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Wollongong Harbour: Assessment of Archaeological Remains

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The Ha.rbour ofWc,Jlongong

Report Prepared for Public Works Department

A. Wayne Johnson 1992

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Wollongong Harbour . Assessment of

Archaeological Remains

Report Prepared for

Public Works Department by

A. Wayne Johnson Consultant Archaeologist

1992

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Contents

Acknowledgements

lllustrations

Introduction 1. 0

Historical Development of Wollongong Harbour 2.0

Proclamation of Wollongong, 1834 2.1

Breakwater, 1834 2.2

First Harbour Works, 1837-1844 2.3

Construction of the Belmore Basin, 1861-1868 2.4

Lighthouse, 1871 2.5

"Tee" Jetty, 1880-1882 2.6

Harbour Enlargement? 1884-1896 ... 2.7

Decline ofWollongong Harbour as a Coal Port, 1896-1938 2.8

Foreshore Reclamations, The Rise of the Fishing Harbour, 1938-1992 2. 9

IndustrialProcesses 3.0

Passenger Wharf (1834-1888) 3.1

Coal Loading Facilities (1857-1938) 3,2

Railways 3.2.1

Staiths 3.2.2

Fishing Port (1834-1992) 3.3

Standing Structures 4.0

Potential Archaeological Remains 5. 0

Structures 1834-1861 . . . 5.1

Structures 1861-c1900 5.2

Structures c1900-1992 5.3

Recommendations 6.0

Bibliography

Appendix: Report on Metal Fixtures Associated with Wall Adjacent to the Co-Op Building.


Illustrations Plans

Plans 1 to 12 were prepared by the author from historic photographs, views and plans. They

are intended as schematic representations since it is difficult to precisely place buildings shown

in pictorial form onto scale maps. Similarly building sizes may not be accurate. The locations

are, however, accurate to within approx. 5 metres.

This information has been gathered primarily from the maps and views listed below, as well as

numerous photographs from the Small Picture File at Mitchell Library ("Wollongong

Harbour") and the historic photographs held by the Local History section of W ollongong

Library. Further information was taken from the Admiralty Charts for the NSW coast from

1868 to 1938, copies held by Mitchell Library.

Figures

Fig 1

Fig2

Fig 3

Fig4

Fig 5

Fig.6

Figs 7-9

Fig 10

Fig 11

Fig 12

Fig 13

Fig 14

Fig 15

Wollongong 1834 (Archives Office Map 93)

Sketch of the Harbour at Wollongong, 1843 (Archives Office Plan 2425)

Wollongong 1834, with additions (Wollongong Reference Library

811.311H/1834)

Detail from Map of the District of lllawarra (Wollongong Reference Library)

811.3gbbd/Illawarra/ 185-) [1848-1858]

Wollongong Harbour c 1850s (Mitchell Lib. Small Picture File)

Wollongong Harbour Works 1863 (Archives Office Plan 1271)

Belmore Basin, 1866-68 (Government Printer)

The Harbour at Wollongong (Town and Country Journal, 16/8/1873)

Wollongong Harbour c 1886 (Mitchell Lib. Small Picture File)

Wollongong Harbour c 1907 (Mitchell Lib. Small Picture File)

Wollongong Harbour c1892-1919 (Mitchell Lib. Small Picture File)

Wollongong Harbour 1887 (lllustrated Sydney News 15/10/1887)

Belmore Basin c1965 (Wollongong Reference Library)

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Acknowledgements

I would like to acknowledge the following people for their assistance in the preparation of this

report:

Public Works Department, Wollongong

Brian Gillette

Heritage Branch, Department of Planning

Bruce Edgar, Architect

Lisa Newell, Archaeologist

Wollongong Library

The staff of the Local History Library

And also Martin Carney for time spent proof reading the draft.


1.0 Introduction

The future of Wollongong Harbour has been debated since the 1890s when the deeper

harbours of Port Kembla and Bellambi were seen as more efficient replacements for the

shipping ofWollongong's rich coal resources. A growing fishing fleet quickly expanded to fill

the gap left by the colliers and has continued to this day. In the 1970s plans were put forward

for the possible expansion of fishing boat and marina facilities within the harbour, including

major additions and alterations to the historic fabric of the sandstone wharfs and berths. I

Fortunately the harbour underwent little change apart from the institution of car park facilities

and landscaping. The NSW Planning and Environment Committee completed their Draft

Illawarra Regional Plan in 1978 formulating policies in regard to the management of the

region's harbours. The Plan states that:

Ports and harbours accommodating fishing and pleasure craft

(i) Recognise Wollongong, Kiama and Ulladulla as harbours of regional significance for the

accommodation of fishing vessels, recreation craft and tourist attraction to harbour activity.

