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.
Due to many misfortunes in her 63-year service life, she was nicknamed the Hoodoo Ship. Two of her masters died at the wheel, two crew members died when she was gutted by fire in 1936, and the owner of a motor launch was killed when the Bellubera ran it down and sank her.
The name "bellubera" is thought to be an Australian Aboriginal word meaning "pretty lady" or "beautiful woman".[1]
Background
Kuring-gai (1901) was the forerunner to the "Bingarra-type" vessels including Barrenjoey. Note the wheel houses located midships compared to Barrenjoey'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 SS Manly (1896), and SS Kuring-gai (1901), which were to become the fore-runners of the "Binngarra-class" ferries. They both had high forecastles at either 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, however, 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.
Design and construction
The "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.
Launched on 6 April 1910 by Mrs J. Fyfe,[2]Bellubera' was the third of six Binngarra-type vessels. She was a near identical sister to Barrenjoey (later North Head) and Balgowlah (1912), and similar to the slightly smaller Binngarra (1905), Burra Bra (1908) and Baragoola (1922). She was 499 tons and 64.0 m long. As built, she was powered by triple expansion steam engine providing 123hp and was able to make up to 15 knots.[3]
The exorbitant cost and difficulty in replacing the large expensive steel hulled Binngarra-type vessels saw the Bellubera, along with the Balgowlah, Barrenjoey, and Baragoola retained and significantly modified. In the 1920s, all four had officers' cabins attached to their wheelhouses. Beginning with Barrenjoey in 1930, and then in 1931-32 Balgowlah, Baragoola, and Bellubera over 1931–32, had their open upper passenger decks enclosed.
In 1936 with her boilers nearing the end of their service life, Bellubera's original steam engines were replaced by four five-cylinder Harland & Wolffdiesel engines (1,800bhp) which drove two British Thompson-Houston diesel engineers, which could push her to 16 knots. Her single funnel was replaced by two, the second funnel being a dummy mounted for appearance. She became the first diesel-electric powered vessel in Australia.[3] The new engines increased her service speed to 18 knots, but increased vibrations throughout the vessel making her less popular with passengers.
In 1948, Bellubera, along with Balgowlah, Baragoola, was fitted with the larger wheelhouse/cabin structures that they would sport until the rest of their ferry careers. In 1954, she was taken to the State Dockyard where she was partially replated, repainted, and re-engined with three seven-cylinder British Thompson-Houston diesel engines that drove 2 English Electric electric engines.[3]
With extended wheelhouses and original open upper decks, 1930s
Removal of boiler during conversion from steam to diesel-electric propulsion, 1935/36
Conversion to diesel-electric, 1936
Rebuild of superstructure during conversion to diesel-electric propulsion
Rebuild of superstructure during conversion to diesel-electric propulsion
Diesel generators being installed during conversion to diesel-electric, 1936
Post diesel-electric conversion and prior to fire, 1936
Due to many misfortunes, she was nicknamed the Hoodoo Ship. She collided with at least four vessels, sinking two of them, seven people died through direct association with the ferry and at least seven people fell or jumped off the ferry.[4]
On 2 April 1914, she collided with the steamtugKate off Dobroyd Head, sinking Kate in seconds and capsizing the lighterKate was towing; Bellubera rescued Kate′s four-man crew.[1] In 1933, Bellubera collided with the smaller ferry, Kaikai near Circular Quay. Slight damage was done to the sponson and bulwarks of Kaikai and steel Bellubera was slightly dented. There were no injuries.[5]
On 16 November 1936, fire broke out aboard Bellubera while she was moored at the Kurraba Point depot while workmen were repairing a steel plate on the roof of the upper deck. A welder's oxy-acetylene torch set alight the leather seats in the saloon and within five minutes the entire ship was ablaze. Four men were trapped below decks, with one dying that night in hospital and a second a few days later. Another suffered leg burns and spent 21 months in hospital.[4][6][7] The superstructure was gutted and the hull significantly damaged. Bellubera was rebuilt at the Cockatoo Island Dockyard and re-entered service in October 1937.[1]
In 1940, collided with the 30-foot launch, Sydbridge, cutting the boat in half and sinking it with its owner whose body was found nine days later.[1] On 6 February 1946, her master, Captain William Dohrn, collapsed and died at the wheel as the vessel was making its way across the Heads towards Manly. On 5 September of that year, a young women fell overboard. In 1946, a passenger fell overboard and drowned, and in the same year, Bellubera collided with a naval launch killing the helmsman.[8] In October 1960, Bellubera collided with the 7,000-ton Norwegian freighter Taurus but received only minor damage continuing her run to Circular Quay. Her master, Captain Albert Villiers, died at the wheel in February 1961 while berthing her at the Kurraba Point depot. Five years later Bellubera collided with the dredge WD66.[1][8]
On 28 February 1970, en route from Manly, Bellubera collided with the Australian Navy Ship, HMAS Parramatta as it was backing out of the naval depot near Chowder Bay. She inflicted a 2 m x 3 m hole in the warship, whilst only suffering minor damage herself. Navy personnel covered the Parramatta's damage with a tarpaulin to hide it from press photographers, while Bellubera resumed her journey.[1] On 23 July 1973, heavy seas damaged doors and seats.[8]
Well alight, Kurraba Point base 1936. Two crew died.
After the fire. People watch from Kurraba Road above
At Circular Quay 1938, rebuilt after the 1936 fire
Retirement and demise
Bellubera was taken out of service on 29 November 1973.[4][6] Her service life of sixty-three years was a record for a Manly ferry, that would be beaten by the North Head, formerly Barrenjoey (1913-1985).[9] At this time, the Manly services had been taken over by Brambles Limited and the service struggled and ships were in poor condition.[8] She was sold in 1975 to a company named Trouble Shooter, so certain equipment could be stripped and installed into the ex-Royal Australian NavyTon-class minesweeperHMASGull. Bellubera′s English Electric diesels were removed and returned to the Public Transport Commission to support the Baragoola and North Head in service. Bellubera was towed to sea by tug Betts Bay and scuttled off Long Reef on 1 August 1980 and today rests on her side in two pieces in 45 metres (148 feet) of water.[4][6]
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.
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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.
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Kulgoa was a "K-class" ferry on Sydney Harbour. Launched in 1905, the timber-hulled steamer was built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the 1932 opening of the Sydney Harbour Bridge. Kulgoa was Sydney's largest ever wooden ferry. She was a typical early example of the "K-class"; a group of double-deck, double-ended, steam-powered screw ferries. Kulgoa was one of the first Sydney ferries built with the sides of her promenade (upper) deck enclosed, although the ends near the wheelhouses remained open.
Binngarra was a ferry operated by the Port Jackson Co-operative Steamship Company, which became the 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.
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Kummulla was a "K-class" ferry on Sydney Harbour. Launched in 1903, 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. She was decommissioned in 1934 after the 1932 opening of the Bridge.
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.
Kosciusko was a "K-class" ferry on Sydney Harbour. Launched in 1911, 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.
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.
Kurraba and Kirribilli were two similar "K-class" ferries on Sydney Harbour. Launched in 1899 and 1900 respectively, the two timber-hulled steamers were built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge.
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