration of hostilities. The trend towards welded construction was becoming very evident, and so the fourth berth was dismantled to create the space necessary for welding small units. Meanwhile the new platers’ shed began to rise on the new land. The overburden of wartime demand soon had facilities fully extended once more and production was geared to building between five and six hulls per year throughout the war. Repairs and conversion work reached their highest pitch even sooner. And then quite suddenly every person at the West Docks was stunned to learn one May day in 1940 that death had struck at their leader, Sir James Halder Readhead. It came like a dagger from behind, made the more poignant by reason of his quiet personality, his great kindness, his reputation for fair dealing and his genuine concern for the welfare of others. He was a man greatly honoured and beloved by many and someone who gave of himself generously and without restraint to the industrial and social life of the neighbourhood. Several thousand townspeople, with almost every Readhead employee among the crowd, lined the funeral route from Westoe Village to the cemetery gates. He died in harness … a shipbuilder like his father and grandfather before him.
The Chairmanship passed immediately to Mr. Christopher Southall. Mr. Southall, a member of the board since 1936, brought with him a wealth of industrial and business experience from beyond the boundaries of shipbuilding. He was the first Chairman not to have held an executive position within the Company, but his guiding influence and wise counsel were straightaway directed towards the rebuilding of capital reserves.
Mr. Harold Towers, the only member of the fourth generation of the family to enter the firm in a working capacity, was elected Managing Director. Mr. Towers served his apprenticeship in the shipyard, joining the Company in 1929. He gained experience in both the newbuilding and repair departments before being appointed to the Board in 1936.