(iv) Request the relevant public authorities to ensure that any development of Wollongong harbour has

regard for maintaining its scale and character and for preserving all historic buildings and structures.2

The Plan lists the Belmore Basin and lighthouse as items 51 of its schedule of Historic Sites. 3

Since the publication of the Plan the development of the harbour has progressed along these

established principles.

The current work involves the replacement of some of the badly weathered and damaged stone

facings of the harbour wall adjacent to the current Fisherman's Co-Op building. This study

was commissioned to (i) detail the development of the harbour as a whole, as a guide to future

re-development. and (ii) to ascertain the importance of certain metal fixtures connected with the

previous use of the stone wall adjacent to the current Co-Op building4, This report primarily

deals with the first of these points.

lsoros-Longworth & McKenzie: Wollongong Harbour Develwment Proposals., Report prepared for Public Works Department, February, 1978.

2NSW Planning and Environment Commission.: Illawarra: Draft Illawarra Regional Plan., 1978., p78. 3Jbid., pll3. 4This will be considered in Appendix A. Also see 6.0.


2.0 Historical Development of Wollongong Harbour

Human occupation in the Illawarra region can be traced back at least 20,000 years from stone

artefacts found at Burrill Lake.5 Although no physical evidence of aboriginal presence has yet

been noted at Wollongong Harbour it seems most likely that Brighton Beach would have been

used to launch canoes for fishing before the advent of the Europeans. That the Europeans

found the site a useful location for a harbour was, in all probability not innovative. Even before

the first harbour works in the 1830s, the site offered some protection for the launching of

vessels associated with white settlement.

The discovery of coal by survivors of the Sydney Cove in 1797 led to the first serious

exploration of the area by George Bass. The region was further explored in 1815 by Charles

Throsby, leading to the first land grants in the area surrounding Lake Illawarra in 1816. The

first semi-permanent residents were cedar-getters and stockmen, hired by absentee landlords to

work their properties. From this initial period of settlement the sea formed the main

communications route, with Wollongong Harbour, little more than a poorly sheltered beach,

forming the main landing spot.6 A detatchment of the 40th Regiment under Captain Bishop

was stationed at the site of Wollongong from 1826 to protect timber-getters and settlers from

the local aborigines and bushrangers.7 The Sydney Gazette notes that the settlement was the

first to be founded in the south-west of the colony8, although no name had yet been given other

than "Five Islands" given by Macquarie in 1822.9

Throughout the 1820s Wollongong grew around the military barracks and harbour. One of the

earliest references for the coastal trade between Sydney and Wollongong is found in the

Sydney Gazette in early 1834 in which it is said that sea communications had almost stopped.

This was mainly due to the fact that the run was considered uneconomical, the running costs of

coastal sailing ships being far greater than that of paddle steamers which had started to make

their appearance around this time)O Harbour facilities, particularly for steamers, needed to be

improved for there to be a regular steamer service.

5sefton, C.: "Prehistory- The Aboriginal Heritage.", in Dovers, S. (ed): Illawarra Heritage: an introduction to a ~,Environmental Heritage Committee, Wollongong, 1983., p34.

6Jervis, J .: "Illawarra: A Century of History. 1788-1888. ", Journal of the Royal Australian Historical Society., XXVII, 1942, p144.

?walker, F.: "In the Illawarra District: The Genesis of Wollongong." South Coast Times., 18th September 1910.

8sydney Gazette., 5th July 1826. 9Macquarie, L.: Journal of a Tour to the Cow Pastures and lllawarra in Jan<ey 1822. lOsydney Gazette., 14th January 1834.

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2.1 Proclamation of Wollongong, 1834

In 1834 a road was formed over Mt Keira following the route surveyed by Thomas Mitchell.

This made the region more accessible from Sydney and on 28th November 1834, Governor

Bourke proclaimed the Town of Wollongong. Allottments were offered for sale in February

1835.11 One of the principal recomendations made by Bourke was for the construction of a

breakwater to give further protection to ships in the harbour.

2.2 Breakwater, 1834 (Plan 1)

A map dated 1834, drawn up to show the town allottments being offered for sale, shows a

breakwater already completed on the southern side of the harbour. (Fig. 1) This is the first

evidence of harbour improvements. Gardiner-Garden says that the breakwater did not proceed

in that year due to the labour being diverted to roadmaking. It is possible therefore that the

breakwater indicated on the 1834 map was an earlier construction which has escaped notice in

the historical record.12 Sir Thomas Mitchell had proposed further harbour extensions,

suggesting the use of convict labour to lessen the construction costs.13 The Colonist, in 1835,

reported that a harbour was to be formed for the protection of small boats.14 These works were

commenced in December 1837.

