1974: The Manly Daily & Ferry Overcrowding

Last week, I posted newspaper clippings related to the 1974 fire that damaged the Manly Ferry South Steyne and consequently led to cuts to Manly Ferry services, as only two ferries were available to transport commuters.

The Manly Daily, concerned by the cuts to ferry services as a result, decided to report on overcrowding after claims by the Minister for Transport, Milton Morris, denied any claims of overcrowding.

One reporter and two photographers travelled on the ferries. As the pictures show from The Manly Daily (September 5, 1974) , it was standing room only and even commuters were sitting on the stairs, scenes normally reserved for our rail network. 

The Manly Daily also raised concerns that patronage figures were being underreported as season ticket holders were not required to access turnstiles, as reported on page 1 on September 7, 1974 

The Minister Responds.

   

On September 11 1974, the Transport Minister wrote to The Manly Daily to rebut the newspaper's claims. This included the claim that weekly and season tickets were not available and that those people identified had discounted daily tickets (bought in bulk in advance)

The following day (September 12, 1974), The Manly Daily published a second set of images and provided the service run and dates. In the minister's view, the initial photos were "isolated incidents".

 

The outcome 

To address overcrowding, two Lady Class Ferries - Lady Northcott and Lady Wakehurst were modified for the Manly run with their bows built up to manage the swells as they navigated the heads and gangways were built on their upper deck. 

The Lady Wakehurst commenced operations on the Manly Run in October, followed by Lady Northcott in January 1975. However, they were smaller than the 1200 that could fit on the Baragoola and North Head, with room for only 800. However, it meant that four ferries could operate on the run. Also, Baragoola and North Head were taken off the run (one at a time), meaning only a two-ferry service operated in the short term, keeping services limited. Express buses supplemented ferries.

This would act as a short-term solution until new ferries (Freshwater Class) commenced operation in 1982, when the Freshwater entered service, followed by Queenscliff (1983), Narrabeen (1984) and Collaroy (1988). Except for Collaroy, the Freshwater ferries continue in service, alongside three specially built Emerald Class ferries - Balmoral, Clontarf, and Fairlight. The Emerald Class ferries are significantly smaller than their predecessors - they can carry 400 commuters. One benefit of the Emerald Class ferries is that they complete the run in 20 minutes, allowing them to operate more services.

The NSW Government proposed retiring the Freshwater Class ferries several years ago, and the public backlash that followed ensured they continue to operate today. The same spirit shown by commuters, Manly locals and the media in 1974 when services were under threat (to the point wre Manly ferry services could have been abolished completely), ensured the survival of the Freshwater Class. The NSW Government (now under Labor) are working towards building a new fleet that will replace the Freshwater Class and retain the experience and vibe associated with a ferry commute to and from Manly.

1974: South Steyne Ferry Fire

For decades, the Manly Ferry South Steyne was regarded as the flagship of the Manly Fleet. It was the largest ferry itself, with a capacity for 1700 and had entered service in 1938

On Sunday, August 25, 1974, while berthed at Mort Bay in Balmain, it caught fire. It is believed the fire started in a boiler room before 5pm, and firefighters were called to fight the fire.

Source: "Biggest ferry burns, solving Govt selection problem". The Sydney Morning Herald, August 26: 1. 

The ferry was extensively damaged. 

At the time of the fire, the Manly Ferry route was operated by the Port Jackson and Manly Steamship Company and was to be taken over by the NSW Government in December 1974. Given the cost of repairs (estimated at $1 million at the time), the NSW Government decided to focus on operating a two-ferry service upon handover.

Given the damage sustained, it was anticipated that the ferry would be scrapped. It never returned to service as a commuter ferry. It was restored n the 1980s and was recommissioned in 1988. 

During the 1990's it spent part of the decade as a floating restaurant before moving to Darling Harbour, where it served as the Olympic Information Centre and, post-Olympics (2000), as a function centre.

In 2016, it was moved to Berry's Bay as it could no longer be accommodated at Darling Harbour and has remained there since.

Impact on Commuters

Commuters were severely impacted by the fire and withdrawal of South Steyne with services reduced. Frequencies were reduced from 30 minutes to 45 minutes. It had added to service cuts due to the retirement of another two ferries - Dee Why (1968) and Bellubera (1974).  

Source: Anonymous. 1974. "Ferry Chaos! Hundreds stranded as new timetable starts". The Manly Daily, August 27: 1. 

Next week, I'll look at the overcrowding concerns that stemmed from it as The Manly Daily saw it and mentioned in the book Manly Ferries of Sydney Harbour.  

