The sixth and final of the Binngarra-type Manly ferries, the vessel entered service in 1922. Built with a triple-expansion steam engine, she was converted to diesel-electric propulsion in 1961. Since its decommissioning as a ferry in 1983, the vessel had a number of owners who attempted to find a new role and restore it. In 2003, it was laid up at Balls Head Bay on the north side of Sydney Harbour as attempts to restore the vessel continued. However, in January 2022, she sank at her mooring alongside the Balls Head Coal Loader, with the decision then made that the vessel would be scrapped.
Baragoola is an Australian Aboriginal word for "flood tide".[2]
Background
Kuring-gai (1901) was the forerunner to the "Bingarra-type" vessels including Baragoola. Note the wheel houses located midships compared to Baragoola's at the ends of the sun deck.
The Port Jackson & Manly Steamship Company's fleet transitioned comparatively late to screw-propelled vessels and the fleet comprised mostly paddle steamers until the early years of the twentieth century. The difficulty of turning in the narrow bays of Sydney Harbour - particularly in the busy Circular Quay terminus in Sydney Cove - required the use of double-ended vessels. However, a double-ended screw configuration was particularly difficult for the fine bows that Manly ferries required for both speed and heavy seas. Further, a propeller at the leading forward end of a vessel reduced speed considerably. In the prosperous early twentieth century, this speed drawback was overcome by increasing engine size and power.
The first screw ferries on the Manly run were two innovative Walter Reeks–designed vessels; the SSManly (1896), and SSKuring-gai (1901), which were to become the fore-runners of the Binngarra-class ferries. They both had high forecastles at either end to help her run through the deep-sea conditions across the Sydney Heads. The steel-hulled Kuring-gai was larger and she further refined the basic design to be similar to the subsequent and larger Binngarra-class vessels. Manly and Kuring-gai had both followed paddle steamer design with their bridges around the midships funnels. Whereas the Binngarra-class vessels would have their wheelhouses at either end of their promenade decks.
The Port Jackson & Manly Steamship Company's Binngarra-class ferries, Binngarra (1905), Burra-Bra (1908), Bellubera (1910), Balgowlah (1912), Barrenjoey (1913), and Baragoola (1922), were designed by Mort's Dock and Engineering, initially under the guidance of former chief draughtsman Andrew Christie. The first five were built at Mort's Woolwich yard and Baragoola was built at the Balmain yard. They were among the largest ships built in Australian yards at the time and, on the admission of Mort's executives, were built by the dock more for prestige than profit. Build costs were higher in Australia than in the United Kingdom, but this was offset by the cost of sailing them out to Australia.
Design and construction
As a new ferry, performing sea trials in 1922
Baragoola was built at the Balmain yard of Mort's Dock. She was launched on 14 February 1922 by Mrs Hunter McPherson, the wife of the owning company's chairman of directors.[1][3]
She was the sixth and final Binngarra type vessel.[4][1][5] Although 6 metres (19ft 8in) shorter and with a greater beam (width at its widest point), she was otherwise similar to her older sister ships Binngarra (1905), Burra-bra (1908), Bellubera (1910), Balgowlah (1912), and Barrenjoey (1913 - later North Head).[6] She cost £80,000 compared to £32,000 for Barrenjoey in 1913 and £29,000 for Balgowlah in 1912.[1] The quickly rising cost of Australia-built ships led the Port Jackson Company to order their next vessels, Dee Why and Curl Curl, from the United Kingdom.[1]
Baragoola is 498 tons and 60.7 metres (199ft 2in) long. As built, the vessel was powered by a three-cylinder triple expansion steam engine with cylinder diameters of 18 inches (46cm), 28in (71cm), and 47.5in (121cm), with 27in (69cm) stroke, developing 1,300 indicated horsepower (970 kilowatts). It had two marine horizontal multitubular (navy type) boilers. During acceptance trials on 11 August 1922, she achieved an average speed of 14.7 knots (27.2km/h; 16.9mph) in 6 runs, with one maximum of 15 knots (28km/h; 17mph), over the measured mile. While this exceeded the contracted speed requirements, she was slower than her sister ships, and earning the name 'slow boat' due to her being 6 metres shorter and of greater beam.[3][7] As a steamship her working speed was 14 knots (26km/h; 16mph). She can be distinguished from her older near-sisters by the rounded (vs. square) ends of the sun deck around each wheelhouse.[1]
The layout of Baragoola's public spaces was typical of Manly ferries built until 1938. In her original open upper deck configuration, she had a summer capacity of 1,218 passengers, and a winter capacity of 926. Following her upper-decks being enclosed in the early 1930s, her capacity was 1,523 passengers. On the lower deck, aft, was a segregated Ladies Saloon with toilets, a main cabin and forward was a smoking saloon (usually reserved for men) with external toilets. This area also contained the original Mail Room and was the site of the later crew's mess. The internal hull arrangement has two void spaces at either end, a hold immediately aft of the forward void, the engine room behind the hold connected to the control room and (second from the aft) a compartment that contains batteries, auxiliary diesel tank, fresh water tank and the Engineer's Quarters.