2.3 First Harbour Works, 1837-1844 (Plans 2-3)

In 1837 Captain George Barney was instructed by Governor Bourke to supervise the

construction of a harbour basin at Wollongong. A map dated 1843 shows the extent of these

works (Fig. 2 ). A version of the 1834 map (Fig. 1) appears to have been annotated with the

proposed improvements and indicates structures associated with the harbour. (Fig. 3)

llwalker, F.:~ 12oardiner-Garden, C.W.: Port ofWollongong., Illawarra Historical Society, 1975, p15. 13Jervis, J.: op cit, p144. 14The Colonist., 22nd January 1835.

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The harbour works were to comprise of a breakwater15 and a basin of dimensions 100x35 feet,

with a depth of 14 feet. In 1841 it was reported that its size was to be increased; "its

dimensions are, from the point of the pier to the bank of the basin, 300 feet; and from the same

point across, 350. The basin itself is 150 feet broad at its base ... "16 The basin was to be cut

into the rock with the spoil being deposited on the breakwater.

A breakwater was commened in December 1837, the flrst stone of the basin and pier being laid

by Mr Cronin, Superintendent of the works, on 23rd May 1839.17 In order to complete the

basin it was necessary to construct a dam to hold the water out of the excavation. This dam was

completed in April1842.18

Finally in 1844 the harbour was finished, seven years after work had commenced.19 The pier

and basin were faced with cut stone, final adjustments to the facing being made by means of a

diving bell.20 The total cost of the works amounted to £3500, half of which had been granted

by the Legislative Council in 1841 for the enlargement of the works.

Subsequent harbour works included the construction of a second loading slip in 1856, taking

the form of a wooden pier extending from the southern side of the basin21, and the erection of

a large weighbridge for the Kiama Steam Navigation for weighing coal carts (see 3.2). A

number of views of the harbour date to the period before 1860, perhaps the most useful being a

lithograph from a map of the lliawarra dated beween 1848-1856 (Fig. 4). This shows the basin

with two ships berthed, as well as the location of various buildings on the pier and near the

basin. A watercolour by Sawkins in the Mitchell Library appears to be of a similar date and

shows the harbour from Flagstaff, indicating the harbour buildings and the breakwater. (Fig.

5)

2.4 Construction of the Belmore Basin, 1861-1868 (Plan 4)

The construction of the Belmore Basin between 1861 and 1868 was an extension of the earlier

work, and forms the basis of the harbour we see today (Fig. 6).

15Hence the inference that the breakwater indcated on the 1834 plan had not been constructed. 16Sydney Morning Herald., 16th December 1841. 17Illlil..

18IJlliL., 9th April1842. 19Jbid., 25th November 1844.

20sydney Morning Herald., 16th December 1841. 21 The supports of this pier can be discerned in Fig 5 at the mouth of the Belmore Basin.


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The harbour improvements came about as a result of the inhabitants ofWollongong's petition

to the Government in 1858.22 In July, the Governor, Sir William Denison, and Moriarty, the

Engineer-in-Chief for Harbours and Rivers, inspected the site. It was found that, due to the

incomplete removal of the 1842 dam, the basin depth ranged from 5 1/2 to 9 feet. Moriarty

drew up plans by which the basin would be deepened to 10 feet and a new basin excavated,

measuring 300x102 feet. The sum of £26,890 was allocated to the project and work

commenced in August 1861.23 As happened in 1841, in 1864 the dimensions were increased,

this time the basin was to be 455x153 feet, and an additional £5000 granted. A further £10000

was granted towards the deepening of the harbour to 18 feet in 1866.24

A series of photographs, Figs 7-9, were taken by the Government Printing Office as a record

of the work. The photographs date between 1866 and 1868 as they show the coffer darn,

completed by November 1866.25

Figs 7 and 8 show the supports of the wooden pier, constructed in 1856, projecting from the

southern side of the basin. The pier appears to have been partially demolished, possibly with a

view to rebuilding it on the new basin's completion. This was eventually done around 1873

(see 2.6 and Fig 8).

Beyond the dam in Figs 7 and 8 can be seen a long wharf projecting 550ft out from the

beach.26 Fig 8 shows horse drawn coal t:r:ucks on the wharf, indicating that this was the

principal wharf in use for coal loading, and in the absence of other wharfs, presumedly

passengers as well, whilst construction of the basin was underway. The wharf continued in

use after the completion of the basin and appears to have been demolished around 1873.

Fig 9 is a view from the mouth of the basin looking within the excavation. On the right can be

seen the three coal staiths in the course of erection and the stone terrace wall which supported

them. £3000 was allocated to the construction of the staiths in 1864. This followed the decision

in 186027, and the Tram Road Bill of 186228, whereby a railway was to connect the Mt Keira

and Mt Pleasant Collieries with the harbour. Evidence of this has already been seen in Fig 8.