War damaged ship in dock

Later in 1940 Ship No. 519, “North Britain”, was launched midst the wailing of sirens. The ceremony was carried through without mishap, toasts to the new ship being drunk in the head office air-raid shelter.
Whilst darkness seemed to be drawing in on the international front in 1941, the real harshness of events suddenly became starkly visible on the premises. Air-raid damage during the days April 8/10th, 1941, was particularly severe. The joiner’ shop and sawmills were gutted; the new quay was rendered unusable; the dock fitting shop was destroyed by incendiaries and further damage to boiler-shop machinery and rivercraft was sustained. Three H. E. bombs added to the devastation and No. 2 dock gate remains twisted today as a result of explosions. But the damage could have been much more disastrous and the business of clearing away the rubble began at once. Production was slowed temporarily but in 1942 the new platers’ shed came on stream and output increased to six ‘Empire’ boats that year. This shop had been carefully designed and planned for the handling of plates using riveted connections. Overhead cranes, a one man punching machine, plate rolls and heavy flanging machine were all installed, the combination of which produced a concentrated and highly efficient shop capable of handling up to 16,000 tons of steel per year. Towards the end of the same year Mr. Towers was selected to join a small delegation of shipbuilders who were to make an extensive tour of United States and Canadian shipbuilding establishments in order to report on new production techniques then being used to speed ship construction in those countries.
One morning in April, 1943, the telephone lines began to buzz with news of a very special event. In the afternoon of April 7th the firm was greatly honoured by a visit from Their Majesties King George VI and Queen Elizabeth, who were conducted round the yard by Mr. Towers and other members of senior management. Security was such that the men could not be warned until lunch time on the day of the visit, but the welcome was the warmer because of its spontaneity and a great fillip to morale was achieved.
Today it is interesting to learn that the outside tour had to be carefully planned so that at no time during the visit were Their Majesties more than a minute or so from the nearest air-raid shelter.
Special building in these years included Chants 60 and 61, designed to carry oil in bulk to support the Normandy landings, and two aircraft engine repair ships, H. M. S. “Moray Firth” and “Beauly Firth”. The latter went upriver to Palmers for completion, but “Moray Firth” was fitted-out in a ‘combined ops’ exercise with our repair department. H. M. S. “Moray Firth” was the only ship of several of her type to be wholly completed by one firm and she was certainly by far the biggest contract undertaken by the firm during the war years.
As in the first war, so in the second; the drydocks were hardly allowed a moment to breathe. Victims of E-Boat Alley, such as the colliers “Wandle” and “Firelight”, were both entirely rebuilt about their fore-ends; torpedo damage and the devastation of a direct hit in the engine room were repaired on the banana carrier “Eros”; drydock work for naval vessels also formed part of a continuous programme.
In 1944 the first Butters monotower crane was installed in the shipyard shortly followed by five others. Capital spending was continuing in the best traditions of those early years. When the war ended our contribution to the war effort for the six-year period 1939 – 1945 totalled 35 vessels. This included thirty-one cargo ships with a total carrying capacity of almost 307,000 tons and four special buildings for the Admiralty.
Strick Line were early in the market for new tonnage after the war but 1948 must go down in the firm’s annals as ‘export year’, for the entire output was for foreign ownership; three ships for Norway and one for Eire. At the end of this year the premises consisted of approximately nineteen acres and a river frontage of 1700ft. The scheme of extensions which involved the acquisition of the three old Smith’s docks had been completed and over 2,000 workpeople were employed. There were now three well equipped building berths capable of taking vessels up to 500ft. in length and 70ft. in breadth, with concrete foundations for keel blocks and launchways and concrete service roads on either side. There was considerable space for storing small fabrication units, and the six new monotower cranes were capable of covering the whole of the berth area. The mould loft was particularly spacious for the full-size development of structural details .The joiners’ shop, sawmills, blacksmiths’ shop and frame and furnace sheds had all been rebuilt during and since the war. Apart from a period in 1950 / 51 when the yard was closed for about a year, newbuilding continued steadily through the fifties. The decade was notable for the Strick Line maintaining an average of one newbuilding per year. Six deliveries were made to Greek owners, and Stag Line Ltd., North Shields, completely modernised their tramping fleet with a series of raised quarter deck bulk carriers built to a special design. Several ‘Baron boats’ for H. Hogarth and Sons Limited, became another regular feature.
After a period of 17 years as Chairman of the Board, Mr. Southall announced in 1957 that he thought it was time for a younger man to take his place. There followed the election of Mr. Towers to this position.
Until 1957, all new vessels built at the yard, except two, had been engined and boilered using our own facilities. However the tendency for diesel to displace steam was now quite universal, and it was decided therefore to discontinue the manufacture of reciprocating machinery. The building of steam engines and marine boilers had been our business ever since shipbuilding began on the Lawe, but the days of the steam reciprocating engine seemed to be finally numbered; at least they were for the type of merchant ship that we were being asked to construct. Triple expansion machinery, in conjunction with the Bauer-Wach low pressure turbine, had been fitted to deliver up to 6,200 I. H. P. on a single shaft, and a number of the Fredriksstad ‘steam motors’ had also been built under licence. Tooling up for the construction of other means of propulsion has not been undertaken to date due to the very fluid state of development that marine propulsion units are passing through. Today the engineworks department concentrates on the design and fitting of main engine installations, and with the advance of automation into marine engineering, there has been a steady expansion of employment since the demise of the steamer.
Ever since the earliest days there has been another feature of Readheads that has now become tantamount to a tradition; this is to be found amongst the sovereign loyalty and long-service of so many employees. Characteristically this still exists at every level within the firm; something about it stirs a feeling of intense pride; and from it flows a warm current of co-operation in which is reflected, perhaps, the Company’s worthy record of achievement in the field of labour relations. In 1958 a scheme was inaugurated for the presentation of a gold watch to every employee of the Company who completes 25 years continuous service. So far 420 gold watches have been presented and many further awards have been made for those with records of 50 years and over. Appropriately enough this year Mr. Harold Towers, also Chairman of the Company, has completed 25 years in the seat of Managing Director. Few firms surely can rival such records of loyal service.
The provision of welfare amenities is well catered for at West Docks. The Company supports social and sporting activities for its employees, and the well equipped premises of “Ashley House” offer all the requirements of a modern Club with a licensed bar and lounge, T.V. and billiard rooms. The Club, opened in December 1961, is run and maintained by joint contributions from the Company and employees. Association and Rugby Football, Bowls and Tennis are played together with Inter-departmental Competitions. Annual events that also form an integral part of a composite Company include dinners, socials, dances and outings. The training of the next generation is a subject permanently under review. Day release is offered where technical subjects are concerned and full time sandwich courses are available to selected apprentices, thus enabling them to attain higher qualifications. Under the Company’s present apprenticeship scheme, prize awards for educational attainments and work progress have been latterly presented each year at South Shields Marine & Technical College.
1960 dawned with the news that Hain’s were back, and in 1963 one of the most widely known names in shipping, the Cunard Steam-Ship Co., Limited, came to South Shields for the first of a series of express cargo liners. Running concurrently with the arrival of new flags and funnels at the West Docks, the local skyline was being changed again in order to meet the growing demand for ships of greatly increased tonnage. Riveting squads have now all but vanished from the berths, and in their place the electric arc of the welder flashes out the message of technological advance.
In 1962 decisions were taken to enter the era of the bigger ship. Since that date the building berths have been reduced to two and a double width crane gantry stands in the position of the old centre berth. One new 40-ton level luffing crane, built to a new design at our request by Clyde Crane & Booth, together with one 10 ton monotower crane converted for travelling serve the two berths. Provision has been made for the gantry eventually to take two 60-ton cranes. A Hugh Smith cold frame bending machine has eliminated all hot furnace work, and a Messer flame planning machine speeds the preparation of plate edges for welding. A new fabrication shop has been erected adjoining the war-built platers shed with a crane hook height of 60ft. This year further extensions have begun on one of the berths so that the longest possible ships may be constructed within the present boundary limits of the site. But perhaps the most outstanding feature of our centenary year, 1965, has been that of contracting to build two ships of over 20,000 tons deadweight. Ship Nos. 619 and 620 will both be of the bulk carrier type, and they will take their place in local history as being the two largest vessels yet built at South Shields.

