Rotterdam
Lloyd MS Sibajak 1928 to 1959
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With
Reuben Goossens
Maritime
Historian, Author, CruisenShip Reviewer and Maritime
Lecturer
Please Note: All ssMaritime and other
related maritime & cruise sites are 100% non-commercial and
privately owned. Be assured that I am NOT associated with any
shipping or cruise companies or travel or cruise agencies, etc!
Although having been in the passenger shipping industry since
1960, I am now retired but having completed features on well over
1,350 Classic Liners and Cargo-Passengers Ships, I trust these
will continue to provide you the classic ship enthusiast the
information you are seeking, but above all a great deal of
pleasure!

This was the very
first photograph that was officially released of the
Companys
new Liner Sibajak
and she is seen here as built during her Deep Sea Trials
Page One
This Page is a NEW and a completely Updated Page!
The Motor Ship Sibajaks History Page
By the Author of ssMaritime.com
Please Note:
Photographs on the MS Sibajak pages are mostly from the
authors personal collection, unless otherwise stated!
However, I wish
to thank maritimedigitaal.nl for their kind cooperation!

Here we see the
MS Sibajak after her having been refitted and note
that Sports Deck
(topside forward) has moved somewhat aft!
Introduction:
As I commence, I wish to state that this is
quite an extensive and a comprehensive and a very large page with
many photographs. The reason for this is that I desired to add as
much detail and history as possible regarding the MS Sibajak, a
ship that I personally greatly love and admire for it was this
Grand Old Dame of the Sea that was responsible for my
decision to enter working in the Passenger Shipping Industry in
1960 and eventually becoming a Maritime Historian as well as a
CruisenShip Reviewer as many of you will well know! I
certainly trust that you will enjoy this, and the pages to
follow.
N.V. Rotterdam Lloyd Background:
I personally believe it is always good to look
at the companys background as well as the reason for them
ordering of a particular new ship, etc?
The company started life in 1839 Named
after it owner, Willem Ruys and commenced sailing
ships trading mostly to the Dutch East Indies and the Far East.
In addition there were some voyages to South America. In 1870
steamer service commenced to carry iron ore between Spain, the
Mediterranean and the Netherlands, as well as a passenger and
mail service to Batavia, todays Jakarta, officially
commenced in 1872. With the Rotterdamsche Lloyd, or
Rotterdam Lloyd (RL) was officially formed in 1875.
Then, after the World War 2, Rotterdam
Lloyd (RL) was granted the Koninklijke or the
Royal honour to its name and thus it became Koninklijke
Rotterdamsche Lloyd or in English, Royal
Rotterdam Lloyd (RRL).
On June 1, 1923, the Kingdom of The Netherlands
renewed its mail-contract with N.V. Rotterdam Lloyd (RL) and this
contract would see to the ongoing connections between The
Netherlands and from the port of Rotterdam and its vital Far
Eastern colony, being the Dutch East Indies.
Cargoes, Mail and Passengers would be safely
transported along the oceans of a good 9,200 nautical miles or
17.000 kilometres, along the ships regular schedules. The
shipping company that was prepared to take on the responsibility
for such a major task was ensured of an attractive financial
contribution from the Dutch government as well as a guaranteed
supply of civil servants and military personnel for the passage
to and from the Dutch East Indies (known today as Indonesia).
In cooperation with the Steamship Company
Nederland from Amsterdam, the Rotterdam Lloyd would take
care of a weekly mail-service; One week there would be a
departure from Rotterdam sailing via Marseilles, and then the
other week there would be a sailing from Amsterdam sailing via
Genoa and both would then head for Batavia and then return to the
Netherlands (Holland).
In order to meet future demands of the
mail-contract, RL at the end of 1924 drew up a long-range plan
that included a trio of new large (for those days) passenger
liners, which together with the two-funnelled 11,406 GRT (Gross
Registered Ton) MS Slamat entered into service in
April 1924. She was followed by the slightly smaller single
funnel 10,772 GRT MS Indrapoera and she departed on
her maiden voyage on February 10, 1926, and these two ships with
the largest liner of the trio already on order would constitute a
new and a modern RL fleet for the mail-service to and from the Dutch
East Indies.

The Rotterdam
Lloyd MS Slamat was the first of the trio, but the only one built
with two funnels
The full trio of the Rotterdam Lloyds new
liners would ultimately be complete with the completion of the M.S.
Sibajak. However, she was followed by two much larger
liners only several years later, the first being the 16,981 GRT
MS Baloeran, which departed for her maiden voyage on April 15,
1930. The second of the pair was the 16,979 GRT MS Dempo that
departed on her maiden voyage in March 1931.

Here we see the
larger MS Dempo of 1931, identical sister of the Baloeran
completed one year earlier
However it is important to note that it is the
Sibajak that is covered in this special M.S. Sibajak
Feature and although I am currently doing an
extensive update on this feature, I am no longer writing on any
further ships in the future, for I am so sorry, but for certain
circumstances I was forced to retire!
Reuben Goossens.
Building the MS Sibajak:
On May 27, 1925 the Rotterdam Lloyd gave the
Royal Company De Schelde (KMS) that they would
require the Mail Ship Sibajak to be built, which was
confirmed on the 29th, when the ship was officially commissioned.
Then on November 18, the Sibajak-contract was finally
signed by the two directors of KMS at Vlissingen and sent to RL
Rotterdam completing the official acceptance of her building
procedure.
Seven days later one of the Directors for
Willem Ruys & Sons (RL) in Rotterdam, most likely Mr. B. E. Ruys
ratified the Vlissingen contract.
However, there was an alteration as noted as
shown in Article 1 of the Sibajak contract was: De
Schelde undertakes, for Rotterdam Lloyd to build a
Steel-Double Screw Engine Passenger Liner, in regard
to the interiors and equipment she should be similar to the M.S.
Indrapoera, according to her principal dimensions,
description and conditions, but including the additional work to
be carried out. She would be at an agreed cost of f6.8 million
Dutch Gulden.
There had been a long tradition of cooperation
between RL and KMS, in fact since 1882 and during 65 years they
had produced a long series of beautiful ships for which their
style showed certain outward resemblances.
Her Design Features:
When commissioning to build the Sibajak, RL
being very wise due to many decades of operational experience,
gave special orders in relation to the construction of the ship
that she was to have all the characteristics of a mail-ship, but
to be suitable for the tropics. This meant that she had to have
ample open and airy decks, with surfaces large enough for the
numerous deckchairs as well as for vast promenades; elegant
lounges with high ceilings and large windows in order to allow as
much light and fresh air as possible. In addition, all cabins had
to be located on the outside of the ship and the interior
decoration was to be both stately and comfortable in order to
make the long voyage as enjoyable as possible, but there were no
particular concerns in relation to the ships speed.
In July 1926, RL decided that the interior
design of the Sibajak would be entrusted to the creative skills
of the well-known Mr. H.P. Mutters who would work together with
the Royal Dutch Furniture Company. The Hague company
Mutters & Son the Rotterdam Lloyd (RL) already
had a long-standing and constructive relationship as they had
worked on their other ships. RL management not only had an eye
for the accommodation and the artistic interiors, but also the
installations of new technical equipment required not just their
attention, but also great expertise. RL wanted the Sibajak to be
a state of the art Liner! This also included the
matter of the ship's eventual tendency to show yawing. Such a
tendency was particularly relevant for certain parts of the sea
can be anticipated, where there could well be heavy swells and
storms, which would make the passengers on board quite
uncomfortable if not miserable. Thus RL acquainted them selves
with what was then a technical novelty: the stabilizing tank.
This was a large tank construction to be built into the lower
part of the ship which, because of the inertia of the fluid it
contained (oil e.g.) produced a buffing counter-force to the
ship's annoying yawing movements. As an experiment, the RL
decided on April 7 1926 to have such a stabilizing tank built
into their Sibajak. Another novelty (at least for RL vessels) was
the installation of two electrical passenger lifts in the First
Class section. Moreover, at a later stage, with the building of
the Sibajak having already begun, RL management decided on August
19, 1926 to build in, as an experiment, an underwater-clock
signal that was to be used for echo sounding.
Construction:
But it was on Saturday March 13, 1926 De
Schelde officially laid her keel of yard number 181. During the
twelve months and three weeks that followed, the complicated
building process took shape, resulting in the ship's hull with
its intricate unity of frames, bulkheads, deck and the hull
plates. Once the hull was closed, her deckhouses and other
superstructures appeared up on the main deck.
Photographs during her Construction

