User:Merbabu/sandbox

History

The region now referred to as the North Shore was home to a number a clans of the Eora. These included the Cammeraygal people whose traditional lands were located within what is are now the Lower North Shore local government areas of North Sydney, Willoughby, Mosman, Manly and Warringah local government areas. The Cammeraygal people lived in the area until the 1820s and are recorded as being in the northern parts of the Sydney region for approximately 5,800 years. The Lower North Shore suburb of Cammeray takes its name from the clan, although the Cameragal clan was centred around, Kayyeemy, or Manly Cove.

Other clans included:

• Boregegal at Bradleys Head
• Cannalgal at Manly Beach
• Birrabirrigal at The Spit
• Gorualgal at Georges Head in Mosman

References

• "1790s". A history of Aboriginal Sydney. University of Sydney. 11 July 2014. Retrieved 22 April 2015.
• Walker, Frank (13 July 2008). "Ancient spirits lifted". The Sydney Morning Herald. Retrieved 22 April 2015.
• "Aboriginal North Sydney" (requires download) (PDF). North Sydney Council. 2019. Retrieved 22 April 2022.

K class

Design evolution

The K-class were not a group of identical ferries, rather they were of similar form but varying sizes. They were often delivered in batches of two or three identical sister ships. They were all double-deck, double-ended screw steamers with two raised wheelhouses and a single tall funnel. Apart from a few early vessels with open upper decks that were later enclosed, the K-class had enclosed upper and lower saloons with lower deck outdoor seating around the vessel, and the upper decks had smaller outdoor areas at either end around the wheelhouses. The boats were all timber-hulled with timber superstructures, except for four later and larger vessels that had steel hulls and timber superstructures - namely, sisters Kanangra and Kirawa (both 1912) and sisters Kuttabul and Koompartoo (both 1922). The boats' upper deck sheer or profile line were curved parallel to the hull sheer, in contrast to many contemporary ferries whose upper deck was built straight fore and aft.

Early archetype - 1890s

The 1879, Wallaby was an early archetype of the "K-class" being the harbour's first (and the world's second) double-ended screw ferry when most of the harbour's vessels were paddle wheelers or single-ended screw ferries. Her basic form, particularly when enclosed wheel houses were later added, would form a pattern for the "K-class".

Arguably the first "K-class" was Kangaroo of 1891, a double-ended screw steamer built for the North Shore Ferry. If only a rudimentary version of the more refined "K-class" vessels to come, she was considerable advancement on the harbour's previous vessels. She had the rounded ends that would typify the "K-class", two gangways on either side, outside seating on the lower deck, and an open upper deck. The company followed up Kangaroo with the similar but slightly smaller Waringa (1894), Wallaroo (1896), and Carabella (1897).

1899-1904: the first true K's

If Kangaroo, Waringa, Wallaroo and Carabella are only to be considered archetypes, the first true "K-class" ferries were Kurraba (1899) and Kirribilli (1900).

Sydney Harbour ferries were normally designed and built for a particular service, and it was common for two or more of similar dimensions and appearance to be delivered at once. Having the a almost identical lines and from the same builder, the two were considered sister-ships although Kirribilli was slightly larger and was unique with amber-coloured windows. When built, they were the largest inner-Harbour ferries (ie, non-Manly ferry). While both had been ordered by the North Shore Ferry Co, in January 1900, the company had morphed into Sydney Ferries Limited, which went on to build a total of twenty-seven of their signature "K-class" vessels. This was in addition to those vessels acquired from its take overs of almost all other significant ferry operators on the harbour.

The next addition to the fleet was Koree (1902), a larger refinement of the Kurraba and Kirribilli. She was the first Sydney ferry built with an enclosed promenade deck along the sides (the ends adjacent the wheelhouse) remained open. Many preceding ferries, including the earlier "K-class" would later have their upper decks enclosed. A smaller version of the type, Kummulla, was delivered in 1903 and the largest of the type to date, Kulgoa was delivered in 1904. Kurraba, Kirribilli, Koree and Kulgoa were all built for the short but busy cross harbour service from Circular Quay to Milsons Point, but they would also be used on the Mosman run. Kummulla was ordered for the Mosman service.

1905-1912

Intended for the Neutral Bay service, the company introduced Kareela in 1905. Whereas all preceding K-class had the sides of the upper decks enclosed but the ends open (either as-built or later modified accordingly), Kareela's roof curved into the wheelhouses at either end, thus fully enclosing the upper deck. All subsequent K-class ferries were built with this improvement. Access to the small outdoor area around the wheelhouses was provided by sliding doors.

To update the older vessels and to bring them in line with the newer, Waringa, Wallaroo and Carabella were completely rebuilt and extended from the waterline up and were renamed in line with the company's "K" naming convention. Given new passenger and crew accommodation, including enclosed wheelhouses and upper passenger decks, Waringa was rebuilt and became Kiamala and Wallaroo became Kiamala (both in 1914) and Carabella became Karabella in 1916. The semi-circular archway amidships on the main deck that had become a "K-class" signature was also added to the three rebuilt ferries. The arches may have been intended to allude to paddle wheels. Behind the archways, were the stairways to the upper decks. Kangaroo was burnt out twice, in 1900 and 1901, and was rebuilt each time with her final appearance typical of a "K-class".