She was fitted with electro-hydraulic steering equipment after World War II which replaced her earlier chain steering.[8]
In 1961, the vessel was converted to diesel-electric and her tall funnel replaced with one short and squat. Four British Thomson-Houston 7-cylinder diesels were installed, generating a total of 2,000bhp (1,500kW), and driving two new English Electric electric engines, enabling her to achieve 16 knots (30km/h; 18mph).[9][7] These engines are the only remaining operational ones of their type, having only ever been installed in three Manly ferries.[citation needed] The large steam ferry, Curl Curl was retired when Baragoola was recommissioned following her diesel-electric conversion.
Being launched, 1922
Crossing Sydney Heads early 1930s, after her wheelhouses were extended to provide officer accommodation
With her enclosed upper deck. Leaving Circular Quay, 1937.
At Manly Wharf in 1951 as a steamer, showing the rebuild in the 1940s and full extension of her wheelhouses.
Baragoola was involved in a number of collisions while in service. On Christmas Eve 1926, off Kirribilli Point, she collided with the Sydney Ferries Limited's Kosciusko.[10] On 12 September 1927, Baragoola ran down a lifeboat from the French steamer Ville D'Amiens, five people were thrown out of the lifeboat, one of whom was hospitalised.[11] The people were rescued by two fishing trawlers in the vicinity and the lifeboat was severely damaged. On 28 August 1934, Baragoola struck and killed a whale. The event was widely reported in the media when the disposal of the corpse took multiple attempts over nine days.[12]
Like her sisters, Bellubera and Barrenjoey, Baragoola's open upper deck was closed-in in 1931/2, improving passenger amenities. At this time, she was modified to trial pulverised coal, however, this was stopped when the vessel and passengers were being showered in coal dust.[citation needed]
Between 8 March and 3 August 1939, Baragoola was converted to an oil burner using tar under natural draught, like the Curl Curl, Dee Why and South Steyne. Improved propellers were fitted at this time.[1] The conversion to oil firing was reversed due to oil shortages during the war, however, with coal bunkers having been previously replaced by oil tanks, she could only make a couple of trips per day and she smoked badly without forced draft being available.[3] Modifications in 1948 included the replacement of her chain-operated steering gear with Brown Brothers (later known as Vickers) hydraulic equipment.[citation needed] In 1958, Baragoola was withdrawn for a rebuild including the replacement of its steam engines with English Electric 7SKM diesel-electric engines. It returned to service in 1961. In 1973 and loaded with sight-seers, she took part in the on-Harbour celebrations for the opening of the Sydney Opera House.[3]
Baragoola was included in the sale of Port Jackson & Manly Steamship Company to Brambles in April 1972. It had a re-fit in 1974.[13] In December 1974, the Manly service was taken over by the NSW State Government and her traditional Manly ferry colours of green, cream and brown were replaced by the Public Transport Commission's blue and white.[4][1][14][15] Following the 1982 delivery of the Freshwater, Baragoola was withdrawn on 8 January 1983 gaining significant media coverage.[citation needed] A second new ferry, Queenscliff, entered service in 1983, several years after which, the aging North Head was retired from service.
Baragoola was sold to Bob Hyde for use as an open university. The university never eventuated, and she was laid up at Rozelle Bay until 1988 when she was sold to David Ashton of Waterview Wharf, Balmain.[5] In late 2003, she was evicted[who?] from Waterview Wharf and relocated to the Coal Loader in Balls Head Bay.
In 2009, following a period of animosity from NSW Maritime, Ashton offered the vessel for sale by auction and she passed into ownership of Adrian Thompson, who considered scrapping the vessel.[16] In March 2010, Baragoola was sold to the Baragoola Preservation Association, a not for profit organisation who intended to restore the vessel.[17]
An Australian Army training activity with Black Hawk helicopters and the adjacently-moored Cape Don damaged the vessel's upper works on 1 December 2010.[18] The vessel is listed on the Australian Register of Historic Vessels.[19]
During the evening of 1 January 2022, the ferry sank at its moorings before assistance to help pump water out of the vessel could arrive. Two squatters were on board and left the vessel before she sank. The ferry settled partially above water.[20]Transport for NSW declared the ferry unable to be refloated and the decision was made to scrap her.[21]
Salvage & Recycling
Birdon Pty Limited salvaged Baragoola from Sydney Harbour and cleared the berth pocket of vessel debris. Baragoola was cut into approximately 16 sections and lifted to the Birdon Barge "Pelican". "Pelican" was then unloaded at White Bay where the sections were cut using excavator mounted Hydraulic Shears before being removed from site.