As we look
towards her aft, we can see that she is nearing completion

A fine view of
her port side propeller

However here we
see her stern and both her propellers as well as her rudder
Her Launching:
Then on Saturday April 2, 1927 with the hull
construction having progressed enough the new RL Liner was ready
to be launched. On that day with her hull, painted in the stylish
RL house colours of what is known as Dove Grey and
White, she looked simply splendid. Along the quays
sides many invited guests had gathered to witness the
ever-spectacular moment of the launching of such a large ship.
For, in the eyes of the Dutch, a 530 feet long Liner was a giant
indeed! At the inauguration ceremony she was officially
christened by Mrs. T. Mees-Bouvin and named Sibajak
after the mountain Sibajak, one of the most beautiful
on the island of Sumatra, the name meaning The Rich
One. Her launching was a huge success and once afloat she
was towed to the De Schelde fit-out berth for
completion.

The
Sibajaks is about to enter the water and here we see Mrs. T.
Mees-Bouvin who has just cut loose
the bottle of
champagne, as she had been given the great honour to officially
name and launch the Lloyds Flagship!

Here we see the
massive crowds watch as the Sibajak gently slips into the water

The Sibajak is
seen here at De Schelde shipyards and her fit-out
berth
After her launch, they moored Sibajak alongside
the North quay of the yard basin, next to the imposing
engineering works. Within, good progress had been made on the
construction and assembly of the various motor-parts for the new
ship. The Sibajak was provided with a pair of 8-cylinder
Schelde-Sulzer diesel engines with a total capacity of 10,000
shaft-horsepower. Those would enable the vessel to a service
speed of 17 knots. In the machine factory the parts of these
engines were assembled into hulks of roughly 49 feet long, 33
feet high and 12 feet deep. They also provided the ship with
three auxiliary units, which were likewise Schelde-Sulzer diesels
with 5 cylinders; these were to drive three huge generators,
which provided for the ship's electricity. Whilst in the ships
interiors frantic work was at hand by many carpenters, painters,
furniture makers and upholsterers, as well as plumbers and
electricians completing the enormous work of realizing the
various interior designs as well as the galleys.
The Sibajak heads off for her Deep-Sea Trials:
January 2, 1928 was nothing short of a horrid
and a bleak day complete with a snowstorm, yet the Sibajak sailed
from Flushing to commence her first technical deep-sea trial. At
the helm was one Rotterdam Lloyds finest specialised
Captains and with him one of the Maritime Inspectors who kept an
eye on the ship during her deep-sea trials. There were several
trials, and during these trials she reached an average speed of
16.59 knots, but a top speed of 17.65 knots, which was an
excellent result. Her last sea trial was on January 12 on a
better weather day and she had handled perfectly having had a
small number of minor modifications made.

Here we see the
Sibajak completing her deep-sea trials on January 12, 1928 note
aft of the Bridge and officers cabins, as well as
the three windows
for the covered first class promenade deck. This is relevant and
will be covered in the deck-by-deck item!
On Saturday January 28, 1928 the MS Sibajak was
officially transferred by the shipyard to the Rotterdam Lloyd but
this was done by the means of special trial voyage with invited
passengers.

The Sibajak is
seen here on her Special trial Voyage on January 28, 1928
This voyage would test the working systems of
the ships chefs, galley staff and service in the Dining
Room as well in the lounges and in the cabins, etc. The
passengers list was obviously a whos who of the travel and
shipping industry, and the ship certainly received rave reviews
after her short voyage.

The cover for the
Passenger List for the special January 28 Trail mini-voyage
Now the completed MS Sibajak, the brand new
flagship of the Rotterdam Lloyd headed for Rotterdam where she
moored at the companys berths where she was fully stocked,
manned and prepared for her maiden voyage as a RL Passenger
Liner.
MS Sibajaks Maiden Voyage to Batavia:
On Sunday February 8, 1928 with the Sibajak
being under the command of Captain W. J. Boon was ready for her
big day. Passengers had slowly gathered and boarded whilst
relatives and friends waited ashore to see the ship sail and wave
them goodbye as the band played, for a ships departure was such
an emotional affair!
The Sibajak departed Rotterdam and headed for
the East Indies, sailing via Southampton, Lisbon, Tangier,
Gibraltar, Marseilles, Port Said, Suez, Colombo, Sabang, Belawan,
Singapore to Batavia (Jakarta).

However, towards Tangiers the Sibajak suffered
a most severe storm that gave her huge testing, for she was
tossed to and fro, even causing a few portholes to be smashed as
well as a large ventilation shaft being knocked down.