Outfit Draughtsmen, Norman, Ray and Eddie read the front page news about the big double order

It is now difficult for Readheads to build ships of any greater size on the present site without the diversion of the main road that divides company property through the centre. Future development plans are being drawn up in close collaboration with the South Shields Corporation, and it is hoped that a joint proposal for development can be agreed upon so as to ensure the continuity of shipbuilding in the town. Today the shipyard is capable of constructing vessels up to 650 ft. in length and 80 ft. beam, dimensions from which it would be possible to obtain a deadweight of up to 30,000 tons.

Yard layout 1965

And so history continues to be made. From a collier brig to a 25,000 ton bulk carrier in 100 years. Continuous but fluctuating growth there has been. So much more important therefore are the foundations, but if these were to be exposed, perhaps three qualities of man would shine through most strongly – courage, knowledge and hard work. These characteristics were certainly possessed by the founder and his immediate family, but could their secret have been that uncanny ability for gathering a team around them of similar men – men with the same qualities, the same determination and the same eagerness to probe the future as they themselves? We believe this was how it was. We believe this is how it should be, and we hope that this is how it may continue to be. Of change; it must be a continuous process. Sometimes it will be of far reaching and great consequence, but for the most part, small, though often no less vital in order that progress be maintained. History and tradition do still have meaning amongst Readhead craftsmen, and whenever a Hain or Strick boat is in the yard, right from the start one can detect that feeling of something extra being built into them to ensure the job being finished just that little bit better than the time before.
But only part of the story has been told above. The very foundations of solid achievement can most often be found in ’the daily round, the common task’.
For 100 years somewhere around 1,000 people have each day been adding their own colours to the fabric. Every person has been a contributor and their every action their contribution. Some of the traditions that were laid in the early years may now be more clearly understood; that they have borne fruit has become apparent through the records of our achievements; achievements not only of a single individual but more of a team with a captain, and the very widest variety of skills have for long been encompassed within that team.
Shipbuilding records have been made at South Shields in the past. These have been broken once more in this our centenary year. The aim today is to break these again and to go on setting new standards, fired by an indomitable spirit and a determination to remain in the front line of British Shipbuilding.

