The Sydney Star  had an adventurous career in WWII when on the 24^th July 1941 in a convoy to Malta, she was attacked by a German E-boat and torpedoed in the port side of No.3 hatch. Transferring some 460 troops and some of the crew to the Nester she then proceeded on towards  Malta. The following morning she was heavily attacked by dive-bombers but fortunately no direct hits were delivered. Listing heavily and sinking by the head she finally arrived at Malta that afternoon. Captain Horn and Chief Engineer Mr. G. Haig  were both awarded the O.B.E. in recognition of their outstanding service in delivering the ship with her valuable cargo, along with Mr. J. H. A. Mackie who was awarded the M.B.E.

The following was sent in by Bob Hodge:

 I joined blue star line in September 1956 and spent my first night aboard the Canberra Star which had just returned home after its maiden voyage. Next day the Sydney Star docked just behind us, and this was to be my home for the next three years. 

 My second voyage was the one that I considered to be the most eventful, so I will start with that one. The intension was to steam light ship to Napier take a full load and return to London. It did not quite work .

Shortly after leaving the English channel a crew member had a fall while cleaning in the hold and had injuries requiring hospital treatment so the ship was diverted to the Azores and he was transferred ashore at Fayial. (see below) as he was lowered over the side with a large audience. All then went well to Napier for loading.

Homeward bound another snag occurred at Panama. As we were heading for the breakwater opening at Cristobal we were in collision with the Agioi Victorious, which had somehow got lost approaching Cristobal and invaded our priority as an outgoing ship.

The Sydney Star took on a severe starboard list and went down by the head, such that the port propeller was out of the water and the engine room inclinometer was hard on it's stop. Damage was from the keel to the deck on the starboard side. Both vessels were towed to the American Naval dockyard at Colon and we were under temporary repair for six weeks just to get us home. A local disused refrigeration warehouse was opened up and cooled down in 24 hours to take the cargo that could be salvaged. Other cargo remained on board in the hold not affected by the damage. Decomposing meat was giving off acetylene gas and was considered 100% explosive above the carcasses . Cranes with grabs were used to load the rotten meat into lorries for dumping and a barge and tug were used to take the foul water out to sea for disposal.

The fabricated patch was of steel structure lined with timber, kapok and wash leather. It was hinged at the keel and pulled in to the deck with gigantic bottle bolts and proved to be completely water tight once the kapok was soaked and swollen. However this patch reduced a 22knot ship to a maximum of 11 knots.

Progress home was slow but at least we were on our way however our bad luck continued when fire broke out in the fridge engine room in mid-Atlantic when fuel sprayed over the brush diesel engines. Flames poured through the fridge engine skylights fanned by air from the tween decks. Soon we had used all fire extinguishers and flames had spread to one lifeboat, the timber on the boat deck and the years of paint on the funnel. Tom Scott S/2/E had the presence of mind to smash the cast iron racks on the skylight raising gear with a heavy hammer allowing the skylights to drop into a shut position and confine the source of the fire to the fridge engine room. This action was the break through in bringing the fire under control and eventually put out. 

 Our beloved funnel was black, but within three or four days was scraped and painted to look like new for our return to London.

After taking leave I rejoined the ship in Antwerp for repairs which took four months. On leaving Antwerp a strong wind blew the ship into a quay which meant more shipside repairs on arrival in London. End of voyage.