A painting of the
Sibajak during her maiden voyage and the storm she encountered
The
artist is unknown - Please see Photo Notes at the bottom of the
page!
Once the ship finally came out of the storm, it
was reported that some eleven tables and twenty-three
chairs were completely damaged.
When the Sibajak had reached Tangiers a good
480-invited visitors boarded the ship during a special reception,
during which Captain Boon was appointed Officer in the Sheriffian
Order of the Quissam Alouette. This was a huge
honour, considering that he had been to this port many times and
he was very highly regarded!
In Marseilles a party of new passengers
embarked, for they had travelled over land and thus 'cut-off'
part of the sea route to Dutch East Indies by taking a special
boat train, named the Rotterdam Lloyd Rapide.
The MS Sibajak then sailed for Port Said and
then through the Suez Canal to Suez after which she headed for
the port of Colombo in Ceylon (todays Sri Lanka). Here the
passengers were allowed to go on shore leave and enjoy the warm
weather. Next was the beautiful and natural Harbour of Sabang,
where the passengers encountered genuine tropical conditions for
the first time for it was very hot and humid. There was a band
ashore and the Governor of Atjeh had come to the ship to make her
especially welcome to the port. Sibajak then sailed via Belawan
and Singapore to the port of Tandjong Priok, being the port of Batavia
(Jakarta). Here the majority of passengers disembarked, but some
continued their journey on board on the ships coastal
voyage towards Soerabaja (Surabaya). However, having returned to Tandjong
Priok on March 9, 1928 the Sibajak received the honour of a
special visit by the Governor-General De Graaf.
On her return voyage to Rotterdam the Sibajak
held a special reception whilst she was in Singapore in honour of
the British Governor and there were 200 special invited guests.
Finally on April 24, 1928 the MS Sibajak returned from her circle
Maiden Voyage in Rotterdam and Captain Boon was extremely happy
with his ship as she had little to no vibrations and her engines
had performed perfectly in all conditions!
******************************
The Ships Layout and Facilities:
Now we have read all about her round maiden
voyage and her adventures with storms and special events
welcoming her, etc, it is time we discover a little regarding her
interiors. As built she had accommodations for just 427
passengers, with 212 in First Class, 174 Second Class and 68 in
Third Class. In addition to these, there were another 25 berths
reserved for Dutch Troops or Marines who would sail to and from
the Dutch East Indies.
Although I sailed after she had a number of
refits and by then a One Class Liner, but as I recall even as a
boy how luxuriant the ex First Class Lounges the social Hall and
Smoking Room were, as there were the abundant luxuriant timbers
and the huge bowed windows offering fine views out to the
Promenade deck as well as allowing light to stream in.
------------
Here we see two
images of the grandiose Social Hall with its huge glass
dome
The Forward Dining Room was also amazing and a
sight to behold and certainly not something that I as a boy could
have expected. It could be reached by a grand staircase, but also
by two fully attended electric lifts that featured the most
beautifully Art Nouveau designed glass and sculptured iron
artwork lift doors that I have ever seen on any lift to this
date! But when you were in dining the room, which was simply
beautiful, but when you looked up it really hit you, for the
venue reached up another two full decks with the balustrades
having been especially made from finely worked decorative metal
and it looked spectacular! The decks above were cabin decks and
the cabins located along the balustrades were the best of the
first class cabins and obviously had an amazing view as they
stepped out of their rooms!
----------------
Here we see the
Lift Doors and the forward (First Class) Dining Room
However, the Second Class Public Rooms were
also amazingly beautifully appointed, such as the Smoking Room
that had beautifully balanced lines as well featuring the finest
of timbers and it had a luxurious feel and an excellent
atmosphere. The furnishings were of a high standard and on both
sides there were large square windows overlooking the Promenade
Deck! Just aft on the portside the was a smaller lounge, called
the Dames Salon, or the Ladies Lounge yet
it had writing desks, and a piano as well as comfortable
furnishings and I believe that it was used as a general venue.
Their Dining Room was well fitted out and always looked
beautiful.
-------------------------
Left we see part
of the Second Class Smoke Room which is on A Deck
There is a
smaller Lounge on the portside, which has piano, comfy lounges,
A good number of
tables and chairs as well as writing desks
Far aft was the Third Class Promenade Deck with
its very spacious Sun Deck above but set in the middle of the
deck was the Smoking Lounge that had this Class main
stairwell right in its center of the Lounge. The Smoking
Room had benches along the sidewalls and tables and chairs where
space allowed.
------
Here is an
overview of the 3rd.class Promenade Deck and the Smoking Room
located in the centre, and we also see the interior
Please note that
full sizes on the six images shown above will be shown on the
Interior Page for these images do the venues no justice!
Please Note: A full description of the
Sibajaks Deck by Deck layout, combined with an
extensive description of public venues and passenger facilities
will be provided on a special page that will also contain many
wonderful vintage photographs, which will do her far greater
justice than what I have shown above in these cropped images!
Back to her History and Voyages:
The Sibajak departed Rotterdam for her second
voyage to Batavia, but during this voyage the Captain did record
in his log that during a stiff monsoon the ship did not
deflect more than 8 degrees. However during her return
voyage, whilst she was transiting the Suez Canal for some reason
the Sibajak sheered out of line and she bumped into the bank.
However, the Captain was able to free her rapidly and she could
continue as no damage was done. Apparently this kind of incident
did happen occasionally with other ships as it was said in those
days that it would with these large ships crossing the
relatively narrow channel. Of course today, she would be
considered as being a rather small passenger ship and navigation
and practices are far further advanced!

A fine painting
of the MS Sibajak seen as built
By &
© Dutch artist Mr. G. J. Frans Naerebout
The third voyage of the Sibajak was all plain
sailing, although whilst heading for Batavia she encountered one
of the two sections of the then worlds largest
dry-dock that was on its way from England to Singapore. The
dock was under-tow by a Dutch tug owned by the famed tug company
of L. Smit & Co., International Towing Services.
The truth is that British towing companies were not able to
perform this massive undertaking, but the Smit Deep Sea tugs have
become world famous and undertake countless massive towing jobs
and they continue to this day!
Sickness at Sea:
On Sibajaks Voyage number six, during her
return voyage a newspaper in the Dutch East Indies published an
article that a Case of Smallpox discovered aboard the MS
Sibajak. The truth is that on board of mail ships such as
the Sibajak, the staff are always meticulously on alert in case
of any sickness on board especially in the tropics, as there are
contagious diseases always around.
Obviously influenza, measles and chicken pox
were some of the most fearsome enemies. Ship's personnel were
always very attentive to a cough or a red blotch. As soon as any
suspicion of an infectious illness arose, the patient would be
immediately placed into isolation, which would be a forced stay
in their cabin or in the ships isolation sickbay. In this
particular instance, it turned out that it was a case of
crewmember smallpox had manifested itself towards the end of the
outward journey and the ship's doctor placed him in isolation.
Thus the ships medical staff would do everything in their power
to control the situation that would arise and the ship would
advise the next Port Authority prior to arrival if certain
sicknesses were found on board! Thus it was not long after the
illness had manifested, the crewmember was taken off the ship and
hospitalised in the Dutch Indies before the ship commenced her
return voyage for Rotterdam. The first job the crew undertook
would be to thoroughly clean and disinfect the sick crewmembers
quarters and as this crewmember had not been in contact with
passengers at any stage whatsoever, the passengers were never in
any of the danger and the newspaper did make this clear.
Of course the other thing in those days was the
occasional stowaways that were found on the ship. Thus after the
departure, especially from Asian ports, the crew staff would
always keep a close eye on whether someone had slipped and hidden
somewhere aboard. On the return leg Voyage number eight to
Rotterdam they did discover a stowaway, who was put ashore in
Singapore, but he was looked well after whilst he was on board
for the next few days.

The Sibajak is
seen berthed in one of the Dutch East Indies ports
Entertainment Today & Yesterday:
These days when we sail on a ship, it will be a
cruise, or even a line voyage from Australia to the UK, or a
Trans-Atlantic voyage, and whilst on board there is a host of
entertainment with a good number of bands, entertainers almost by
the dozen, movies out on deck or in a huge Cinema, a multi-level
600 to 1,000 seat Theatres where there is on offer frequent
high quality Production Shows. Ships today offer every possible
luxury, but back in the late 1920s it was nothing like
that! There was one small band aboard and that was it, the
pianist from the band would play the piano at various times, as
would the violinist, the bass player was forced to play with the
band. If lucky one of them could sing. There were some organised
games, but not a great deal originally, that was until her Voyage
ten! Thus finally RL came to realise that they did needed to
improve passenger amusements and thus they decided to appoint a
Games or Entertainment Director for the Sibajak, as they had
already done for their other ships. Thus, finally there would be
some organised sports programmes as well as more indoors
entertainment programmes.
Captain Changes:
Captain G.H. Ruhaak was in command for a number
of voyages, but was replaced on Voyage fifteen by Captain K.J. ter
Marsch. It was during this voyage the Netherlands Minister of
Defence Mr. L.N. Deckers joined the ship in Rotterdam and he
sailed all the way to the Dutch East Indies, as he was heading
there in order to inspect the Royal Dutch Navy and Army there.
Then in the second half of 1933 Captain Lap was given command of
the Sibajak.
But then came Sibajaks Voyage nineteen
and this voyage would be a most unfortunate one for the ship. On
her way to the East Indies the Captain was given the order to
drop two passengers at Port Sudan. While manoeuvring in the
harbour, suddenly the Sibajak hit a rock and it turned and it
damaged the ship, as she was now taking some water in her aft
section. With divers checking the damage, the investigations
proved that one of the ships propellers were badly damaged,
in addition there were several hull plates that had been pushed
in slightly, with a number of rivets being lost or loose. The
following day some necessary, but very temporary repairs were
made and late in the evening she was able to depart. She arrived
at Surabaya where the best facilities were available to handle
her damage. However, it should be noted that her temporary
repairs made in Port Said did hold out really well, although the
ship did sail at a reduced speed, but having arrived she was able
to go into dry-dock where her damages were fully and
professionally repaired.
For her next Voyage number twenty, Captain Slof
was placed in command of the ship. He had also been her Master
when the Sibajak undertook her very first cruise to Norway. RL
mail ships were regularly assigned to operate cruises, taking the
holidaymakers on a more leisurely voyage to interesting ports of
call for cruises from 7 days up to 14 days. Places visited would
be; Scandinavia, England, Scotland, Madeira and Italy. Also, as
part of the regular voyages to and from the Dutch East Indies,
tourists would embark and undertake short Coastal
Voyages, such as towards Marseilles, to be followed by a
separate trip along the French Riviera.
When the Sibajak left Rotterdam for her 24th
journey, the newly appointed Commander-in-Chief Home Fleet R.Nl.
Navy, rear admiral M.H. van Dulm had embarked. In Dutch East
Indies the Dutch Eastern Fleet received him in grand fashion,
which of course treated the passengers to a magnificent
spectacle.
Sibajak receives an Upgrade and new Accommodations:
In 1935 RL decided that during her annual
maintenance that the Sibajaks accommodation would be
modernised with upgraded facilities as well as some major
alterations to be made to her Bridge and Sports Decks. Just aft
of the Captains cabin and lounge and other officers
accommodations, the old First Class Promenade Deck would be used
for a new raised deckhouse that was built and was extended as far
aft towards the funnel as possible. This allowed for twelve new
First Class cabins, six twin bedded as well as six single bedded
cabins, but none of these cabins had private facilities, this
remained reserved to the two luxury cabins forward on A Deck with
their private decks. Upon completion her new tonnage was 12,226
GRT.