Notes;-

Ship No 459+      Trewyn  -  1920

Built for Hain Steamship Co., ex- Moni Rickmers 1937, 1940 seized by Dutch Government renamed Salando (Rotterdamsche Lloyd manager), 1946 Mij. Zeetransport (Oranje Lijn ) manager, 1949 sold to Avni Nuri Meserretcioglu, Turkey and renamed Meserret, 1958 sold to A. Veder, Holland, 1959 sold to Hakki Marmara, Turkey and renamed Yeni Meserret, 1960 sold to Deniz Nakliyat ve Ticaret Limited Sirketi, Turkey, 1.9.1962 driven ashore at Green Island, Hong Kong during typhoon Wanda, 6.9.1962 refloated and beached at Gin Drinker's Bay where she was broken up by Hong Kong Chiap Hue Manufactory Co. Ltd.
From website;-   http://www.theshipslist.com/ships/lines/av.htm

From website;-
TEESSHIPS
A FAVOURITE SHIP
YENI MESSERET (ex Trewyn)
Back on Remembrance Day 11 November 1961 (in the days when everything did stop for two minutes at 11.00am on the actual day itself) I visited Tyne-Tees and Dents Wharves and noted the name of one ship as the Y. MESSERET. Obviously an oldie even then, and I don't know whether my interest as 16-year old (just by a few days) showed that much but, for whatever reason, a passing customs officer asked if I would like to go on board - my first such invitation in almost one year of ship observing. All I now remember is that the interior of the ship seemed very dingy and the captain's cabin, such as it was, was an opening covered by a very heavy and, I think, extremely dirty curtain. That's all I can recall but having since read about the apparent delights of Turkish tea, that did not feature as part of my brief inspection.
Over the years and particularly through membership of the Teesside Ship Society since 1964 I have since visited quite a number of ships - but this one still obviously sticks in my mind. When I next went to the library to consult the register I looked in vain for a ship with the name I recorded. Only when I looked at the compound names section (then in a separate volume) did I find her true name was YENI MESSERET.
Early this year Mike Helm wrote as follows:
As a young lad, my "playground" was exploring old freighters and warships laid-up after WWII in my home town of Barrow-in-Furness. I became an avid ship fanatic in my teens upon acquiring a decrepit Kodak box camera. That was around 1957 when the majority of ships carrying iron ore, coal and wood pulp to local industries were REAL ships. My hobby interest has continued through the years and has crossed the ocean to Canada, where I now live.
The reason for writing is remembering a reference you made some time ago to a "real old tub" the Turkish YENI (Y.) MESSERRET (5272 GT)at Dent's Wharf in 1961. I knew I had photographed her in Hull at about the same time but only recently came across the negative which I have now scanned (copy of photo attached). I'm in the process of digitizing my collection which spans almost 50 years. Eventually I'll start my own web site. Anyway, this photo was taken on a typically murky, east coast autumn day (11th October, 1961) when berthed in Hull docks. As you know, she was built in 1920 as TREWYN. By the time I saw her she must have been almost at the end of her days but was reasonably well kept, belonging at the time to Deniz Nakliyat ve Ticaret Limited Sirketi, Istanbul. You have my permission to post the photo on your web site, should you wish. Keep up the good work!
Mike Helm
Mike has now indeed started his own website at: http://www.chesterahoy.com/SHIPS/shippics.htm

YENI MESSERET, Turkey, 5272gt, completed by Readhead's at South Shields 2-1920, ex Messeret-59, ex Salando-49, ex Moni Rickmers-40, ex Trewyn-37. 1962 broken up.

Ship No 464      Tredinnick  -  1921

On March 25th, 1943 the Italian submarine 'Calvi' intercepted and sank the TREDINNICK. None of the 46 crew members were rescued.