Kareela was the first of Sydney Ferries Limited to have upper decks fully enclosed. The earlier K-class vessels, including Kurraba, Kirribilli, Koree and Kulgoa had only the sides of their upper decks enclosed leaving the ends open, with the roofs being squared off. On Kareela, and all subsequent K-class vessels, the upper deck structure had curving roof lines that met at the rear of the wheelhouses thus fully enclosing the upper deck saloon. Sliding doors gave access to the a small unroofed area surrounding the raised wheelhouses. Kai Kai arrived in 1907 for the Milsons Point service. Although of slightly lower tonnage than Kulgoa, she was the longest "K-class" built to date and a new pontoon was built at Circular Quay to accommodate her. Only Kuramia (1914) and the big twins of 1922, Kuttabull and Koompartoo would be longer.

Purge

Overview

An estimated 500,000 people were killed during a purge of suspected communists throughout Indonesia, making this one of the largest mass-killings of the 20th century. General Suharto, came to control of the Indonesian military following a failed coup d'etat on 30 September 1965. As the killings unfolded, he wielded his growing influence to install his New Order regime to ultimately gained power and presidency of the country. The Indonesian government continues to suppress discussion of the event.

The film follows the testimonies of four individuals and their families from Central Java and Bali, two regions most affected by the purge. Each family discusses what it was like for survivors of the killings.

The film uses three historians of this period (Romo Baskara Wardaya, Geoffrey Robinson, John Roosa) and the anthropologist and filmmaker (Robert Lemelson) as the narrators providing the historical setting for the families’ stories. These historical explanations are intercut with the character's narrations of living through the killings and their aftermath. As the stories unfold, the film narrates the significant political, economic and cultural events underlying the massacres. Aspects of how the extrajudicial killings were enacted, as seen through the survivor’s eyes, are described in chilling detail. The film progresses to demonstrate what life under Suharto’s autocratic “New Order” regime (1966–1998) was like for survivors, who were stigmatized as family of PKI communist party members. Finally, with the fall of the Suharto regime, and the the establishment of a period of democratization and reformation in Indonesia, the last section describes the beginnings of a more open period where narratives and memories of this event are allowed to be expressed.

The film was shot on the islands of Bali and Java from 2002–2006, though earlier footage from the director’s anthropological research are also included. The score is a collaboration between the British composer Malcolm Cross and the Balinese musician Nyoman Wenten, that combines Western tonalities and chordal structures with Balinese and Javanese scalar progressions and melodies. The film was released in the United States in 2009, and has had limited screenings in Indonesia.

Official Website

• 40 Years of Silence: An Indonesian Tragedy

Awards

• 2009 Accolade Competition. "Award of Merit Winners - Film"
• 2009 Indie Fest Awards. "Award of Excellence"
• 2011 History Makers Awards. Nominee for "Most Innovative Production"

Festivals

• April 2009. Boston International Film Festival. Boston, Massachusetts
• June 2009. Amnesty International "Films That Matter"
• August 2009. Globians World + Culture Documentary Film Festival. Berlin, Germany
• October 2010. Taiwan International Documentary Film Festival. Taipei, Taiwan
• October 2010. XIX International Festival of Ethnological Film. Belgrade, Serbi
• December 2010. Psychocinema Festival. Jakarta, Indonesia

Reviews

• UCLA Today, 10 Questions for Robert Lemelson
• The Harvard Crimson, "Breaking from the 'Silence'"
• Jakarta Globe, "Breaking the 40-Year Silence About the Anti-Communist Purge"
• Voice of America Interview with Director Robert Lemelson
• Jakarta Globe, "1965 Mass Killings Erased From History, Scholars Say"
• Jakarta Globe, "1965: Giving Voice to the Silenced Past"

References

Merbabu

— Wikipedian —
Born	2006 Sibang Kaja, Bali, Indonesia
Current location	Sibang Kaja, Bali, Indonesia
Interests
Environmental Sustainability
Contact info
Website	[[1]]
Email	info@greenschool.org.

Green School, Kul-Kul is a school in Ubud, on the Indonesian island of Bali.

U2

FAC version

DEI

The Indonesian archipelago has been inhabited by humans since prehistoric times. In the 14th century, the area thrived with many Kingdoms and spice trade controlled by Arabs. The first Europeans to arrive were the Portuguese in 1498, who gained control of spice trade in Europe. When Portugal became part of the Spanish empire in 1580, they became a hostile nation for the Dutch, who were at war with Spain. This was one of the main reasons for the Dutch to sail for the Indies themselves. In 1595 the first Dutch expedition arrived in the Indies. Several Dutch companies were formed to take part in the spice trade and they all competed with Asian traders and with each other. This resulted in declining profits and the Dutch statesman Johan van Oldenbarnevelt finally convinced the Dutch traders to start working together towards a Dutch monopoly for the spice trade.

This period was the VOC era. The VOC was the only Dutch company allowed to trade with Asia and, in order to create and maintain a monopoly on the spice trade, they were authorized to wage wars and to sign treaties with Asian rulers on behalf of the Dutch Republic. The VOC needed to deal with their competitors (the Portuguese, Javanese, Chinese and Arab traders) as well as make deals with local rulers to obtain the monopoly in spice trade. For areas where local rulers were considered too weak, like the Banda Islands, the VOC used violence to gain control and these became the first truly colonized areas. Due to colonial expansion and other overseas conflicts, the costs went up and the VOC profits declined. After years of financial losses at the end of the 17th century, their monopoly for nutmeg, mace, cloves and cinnamon, of which the Dutch controlled both the production and the price, enabled them to become profitable again in the 18th century. They started coffee, sugar and opium plantations and also expanded their colonies by military conquest. The Fourth Anglo-Dutch War set off a chaotic period at the end of the 18th century which was one of the contributing factors to the bankruptcy of the VOC in 1798, when the colonies were transferred to the Dutch Republic.