The Sibajak is
seen here directly after her refit her lifeboat configuration
remains the same,
but her forward upper decks has seen a in the Dutch change
New Passenger Relations Introduced:
Considering that the rather sad depressing
thirties had faded away and times on board the ship was gaining a
much brighter feel and atmosphere. Passenger numbers increased
once more as did the transportation of car numbers and sometimes,
in fact at times there were so many, that RL was even forced
having to park some cars on Promenade Deck.

However there were changes made whilst
passengers were enjoying their long ocean voyages, and RL
pampered them as much as possible. Rotterdam Lloyd certainly
worked with new ideas of customer relations, and thus passengers
were presented with some wonderful small gifts, the like off
Silver covered refillable lead pencils, as well as
fold away Pocketknives and Imprinted Pocket
Calendars. Birthdays were really upgraded and besides a
beautiful and delicheos cake, the passenger also received special
attention from the Captain who would present the Birthday person
with a very special gift.
Further Voyages and Events:
In 1936 Captain Slof performed a rescue at sea
by embarking the crew of an overturned Pirogue being
a large wooden boat off Colombo harbour.
Considering there was the Spanish Civil War
going on the Sibajak did have to be very careful when sailing
close to its waters. Of course this war was in many ways the
early signs of the horrors that was coming World War 2. In fact
as a special precautionary measure all Dutch ships were escorted
through the Strait of Gibraltar by Dutch war ships to ensure
their safety!
However, the dangers of war continued to
increase rapidly and by 1937, war was very much expected. Dutch
and foreign ships altered their services and headed further east
of the Balearic Islands for safety sake! The Sibajak
also had the privilege of Captain Schoehuizen in this year.
Jewish Refugees:
The MS Sibajak headed to the Dutch East Indies,
towards to the conclusion of 1938, but this voyage had rather
large numbers of Jewish emigrants on board. Obviously this was
because of the ever-increasing racism in Nazi Germany and these
people could clearly see what was going to happen, but so many
Jews could not believe that they were in danger, for they would
say, But I was a decorated Officer in the last war, and
fought for Germany! Or I am an eminent scientist, or
doctor, etc. But later of course none of these things
mattered, for all would be sent to the gas chambers! But these
who could see what was happening sailed on this ship as they
decided to commence a new life in a new country, like Australia.
Again on the voyage departing Rotterdam in
March 1939 there were many Jewish people aboard, all bound for Australia
and all passengers enjoyed their time onboard, but did not
realise that their time in Australia would be difficult if they
were German citizens. But that is another story!
The 47th.voyage commenced in June 1939 and this
became what you might call her normal passenger Liner
Voyage before World War 2 commenced. During
this passage the War erupted between England/France and Nazi
Germany.
Last Passenger Voyages as War is Declared:
The Dutch Merchant fleet had been prepared for
the outbreak of war. Thus as the Polish invasion occurred on
September 1, 1939, all ships received cables in code with secret
instructions on how to act. At that moment the Sibajak had just
departed Marseilles bound for Dutch East Indies. Just two days
later on September 3, War was officially declared, although the Netherlands
was of course a Neutral Country.
When the Sibajak arrived in Colombo, Sri Lanka
all the Jewish passengers were transferred to the P&O Liner
RMS Oronsay, which was in port and thankfully she was bound for Australia.
However, shamefully the British authorities there confiscated all
the mail that the ship was carrying and took the mailbags ashore
for inspection. Once the censor had studied the mail, it was
given clearance and the bags were returned to the Sibajak.
Captain Schoehuizen although fuming, but he was experienced as he
had gone through World War 1, decided not to protest against
these disgraceful insolent British authorities, who had violated
the sovereignty and the Neutrality of the Royal Dutch State! But
it was recorded in his logbook and the British later had to
apologise, for this ship would be used by those who had violated
it! Sibajak then continued to the Dutch East Indies and
disembarked her passengers and others boarded as usual, but for
obvious reason there were many less desiring to head to Europe.
Due to the outbreak of the war RL decided to change her
registration to Willemstad, Curacao.

The Sibajak is
seen during 1939 in the East Indies bound for Rotterdam, but
sailing via Africa
Due to the war in Europe, it was decided for
the Sibajak to sail via Cape Town. Then as she reached the English
Channel the lifeboats were swung-out in precaution, as well as
Paravanes were in operation (a torpedo-shaped
protective device) to counter floating mines. Amazingly, the
British Navy detained the Sibajak to submit her to a thorough
investigation. And once again her mailbags ere removed ashore to
be inspected. Once released with the mail returned, the Sibajak
arrived in Rotterdam on November 15, 1939.

Sibajak is seen
arriving in Rotterdam on November 15, 1939, the last time until
after World War 2
At the end of November This Dutch Liner from a
Neutral Country departed Rotterdam bound for the Dutch East
Indies. It had been decided that the large tug Zwarte Zee would
sail ahead of her, ensuring t a mine-free passage. But again as
the Sibajak reached close to Gibraltar she was detained by an
English destroyer, who again had her checked out. In due course
she was released and she sailed for Naples where the majority of
her passengers boarded for the voyage to the Dutch East Indies.
At the end of February 1940 MS Sibajak departed
Soerabaja bound for Rotterdam, however due to circumstances with
the war getting worse and worse, it had been decided for her to
conclude her voyage at Genoa, Italy, where all passengers
disembarked. However, new restrictions meant that the crew were
now only permitted very occasional shore leave, but worse still
was that wives and family members were no longer permitted to
come on board and visit the crew.
Neutral Netherlands Bombed and Invaded:
On May 10, 1940 the Nazis invaded the eastern
part of the Netherlands, but the Dutch fought back bravely, but
it was also the day that MS Sibajak departed Genoa and headed for
the East Indies and unbelievably she was packed with passengers
and her cargo holds were the same full.
What did this mean for her Crew?
This departure would mean a great deal for the
ships crew, although they did not know it as yet. Due to the war
having commenced in Holland, for the crew it meant a long five
years of service and not being able to see their family or
friends, but worse still sadly there would be some who would
never return home.
Then suddenly without any warning whatsoever
four days later on May 14, 1940 at 12 noon and for two and a half
hours non-stop, German bomber planes flew over Rotterdam and they
literally bombed the City Center flat with just the odd structure
still standing, but they also destroyed a number of ships in the
harbour and badly damaging ships in construction.

