Baragoola at 90

Normally you’d be reading this newsletter and finding out what we have done aboard over the past

week, but not today!

On Tuesday the 14th (Valentine’s Day) Baragoola will be turning 90 – an almost unbelievable

accomplishment given the many times she’s been written off and nearly disposed of. Truly she is now

the greatest Manly ferry of them all in many ways.

Baragoola’s story began in October 1920 when the Port Jackson and Manly Steamship Company wrote

to Mort’s Dockyard and Engineering Company and placed an order for a new steamship to be

constructed, of the Barrenjoey type but with better passenger amenities. Although she was a later build

than her sisters she was still largely of the same type and can be regarded as the last Edwardian era

ferry built for the Manly trade. And so, on Tuesday February 14th 1922 to the acclaim of a plethora of

other ferries, vessels and crowds of people, what was to be the very last Manly ferry – and the last large

ferry – to be built in Sydney entered the water for the first time.

Baragoola on the stocks

Birth of a legend!

The new ferry was not quite the same as her three immediate predecessors, being some ten and a half

feet shorter and two feet wider. The three before her had all come in at 210 feet and Baragoola was

199’ 6”. And the reason for that? At the time the Maritime Services Board (the government department

that would eventually morph into NSW Maritime) had decreed that no vessel over 200 feet would in

future be permitted in Sydney Cove – something that obviously did not end up happening but had quite

an impact on the new ferry.

Baragoola was a little special from the start – built to the highest Lloyd’s standard she was, for Mort’s, a

last ditch effort to keep the market open to themselves. She cost 72,000 pounds – an enormous amount

at the time and an order of magnitude greater than their last ferry, Barrenjoey. The company made no

money on the vessel and she was designed and built to enhance the prestige of the dockyard and show

off their abilities. But it was to no avail as the next three vessels would be ordered from Scotland. It’s

been noted that Baragoola was the very last Port Jackson ship built up to a standard, the next three (Dee

Why, Curl Curl and South Steyne) were all built down to a price – this can be seen when you compare

the build quality of Baragoola to that of the South Steyne.

But for the Manly company, Baragoola was something special and she was handed over to the

(unofficial) Commodore of the fleet as his ship; until the arrival of the two Scottish twins a few years

later, Baragoola was flagship vessel and to prove their pride in the new ferry she was given the

distinctive three-tone whistle that had once graced the largest and most opulent paddlewheeler to have

graced the harbour – Brighton.

Baragoola as built

The arrival of the new ferry displaced the older Manly to the breakers yards and forced the innovative

Kuring-gai into a role as a spare vessel. With Baragoola the company could now carry 10,500 passengers

in a single trip and she was very much needed – business was booming.

But Baragoola’s size (and slightly less powerful engines) told against her nearly immediately in that her

speed was slower than the previous three vessels. Almost immediately she could be found promoted for

concerts, tours and harbour events and these increased in frequency in the 1930s when the three

Scottish steamers entered service. But for these events she seemed to be a popular vessel and she could

often be found hosting some form of entertainment or as the flagship for the Head of the River events –

something that at that time was a huge drawcard for the people of Sydney.

Like any ferry on the harbour Baragoola was from time to time involved in minor accidents and incidents

– on at least two occasions in her career she wedged into the walls around Circular Quay and had her

share of accidents with other ferries. Never anything too serious or newsworthy until the 28th of August

1934.... That day a whale had been seen “frolicking” in the harbour and amusing people in the passing

boats and ferries, but fate was about to intervene in the whales’ play with the arrival of the 4.15pm

Manly to Sydney ferry – Baragoola. With a thump the ferry sliced into the whale, after ascertaining that

the ferry was undamaged she proceeded on her way to the Quay. The whale on the other hand was

mortally wounded and eventually died – the removal of the carcass would almost be a comedy of errors

as the MSB and various tugs attempted to rid the harbour of it for more than a week. But the Port

Jackson company saw it as a great public relations event and had a somewhat dramatic painting

commissioned!

Like the previous three sisters, Baragoola was modified in the 1930s to provide a closed in upper deck to

improve passenger comfort in poor weather and at the same time the crew accommodation was moved

up to the new, lengthened wheelhouses. This new upper deck was varnished – remnants of that varnish

still exist today and it would have been quite a sight with the light honey colour extending through the

entire area. Later varnish became expensive and Baragoola and the other Manly ferries were painted

instead.

Baragoola sporting her new look (Hood)

This basic look would remain with her for good with little change throughout her life.

Baragoola a coal burner originally and in the 1930s was subject to an experiment using pulverised coal –

it was an abject failure with the result being both herself and her passengers showered in coal dust! Not

long after that she was refitted to burn oil and coal tar and this remained her fuel source until 1958.

With the three new Scottish steamers and the three faster sisters, Baragoola was now largely relegated

to being a spare boat and used when demand was high such as on weekends and holidays. In some ways

this reduced use may have ended up contributing to her eventual longevity.