Ship No 481      Eastville  -  1925

Ex Eastville, 1937 purchased from Balls & Stansfield and renamed Eastpool, 1938 sold to Turkey not renamed, 1938 sold renamed Demir, 1941 sold same name, 1952 sold idem, 1955 sold idem, 1963 scrapped.

Ship No 510    Testbank  -  1937

From the website;-http://www.testbankshiprepair.com/
S.S Testbank, G.R.T. 5083, Built 1937 J. Readhead & Sons Ltd.,
Lost through enemy action at Bari 1943,
Andrew Weir Shipping Ltd.

Ship No 518  Thursobank  -  1940

The Thursobank, 5,575-tons, built 1940 by J. Readhead & Sons was sailing independently on passage from New York for Alexandria via Cape Town with 7839-tons of general cargo when she was torpedoed at 0240hrs on 22 March 1942 by U 373 (Loeser) in position 38 05N 68 30W. The Master Capt Ralph Brian Ellis, 22 crew and 7 gunners were lost. 26 crew were rescued by the Norwegian motor tanker Havsten and landed at Halifax NS. The U-boat was later sunk on 8-6-1944 in the Bay of Biscay 25 miles SW of Ushant by a Liberator G, pilot F/O Kenneth Owen Moore (Canadian) of No 224 Squadron RAF based at St Eval. Pilot awarded the DSO. 4 of U-boat's crew lost.

Ship No 528      Delfshaven  - 1942

The Victory Ship 

Built: 1942 in South Shields / Newcastle. by J. Readhead & Sons Ltd.
Name: "Empire Hazlitt," later named the "ALBERT CUYP" by the by Ministry of War.
The ship carried the name Delfshaven from 1946-1959.
Dimensions: 131m x 17m x 11.5m metres.
One triple expansion 3 cylinder 2.580 horsepower engine.
Scrapped 6 Dec 1966 in Kaohsiung.

Information submitted by A Shard on website;- www.artificialreef.bc.ca:80/OurReefs/100_CapeBreton/100_History.htm

Ship No. 535    Empire Path - 1943

From website;- http://www.gordonmumford.com/scheldt1.htm

Empire Path
The Ship: General cargo ship (6,140 gross tons), built in 1943 by John Readhead & Sons Ltd., South Shields (Readhead Standard Design). M.O.W.T. (managed by Moller Line (UK) Ltd. Struck mine in the Scheldt Estuary (51.22 North, 2.52 East) and blown in two. December 24, 1944.
When the Empire Path sank, it came to rest almost on top of the wreck of the Boscobel (51.21.40 N by 02.50.75 E). Then, on July 2, 1945, the Emeraude collided with part of the wreckage of the Empire Path and sank. Because the wreckage of these ships presented a danger to other shipping on this coast, they were levelled off with dynamite. The Boscobel now lies partially on top of the Empire Path, with the Emeraude a short distance away. Their present location can be seen on the chart from 'The Wreck Site' (North Sea).
Voyage: November 11 - December 24, 1944 (lost at sea)
Gordon joined this ship in Tilbury, London, and they sailed in the second convoy through the Scheldt to Antwerp, Belgium. After the cargo was unloaded, the ship left on December 24 to return to U.K., but was blown in half by a ratchet mine in the Scheldt Estuary. The survivors were taken into Ostende, and billeted in an army transit camp. Then, on December 27, they boarded an over-crowded LST for the short trip to England. They were fog-bound in the Thames Estuary for three days, and eventually reached London on December 30.
Gordon was the Second Radio Officer on the SS Empire Path. The ship arrived in Antwerp at the end of November, 1944, in the second convoy into Belgium and Holland.
After unloading war materiel, the ship left in convoy on December 24, 1944, and was sunk by a ratchet mine in the Scheldt Estuary.
Gordon has written about this voyage in 'The Black Pit . . . and Beyond'

Ship Nos. 542        H M S Moray Firth       1945

Email;-

My interest in the "HMS Moray Firth" relates to my father-in-law having served on board the ship during WWII as a Junior Officer. He has some interesting photos of the Moray Firth which were taken in South Shields prior to the ship's first voyage. The photos of the ship's interior and Officers were professionally taken by J H Cleet FRPS, South Shields.