The great Harbour
City of Rotterdam seen after the tragic bombing by the evil
Nazis!
Today it is a
great ultra modern city and an amazing city - home of Hotel
SS Rotterdam V
But worse still, the bombing destroyed an
incredible; 2,320 shops and department stores, 775 warehouses, 62
schools and 24 churches were destroyed, as well as 24,978 homes
making well over 85,000 people completely homeless! But that was
the material losses, but the human loss was far greater. Sadly
they were never able to obtain a total of actual number of lives
lost, but it is estimated to be between 890 to around 950 Dutch
innocent citizens dead and thousands having been wounded or
seriously wounded to the point of having become disabled. But
regardless of the number lost, each one is very precious, and the
Dutch Government is well aware that there were many people that
had come to the Netherlands from the East in order to escape the
Nazis most being Jewish and some of these refugees who would have
been in hiding would not been listed in the local paperwork. Thus
the numbers lost could sadly have been greater
However, during this dramatic time the Sibajak
being one of five Rotterdam Lloyd (RL) Passenger Liners found
herself located in Batavia. The MS Slamat and the Indrapoera
after the outbreak of the war were rapidly chartered and
commissioned by the British Ministry of War and fell under the
management of P&O. However, the Sibajak at the beginning of
the war remained under the control of RL.
With the Sibajak having arrived at Batavia on
May 16, 1940 she was laid-up for two months until July 14. Then
she departed from Batavia on July 14, 1940 for what was now her
first wartime voyage but official number 51 and she
would be calling at the following ports to the United States of
America and back: Surabaya on July 16 to 22, Semarang July 23,
Batavia July 24 to 29, Singapore July 31 to August 2, Balboa
August 31 to September 1, Cristobal September 1, New York
September 7 to 21, Baltimore September 22 to 28, New York
September 29 to October 9, Cristobal October 15 to16), Balboa
October 16, Batavia November 15 to 23, Cheribon (Indonesia)
November 24, Semarang November 25, Surabaya November 26 to 27,
Balikpapan November 28 to 30) and returning to Surabaya on
December 2, 1940. It is important to note that she carried no
passengers Batavia on July 29 to New York September 7 1940.
She made one further voyage to New York and
departed on December 12, for Voyage 52, designated as a freighter
bound for New York where she arrived on January 26, 1941. She
returned to Surabaya on March 31, 1941 being the conclusion of
voyage 52.
Then in May 1941 she was chartered by the
British Ministry of War Transport and she departed Surabaya and
headed for Singapore where she was converted into a troopship.
Besides space for soldiers and officers as well as some
passengers, being mostly officials or high-ranking officer
families, she was also provided with arms. On her aft-deck a gun
was placed as well as machine-gun turrets were located atop the
masters (starboard) and first officers (portside)
cabins and these were the ships main, although minor armaments.
When completed, the HMT Sibajak had a capacity to transport 2,300
troops and she was ready to head off to war!
On June 12, 1941 the HMT Sibajak sailed under
the builders instructions to the Naval Base. Whilst she was in
Singapore Strait and Selat Sinki her canon and machine guns were
given all given a good check over and actually the cannon shot a
shell into a safe area near by and the machineguns did a practice
round, thus the gunners made sure that all they were well
equipped with their guns. Also, that their shifts would know
their positions as well as the guns they would be handling during
the many and long voyages in very dangerous waters! When she
arrived at Singapores Keppel Harbour she took on board
troops and a number of passengers.

HMT Sibajak is
seen on a convoy from Sydney to Singapore arriving there on
August 15, 1941
her aft gun can
be seen located atop her aft deck
The Sibajak departed on Voyage 54, being her
first departure after her final war preparations in Singapore,
and she departed on June 13, 1941 filled with troops, and headed
directly for Durban arriving there on June 28, all troops left
the ship. Whilst here 825 troops boarded and she departed Durban
on July 4, 1941 bound once again for Singapore. The Sibajak
arrived in Singapore on July 19 and berthed at Shed 53 in Keppel Harbour,
where all troops disembarked.
Thereafter the Sibajak commenced a six month
operation of voyages from Singapore to Fremanthe, Australia and
return, transporting troops known as Convoy US11B.
It was during HMT Sibajaks first
departure, with Australian troops having boarded in Sydney she
departed together with the following Dutch troopships, the HMT Marnix
van St. Aldegonde, HMT Johan Van Oldenbarnevelt and the
Australian liner HMT Katoomba, with the escort cruiser the
H.M.A.S. Sydney between Sydney to Fremantle and the H.M.A.S.
Canberra between Melbourne and Singapore arriving there on
15/8/1941. However it was during this very first voyage that the
convoy was caught in a severe storm, which caused heavy damage to
the cruiser H.M.A.S. Sydney.
Her next departure from Sydney again in convoy
of course, was on September 17, and she again sailed via Melbourne
and arrived at Fremantle on September 25 and departed again on
September 28 with further troops on board. She arrived in Singapore
on October 5, 1941.
She soon departed for her third voyage to Sydney,
Melbourne and Fremantle and the latter two went very smoothly,
unlike the first with the massive storm in the Indian Ocean.
Then at the end of October 1941 the Sibajak
sailed for the first time to Liverpool, England sailing via South
Africa transporting the maximum number of troops she was able to
accommodate.
Dramatic Changes in the Dutch East Indies:
Of course, by now the United States had also
entered the theatre of war as they had been attacked when the
Japanese sent a mass of aircraft towards Pearl Harbour and bombed
it severely destroying many naval ships and killing so many back
on December 7, 1941.
Sadly, the situation in the Dutch East Indies
dramatically changed for the worse for the Japanese came and
attached the country in January 1942 during what is now known as
the Battle of Manado.
This great battle was a battle during World War
II which occurred at Manado on the Minahasa peninsula on the
northern part of the island of Celebes, known (today as Sulawesi,
and it was a short but a hard fought fight from 11 to 13 January
1942. The idea was to open a passage in order to set up a
suitable base from where to attack Australia through the eastern
part of Dutch East Indies. Thus the Japanese forces landed on the
east coast of Manado on January 11, 1942 and defeated the small
Dutch Garrison in the two days of hard fighting in which half of
the Dutch defenders were killed. However, the Dutch did manage to
successfully sabotage the oilfields before they were forced to
surrender. Other places captured either during these three days
or within several weeks were Tarakan, Menado, Bali and Timor,
placing the Japanese very close to Northern Australia!
Convoy WS.16 / WS.16B:
In February 1942 the Sibajak was made ready for
a major Convoy protected by a large fleet of H.M. warships, among
which were cruisers as well as an aircraft carrier. This
convoy was the WS or as some called it the
Winston Churchill Special to Bombay.
Besides the HMT Sibajak in Liverpool, there
were another twenty ships registered in this convoy, not counting
the escorts protecting the convoy! However, although the majority
were located in Liverpool, others were at Clyde, Newport and Swansea.
Then Convoy WS.16 departed Liverpool, Clyde
& Newport on February 16, 1942 but a few on the 17th. They
arrived at Freetown at 6.30AM on March 1 and departed on March 6.
The next port was Durban where the fleet arrived on March 20.
However, ships that continued to Bombay via Aden
received a slightly changed Convoy number from here, as it was
now officially; Convoy WS.16B.
This new convoy departed Durban on March 25,
dispersed off Aden on April 6 and WS.16B arrived
safely at Bombay on April 8, 1942.