1948 saw another change when she, Curl Curl, Dee Why and Barrenjoey (during conversion to North

Head) all lost their chain steering and received new Brown Bros equipment. By this stage the company

was in dire financial straits and were in need of new vessels but could not afford them. Instead, a refit of

the existing fleet was done starting with the near total conversion of Barrenjoey to look similar to South

Steyne. As part of this a set of eleven new seven cylinder English Electric engines were ordered – three

for Bellubera and four each for Balgowlah and Barrenjoey. Baragoola was not being considered for

conversion and indeed a reference in the newspapers of the day indicated she was likely to be

withdrawn.

The rebuild of Barrenjoey cost the company a quarter of a million pounds and left them broke. The cost

to refurbish Balgowlah’s hull was considered too expensive and instead she was sold and sent to the

breakers not long after North Head entered service – it was a lifeline for Baragoola as, in 1955, the

company announced that when funds became available she too would be converted to diesel electric.

And finally in 1958 she was withdrawn from service and the process of refitting her started. The cost

was the same as Barrenjoey’s rebuild but the conversion was outwardly superficial – she would emerge

with little outward changes noticeable except for the new, shorter funnel. Her refit saw Balgowlah’s

engines, rudders and props fitted as well.

Fitting the new equipment

In early January 1961 Baragoola returned to service and her return saw the removal of the Curl Curl –

one of the foreign vessels that had displaced her so many years ago. The writing was on the wall for the

expensive to operate steam ships and it would not be too long before Dee Why would also be retired.

The three steamers were victims of their speed – their high speed meant poor economy and the three

diesel electric ferries were far more economical to run.

In the 1950s Baragoola did not appear at all in the timetables, but this changed dramatically upon her

return to service when she was (in the 1960s) running nearly half of all the scheduled services – a

foretaste of things to come. It was during this decade that management of the company changed and

the focus was placed on other interests rather than the ferries which continued to lose money.

With Dee Why next to be withdrawn in the late 1960s the company made noises about purchasing new

vessels but instead introduced the new hydrofoils to the harbour. Then, in 1972, the company sold out

to Brambles who had no interest in the ferries at all but wanted the offshore oil servicing facilities that

the Manly company owned. No time was wasted in divesting themselves of the Pittwater ferries and in

1973 Bellubera was laid up, eventually to be broken up and scuttled seven year later. The people of

Manly became nervous that their ferry service was to be removed and this feeling would only have been

heightened when Brambles announced that Baragoola would be withdrawn from service leaving only

the ancient North Head and the run down South Steyne left. The state government of the day acted and

took over the ferries but only intended taking on two of them. Naturally they were not interested in an

obsolete and expensive steam boat and a rather fortuitous fire aboard South Steyne helped with the

decision of which two ferries they would take.

Baragoola and North Head received refits that cost half a million dollars and Baragoola was the first to

lose the distinctive green hull emerging with the ugly blue carried on the public buses and some trains –

it did not suit her.

Baragoola and North Head in traditional colours

Baragoola in what has been described as “Italian fishing fleet” colours (Andrews)

So now all that was left of the once large fleet of ferries was Baragoola and North Head and things

would get worse before they got better. North Head in 1979 lost a rudder and was only able to operate

two trips a day until a new one was made and fitted; Baragoola and the small Lady Wakehurst ran the

bulk of the service together – no doubt the addition of the Wakehurst was welcome but she was rather

too slow to keep to the timetable only being capable of running at 14 knots at full tilt

By 1978 the small Lady Northcott was assisting and everyone in the government service was hoping that

nothing would go wrong with the two bigger ferries. But relief was top come when, in 1980, the

government announced that two new ferries were to be introduced. The first arrived in March 1982 and

was named Freshwater, it joined the older ferries and finally allowed the smaller and less adequate Lady

boats to be relegated to harbour duties. The second, Queenscliff was to be Baragoola’s replacement and

her retirement (real this time) was duly announced.

And so, on January 8th, 1983, with a huge number of people on board and all over the vessel including on

the wheelhouse rooves, Baragoola made her final trip to and from Manly, breaking with tradition she

was turned to run bow first to Sydney for her final trip. No other ferry has ever received the send off

that she had.

In all, Baragoola had given sixty one years of service on the harbour, only exceeded by Bellubera (63

years) and North Head, who, at 72 years would be withdrawn quietly and without fanfare two years

after Baragoola had left service.

Baragoola and Freshwater at Circular Quay (Andrews)

The government had no idea what to do with the old ferry and one can only imagine that they were

astounded when an offer of $20,000 was made to purchase her and operate her as a floating restaurant

at Manly. However the idea was canned as Manly Council made it quite clear that they did not want an

“eyesore” in Manly Cove. Another plan was mooted at the time to take her to Melbourne and use her

as a floating restaurant, this too came to nothing. In 1985 a group was formed to purchase her and

restore her, but again this also did not happen.