The new basin was opened by the wife of the Governor, Lady Belmore, on 6th October 1868

and was named Belmore Basin in her honour.

22Jervis, J.: ~. p145. 23Gardiner-Garden, C.W.: .Qll.dh, p28 24Jervis, J.: ~. p146. 25Jltawarra Mercury., 30th November 1866. 26Gardiner-Garden, C.W.: .Qll.dh, p34. 21ntawaffa Mercury., 20th July 1860. 28Jbid .. 3rd September 1862.


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Fig 8 Belmore Basin, 1866-68 (Government Printer)

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Fig9 Belmore Basin, 1866-68 (Government Printer)


2.5 Lighthouse, 1871 (Plan 5)

Moriarty made another visit to Wollongong Harbour in 1870 to select a site for the proposed

lighthouse.29 Prior to this the means by which the entrance to the harbour was lit was by a

beacon atop a pole at the end of the breakwater, shown in Fig 5.

The light was constructed by Chance Brothers and Co., Birmingham, in 1870 and the tower by

Joseph Mather, Sydney. The Lighthouse was erected at the end of the breakwater in 1871. In

August it was reported to have been completed and expected to be lit in the following weeks.3°

An illustration of the harbour and lighthouse appeared in the Town and Country Journal, 8th

February 1873. (Fig. 10)

The light was illuminated by acetylene from 1871 until 1916 when it was converted to an

electric triple flashing light.31 A stronger light was erected at Wollongong Head in 1936. By

this time Port Kembla was emerging as the principal port of the lliawarra.

2.6 "Tee" Jetty, 1880-1882

By 1873, when we have the depiction of the harbour (Fig. 10), the wooden wharf (see 2.4), /

henceforth known as the steamer wharf, had been reconstructed. This was the second of three

wharf constructions on this site, the last being the present wharf in the 1980s. Also. evident in

Fig. 10 is the absence of the 550ft wooden wharf projecting from Brighton Beach.

The next significant addition to the harbour is the construction of the wooden "tee" jetty

between the lighthouse and the pier. The jetty is reported to be under construction by J. K.

Taylor in January 1880.32 A steam crane was erected on the jetty in 1882.33 By 1882 railway

lines connected the jetty with the main coal railway.34 At first drawn by horses, the coal laden

carts were later drawn by steam locomotives (Fig 11). Around the same time, a 12ft high sea

wall was constructed along the breakwater to offer protection to the railway.

29Ibid., 12th July 1870. 30Town and Country Journal., 26th August 1871. 31Gardiner-Garden, C.W.: ~. p38. 32Jllawarra Mercury., 16th January 1880. 33Illlit., 22nd August 1882.

34McCarthy, K.: "The Mount Keira Tramway, 1954-55.", Light Railways., Summer 1974-5, pl7.

I I I I I I I I I I I I I I I I I 1873

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The "tee" jetty underwent numerous alterations during its life. Photographs after c1900 show it

to have been gradually dismantled (Fig 12). The jetty appears to have been demolished around

1933, although the foundations of the crane can still be seen in the harbour today.

2.7 Harbour Enlargement? 1884-1896 (Plan 6)

1885 saw the construction of two more coal staiths at the harbour; one at the head of Belmore

Basin bringing the total there to four, and the second on the steamer wharf on the southern side

of the Basin (Fig. 13). The 1/lustrated Sydney News of 15th October 1887 feature a

supplement showing the harbour improvements (Fig.l4).

Over the next few years traffic in the harbour steadily grew. The following table gives the

figures for coal extraction in Wollongong between 1870 and 1889.

Year

1870

1885

1889

Coal Export (tons)35

70,000

419,000

701,572

Plans for the extension of the harbour into Tom Thumb Lagoon were considered between 1887

and 1895 but found to be impractical. The death knell of the harbour as a coal port probably

commenced in 1883 when Mount Kembla Coal and Oil Company constructed a jetty at Port

Kembla.3 6 The Southern Coal Company followed suit in 1887 with both jetties being

connected to the mines by rail. When, in 1888 the Sydney to South Coast railway was

completed, both lines were connected to the main Government railway near Unanderra.

The coming of the railway in 1888 also spelt the end of the steamship passenger service to

Wollongong, the railway being a faster, less expensive means of transport.

35sources-F.Walker, .QJlii!. and /llawarra Mercury, 15th January 1891. 36Gardiner-Garden, C.W.: op cit, p44.