It was quite an amazing ship kitted out for all the engineering work involved in the maintenance and repair of Rolls Royce Merlin engines. I understand from my father-in-law that HMS Beauly Firth was kitted out to specialise in the repair of aircraft fuselages.

Ship Nos. 560 & 562        Irish Pine and Irish Oak     1948 & 1949

From the website;- http://www.oireachtas-debates.gov.ie/D/0102/D.0102.194607160009.html

Dáil Éireann - Volume 102 - 16 July, 1946
Ceisteanna—Questions. Oral Answers. - Building of Cargo Liners.
Mr. Norton Mr. Norton
837
Mr. Norton asked the Minister for Industry and Commerce whether his attention has been directed to the announcement that Irish Shipping, Limited, have entered into contracts with the British shipbuilding firm, Messrs. John Readhead and Sons, South Shields, for the building of two cargo liners; whether he will state if these contracts were placed as the result of competitive tendering on the part of Messrs. Readhead and Sons; [837] whether any Irish firms were invited to submit tenders for the building of either of these ships, or for any part of the work; and whether he will make a statement as to the position generally concerning the shipbuilding and the ship-repairing industry in this country.
Mr. Lemass Mr. Lemass
Mr. Lemass: I am aware that Irish Shipping, Limited, have placed the order to which the Deputy refers. I am satisfied that Irish Shipping, Limited, are most anxious to place orders with Irish shipbuilding firms. They are keeping in constant touch with the Liffey Dockyard Company, but this firm are not yet quite ready to undertake the building of vessels of the type required.
A comprehensive statement as to the general position of the shipbuilding and ship-repairing industry in this country could not conveniently be made in reply to a Dáil question.
Mr. Norton Mr. Norton
Mr. Norton: Will the Minister answer that portion of the question which inquires whether he will state if these contracts were placed as a result of competitive tendering on the part of this particular firm and whether any Irish firms were invited to submit tenders for the building of either of these ships?
Mr. Lemass Mr. Lemass
Mr. Lemass: There are no Irish firms in a position to build ships of this type at present. If Irish firms were in a position to accept orders for this type of ships, they would get them from Irish Shipping, Limited. In present circumstances, it is a question of getting orders accepted anywhere, rather than seeking competitive tenders.
Mr. Norton Mr. Norton
Mr. Norton: Was the placing of the contracts with this firm the result of the submission of competitive tenders or was the firm selected without any competitive tenders?
Mr. Lemass Mr. Lemass
838
Mr. Lemass: It was the result of a [838] diligent search over the whole world to get a firm that would accept the contract.

Ship No 614   Shahristan  -  1965

Built: 1965 by J. Readhead & Sons Ltd, South Shields.
Tonnage: 9, 280g, 5, 212n
Engine: Single Screw, 6 Cylinder Doxford 2S.C.S.A. by William Doxford & Sons Ltd, Sunderland.
Launched 8th September 196, Completed January 1965. Yard No. 614
Completed for the Shahristan Steamhip Co Ltd she passed to P & O Cargo Division management on the 1st of May 1972. transferred to P & O S.N. Co Ltd on the 19th of April 1973 and renamed Strathappin on the 31st of January 1975. On the 18th of January 1979 she was sold to Rina Shipping Co Ltd of Greece and becoming Ideal for Square Shipping Inc of Malta. Arriving at Bhati Beach on the 2nd of October for breaking by the Burhani Metal Works Ltd of Chittagong.

The first ship I served on was the former Strick Line cargo vessel "Strathappin" (ex-"Shahristan"). She was built in 1964 at the South Shields shipyard of J. Readhead and Sons, and delivered early the following year. She was a general cargo vessel, able to carry about 12,000 tons, and was initially used by Strick Lines for their U.K. - Persian Gulf service. Later absorbed into the P&O General cargo Division, she was renamed "Strathappin" in 1975. Rendered obsolete in the late 1970's with the expansion of containerisation, she was sold to Greek owners, and gave them good service until the mid-1980's, when she was scrapped in India.