So she sat around at Cockatoo Island until the Eureka Education Foundation, led by Bob Hyde,

purchased the old ferry and had the grandiose idea of turning her into a floating university. Despite

being told that it was impossible, the idea was to steam from wharf to wharf on the harbour collecting

students. At this time her interior fittings and seating was largely stripped and replaced with desks.

Of course the venture failed and Baragoola was shifted to Rozelle Bay where she became a cheap home

for students and others and began to decline with no attention being paid to her.

My own interest in Baragoola began at this time when late in 1987 I spotted the vessel at Rozelle

covered in a seething mass of seagulls. No one I knew had any idea of what the name of this elegant

looking boat was so I started researching her – which led in turn to a wider interest in Sydney’s once vast

ferry fleet.

Little did I know as a 22 year old in 1987 what the future would hold and how large Baragoola would

loom in it.....

But the ferry, though forlorn and forgotten, still managed to spark the interest of someone who had

plans to save the vessel and use her in a useful fashion.

Baragoola and Wagstaff at Rozelle in 1985

Enter David Ashton on the scene – the man responsible for restoring Waterview Wharf into an office

and workspace complex and with the idea of utilising Baragoola as an extension of this. Money and

effort began to pour into the project and Baragoola was slipped to repair her hull and prepare her for

her new life. The future finally looked bright.

Baragoola at Waterview Wharf

1988 docking (Ashton)

But things would not remain rosy and through the ineptitude and bloody mindedness of two

government departments Baragoola’s home would be demolished around her and she would be ejected

to Balls Head. A previous owner (David Ashton) has written much on this subject and the events that led

to it and I would refer you to his work “Baragoola – Tragedy and Travesty” which contains extensive

information.

And so, from 2003 until 2008 Baragoola sat rusting away and with all the hard work done to her going

backwards. In 2008 NSW maritime told David Ashton to remove the vessel to the dolphins at Snails Bay,

something which would have been deleterious to the vessel and would likely have ended up resulting in

her destruction. Without the will to fight any longer, Ashton sold the vessel on an online auction site to

a man who had plans to use her as a dolphin viewing platform – until he saw the condition she was in at

which time he decided to scrap her.

At this time the Baragoola Preservation Association began to come together with the aim of fighting to

save the vessel. At the time the only thing that prevented her wilful destruction was the Heritage Listing

in place that protected her and moves were afoot to get rid of this. A poorly executed survey that was

largely inaccurate was used as a basis for the delisting and as soon as this happened NSW Maritime

pounced – demanding that the vessel be removed from the harbour or it would be seized.

The Association enlisted the help of the press and political supporters and managed to fend off the

threat, at the same time (in early 2010) moving to purchase the vessel. Finally, Baragoola’s restoration

could begin.

Goola when the Association took her over

As she is now (Nye)

And so, we have reached Baragoola’s 90th birthday. Much has been done to further her restoration –

and of course much more remains to be done – but we decided to celebrate this important milestone

with old and new friends of the ferry and invited people aboard on Saturday.

Ready for her guests!

Around forty people attended and had a tour of the vessel and a demonstration of her operational

equipment (propulsion gear, engines, control gear etc) followed by a short speech from Nick and a BBQ

lunch – many thanks to all those who attended (and those Association members who pitched in to

help)!

After our guest were gone a committee meeting was held on board followed by a private party for the

remaining Association members where a mega-delicious cake was consumed and a bottle of bubbly

opened in honour of our grand old dame.

Happy 90th birthday Baragoola – last of the traditional Manly ferries remaining afloat and now, truly, the

greatest one of them all!

That’s it for this week –you can keep up with all the latest on our forums and you can see our old

newsletters at http://www.baragoola.com.au

If you are on Facebook you can follow us at https://www.facebook.com/pages/Baragoola-Preservation-

Association-Incorporated/122851477818947 - we have also launched a fundraiser through this and

would appreciate if the link can be shared out to everyone, so far we’ve received several donations that

can be tracked back to this. That post is at

https://www.facebook.com/ajax/sharer/?s=99&appid=2309869772&p%5B0%5D=122851477818947&p

%5B1%5D=302633779749988

We’re also on Twitter as #MVBaragoola – updates are posted fairly regularly. Our main website is now

www.baragoola.com.au and if you have Google Talk installed you can chat to us if anyone is online and

nearby the computer – add baragoola@gmail.com as a friend. And, last but not least, we also have a

flickr page at http://www.flickr.com/photos/65669741@N08/

Please note that the on board phone number has changed to 0478 519 033 – when you need access to

Baragoola please use this one in the first instance; only call one of the crew directly if it doesn’t answer.

For general business you should call our message bank on 02 9294 3168. There will be people about

most of this week so feel free to come down (after 8am) to lend a hand or have a look around. Next

scheduled work is on Saturday the 18th of February. We’ll send out the usual reminder mid week. There

will also be people here most days throughout the week – ring ahead and check first.

Baragoola in the water for the first time, 14th February 1922