Sukarno

• 1965, 7 January: Indonesia withdraws from membership of the UN.
• 1965, 14 January: The Indonesian Communist Party (PKI) calls for workers and peasants to be armed.
• 1965, 11–16 April: The Third Session of the Provisional People's Consultative Assembly is held in Bandung.
• 1965, 26 May: Foreign Minister Subandrio reports to President Sukarno the existence of the Gilchrist Document, a letter purporting to be from the British ambassador which discusses western military involvement in Indonesia.

• late September: Chairul Saleh travels to China with a delegation of 45 to celebrate China's national day on 1 October.
• 28 September: Deputy premier and minister for foreign affairs, Subandrio, Sukarno's right-hand man, leaves for a speaking tour in northern Sumatra.
• Evening of 30 September: Sukarno attends a political meeting in the Jakarta suburb of Senayan.

Basuki Rahmat went to Jakarta to meet the Commander of the Army, Ahmad Yani, to report his concerns on Communist agitation in the province of East Java on in his province. Yani complimented Basuki on the report and wanted him to accompany him to his meeting with the President the following morning to relay his story of Communist activities.

General Suharto, commander of KOSTRAD, the army's strategic reserve, spends the day inspecting troops who had been moved into Jakarta from East and Central Java. The troops were quartered at Senayan Stadium and rehearing for Armed Forces day to be held on 5 October.

• 1965, 30 September: An abortive coup in Jakarta results in the murder of six army generals, and disposal of bodies at Lubang Buaya.
• 1965, 1 October: A counter coup led by General Suharto that leads to the Overthrow of Sukarno
• 1965, October to 1966, March: A violent anti-communist purge leads to the killing of approximately 1/2 million Indonesians.
• 1965, 14 October: President Sukarno appoints Major General Suharto Minister/Commander of the Army.
• 1965, 16 October: The Jakarta Military Command temporarily suspends the activities of the PKI and its organizations in the Jakarta region.
• 1965, 13 December: The rupiah is devalued by a factor of 1,000 in an effort to control inflation.
• 1966, 10 January: Anti-communist organizations grouped under the Pancasila Front issue the "Three Demands of the People" (Tritura), namely the dissolution of the PKI, the cleansing of the cabinet of elements involved in the 30 September Movement, and lower prices and economic improvements.
• 1966, 14 February: The Extraordinary Military Court trials of people allegedly involved in the 30 September Movement begin.
• 1966, 24 February: President Sukarno reshuffles his cabinet, creating what becomes known as the "cabinet of 100 ministers".
• 1966, 11 March: General Suharto forces Sukarno to delegate presidential powers to himself by signing the Supersemar. The following day, Suharto dissolves the Indonesian Communist Party.
• 1966, 18 March: A total of 14 cabinet ministers are taken into "protective custody".
• 1966, 2 May: Following large-scale demonstrations, the leadership of the Mutual-Assistance House of Representatives (DPR-GR) is replaced.
• 1966, 20 June-5 July: The Fourth Session of the Provisional People's Consultative Assembly is held in Jakarta. It raises the status of the Supersemar into a decree, meaning Sukarno cannot revoke it, bans the PKI and its teachings and rejects Presidents Sukarno's accountability speech.
• 1966, 11 August: Indonesia and Malaysia agree to normalize diplomatic relations.
• 1966, 28 September: Indonesia rejoins the United Nations.
• 1967, 10 January: New investment laws designed to bring in foreign capital are passed; restrictions are introduced regarding status of Indonesian Chinese, their names and their religions.
• 1967, 22 February: In a ceremony at the presidential palace, Sukarno hands over authority to Suharto.
• 1967, 7–12 March: A Special Session of the Provisional People's Consultative Assembly strips Sukarno of his powers and appoints Suharto acting president.
• 1967, 1 October: Diplomatic relations with the People's Republic of China are suspended.
• 1968, March: Parliament confers full presidential title on Suharto; Sukarno is under effective house arrest.

To do

Develop national park articles - ecology of Indo Series, Lonely Planet

Mount Halimun National Park Short-tailed Magpie

Big mess

Sunda

• Sundaland
• Sunda Islands - region
• Greater Sunda Islands - region?
• Sunda Shelf
• Sunda Arc
• Lesser Sunda Islands - region. rename to Nusa Tenggara?
• Sunda Plate

Transition

• Wallace Line
• Wallacea
• Weber's Line
• Malesia

East

• Indo-Australian Plate
• Indomalaya
• Australasia ecozone
• Near Oceania - part of Oceania comprising Australia, New Zealand, Solomon Islands
• Australiasia
• Malay archipelago
• Arafura Shelf

See also

• Sunda Strait

Indonesian architecture

Indonesian Architecture reflects the same diversity of cultural, historical, and geographic influences that have shaped Indonesia as a whole. Invaders, colonisers, missionaries, merchants and traders brought cultural changes that had a pronounced effect on building styles and techniques. Traditionally, the most significant foreign influence has been Indian, but Chinese, Arab, and since the 18th and 19th centuries, European influences which have been important.