From;-  http://members.lycos.co.uk/Firthview24/ships.htm

Ship No 615   Floristan  -  1965

Built in 1965 by J. Readhead & Sons Ltd., South Shields.
Tonnage: 9,296 g, 5,118 n, 12,616 dwt.
Engine: Single screw, six cylinder 2 S.C.S.A. by Wm Doxford & Sons, Sunderland.
Launched 19th January 1965 completed June same year, Yard No 615.

During the P & 0 reorganisation programme she came under the General Cargo Divisions management on the 1st of May 1972 and in April the following year transferred to the P & O.S.N. Company. Renamed Strathalvie on the 25th of February 1975 and continued as such until sold out of the fleet to Vanguard Bay Shipping Co., Ltd becoming Alexandra on the 30th of November 1978. A fire on the 4th of November 1982 virtually destroyed her engine room and much else when at Luanda following a voyage from Havana and she was declared a total constructive loss. Sold the following year to Tien Cheng Steel Manufacturing Co., Ltd of Taiwan and arrived at Kaohsiung for work to commence on the 20th of September 1983.

Ships built at the Readhead Yard under Swan Hunter & Tyne Shipbuilders Ltd.

Ship No 9   Tabaristan  -  1970

See Launch photo

Built: 1969 by Swan Hunter S. B. Ltd, South Shields.  
Tonnage: 9, 627g, 5, 475n.
Engine: Single Screw, 6 Cylinder Doxford 2S.C.S.A. by Doxford & Sunderland S.B. & E Co Ltd, Sunderland.
Launched 17th January 1069, Completed May 1969. Yard No. 9.

This ship was delivered seven weeks ahead of schedule. She was fitted with a 150 ton derrick.

Penultimate ship built for Strick Line Ltd. She came under P & O management on the 1st May 1972. She transferred to P & O management on the 1st of May 1972. She transferred to P & O S. N. Co in 1974 and was renamed Stratharlick on the 22nd of April 1975. She was sold on the 30th of November 1978 to Corthian Shipping Corp, Greece becoming Aeolian Star. Sold to Asterix Maritime Co SA, Greece in 1981 renamed Andromeda. Moved finally to Leyte Shipping Co Ltd in Malta for her final voyage arriving at Alang on the 6th of October 1986 for breaking.

Ship No 16      Amra  -  1969    

British India Steam Navigation Co. Ltd., London. 

Six cylinder 2 S.C. SA Burmeister and Wain oil engine manufactured by Harland and Wolff Ltd., Belfast, developing 11,600 BHP. She was fitted with 200 ton derrick.

Launched 30/06/1969;    In June 1975 she was at anchor in Kobe harbour, Japan, when she was hit by a Norwegian tanker. She suffered extensive damage but was repaired and returned to service. 

09/01/1976 renamed STRATHCARRON;

13/01/1979 Sold to Hyundai International Inc., South Korea, and renamed HALLA PRIDE;    21/10/1979: Stranded at Busan Outer Harbour, South Korea, sustaining heavy damage, when sailing from Busan with a cargo of steel products. Refloated and drydocked at Ulsan for repairs.    1980 Transferred to Halla Maritime     1984 Sold to Hyundai Merchant Marine Co. Ltd., South Korea, and renamed HYUNDAI No. 33. Corporation, South Korea.     1985  Sold to South Korean Shipbreakers and arrived 12 Jun 1985 at Ulsan.    18/07/1985 Demolition commenced by Hyundai Precision Industry Co. Ltd., and 29 Aug 1985 completed.

Ship No 17      Aska  -  1970

British India Steam Navigation Co. Ltd., London.

Six cylinder 2 S.C. SA Burmeister and Wain oil engine manufactured by Harland and Wolff Ltd., Belfast, developing 11,600 BHP.