Fig 11 Wollongong Harbour c1886 (Mitchell Lib. Small Picture File)

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Fig 13 Wollongong Harbour c1892-1919 (Mitchell Lib. Small Picture File)

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2.8 Decline of Wollongong Harbour as a Coal Port, 1896-1938 (Plans7-8)

The railway had opened up the south of Wollongong to development, just as Wollongong

township had grown around its harbour in the early days. Port Kembla had the advantage of

being a safe harbour with deep moorings and was therefore more convenient. In 1898 the Port

Kembla Harbour Act insured the future of Port Kembla as the major port. Wollongong

Harbour's decline was rapid. By 1901, the bulk of the ships using Wollongong came from

Sydney and thus the Customs House was transferred to Port Kembla. The coal staiths were

gradually dismantled, the last disappearing around 1937.

2.9 Foreshore Reclamations, The Rise of the Fishing Harbour, 1938-1992

(Plans 9-1 0)

In 1937 Wollongong Council announced its intention to reclaim the harbour foreshores as well

as the disused Mt Pleasant and Mt Keira railways.370ver the ensuing eight years the owners,

Australian Iron and Steel, gradually transferred title to the Council.

The lliawarra and South Coast Steam Navigation Company finally abandoned the Wollongong

service in 1948, severing the last passenger and goods link between Wollongong Harbour and

other coastal ports. 38

As the large colliers vacated the wharfage in the late 19th century, fishing vessels filled the

vacuum. In 1978 it was reported that a fleet of 25 trawlers operated from Wollongong which

then rated fifth largest in NSW in terms of annual fish catch by weight.39 The importance of

the industry is demonstrated by the Public Works Departments's commission of the 1978

Soros-Longworth & McKenzie report on the possible expansion of the harbour's fishing fleet

facilities. 40

A Fishermans Co-Operative building was constructed on the site of ·the steamer wharf

sometime between 1920 and 1930. This was reported to be in a dilapidated condition in 1978

311//awarra Mercury., 1st October 1937. 38Dovers, S.(ed): Illawarra Heritage., Environmental Heritage Committee, 1983, p43. 39soros-Longworth., op cit,p8 40see Bibliography.

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I I I I I I I I I I I I I I Fig 15 Belmore Basin c1965 (Wollongong Reference Library)

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and was demolished to make way for a new building with associated shops in the mid

1980s.(Fig. 15)

In addition to the fishing fleet, the harbour is also utilised by leisure craft with launching

facilities via the launching ramp situated on the central spur of the harbour, south of the

lighthouse and former "tee" jetty.

In the 1980s the harbour foreshore was paved and landscaped, providing a recreational area for

those visiting the harbour. In 1992 the harbour still performs its major duty as a fishing port

and major tourist attraction with functions such as the "Blessing of the Fleet" conducted

annually.

3.0 Industrial Processes

In this section it is proposed to examine the industrial processes which have taken place on the

site since the harbour's inception in the 1830s.

3.1 Passenger Wharf (1834-1888)

Wollongong Harbour's prime function at its outset was to provide the town with

communication with Sydney. The only other route was by the road via Campbelltown, the

harbour forming the major link with the Colony's principal settlement.

Fig. 2 shows the extent of the harbour facilities between 1844 and 1861. The pier is further

depicted in the engraving of 1848-56 (Fig 4) with a paddle steamer berthed. This pier still

remains, incorporated into the later harbour works. Still to be seen are a set of stone steps, also

indicated in the engraving. Figure 4 depicts what appears to be a wooden waiting shed on the

pierside as well as two small cubicles of unknown function. Figure 4 shows a sailing ship

berthed on the other side of the basin. It is unclear whether this was a berth or loading area

since it is recorded that a second loading slip, a wooden wharf, was constructed on the south

side of the basin in 1856 (as related in 2.3).

During the construction of the Belmore Basin between 1861 and 1868 it appears that the

makeshift wooden pier extending from Brighton beach served all shipping purposes. After its

demolition in 1873, steamer wharf, reconstructed on the site of the 1856 wharf, appears to be

the principal passenger wharf, operated by the lliawarra Steam Navigation Co. This remained

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the case until the steamer service fmally ceased in 1948. In 1879 it was reported that the wharf

was in need of a waiting shed and it is therefore possible that the building indicated on the

wharf in photographs ~d plans after this date (before the construction of the Co-Op) dates to

this period.41 From 1885 the steamer wharf was fitted with a coal staith and served a dual

purpose. (Fig 13)

3.2 Coal Loading Facilities (1857-1938)

The major developments of the harbour in the 19th century centred around the export of coal.

Regular coal shipments commenced in 1857 when 3 1/2 tons of Mt Keira coal was exported

from the harbour aboard the PS lliawarra.42

3.2.1 Railways

Along with the plans to build the Belmore Basin, a petition was drawn up for the construction

of three miles of horse drawn railway leading from the pier, along Smith St, to the Mt Keira

mine. The 3ft 8 1/2" gauge railway was completed in 1860 and can be seen in Fig.8 during the

construction of the Basin.