Arsitektur Indonesia dipengaruhi oleh keanekaragaman budaya, sejarah dan geografi di Indonesia. Para penyerang, penjajah, dan pedagang membawa perubahan kebudayaan yang sangat memperuhi gaya dan teknik konstruksi bangunan. Pengaruh asing yang paling kental pada zaman arsitektur klasik adalah India, meskipun pegaruh Cina dan Arab juga termasuk penting. Kemudian pengaruh Eropa pada seni arsitektur mulai masuk sejak abad ke-18 dan ke-19.

Although religious architecture is widespread, the most significant has been developed on Java. The island's long tradition of religious syncretism extended to architecture, fostering uniquely Javanese styles of Hindu, Buddhist, Islamic, and to a smaller extent, Christian architecture.

Walaupun arsitektur keagamaan tersebar luas di seluruh pelosok Indonesia, seni arsitektur ini berkembang pesat di Pulau Jawa. Pengaruh sinkretisasi agama Jawa meluas sampai ke dalam arsitektur, sehingga menghasilkan gaya-gaya arsitektur yang berkhas Jawa untuk bangunan-bangunan ibadah agama Hindu, Budda, Islam, dan sampai ke umat yang berjumlah kecil yaitu Kristen.

A number of often large and sophisticated religious structures—known as candi in Indonesian—were built in Java during the peak of Indonesia's great Hindu-Buddhist kingdoms between the 8th and 14th centuries. The earliest surviving Hindu temples in Java are at the Dieng Plateau. Originally thought to have numbered as many as 400, only 8 remain today. The Dieng structures were small and relatively plain, but architecture developed substantially and just 100 years later the second Kingdom of Mataram built the Prambanan complex near Yogyakarta; considered the largest and finest example of Hindu architecture in Java.

Sejumlah bangunan agama seperti candi, yang seringkali berukuran besar dan didisain secara kompleks, banyak dibangun di pulau Jawa pada zaman kejayaan kerajaan Hindu-Buda Indonesia antara abad ke-8 sampai ke-14. Candi-candi Hindu tertua yang masih berdiri di Jawa terletak di pegunungan Dieng. Diperkirakan dahulu terdapat sekitar 400 buah candi di Dieng yang sekarang hanya tersisa delapan buah candi saja. Pada awalnya, struktur bangungan-bangunan di Dieng berukuran kecil dan relatif sederhana. Akan tetapi tingkat kemahiran arsitektur di Jawa semakin meningkat dan dalam kurun waktu 100 tahun saja, kerajaan kedua Mataram dapat membangun kompleks candi Prambanan di dekat Yogyakarta yang dianggap sebagai contoh arsitektur Hindu terbesar dan terbagus di Jawa.

The World Heritage-listed Buddhist monument Borobudur was built by the Sailendra Dynasty between 750 and 850 AD but was abandoned shortly after its completion following the decline of Buddhism and a shift of power to eastern Java. It contains a vast number of intricate carvings that tell a story as one moves through to the upper levels, metaphorically reaching enlightenment. With the decline of the Mataram Kingdom, eastern Java became the focus of religious architecture with an exuberant style reflecting Shaivist, Buddhist and Javanese influences; a fusion that was characteristic of religion throughout Java.

Candi Borobudur, sebagai monumen umat Buda yang tercantum di dalam daftar Situs Warisan Dunia UNESCO, dibangun oleh wangsa Syailendra antara tahun 750 sampai dengan 850 Masehi, tetapi kemudian ditinggalkan sesaat seketika Borobudur telah siap dibangun, merujuk pada saat mundurnya agama Buda dan perpindahan kekuasaan ke sebelah timur Jawa. Borobodur memiliki sejumlah besar pahatan-pahatan menarik yang menampilkan sebuah cerita apabila dicermati mulai dari tingkat bawah sampai ke tingkat atas yang bermetafor seperti meraih pencerahan. Dengan mundurnya Kerajaan Mataram, sebelah timur Jawa menjadi pusat arsitektur keagamaan dengan gaya yang sangat menarik yang mencerminkan Shaivisme, Buda dan pengaruh khas Jawa; sebuah fusi yang mencerminkan karakteristik agama di seluruh pulau Jawa.

Jawa Pesisir Lor

Population and Location

Jawa Pesisir Lor is one of the hundreds of ethnic groups found in the country of Indonesia. This group of 18,600,000 lives on the north coast of Java island, split in two groups west and east of the coastal city of Semarang in Central Java.

Lifestyle

Traditionally the Jawa Pesisir Lor have relied upon agriculture for their livelihoods. However in recent years industry has experienced significant growth. Javanese people are known for being reserved with great attention given to rules of politeness. Jawa Pesisir Lor are more straightforward. They are comfortable speaking their opinions even when different than that of their seniors. For this sub-group of Javanese people, strong feelings can be expressed with emotion and sensitive issues approached openly.

Jawa Pesisir Lor regard themselves as having a more modern mindset than the traditional Javanese. Their strong commitment to Islam is expressed in their preference for Islamic music over Javanese gamelan and Qur’an readings over the traditional Javanese shadow plays. Lack of water hinders the area’s agricultural potential. As the population grows increasing numbers of young people are leaving the traditional farming areas to seek employment in cities.