Remember This? SS South Steyne in big swells (1971)

I would regard this photo as one of the best weather themed photos taken in Sydney, but also on our ferry network as well.

Below is a photo that was published.in The Daily Telegraph on February 1971.  The photographer's identity is unknown.  

The photo was taken on the lower deck of the Manly Ferry South Steyne as it navigated its way through Sydney's heads in high seas. Apart from the photographer, there is a deckhand on the outside deck, presumably trying to keep his balance. At right is the sea and has the appearance its about to go right over. I think the ferry was heaving down amongst the swell as the image was taken. It would have been a very rough and stomach churning ride for commuters. 

The old steamers had a very good reputation for being very good at managing the swells, even with more than a thousand onboard. The Freshwater Class could not manage that same reputation, though the Freshwater Ferries in rough seas could keep everyone inside dry. 

1965: The Manly... Sydney's first Hydrofoil

Source: Anon. 1965. "A Newcomer and a Veteran." The Sydney Morning Herald, January 8:1.

This Wednesday, it will be fifty years since the start of a public transport revolution in Sydney and bought the Manly Peninsula closer than ever to Sydney.

On January 7 1965, the first hydrofoil went into service on Sydney Harbour between Manly and Circular Quay. It was known as the "Manly", named after the suburb the hydrofoil was to serve.

Why a hydrofoil service? In the 1960s, the Manly-Circular Quay ferry service was privately run by the Manly & Port Jackson Steamship Company. Its fleet of ferries was ageing and at the same time, it needed to increase patronage on the route.

It came up with the idea of offering a premium high-speed service and a hydrofoil would be its answer.

For 128 000 pounds, they acquired the "Manly". It had seating for 72 people. This was only half the capacity of the five hydrofoils that would join in the following years, and less than a third of the capacity of it's 1980's namesake and the "Sydney", which joined the fleet at that time.

It was built in Japan by Hitachi and arrived in Sydney on December 31, 1964.

Source: Anonymous. 1965. "Introducing... The Manly Flyer." The Daily Telegraph, January  1:3. 

Source: Anonymous. 1965. "Hydrofoil High-Jinks: Exciting New Vessel Skims Over Harbor." The Daily Telegraph, January 2: 3. 

When it began service, commuters found that the trip took only 15 minutes, compared to 30-35 minutes for the regular ferries. As it was the only hydrofoil, it only operated at peak times.

Curious Sydneysiders queued up to experience it for themselves on the first day of operation on January 7, 1965. Special harbour excursions were organised to allow the public to experience the new ferry before commencing the first commuter services that evening.

Source: Anonymous. 1965. "1000 Take trips in Hydrofoil." The Daily Telegraph, January 8: 3. 

When the Fairlight arrived the following year, the Manly spent the first three months of 1967 doing cruises around Port Phillip Bay in Melbourne. That failed, and she returned to Sydney, rejoining the fleet.

It operated until  1979 when it was sold. It ended up operating on the Great Barrier Reef and today is believed to be a cafe on the shores of the Murray River minus its foils.

An interesting fact was that the hydrofoil itself was allowed to operate as far south as Jervis Bay and as far north as Port Stephens.

The hydrofoils would be a presence on Sydney Harbour for a quarter of a century until 1991 when they were retired from service following the introduction of their successors - The Jetcat's. However, the Jetcat's did not survive as long. They were removed from service on New Year's Eve, 2008 and Sydney Ferries (who took control of the Manly services in 1974) did not replace them.

Instead, the State Government decided to allow private operators to operate the high-speed service. This returned the route to what it was back in 1965, privately operated. Manly Fast Ferries (operated by Bass & Flinders Cruises) commenced their service in 2010, followed by Sydney Fast Ferries the following year. However, Sydney Fast Ferries is the official operator (since 2011) and has access to the public ferry berths at Circular Quay and Manly. Manly Fast Ferries did have space in 2010-11 before having to hand over space to Sydney Fast Ferries. The downside to this is that the operators are allowed to set their own fares and don't accept Opal Cards.

Even with the turbulence that the Manly Ferries have had over the decades, those living on the northern beaches are very dependent on their ferries, not to mention loyal. For some, paying that little extra to get to and from work each day makes a big difference in their day, whether it may mean getting to work on time, or home to spend time with the kids at the end of the day.

And there is a choice as well. Some are happy with the regular service and for many a chance to see and enjoy their harbour.

Finally, here is a newsreel feature from 1965 on the hydrofoil.