The railway was extended to the three coal staiths in 1868 and in 1878 was converted to 4ft 8

1/2" gauge in preparation for the introduction of steam locomotives. This occurred the

following year when two engines were brought into service.43

With further harbour works, so too did the railway network increase. In 1880 the "tee" jetty

was connected to the existing system, followed in 1885 with the line along the steamer wharf

to the new staith in 1885, as well as the new fourth staith on the Basin.

The line to the steamer wharf staith was operational unti11895 when it was removed, the first

casualty of Wollongong Harbour's loss of precedence to Port Kembla. As the coal loading

facilities in the harbour decayed, so too did the need for the railway. The line to the "tee" jetty

was removed in 1923 and finally the council commenced its reclamation of the remaining lines

in 1937. Roadways now mark the route of the railway.44

41Illawarra Mercury., 27th June 1879. 42lllli:L., 20th April 1857. 43!]llih, 25th November 1879. 44McCarthy, K.: 'The Mount Keira Tramway, 1954-55.", Light Railways., Summer 1974-5, ppl4-17.


3.2.2 Staiths

It is not known what facilities existed for the loading of coal in the initial coal-port period from

1857 to the construction of the Belmore Basin in 1868. Figs 7 and 8 show the long jetty jutting

out from Brighton Beach between 1866 and 1868 with coal laden carts although there is no

indication of the method employed in actually loading the coal onto ships.

With the completion of the Belmore Basin in 1868 three staiths projected from the upper terrace

on the landward side of the Basin. These were constructed of timber trusswork, somewhat like

bridges, and enabled coal laden carts, moved by horse until1878 when steam locomotion was

introduced, to off load their coal into shutes leading to the holds of the colliers, thus employing

gravity to feed the coal into the ships on a lower level. The fourth staith erected in 1885

alongside of these (Fig. 15), as well as the staith at the steamer wharf, also employed this

method (see 3.2.1).

By 1937 all staiths had been removed and today all that remains are their stone foundations

incorporated into the building of the stone terrace wall.

3.3 Fishing Port (1834-1992)

Nothing is known of the use of the harbour by fishing vessels before the demise of coal

operations. Photographs from the early part of the 20th century show small scale boats berthed

at the Belmore Basin. It is possible that equally small fishing vessels were launched from

Brighton Beach or from the rocky beach to the east of the pier where by 1978 the current boat

ramp had been constructed (Plan 9).

The Fishermans Co-Op building (Fig. 16) appears to have been constructed on the steamer

wharf sometime before the second world war.45 It was demolished in the mid 1980s and

replaced by the current Co-Op building and shop complex.

45 The building is indicated in the 1938 Admiralty chart held in Mitchell Library. Photographic evidence for the most part of the 20th century appears to be lacking.

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4.0 Standing Structures

4.1 Harbour Fabric (Plans 10-11)

Plan 11 is a composite of all periods of harbour development from 1837 to the present,

compiled from the available historical records and plans. All harbour walls were constructed in

dressed sandstone, the 1843 plan (Fig. 2) shows rough stone flll behind the ashlar masonry.

As it stands today, the stone walls date to the two major phases. of harbour construction, that is

1837-1844 and 1861-1868. Fortunately the 1860s construction destroyed little of the earlier

work and it is not difficult to visualise how the early harbour looked. From the early harbour

there is also preserved a set of stone steps on the western side of the former pier.

The Belmore Basin development (1861-68) is preserved in its entirity. All along the stone

facing of the harbour can be seen evidence of wooden piles which act as a buffer between ships

and wharf when berthed, protecting both from damage. These would have been constantly

replaced throughout the harbours history and it is unlikely that any originals survive. Likewise

the capping stones of the wharves contain evidence of fittings, whether for tying up ships or

connected with the coal staith construction it is difficult to tell since most have been cut away or

otherwise damaged.

Of the coal staiths themselves all that remains are the four stone bases which were incorporated

into the retaining wall on the western side of the basin. These give some idea of the enormity of

the coal loading facilities, the superstructures of which had been constructed of timber. No

evidenve remains of the staith which had stood on the steamer wharf, now the site of the

present Co-Op building.

The only remnant of the "tee" jetty is the concrete base of its crane, sitting forlornly surrounded

by water. The site of the jetty itself roughly corresponds with the present boat launching ramp.

The most dominant feature, apart from the harbour walls themselves, is the lighthouse.

Although no longer used the lighthouse is maintained as a tourist attraction. It survives intact,

as do the succession of sea walls and retaining walls and terraces around it. The only other

building of any antiquity is the small boat shed on the slipway at the end of the pier. This

building probably dates, in some form, to just prior to 1910, as indicated by plans and

photographic evidence.