Religion

Jawa Pesisir Lor consist of both Sunni and Sufi Muslims with the greater number being Sunni. Jawa Pesisir Lor seek blessing by worshipping at the graves of deceased holy men Sunan Kalijaga and Sunan Ja’far Shodiq. As Muslims they adhere to the five pillars of the Islam religion: saying the Muslim creed, practicing ritual prayer, giving to the poor, fasting during the month of Ramadan, and taking the pilgrimage to Mecca. Jawa Pesisir Lor also include several mystic aspects in their practice of the Islam religion. These mystic practices were handed down from the Hindu and folk religions that predated the entrance of Islam.

References

• Indonesian People Profiles. Indonesia: PJRN, 2001.

External link

• Joshua Project entry

Problems

• Cherry picked quotes to paint Republicans/Indonesians as blood thirsty murderers
• Indonesians get "killed". Dutch get "murdered" in "atrocities"
• No background explaining the Indonesian sentiment.
• Classic WP:COATRACK article. It says it is about one thing, but then proceeds to examine another thing
• Huge omissions - background (including Dutch Colonialism, WW2, oppression of Indonesian nationalism, confusion over Japanese role, Republican govt formation and political developments, formation of the TNI,
• Describes Indonesians as "xenophobic" but does not explain that the dislike for the Dutch was because of the imposition by military force a racially based oppressive and exploitative class system.

See also

• Indonesian architecture
• Nias

References

• Dawson, B. (1994). The Traditional Architecture of Indonesia. Thames and Hudson Ltd. ISBN 0-500-34132-X. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)

External links

• Museum Pusaka Nias Website
• artyfakt research site

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Temp

Ferry operator list

• Operator name
• Operator commenced
• ownership
• routes
• Operator ceased
• vessel name
• Comments