Launched 09/01/1970:    renamed STRATHCARROL  21/07/1975;   16/02/1979: Sold to Hyundai International Inc., South Korea, and renamed HALLA PILOT.   1980 Transferred to Halla Maritime Corporation, South Korea.  1985  Sold to Hyundai Precision Industry Co. Ltd., South Korea for demolition and work commenced 10 APr 1985 at Busan.

Ship No 32   Nigaristan  -  1970

Built: 1970 by Swan Hunter Shipbuilders Ltd., Readhead Yard, South Shields.
Tonnage: 9,778 g, 5,526 nt, 13,416 dwt.
Engine: Single screw, 6 x cylinder 2S.C.S.A. Doxford by Sunderland Shipbuilding and Engineering Co., Ltd of Sunderland.
Launched on the 4th of June 1970 and completed in the November. Yard No. 32.

Completed only eighteen months before P&O General Cargo Division was formed she transferred to their management on the 1st of May 1972. Transferred to Peninsular & Oriental Stem Navigation Company in February of 1974 and renamed Strathaird on the 25th of January 1975. On the 16th of July 1979 she was sold out of the fleet to the Amaril Shipping Corporation of Greece and renamed Garifalia C. Sold to Seric Bay Shipping Co., Ltd of Greece becoming simply Garifalia, dropping the C in 1983. Renamed Arctus the following year. Sold for the final time to Chinese ship breakers and sailed from Gabes in Tunisia bound for Zhanjiang on the 21st of January 1986.

This ship was based on the SD14 design from A & P Shipbuilders of Sunderland. By 1987 she was sailing under the name of Fidelity and was owned by the Kirin Shipping Co. of Cyprus. In 1988 she arrived in Durban, South Africa, with major engine trouble, encountered while on passage between Ghana and Japan. Repairs were considered too expensive and she was sent to the breaker's yard.

This ship was constructed to operate on a service between New Zealand and Japan, carrying cargo in refrigerated chambers as well as containers. In 1972 she rescued 17 Taiwanese fishermen who had been shipwrecked on a reef near New Caledonia in the Pacific. She was later lengthened in Genoa, Italy, in 1979 and sold to the Ofer Brothers of Israel in 1986. She was renamed the Avocado Carmel and placed on services carrying citrus fruits and other cargoes from Israel.

This ship was the last to be built for the British India Line. She was also lengthened in Italy and sold to the Ofer Brothers of Israel and renamed Galia Carmel.

Email from Alan Bentham;-

I was a fitter, serving my time then. Billy James was the foreman and John Robson the chargehand. I remember the Zaira and Zaida because we had lots of bother with them. The vibration throughout the ship was bad and on one of them we had to realign the engine to the tailshaft. It was a difficult job and we had jacks that blew their seals with the weight they had to take. One of the liners on the main engine had to be changed and when we got it out it
was like corrugated cardboard on the inside. Amazing how it was still working like that. Also remember one of those two ships pulling the anchorage out of the dockside when we did engine trials. Luckily the front one held or we would have been in Tyne Dock.
Good to see the picture of the big lathe. I think that is Harold Dunn in the picture. He used to machine all of the shafts. Interesting that it was so big that you had to ride on the saddle of the lathe when you were machining
with it.
Good site by the way.
Cheers,
Alan

First of six ordered for Bank Line for their round the world service.

This ship was reported to be still sailing in 1995 after 22 years service.

This ship was reported to be still sailing in 1995.

An oil products tanker which had several owners before ending up under Communist Chinese ownership as the Xiang Hai.

Bought in 1979 by a New Zealand company and spent 14 years carrying oil products around the New Zealand coast. She was sold to Cypriot interests in 1993.

This was the last ship to be built at the Readhead's yard. In 1983 she made two trips to the Falklands with supplies for the garrison there. She 'tramped' to many other parts of the world before being sold in 1987 to Italian owners who renamed her Singolarita.