Convoy
WS.16 & the Fleet sailing from the U.K.:
From Liverpool:
Awatea (NZ) - Troops.
City of Lincoln - Stores -
Feb 18 returned due to shifting cargo, hull damaged by a tank.
Cuba - Troops.
Delftdijk (NL) - Stores.
Denbighshire - Stores.
Duchess of Richmond - Troops
Monarch of Bermuda - Troops.
Mooltan - Troops.
Sibajak (NL) Troops.
Strathaird - Troops.
From Clyde:
Bergensfjord (NOR)
Troops - Feb 28 Man buried at sea having passed away.
City of Edinburgh - Stores -
Feb 18 she had to return due to shifting cargoes.
Duchess of York - Troops.
Empire Pride - Troops.
Nea Hellas - Troops.
Ormonde - Troops.
Stratheden - Troops.
Volendam (NL) - Troops.
From Newport:
Brisbane Star - Stores.
Potaro - Stores - 44-ton
Motor Launch shifted and proceeded to Freetown alone.
From Swansea:
Port Jackson - Stores.
--
After Convoy WS.16B the MS Sibajak has headed
for and she was berthed at Freetown (Sierra Leone) on May 1, 1942
and the raids on the Dutch East Indies remained heavy on the
hearts of the Dutch crew, and obviously all knew that very hard
times would be ahead for all Europeans living in Dutch East
Indies.
The Sibajak departed Freetown and headed once
again for Liverpool. In Liverpool the ship was requisitioned on
July 1, 1942 by the Kingdom of the Netherlands for Holland now
had its government in exile in London. She receives some further
conversion, whilst her crew were sent to DEMS gun-courses or
courses for Defensively Equipped Merchant Ships.
Thereafter she sailed with Convoy WS.22 from
Liverpool to Cape Town, besides other ships there were also four
Dutch liners, the Ruys, the Johan van Oldenbarnevelt, the Nieuw Holland
and the Boissevain. The California was the Commodore-ship and the
convoy was escorted by the cruiser H.M.S. Aurora, the auxiliary
cruiser H.M.S. Alcantara and twelve destroyers escorted the
convoy. Towards the end of December 1942 the Sibajak returned
once again to Liverpool where the crew were allowed to enjoy a
well-deserved term of leave. Next she sailed around the Cape to Suez
with 2,500 troops on board.

HMT Sibajak seen
around 1943, flying the flag of Curacao since 1940
Then in August 1943, whilst in Durban harbour
serious fire broke out on the ship in hold five. There was a
problem, as she had only just been fumigated and the fumes had
not as yet been released, this posed a problem for the fire
fighters. It was a good hour and a half before the firemen could
reach the seat of the fire and were able to extinguish it. There
was considerable damage and hatches on the spar deck were burnt.
But as soon as the damage had been repaired the Sibajak departed
and she sailed finally again through the Suez Canal towards the Mediterranean.
After having called at Taranto, Augusta and Algiers the Sibajak
was at Glasgow in mid-November 1943. But just a month later she
sailed for a short voyage to the Mediterranean region.
In February 1944 whilst in Liverpool she once
again made ready for another voyage to Bombay, after which she
returned to Liverpool around the end of May and the Sibajak was
finally installed with the latest Radar equipment. She then
departed for a three-month voyage to West Africa. And with her
duties completed there, it was in November that the Sibajak
departed, with Captain Hamersma in Command. She sailed via the
Suez Canal to Bombay, embarking and disembarking troops in
several ports on the way there. Whilst the Sibajak was in Basra
there was a very special occasion two American officers got
married on board. Sibajak then headed for Marseilles, where
around 2,000 troops left the ship and the Sibajak sailed for Naples
where she would enter into dry-dock for her major maintenance and
overhaul.
With Sibajaks dry-docking completed, she
sailed for Birkenhead laden with troops and she arrived on March
30, 1945 and the troops disembarked. Then finally came that great
and wonderful day and all of the ships crew celebrated VE-day
with great exuberance, as they were in Liverpool. But sadly, this
did not mean that their work had ended and that the crew could
finally return home within a few days being so close by! Far
sadly from before all that, they had to operate another return
voyage to East Africa and this voyage concluded on November 1,
1945 in Southampton.
MS Sibajak Continues Repatriation Voyages:
As the situation in the Dutch East Indies was
chaotic, for not only during the occupation the hatred towards
the white people had strengthened, thanks to the Japanese. The
leader of the Indonesian Liberation Movement,
its leader Soekarno, proclaimed a new Republic of Indonesia
on August 15, 1945, with himself as its President. The news of
the Japanese surrender trickled only slowly to all those who were
still in the Japanese POW camps. The main problem being that
outside the camp-gates it was also very unsafe and now their old
enemy, the war-guards became their protectors. Tens of thousands
of men and women who had been for three years locked up under the
most terrible conditions now preferred to stay. Although most
held onto the hope of being repatriated to Holland as soon as
possible in order that they could recuperate to their normal self
once again. But the repatriation began very slowly and obviously
priority was given to the seriously ill and to the invalid.
During 1946 along an amazing 70,000 repatriates
were able to board the Sibajak and other RL liners and head home
to the Netherlands. In order to manage the massive task of the
repatriation and also to make it happen in an orderly fashion,
the RL director Mr. Th. A. W. Ruys headed for Indonesia to
organise an orderly departure for them.
Whilst in the Netherlands a great amount of
work had to be done for Rotterdam harbour installations were
destroyed during the original bombing, and waterways had been
blocked, in addition half of the Rotterdam Lloyd fleet had sadly
been lost during the war. MS Sibajak, that continued to sail in
allied service, was being prepared for another voyage to the Middle
East. Whilst she was berthed in Southampton all of the Javanese
crewmembers refused to perform their duties. There was no doubt
that during the entire war they had devotedly served on board the
ship, but suddenly they became insubordinate, that had much to do
with the proclamation of Indonesian independence and they were in
fear that if the ship would transport troops to Indonesia in
order to fight there they would be the ones in big trouble! The
Javanese personnel were replaced and both the troops themselves
as well as the ships own Dutch crew carried the luggage on
board.
Sibajak then sailed for Bombay where the
military disembarked and a new assignment brought the Sibajak
with troops to Singapore. It was on June 6, 1946 the British
charter had officially concluded and the Sibajak was officially
returned to the Dutch Government and she was finally repainted in
her RL Livery! Looking very much like her old self again, she
departed for another voyage to Australia calling at Fremantle (Perth)
and Melbourne on September 16, 1946 and again she returned via Indonesia.

MS Sibajak is
seen here at anchor in Melbourne on September 16, 1946,
her rushed hull
paintwork has suffered considerably during bad weather
RL Directors had already made provisional plans
regarding the possibility that should she survive the war, that
obviously the Sibajak would have to return into service as a
Passenger Liner again. This would mean that she would need a
comprehensive reconversion from being a basic troopship into a
glamorous liner. But sadly she had to wait for a while as there
was more work for her to do post war, for she would continue
to transport repatriated persons and soldiers right through until
1950. For example as I was advised; The (Dutch) 3-7th.Regiment
Infantries was relieved and moved via Semarang to Batavia to
prepare for its repatriation on the MS Sibajak on November 29,
1949 arriving in Rotterdam on December 28, 1949.
Between 1945 to 1950 the Netherlands Government
required the Sibajak as well as other Dutch Liners in order to
evacuate their citizens and other people from their ex threatened
colony and also to transport troops to the various theatres of
war on the other side of the globe.
In the decade following the Second World War,
many Dutch people attempted to obtain a booking on a passenger
liner that was able to take them to a new home and a new future
in a new land far away. Each week people from all over the
country and from all sections of the population, hundreds of new
applicants presented themselves, with most desiring to go to Australia,
New Zealand and Canada. The main reason for the citizens of Holland
as well as so many other European countries desiring to look for
a new life far afield was mostly because there were so many
unemployed people due to the war as well as an extreme housing
shortage. An over-crowded Europe, led millions of people into the
search for a new future in other continents where there was still
plenty of space but more so opportunity. The
Netherlands Government signed migration agreements
with the relevant immigration-countries and entrusted the
renowned shipping companies such as the company which now had the
Royal seal, thus it was Royal Rotterdam Lloyd (RRL), Steamship
Company Netherlands (SMN) and Holland-America Line (HAL)
who combined had a remarkable fleet of ships.
On April 15, 1950 the Sibajak departed Rotterdam,
on what RL called the ships first official post war voyage, and
she headed for Melbourne Australia, from where she returned via Indonesia
arriving on May 22, where she collected further repatriates and
returned to Rotterdam. On her next voyage she departed in July
and visited Fremantle (Perth - Western Australia), then to Melbourne
arriving on August 24, and continued to Sydney arriving there on
August 26, 1950. She again returned via Indonesia, which became
sort of a routine for her until she returned to Rotterdam in
August 1951.
The all-New 1952 MS Sibajak:
Finally RRL sent the Sibajak to the Rotterdam
Dry Cock Company in August 1951 for one of the most extensive
refits in her history as she would now become a One-Class Liner.
Her old third class facilities were completely stripped and all
the First and Second Class Lounges and Dining Rooms were
completely refurbished and updated, and a new lounge was
constructed under the old second class Sun Deck with a bar, a
place I spent a great deal of time with my new found friends
during my voyage in 1958! But sadly I have no photographs of this
venue on an exterior one. The previous third class Smoking Room
far aft on Promenade deck became the new Childrens
Playroom. In addition all cabins received upgrades with superior
bedding, soft furnishings and other modifications. Upon
completion she accommodated a total of 956 passengers in the
following accommodations; 598 passengers in 1, 2, 4 and several
6-berth cabins. 358 passengers in 5 medium to large dormitories
each having the following; 18, 34, 40, 128 to 138 berths. She was
completed on April 24, 1952 and she departed on her fist voyage
as a One Class liner four days later! MS Sibajak now had an
official Registered Gross Tonnage of 12,342 GRT.
Having been completed, the all-new MS Sibajak
was chartered to the Dutch Government, but she remained under RRL
management and she was to enter the United States and Canada
service. She departed Rotterdam of her first voyage on April 28,
1952 as she sailed for Quebec Canada. In due course she also
visited also Halifax and New York.
Having been to Australia again the Sibajak
headed for Indonesia as in the past and on June 24, 1954 she
departed from Tandjong Priok with a total 878 passengers and
repatriates on board and she headed to Rotterdam where she
arrived on August 19, 1954. After this voyage she would make
another eleven migrant voyages in all!