List

Operator	Service areas	Start	Finish	Vessels (dates refer to years vessel operated by the company, not build or retirement year)	Comments
A Garrick	Lane Cove River	1881	1882
Alexander Berry	Inner West	1858	1866	Pyrmont (1858-1866)	Predecessor to W Marshall
Annandale Co-operative Ferry Company Ltd	Inner West	1897	1904
Australian Steam Conveyance Company - PR	Parramatta River	1834	1841	Australia (1834-1841) • Rapid (1838-1841)
Balmain New Ferry Company Ltd	Inner West (1892-1900) Lane Cove River (1906-1917)	1892	1917
Balmain Steam Ferry Co Ltd	Inner West	1882	1900	Premier • Cygnet • Wonga • Leipoa • Quandong
Billy Blue
C & J Rosman	North Shore (1920-1981) Lane Cove River (1950-?)	1950
Charles Jeanneret - PR	Parramatta River (1873-1889) North Shore (1882-1885)	1873	1889	Ripple (1873-1874) • Emu (1875-187?) • Pelican (1875-1885) • Adelaide/Swan (1875-1889) • Nautilus (1875-1889) • Eclipse (1875-1889) • Parramatta (1875-1889) • Bee (1876-1889) • Warreember (1877-1885) • Phantom (1878-1879) • Osprey (1879-1885) • Pacific (1881-1885) • Katie (1882-1889) • Aleathea (1882-1889) • Defiance (1882-1888) • Eagle (1882-1889) • Petrel (1883-1886) • Gannett (1883-1885) • Albatross (1884-1886) • Halcyon (1884-1889) • Kestrel (1885-1889) • Florrie (1885-1888)
Cronulla Ferries
D Healey and Partners - PR	Parramatta River	1866	1869	Sir John Young (1866-1869)
Dolphin Ferries Pty Ltd - PR	Parramatta River	1973	1974
Drummoyne, Leichhardt and West Balmain Steam Ferry	Inner West	1904	1906		Successor to T Henley(?)
E Evans and Partners	North Shore	1859	c1870	Herald (1859-c1870)	successor of North Shore Steam Co(?)
Edward Biddulph - PR	Parramatta River	1832	1833	Experiment (1832-1833)
Eyde Manning, W & J Byrnes and Partners - PR	Parramatta River (1833-1875) Inner West (1856-1897)	1833	1897	Experiment (1833 - c1846) • Kangaroo (1840-1847) • Australia (1841-c1846) • Rapid (1842 - 1853) • Emu (1842-1867) • Comet (1843-1852) • Native (1844-c1867) • Star (1853) • Pelican (1854-1875) • Black Swan (1854-1868) • Nautilus (1858-1860) • Pearl (1858-1867) • Peri (1858-1865) • Courier (1865-1867) • Cygnet (1866-1867)
Fantasea Palm Beach
J Carey	Manly	1875	1876
J B Watson and Partners	Manly	1876	1877
G & S Davey	Inner West	1980	?
Harbour and Rivers Lighterage Company Ltd
Harbour Land and Transport Company Ltd
Harbour Land and Transport Company Pty Ltd
Henry Perdriau and Partners	Inner West	1847	1882
Henry Smith and Partners - PR	Parramatta River	1831	1832	Surprise (1831-1832)
Henry Smith - PR	Manly	1855	1860
Hunters Hill and Lane Cove Steam Ferry Company	Lane Cover River	1871	1906		Also known as D & N Joubert
J Entwhistle and Partners - PR	Inner West 1845-186?Parramatta River	1852	1853	Star (1852-1853)
J Milson and Partners	North Shore	1860	1861	Kirribilli (1860-1867) • Alexandra (1864-1874) • Transit (1866-1878) • Warrah (1869-1870) • Florence (1872-1878) • Coombra (1872-1878) • Bungaree (1873-1878) • Darra (1875-1878)	Predecessor of North Shore Ferry Company(?)
J Murray	Manly	1888	1889
J Robertson	Eastern Suburbs	1881	1887
J Taylor	Inner West	1872	1876	Pyrmont 1872-1876 (built 1858)	Successor of W Marshall
J Watson and Partners	Inner West	1873	1887
Manly Beach New Steam Ferry Company
Manly Co-operative Steam Ferry Company Ltd	Manly	1893	1896
Manly Fast Ferry
Matilda Cruises
Matthew Byrnes and Partners	Inner West	1856	1897
N D Hegarty & Sons Pty Ltd		1938	1978
Neutral Bay Steam Ferry Company Ltd	North Shore	1885	1887	Neutral Bay (1885-1887) • Gannett (1886-1887)
Nicholson Brothers Harbour Transport Pty Ltd	Inner West	1939	1966
North Shore Ferry Company	North Shore	1861	1878		Successor of J Milson & Partners(?), predecessor of North Shore Steam Ferry Company Ltd
North Shore Steam Company	North Shore	1855	1859	Herald (1855-1859)	Predecessor of E Evans & Partners(?)
North Shore Steam Ferry Company Ltd	North Shore	1878	1899	Transit (1878-1890) • Gomea (1878-189?) • Galatea (1878-189*) • Florence (1878-1882) • Coombra (1878-1881) • Bungaree (1878-1890) • Darra (1878-1882) • Nell (1878-1883) • Telephone (1878-1879) • Sapphire (1879-1889) • Victor (1879-1880) • Zeus (1879-1887) • Wallaby (1879-1899) • Millie (1880-1893) • St Leonards (1881-1899) • Warrane (1883-1899) • Victoria (1883-1899) • Possum (1884-1899) • Cammeray (1884-1899) • Warreember (1885-1889) • Osprey/Lilac (1885-1896) • Pacific (1885-1889) • Waratah (II) (1884-1899) • Bunya Bunya (1885-1899) • Lily (1886-1898) • Benelon (1886-1899) • Lotus (1886-1899) • Barangaroo (1890-1899) • Kangaroo (II) (1891-1899) • Waringa (1894-1899) • Wallaroo (1897-1899) • Carabella (1897-1899) • Kurraba (1899)	Successor of North Shore Ferry Company
P Hayles	North Shore	1885	1886	Gannett (1885-1886)
P Walker - PR	Parramatta River	1889	1893	Swan (1889-1900) • Nautilus (1889-1901) • Eclipse (1889-1901) • Bee (1889-1895) • Parramatta (1889-1901) • Katie (1889-1895) • Aleathea (1889-1901) • Eagle/Cygnet (1889-1901) • Gannett (1889-1901) • Halcyon (1889-1901) • Kestrel (1889-1895) • Pheasant (1889-1901) • Ente (1895-1901) • Bronzewing (1899-1901)
Parramatta River Steam Company - PR	Parramatta River	1865	1875	• Ysobel (1865-18?) • Clarence (1865-1873) • Adelaide (1866-1875) • Emu (1867-1875) • Cygnet (1867-1870) • Platypus (1867-1874) • Alchymist (1871-1873) • Nautilus (II) (1873-1875) • Eclipse (1873-1875)
Parramatta River Steamers and Tramway Company Ltd	Parramatta River	1893	1901
Port Jackson Co-operative Steamship Company Ltd	Manly	1896	1907
Port Jackson Hydrofoils Pty Ltd	Manly	1970	1973
Port Jackson Steam Boat Company Ltd	Manly	1877	1881
Port Jackson Steamship Company Ltd	Manly	1881	1896
Port Jackson & Manly Steamship Company Ltd	Manly	1907	1974
Public Transport Commission of New South Wales	Inner Harbour	1974	1980
Rosman Ferries
G Shipley	North Shore	1881	1882	Katie (1881-1882) • Pacific (1881-?)
Stannard Brothers Launch Services Pty Ltd - PR	North Shore 1978-?) Parramatta River (1969-1973) Eastern Suburbs (1970-?)	1969	1973
S Crook	Inner West	1856	1858
S Skinner and Partners	Manly	1859	1867
Sydney Fast Ferries
Sydney Ferries Corporation
Sydney Ferries Limited - PR	North Shore (1900-1951) Parramatta River Lane Cove River (1917-1950) Lane Cove River (1917-1939) Inner West (1917-1939) Eastern Suburbs (1920-1933)	1900	1951
Sydney Harbour Transport Board	Inner Harbour services	1951	1974
T Parker and Partners	Manly	1867	1868
T & J Gerrard	North Shore	1844	186?	Ferry Queen (1844-84?) • Brothers (1847-c1860) • Agenoria (1850-1852)
The Manly Beach New Steam Ferry Company
The Port Jackson and Manly Steamship Company Ltd - PR
Thomas Hesselton and Partners	Manly	1868	1875
Upper Lane Cove Ferry Company Ltd	Lane Cove River	1908	c1918
Urban Transit Authority of New South Wales	All services	1980	?
W Haggitt - PR	Parramatta River	1867	1869	Perserverance (1867-1869)
W Harmer	Eastern Suburbs	1876	1881
W Marshall	Inner West	1866	1872	Pyrmont (1866-1872)	Successor of A Berry, and predecessor of J Taylor
W W Whatmore
Waterman's Company	Inner West	1844	1846
Watsons Bay and South Shore Ferry Company Ltd	Eastern Suburbs	1887	1912
Watsons Bay and South Shore Steam Ferry Company Ltd	Eastern Suburbs	1912	1887

History of ferries on Sydney Harbour

Ferries on Sydney Harbour have played a key role in the development and life of Sydney. Early ferry services enabled the development of Sydney around and beyond the harbour foreshores.