In her final months of service alongside her replacement, the then new Freshwater, 1982
Sydney Ferries is the public transport ferry network serving the city of Sydney, New South Wales. Services operate on Sydney Harbour and the connecting Parramatta River. The network is controlled by the New South Wales Government's transport authority, Transport for NSW, and is part of the authority's Opal ticketing system. In 2017–18, 15.3 million passenger journeys were made on the network.
The Dee Why and Curl Curl, were two identical steam ferries servicing Sydney Harbour's Circular Quay to Manly service. Both commissioned in 1928, they were the largest ferries on Sydney Harbour until the 1938 introduction of the South Steyne.
SS Balgowlah was a ferry on Sydney Harbour operated by the Port Jackson & Manly Steamship Company on the Manly service from 1912 until 1951.
Manly ferry services operate on Sydney Harbour connecting the Sydney suburb of Manly with Circular Quay in the CBD, a journey of seven nautical miles.
The Port Jackson and Manly Steamship Company (PJ&MSC) was a publicly listed company that operated the Manly ferries in Sydney, Australia. After being taken over by Brambles Industries, the ferry service was eventually taken over by the State Government and is now part of Sydney Ferries.
The SS South Steyne is a former Manly ferry on Sydney Harbour. She was the world's largest steam-powered passenger ferry and operated on the service from 1938 to 1974. Restored in the 1980s, she served as a restaurant ship in Newcastle in the 1990s, and in 2000 was moved back to Sydney and open to the public at Darling Harbour. Since April 2016 she has been stored at Berrys Bay. She was added to the New South Wales State Heritage Register on 2 April 1999.
Burra Bra was a Manly ferry on Sydney Harbour that operated by the Port Jackson & Manly Steamship Company from 1908 until 1940, before being requisitioned by the Royal Australian Navy for use as an anti-submarine training vessel and target tow during World War II.
The MV North Head was a ferry operated by the Port Jackson & Manly Steamship Company and its successors on the Manly service from 1913 until 1985.
Bellubera was a ferry operated by the Port Jackson & Manly Steamship Company on the Manly service. Launched in 1910, she was the third of six "Binngarra-type" vessels. Upon her 1936 conversion from steam power, she became the first diesel-electric vessel in Australia. She was decommissioned in 1973, and scuttled at sea in 1980.
Karrabee was a ferry operated by Sydney Ferries Limited and its NSW State Government operated successors on Sydney Harbour from 1913 until 1984. A wooden ferry built at the time of Sydney Ferries' rapid early twentieth century, she and near "sister", Karingal, were the smallest of the fleet of round-end "K-class ferries".
Kirawa was a ferry on Sydney Harbour. She was a near identical sister vessel with Kanangra both of which were launched in 1912 during the early-twentieth pre-Sydney Harbour Bridge boom years of Sydney Ferries Limited.
Koree was a "K-class" ferry on Sydney Harbour. Launched in 1902, the timber-hulled steamer was built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge.
Binngarra was a ferry operated by Port Jackson & Manly Steamship Company on the Manly service. Launched in 1905, she was the first of six similar vessels built for the company–the Binngarra class—the success of which saw three of her sister vessels serving through to the 1970s and 1980s.
SS Kuring-gai was a ferry that served on the Sydney to Manly run from 1901 to 1928.
Manly (II) was a ferry that served on the Sydney to Manly run from 1896 to 1924.
The Kirrule-type ferries - Kiandra, Kirrule and Kubu - were three identical K-class ferries that operated on Sydney Harbour by Sydney Ferries Limited.
Kanimbla was a "K-class" ferry on Sydney Harbour. Launched in 1910, the timber-hulled steamer was built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge. Kanimbla was renamed "Kurra-Ba" in 1935. She was laid up in the 1940s and broken up in the 1950s.
Kareela was a "K-class" ferry on Sydney Harbour. Launched in 1905, the double-ended timber-hulled steamer was built for Sydney Ferries Limited in response to the early twentieth century boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge. She was the first of Sydney Ferries Limited's boats to have a fully enclosed upper deck.
Sydney Harbour ferry services date back to the first years of Sydney's European settlement. Slow and sporadic boats ran along the Parramatta River from Sydney to Parramatta and served the agricultural settlements in between. By the mid-1830s, speculative ventures established regular services. From the late-nineteenth century the North Shore developed rapidly. A rail connection to Milsons Point took alighting ferry passengers up the North Shore line to Hornsby, New South Wales via North Sydney. Without a bridge connection, increasingly large fleets of steamers serviced the cross harbour routes and in the early twentieth century, Sydney Ferries Limited was the largest ferry operator in the world.
Kanangra is a retired ferry on Sydney Harbour. She was launched in 1912 during the early-twentieth century pre-Sydney Harbour Bridge boom years of Sydney Ferries Limited.
1 2 3 4 Andrews, Graeme (1982). A Pictorial History of Ferries: Sydney and Surrounding Waterways. Sydney: AH & AW Reed Pty Ltd. pp.44, 45. ISBN0589503863.
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