MS Sibajak is
seen transiting the Suez Canal in 1954 having been to Australia
and returning via Indonesia
Changes in the Making:
Considering that the Government charter for the
ship would end in March 1957, Royal Rotterdam Lloyd commenced to
make new plans for the Sibajak as well as their newer and larger
liner the MS Willem Ruys in August 1956. Following the sharp
decrease of the total volume of emigration from Holland to the
various immigration-countries, the Dutch Government decided to
end the charter of the Sibajak.
After much consideration Royal Rotterdam Lloyd
and the Netherland Line (SMN) decided to enter their ships,
including the Sibajak into profitable service to destinations as Australia
and New Zealand. To this end the company worked with agents both
locally as well in Australia and New Zealand as they had
developed new sailing ideas and schemes, with special fares. MS
Sibajak was now placed on the Round-the-World-Service
(RWS) as of October 1957. She departed Rotterdam and then called
on Southampton to embark British passengers for the journey to New
Zealand and Australia, or to return them having been in the UK on
a vacation, for Dutch ships had a fine reputation!
Round the World Service: Rotterdam,
Holland; Southampton, UK; Willemstad, Curacao; Balboa, Panama;
Cristobal, Panama; Papeete, Tahiti; Wellington, New Zealand;
Sydney, Melbourne & Fremantle, Australia; Singapore
(occasionally Indonesia); Colombo, Ceylon (Sri Lanka); Suez, Port
Said, Egypt; Southampton, UK; Rotterdam, Holland.
My own voyage on the MS Sibajak in 1958:
I remember the day so well, that I and my
Mother boarded the Motor Ship Sibajak on a beautiful sunny day in
Rotterdam on Saturday May 17, 1958, bound for Wellington New Zealand.
However, my full story of the voyage on this fine ship and how
she affected my life is located on Page Three. Please see the
INDEX at the bottom of this page.

The Sibajak is
seen berthed at Station Pier Melbourne in 1958
with the blue
Pieter flying, meaning she will depart that day!
Her Concluding Year:
Director Mr. Ruys of Royal Rotterdam Lloyd in
October 1957 realised with Sibajaks old age, and her
accommodation being so out of date compared to standards in the
passenger shipping industry in general, that a decision had to be
made soon. This came before the end of 1958 when RRL made an
official decision that the Sibajak simply could no longer compete
with their other liner on the same service, the glamorous and
luxurious MS Willem Ruys. Thus a decision was made that the
Sibajak would be removed from the fleet in the very near future.

Above: The
MS Willem Ruys completed in 1947 and the Sibajak sister operated
on the Round the World Service
Below: In
1965 this ship was sold to Italians and she became the
streamlined but ill-fated MV Achille Lauro

In addition The Netherland Line (SMN) had the
equally glamorous MS Oranje in operation on the same service, she
and the Willem Ruys were two class liners, but Tourist Class was
of an extremely high standard with beautifully appointed lounges,
spacious decks, both classes having swimming pools and so much
more, as well superior entertainments, that on the Sibajak!

Above &
below: The Netherland Line delightful MS Oranje, later Flotta
Lauros MV Angelina Lauro

However Royal Rotterdam Lloyd retained the
Sibajak until an honourable and a profitable sale to another
company was possible, but nothing eventuated therefore RRL
decided that another option needed to be sought. The obvious
option was to dispose her to a Ship Breaker and an announcement
was officially made through the appropriate channels of
Lambert Brothers Ltd, and in this manner RRL was able
to make known her availability to as many potential buyers as
possible. However, whilst awaiting any outcome, the Sibajak
continued her scheduled services. Although various offers came
in, but all of these were rejected as the offers were simply not
sufficient.
Then finally in March 1959 an offer came in for
£180,000 (English Pounds) from Chung Hing Enterprise
Company of Hong Kong and considering this was the best
offer received to date, after consideration, RRL decided to
accept it in April with the agreement that the sale would be on
the basis that she would be delivered and handed over late August
1959 in Hong Kong.

A special piece
of music written for the Ship; On the Sibajak
Obviously, Sibajaks final Voyage was
carefully planned for the company was well aware that there would
be a good number of full fare paying passengers who would
wish to sail on her either on all or part of the way and thus
being able to keep the memory of this ship alive! There had been
individuals who had come by ship to Europe and had either
travelled around or visited family and they would take
Sibajaks last voyage as soon as it was announced! Amazingly
there was a small group who just took the short ride from
Rotterdam to Southampton, just to experience their experience on
this ship, for there was room as there were passengers
embarking there. All other passengers would conclude either in New
Zealand or Australia. For the ship the end of the line was of
course in Hong Kong and for this difficult voyage RRL appointed
the well-known Captain J. C. Flach. Amazingly it would be his
very last voyage as he was due to retire and even the ships
longstanding butcher Pieter van Kessel was in the very same
situation, his last voyage and he was looking forward to his
retirement, but both felt sad to leave their much loved ship in
Hong Kong!
On June 19, 1959 the RRL management sent a memo
to Captain Flach that Sibajak would sail on June 23 and that;
You sail via Southampton, Willemstad, the
Panama Canal and Papeete to Wellington, Sydney and Melbourne.
From Melbourne you sail via Surabaya and Singapore - for the
disembarkation of (part of) the crew and for handing in stores
(or de-storing), to Hong Kong. In Hong Kong you will officially
hand over the Sibajak to the buyers, assisted by our agents Royal
Interocean Lines" (RIL).
Thus when the Sibajak would return to Rotterdam,
she would make final passenger voyage to New Zealand and Australia
as she had been doing for some time.
MS Sibajaks Final Voyage:
MS Sibajaks Voyage 155 was boarding 739
passengers in Rotterdam, with more to join in Southampton some
were bound for New Zealand, but the majority for Australia. As I
already stated above, the ship was under the command of Captain J.
C. Flach and he took her out and she departed Rotterdam at 3.05
PM for the very last time ever on June 23, 1959.