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Harbour works 198Js

• Buildings

1992 AWJ1992


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Crone bose

e

~ Existing Harbour Fabric

1837-1992

zz 3 1837-1844

• • • •• 1 1861-1868

§I 181'()

~ c1910

llllD post 1938

• Buildings

AWJ1992

PIAN 11 : HARBOUR DEVELOPMENT 1837-1992

0 10 aJ 3l 4l 50metres ~


5.0 Potential Archaeological Remains

5.1 Structures 1834-1861

The earliest known structures on the site are indicated on the 1834 map of the area (Fig 1) and

appear to hane been sited in the vicinity of what is now the Fishermen's Co-Op and carpark

(Plan 1). It is not clear what purpose these structures served although their proximity to

flagstaff on Smith's Hill and the breakwater suggest a residence associated with the

government, perhaps of a pilot.46 The structures appear to have gone by 184447 although they

may have served the construction of the harbour between 1837 and 1844.

Fig 3 indicates three buildings associated with the harbour c.l844, whilst Figs 4 and 5 indicate

at least one, maybe two more by 1858. On the pier there are what appear to be a waiting shed

and guard box, another guard box perhaps in Fig 5. All indications from the pictorial sources

are that these buildings were constructed of wood. They may have survived until the

construction of the Belmore Basin (1861-8), certainly a building similar in size to the waiting

shed is shown in Fig 6 (1863) and possibly is the same as the wooden building at the extreme

right of Fig 7. They are certainly gone by the time of the completion of the Basin.

The other area of construction is located under the road between the Co-Op building and the

remains of the first coal staith. Two buildings, one of which seems to be of slab construction

and the other possibly brick, can be seen at the right of Fig 4. The chimneys reveal these as

possible dwellings. perhaps for the harbourmaster. One of these is indicated in c1844 (Fig 3)

whilst the other is certainly in existence by 1858 (Fig 4). Neither building is shown after 1868.

5.2 Structures 1861-c1900

Figs 7-9 , showing the construction of the Belmore Basin, indicate a number of wooden

buildings associated with this phase. They no doubt represent stores, offices and workshops

associated with the construction and are concentrated on the western side of the Basin, and in

the vicinity of the Co-Op building. With the exception of two of these buildings, all have gone

46Fig 3 is a base map of 1834 indicating the location of the finished harbour and therefore dating after 1844. This map indicates another structure near the flagstaff, which is not shown on Fig 1, inscribed "Govt Cottage". The map does not show the subject building, suggesting its demolition. It is possible that the Government Cottage replaced the earlier building, albeit in another location.

47Certainly by the time the view of the harbour was drawn in 1848-58 (Fig 4).


by 1873 (Fig 10). The remaining buildings served the steamer wharf and were demolished by

the 1880s.(Fig 14)

The 1873 view of the harbour shows little building activity on the site other than the

aforementioned structures, the lighthouse and the coal staiths. The foundations of the staiths

were built into the retaining wall on theeastern side of the Basin. These remain today, the

wooden superstructure having been demolished, as related in 2.8. Being suspended above

ground there is little archaeological potential for the remains of the superstructure of the staiths

other than remains of wooden support posts.

The Admiralty Chart for 1873 indicates two structures at the north east corner of the Basin. It is

not known what purpose they served and they probably disappeared by the 18 80s

When in 1885 the steamer wharf was fitted with an additional staith (2.7), further coal handling

buildings were constructed. These had disappeared by the early years of the 20th century and

would have been located on the site of the Co-Op building.

On the western side of the Basin numerous small buildings are variously shown in views,

photographs and plans of the late 19th and early 20th century. Two large buildings can be seen

in the 1887 view of the harbour. One, with a vaulted iron roof appears to be a workshop and

survived until at least 1938. The second building is verandahed and may have served the dual

purpose of office and residence.

It is uncertain whether all of the railway lines were removed when they fell into disuse. It was

often the case that rather than go to the trouble of tearing the lines up, they would merely be

buried. If the latter is the case, then the railway lines also represent an archaeological resource.

5.3 Structures c1900-1992

This period, as we have seen in 2.8 and 2.9, represents the decline of the harbour as a

passenger and coal port and its rise as a fishing port. Gradually the buildings of the earlier use

were demolished. The site of the steamer wharf building became that of the first fishermen's

Co-Op building by 1938. This buiding was subsequently demolished in the 1980s to make

way for the current building.

I I 6.0 Recommendations


I I I

Wollongong Harbour represents possibly the earliest extant man-made harbour in New South

Wales. Unlike Circular Quay or Darling Harbour, it retains sufficient fabric of its historical use

and development to interpret itself to the public. We are fortunate that the 1861-68 works did

not obliterate much of the 1837-1844 harbour, and indeed we also have the pre 1837 "harbour"

in the form of Brighton Beach adjoining the site. Sufficient remains of the coal staiths and

routes of the railway lines survive to indicate the coal loading process, and the harbour's

continued use as a fishing port maintains its links with the post-coal phase.