The first services were along the Parramatta River. Services to the northern suburbs - including the Manly run - flourished from the late 19th century. The peak of Sydney ferry services in the early decades of the twentieth century when the city had the largest fleet of the ferries in the world and Sydney Ferries Limited carried in excess of 40 million passengers across the harbour annually. The opening of the Sydney Harbour Bridge quickly saw annual passenger numbers to 15 million and numerous ferries laid up. By 1951, annual passenger trips had dropped to 9 million, and Sydney Ferries Ltd was taken over by the New South Wales state government.

Early services

Sydney Ferries can trace its origins as far back as the arrival of the First Fleet at Sydney Cove where in 1789, the first ferry service was established from the Cove to the farming settlement of Parramatta. The first vessel, officially named the Rose Hill Packet (otherwise known as 'The Lump'), was a hoy crafted by convicts and powered by sails and oars. Return trips between Sydney Cove to Parramatta could take a week to complete.

The ex-convict, Billy Blue, thought to be a Jamaican, provided a cross harbour ferry from Dawes Point to Blues Point. By 1830, he was running what is thought to be Sydney first regular ferry service. The same year, a regular service was set up between Balmoral Beach and Balgowlah that shortened the otherwise long bush journey between Sydney and Manly and Northern Beaches. As time progressed, a series of rowboat ferrymen set up small operations to transport people from either side of Sydney Harbour.

Parramatta River services

North Sydney was still not a heavily populated area in the 1830s, however, Parramatta was growing. The first Australian-built steamship, Surprise was launched in 1831 and ran services to Parramatta. The service, however, was not financially successful and the vessel was sold to Tasmanian interests in 1832. Around the same time, Sophia Jane began harbour excursions, but also was not financially successful. Formal, timetabled ferry services began with the advent of steam propulsion which enabled regularity, the first such service being operated on the Parramatta River by PS Surprise from 1831.

The Australian Steam Conveyance company launched Australia (1834), Rapid (1837) and Kangaroo (1840). Subsequent Parramatta River boats included Raven, Emu, Comet, Cygnet, Black Swan, Pelican, and Star. Due to the considerable costs of building wharfs, boatman would wait for ferries along the river and for a fee would row ferry passengers ashore. One of two punts near the current Gladesville Bridge was for river ferry passengers and was operated by boatmen. The other punt, Bedlam Ferry, carried main road traffic across the river. In 1844, the Parramatta Steamboat Company was formed, and this became the Parramatta Steamship Company in 1866.

Sydney Ferries Limited

Main article: Sydney Ferries Limited

Cross-harbour services began in 1842 and this business grew to such an extent that a public company was formed, the North Shore Steam Ferry Co. Ltd. in 1878.

In 1900, the North Shore company was reincorporated as Sydney Ferries Limited (SFL), which progressively took over most other harbour ferry services (except notably the Manly service operated by the Port Jackson & Manly Steamship Company), and became the world's largest ferry operator by fleet size. In addition to the vessels acquired in the takeovers, it procurred 25 large ferries - mostly of the type known as the K-class - on its own accord. After the Sydney Harbour Bridge opened in March 1932, SFL patronage dropped almost overnight, decreasing from 44 to 20 million passengers per year.

Manly services

Main article: Port Jackson and Manly Steamship Company

Dee Why in the early 1930s with the Sydney Harbour Bridge under construction

The first direct link between Sydney and Manly was arranged by Henry Gilbert Smith 1853 who chartered a wooden paddle wheeler, The Brothers, to support the subdivision of his land near The Corso. By 1855, a weekday service was provided by Emu I and then the similar Black Swan and Pelican. In 1859, the first large double-ender ferry on the Manly run, Phantom, was put into service by the Brighton and Manly Beach Steam Company. Extra boats, including tugs, were used on weekends and holidays due to the popularity of Manly's beaches and coves. A new company, The Port Jackson Steamboat company, was formed in 1876 following Henry Smith's sale out of the Brighton and Manly Beach Steam Company. The company name was changed again in 1881 to Port Jackson Steamship Company, and in 1883 a new paddle steamer, Brighton, was delivered. At 67 metres (220 ft) in length, it was the largest ferry on Sydney Harbour, and with a high level of appointment, it was a passenger favourite.