Here we see the
sad MS Sibajak still looking good during her final departure from
Rotterdam on June 23, 1959
Serving aboard were 112 Dutch officers and 144
wonderful Indonesian Stewards and Clerical as well as other Staff
and those hard working 7 Chinese Laundrymen, who did an amazing
job!
Her first port of call was Southampton she then
sailed via her usual ports of Willemstad Curacao, Balboa Atlantic
side of Panama Canal. She would then transit the Panama Canal and
make a call to Christobal on the Pacific side of the Canal. She
then sailed via the wonderful Pacific to tropical Papeete in
Tahiti and then to Wellington New Zealand where her first
passengers would disembark. She would then cross the Tasman Sea
to Sydney Australia.

Above &
below: Sibajak arrives in Sydney for the final time on
August, 1959 with the media in tow

An article in the
Daily Telegraph on August 5, 1959
Sibajak departed on August 6, and then she
headed for Melbourne arriving on August 8, being her final
Australian port of call, but also where her very last
passengers ever departed the ship! Once
all passengers had left the ship, she departed from Melbourne
looking a lonely and deserted ship as she headed for Surabaya
(Jakarta) where most of the Indonesian, all the Chinese crews
signed off. She then headed via Singapore where some of her Dutch
crew officially signed off and the ship was completely de-stored
as per the requirements by RRL. Then the ship with a complement
of just 60 personnel headed for Sibajaks final destination
- Hong Kong.
Here
we see Captain J. C. Flach on the Bridge wing of his beloved ship-
the
MS Sibajak during her very last voyage to Australia and Hong Kong-
Handover to the Breakers in Hong Kong:
It was early in the morning of August 25, 1959
when the Sibajak slowly arrived in Hong Kong, and the ship was
rapidly boarded by four security guards as well as three police
officers for supervisory and inspection purposes. They remained
on board until the official handover four days later, being
Saturday the 29th. Most of her furnishings, fittings and stores
had of course been removed whilst she was in Singapore, thus
there was very little to remove from the ship in Hong Kong before
the ship was officially Ready for Delivery.
Early in the morning of August 29 the
Sibajaks Captain Flach received the authority for the
delivery of the Sibajak from the Royal Rotterdam Lloyd Directors
and she was made ready for official delivery to take place at
noon on that same day. The representatives (Royal Interocean
Lines) of the purchaser and the Royal Rotterdam Lloyd, together
with Sibajaks Captain J. C. Flach signed her delivery
certificate, which read;
It is hereby agreed between Messrs. Chung
Hing Enterprise Co. of Hong Kong, Purchasers, on the one part,
and the Royal Interocean Lines, Hong Kong, Agents for Koninklijke
Rotterdamsche Lloyd N.V., Rotterdam, Sellers, on the other part,
that the Twin Screw motor passenger vessel SIBAJAK,
gross 12,342 tons, net 6,935 tons, has been delivered by Seller's
Agents and accepted by Purchasers at 1200 hours on 29th August,
1959, at Hong Kong Harbour, in accordance with the relevant
Memorandum of Agreement, dated 6th April, 1959.
And with the above, Captain Flach and his staff
disembarked, but the directors of Chung Hing Enterprises had
invited the Captain and several of his senior officers as well as
several managers of RRL agents in Hong Kong, RIL and they went to
one of the finest Chinese restaurants for a farewell meal.

Captain J. C. Flach
and first Helmsman, Mr. C. Muilwijk with members of RRL and the
breakers
As we well know, Asians are very efficient and
within less than a week the breaking of the greatly loved Sibajak
had began and she rapidly was broken up, in fact from what I have
been told that her breaking up was very much completed in just
four months, thus by the end on 1959.

Here we see the
MS Sibajak laid up at the breakers in Hong Kong on August 31,
1959
Photograph
by & © Mr. D Eijgendaal

Sibajak seen
partially broken up in Hong Kong late in 1959
Photograph
by & © Mr. G. Boot

Here we see what
is left of her forepeak section with her name painted on the side
Photograph
by & © Mr. G. Boot
****************************
There is no doubt at all that the M.S. Sibajak will always be
the
Grand
Old Lady" of the Royal Rotterdam Lloyd.

Remembering the
Glory Days of the MS Sibajak
A
delightful pencil drawing by Dutch artist Henk Kuipers
Remembering the M.S. Sibajaks Glory Days!
It should be remembered that the M.S. Sibajak
contributed greatly to the fame and the massive success of the Koninklijke
Rotterdamsche Lloyd NV also known as the Royal
Rotterdam Lloyd. In her 31 years of service the
Sibajak transported around a quarter of a million passengers
taking them half way around the world.

One of my
personal favourite aerial photographs of the M.S. Sibajak
And we should not forget during the Second
World War she sailed an amazing 410,000 nautical miles (that is
like her circling the Globe 19 times) and serving her country
well, although under the British, but with a Dutch crew, she
transported a total number of 75,000 troops to and from the many
theatres of war! In addition, after the War having received her
major refit, she was responsible for bringing well over 25,000
Dutch emigrants to New Zealand and Australia, not to forget the
many from Southampton as well!
And of course as I stated earlier on this
feature, I myself sailed on the MS Sibajak from Rotterdam on May
17, 1958 and we headed for Wellington New Zealand. There is no
doubt at all that I will never forget this delightful ship that
was entirely responsible for my love of the sea and ships, and
that is why I decided that I would commence to work in the
Passenger Shipping Industry when I was young. Thus I commenced as
an Office Boy and worked hard in the industry I loved and I ended
up as a CEO of a major passenger Shipping Company, then I became
a well-known maritime historian, author and lecturer. Thank you
Sibajak, for you changed my life as a young boy and shaped it
into a most wonderful Life!
Sibajaks Specifications:
Built at:..................De Schelde,
Vlissingen.
Yard:
.181.
Call Sign:
PSBQ
- 1940; PHMB.
Tonnage:
12,040
GRT - 1935; 12,226 GRT - 1952; 12,342 GRT.
..7,087
NW (Net Weight) 8,289 DW (Dead Weight).
Length:
161.54m
- 529.11ft.
Breadth:
.19.16m
- 62.10ft.
Draught:
.7.82m
- 25.7ft.
Engines by:.............De Schelde (Vlissingen)
Netherlands Sulzer Diesel Engines.
Engine Type:
..Motor
Oil, 2-stroke single acting.
Cylinders:
.
8.
Power:
.10,000
BHP.
Screws:
Twin.
Service speed:
..Maximum 17
knots.
Passengers:
.1928:
454; 212 First, 174 Second and 68 in Third Class,
..Also
24 berths for Dutch troops.
..1935:
525; 200 First, 250 Second and 75 in Third Class.
..1950:
956; One Class.
Crew:
.254
- In 1950; 489.
************************
MS Sibajak INDEX:
Page
One:
MS Sibajak had long career from 1927 to 1959 - This is her
complete story!
Page
Two:
Brochures, Deck Plans, Photographs Menus and Memorabilia.
Page Two-b:
The Ships Interiors, Deck by Deck.
Page
Three: The
Authors voyage on the Sibajak from Rotterdam on May 17,
1958 - See Page 3b.
Page Three-b: The
Family Salden-Van Mulken sail to Australia on May 17, 1958.
Page
Four:
Ships Chef H B Hulspas story, a floor show programme and a
farewell menu dated 1955.
Page Five:
Family van der Net and their voyage to Australia in 1956.
Page Six:
Family van der Biezen sailed on her second last voyage in 1959.
Page
Seven: The Nieborak
Familys voyage to Australia in 1959.
Page Eight:
Mr & Mrs Petzold sail from Rotterdam to Cape Town on October
25, 1949.
Also visit the Three other
Dutch Liners on the New Zealand - Australian Service
MS Johan
van Oldenbarnevelt - MS
Oranje & MS
Willem Ruys
Blue Water Liners sailing to the
distant shores.
I watched them come, I watched them go and I watched them
die.
********************************
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