The majority of buildings which once stood on the site appear to have been wooden. They

served a multitude of purposes from passenger buildings, to offices and stores associated with

the handling of coal, to workshops. It is uncertain how well preserved their remains may be

but archaeological deposits associated with these buildings will add to our understanding of the

functions of the site. Plan 12 sets out the areas of archaeological sensitivity. The degrees of

sensitivity are set out below:

Area A: High Sensitivity. This area covers the sites of known buildings, no longer

extant, and their associated archaeological deposits. This area is likely to provide

information as to the processes carried on on the site and technical information for the

construction of the harbour. Any subsurface disturbance in this area should be subject to

further archaeological assessment to more closely define the archaeological resource.

Subsurface disturbance is subject to application for an excavation permit to the Heritage

Council ofNSWunder the Heritage Act, 1977.

Area B: Low Sensitivity. This area covers the site of minor constructions such as the

routes of the railway lines. Any subsurface disturbance should be monitored by an

archaeologist during development and is.subject to application for an excavation permit to

the Heritage Council of NSW under the Heritage Act, 1977.

It is further recommended that any repair or replacement of the historic fabric of the harbour be

conducted in accordance with the principles set out in the Burra Charter (ICOMOS Australia)

and, where replacement or repair necessitates the removal of fittings or other features

associated with the harbour, they be recorded by a qualified person, in consultation with the

Heritage Branch, Department of Planning.


---------

Areas of High Archaeological Significance

Areas of Low Archaeological Significance

Archaeological Zones AWJ1992

PlAN 12: AREAS OF ARCHAEOLOGICAL SIGNIFICANCE

0 10 ::0 3l 4) SOmelres ~


Plate 1: The end of the 1837-44 pier with later additions lnduding boat romp.

Plate 2: V'rew of the first Fishermen's Co-Op building In 1980, prior to demolition. This building stood on the site of the former steamer wharf, originally constructed In 1837-44.


Plate 3: The bases of the three coal staiths constructed 1861-68.

Plate 4: The Co-Op building In 1984. prior to the construction of the present building. The carpark In the forground Is the site of much of the building actMty associated with the use of the harbour and represents one of the harbour's prinlcipal archaeological sites.

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Plate 5: View of the end of the pier, 1837-1844 +additions, showing the boat shed (cl910).

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Bibliography

Books and Journals.

Dovers, S. (ed): lllawarra Heritage: an introduction to a region. ,Environmental Heritage

~ommittee,VVollongong, 1983.

Birmingham, J. (ed), Gazetteer of Historic and Industrial Archaeological Sites in the Illawarra

Region., Report prepared for the Heritage Council of NSW., 1980.

Gardiner-Garden, C.VV.: Port of Wollongong., lllawarra Historical Society, 197 5

Jervis, J.: "lliawarra: A Century of History. 1788-1888.", Journal of the Royal Australian

Historical Society., XXVTI, 1942, pp144-147.

McDonald, W.G: Earliest lllawarra by its Explorers and Pioneers., lllawarra Historical

Society, 1966.

McCarthy, K.:"Industrial Sites; Backgroung Research.", Part 3 in Gazetteer of Historic and

Industrial Sites in the lllawarra Region., 1980.

McCarthy, K.: "The Mount Keira Tramway, 1954-55.", Light Railways., Summer 1974-5,

pp14-17.

NSVV Planning and Environment Commission.: lllawarra: Draft Illawarra Regional Plan., 1978

Soros-Longworth & McKenzie: VVollongong Harbour Development Proposals., Report

prepared for Public Works Department, February, 1978.

Newspapers.

Australian

illawarra Mercury

illustrated Sydney News

Kiama Independant

South Coast Times

Sydney Monitor

Sydney Morning Herald

Town and Country Journal

Wollongong Argus


Other Sources.

Archives Office of NSW

Mitchell Library- Maps, Plans and Charts Catalogues

Small Pictures File: Wollongong/ Wollongong Harbour

Govt Printer Video Disk Photograph Index

NSW Department of Planning Library

Wollongong City Library- Local History Collection

Maps Collection

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View along the sea wall adjacent to the Co.Op building In 1984, prior to the construction of the present building. A wooden roil on short piers con be seen running along the top of the wharf and appears to hove seNes as a safeguard to prevent vehicles using the Co-Op from rolling Into the water. The earliest record of Its existence appears to be the c1965 photograph (see Fig 15).

i wollongong harbour: i archaeological remains...

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