A rival company, The Manly Cooperative Steam Ferry Company, was set up in 1892. There was increased price competition and there were races to get to wharves. However, by 1896 neither company was profitable and they amalgamated into the Port Jackson Co-operative Steamship Company. Manly (II) was designed by renowned naval architect, Walter Reeks, and built at for the amalgamated company and was the first double-ended screw ferry on the Manly run. In 1901, Reeks also designed the Kuring-gai, a steel, double-ended screw steamer that it form, size and capacity, was the first of the familiar Manly ferry of the twentieth century. To meet the expanding demand, the Port Jackson and Manly Steamship Company commissioned six similar double-ended screw steamers: Bingarra (1905), Burra Bra (1908), Bellubera (1910), Barrenjoey (1913), and Baragoola (1922). In 1928, two new ferries built in Scotland, Curl Curl and Dee Why were commissioned. They were the largest and fastest ferries on the harbour until 1938 when the Company commissioned the South Steyne also built in Scotland.

The three Scottish-built steamers and the remainder of the Bingarra type vessels were pulled out of service over the course of the 1960s and 1970s as the Manly service and its vessels declined. The exceptions were Baragoola and Barrenjoey (later renamed North Head) remained in service into the 1980s until the introduction of the Freshwater-class ferries which remain in service. In 1964, a hydrofoil service was introduced roughly halving the travel time of the ferries but with significantly higher fares. The hydrofoils were replaced in 1990 by Jetcats, however, these proved unreliable and expensive and were replaced by the current Manly fast ferry service.

Government take over

In 1951, the NSW Government intervened in response to the financial difficulties of SFL and agreed to take over its fleet. The assets were taken over by the Sydney Harbour Transport Board with operations and maintenance contracted to the Port Jackson & Manly Steamship Company. In 1967, the first of the new Lady-class ferry were ordered. Brambles Transport Industries took over the Port Jackson & Manly Steam Ship Company. In 1974, the NSW State Government took over the services initially through the auspices of the Public Transport Commission (1974-1980), then the Urban Transit Authority (1980-1989), State Transit Authority (1989-2004) and Sydney Ferries Corporation (2004-2012).

The Walker Report

On 3 April 2007 the New South Wales Government appointed Bret Walker, a Senior Counsel, to undertake a commission of inquiry into Sydney Ferries' operations. Submissions to Walker's inquiry were critical of many aspects of the operation of Sydney Ferries from fare levels and infrequent services to the design of gangways and the choice of potentially unsafe livery colours for some vessels. Walker's report, delivered in November 2007, was highly critical of the Ferries management, industrial relations and government interference. Walker made several major recommendations including the urgent replacement of the entire ageing fleet of vessels and handing day-to-day operations over to a private sector operator whilst the NSW government retained the fleet and other assets, in public ownership.

In 2008, the NSW Government called for private sector bids to provide ferry services under a services contract, however the government later decided to keep Sydney Ferries as a state owned and operated entity. On 1 January 2009, Sydney Ferries became a NSW Government agency.

In February 2009, private operator Bass & Flinders Cruises took over the high speed jet cat service to Manly. In April 2010, the NSW Government decided the service contract would remain with the Sydney Ferries Corporation.

Contracting

Borrowdale passing Barangaroo Reserve in 2018

In 2011, following a change in state government, it was decided to contract out the operation of Sydney Ferries to the private sector, with the government retaining ownership of both the Balmain Maintenance Facility and the ferry fleet, under the agency Sydney Ferries.

On 28 July 2012, Harbour City Ferries, a 50/50 joint venture between Transfield Services (later Broadspectrum) and Veolia Transdev (later Transdev Australasia), began operating the services of Sydney Ferries under a seven-year contract. In December 2016, Transdev Australasia exercised an option to purchase Broadspectrum's share.

In February 2019, Transdev was awarded a new nine year contract by the Government commencing 28 July 2019. Under the contract, it will lease 10 new ferries to expand Parramatta River services and also some further Emerald class ferries for other services, which will result in an additional 280 weekly services. It is also planned to combine the F2 and F6 routes to be operated on a 20 minute frequency. Harbour City Ferries was also rebranded Transdev Sydney Ferries.

See also

• List of Sydney Harbour ferries

References

• Andrews, Graeme (1975). The Ferries of Sydney. A.H. & A.W. Reed Pty Ltd. ISBN 0589071726.
• Andrews, Graeme (1982). A Pictorial History of Ferries: Sydney and Surrounding Waterways. Sydney: AH & AW Reed Pty Ltd. ISBN 0589503863.
• Gunter, John (1978). Across the harbour : the story of Sydney's ferries. Rigby. ISBN 0727007157.
• Prescott, AM (1984). Sydney Ferry Fleet. Magill South Australia: Ronald H Parsons. ISBN 0909418306.

Indo houses

• Landhuis
• Colonial architecture of Indonesia
• Indies Empire style
• New Indies Style

References

• Andrews, Graeme (1975). The Ferries of Sydney. A.H. & A.W. Reed Pty Ltd. ISBN 0589071726. {{cite book}}: Cite has empty unknown parameter: |1= (help)
• Andrews, Graeme (1982). A Pictorial History of Ferries: Sydney and Surrounding Waterways. Sydney: AH & AW Reed Pty Ltd. ISBN 0589503863.
• Gunter, John (1978). Across the harbour : the story of Sydney's ferries. Rigby. ISBN 0727007157.
• Prescott, AM (1984). Sydney Ferry Fleet. Magill South Australia: Ronald H Parsons. ISBN 0909418306.

• Predecessors/forerunners
• Sydney Ferries and booming patronage
• General Form
• List of names
• Notable vessels
• List of vessels