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This report summarises preliminary archaeological survey work conducted on two potential shipwreck sites off Stockton Beach and one in Swansea Channel in January 2008. The surveys were conducted in response to coastal remote sensing surveys conducted by the Department of Environment and Climate Change, Office of Coastal, Rural and Regional NSW in October 2007. The Swansea survey was in response to notifications received from members of the public. The survey work discounted one site off Stockton Bight as a natural reef formation. A second site was confirmed as a very large and complex 19th century shipwreck off Stockton Beach. A third site proved to be a substantially intact site, probably of 20th century vintage, in Swansea Channel. The identities of the shipwreck sites are still being investigated.

Heritage Office, Department of Planning Locked Bay 5020

Parramatta, NSW 2124 02-9873 8574

www.heritage.nsw.gov.au maritime.heritage.nsw.gov.au

Report produced with the assistance of the Commonwealth

Department of Environment and Heritage, Canberra

STOCKTON, SWANSEA HISTORIC SHIPWRECK SITE INSPECTIONS

30th January 2008

Survey Team David Nutley (Archaeologist/Project Director)

Colin Browne (Dive Supervisor) Phil Clark (Coxswain)

Report Prepared: February 2008.

© Heritage Office, Department of Planning, Parramatta, NSW, AUSTRALIA.

The material contained within may be quoted with appropriate attribution.

Disclaimer

Any representation, statement, opinion or advice, expressed or implied in this publication is made in good faith but on the basis that the State of New South Wales, its agents and employees are not liable (whether by reason of negligence, lack of care or otherwise) to any person for any damage or loss whatsoever which has occurred or may occur in relation to that person taking or not taking (as the case may be) action in respect of any representation, statement or advice referred to above.

Cover: Moray eel on reef site off Stockton Beach. Photo: David Nutley

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Acknowledgments The Heritage Office, Department of Planning, wishes to thank:

Stephen Holtznagel, Hydrographic Surveyor with the Coastal Management Branch of the Department of Environment and Climate Change, Office of Coastal, Rural and Regional NSW for notifying the office of the 2 anomalies lying off Stockton Beach.

John Riley Robert Jeffery and Ricky Chapman for notifications and information regarding the site in Swansea Channel.

Robert Hughes Aqua Zero Dive Centre, Swansea, for additional information about the wreck site and providing contact with the East Lake Macquarie Historical Society.

Paul Wilson for providing his own report on the Swansea Channel wreck along with photographs of the wreck site.

East Lake Macquarie Historical Society and, in particular Vicky Williamson, for that organisations valuable research

information about the wreck site and for undertaking further local enquiries to try to identify the name of the shipwreck.

George Boyd, Jeff Lang and Shirley Feighan for background information about Frank Feighan who is believed to have been

the owner of the iron shipwreck in the channel at Swansea.

Manly Hydraulics Laboratory of the NSW Department of Commerce and, in particular, Colin Browne and Phil Clark for their logistical support and

their competence with all matters relating to diving operations.

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Table of Contents Acknowledgments ............................................................................................................................. 1

Background ....................................................................................................................................... 3

Objectives.......................................................................................................................................... 4

Methodology..................................................................................................................................... 5

Historical Context .............................................................................................................................. 6

Introduction ...................................................................................................................................... 6

Location........................................................................................................................................... 10

Wreck Site Confirmation.................................................................................................................. 13

Wreck Site Integrity ......................................................................................................................... 15

Wreck Site Description..................................................................................................................... 15

Site Identification ............................................................................................................................ 17

Comparative Sites............................................................................................................................ 21

Legislative Protection ...................................................................................................................... 21

Assessment of Significance .............................................................................................................. 21

Results............................................................................................................................................. 21

Display and Public Access................................................................................................................. 22

Management Recommendations..................................................................................................... 22

Bibliography .................................................................................................................................... 23

Table of Figures

Figure 1: Study area ........................................................................................................................... 3

Figure 2: Map of study area in Hunter Valley region........................................................................... 3

Figure 3: Contemporary photograph of the Durisdeer at time of loss. Courtesy. ................................. 8

Figure 4: Rudder on Stockton Beach 1999. Photo courtesy Stockton Historical Society ...................... 9

Figure 5: Site A location map ........................................................................................................... 10

Figure 6: Site B location map............................................................................................................ 11

Figure 7: Site C location map............................................................................................................ 12

Figure 8: Moray eel in natural reef formation. ................................................................................. 13

Figure 9: Stockton Bight Site B - portion of wreckage concretion...................................................... 14

Figure 10: Wreck in Swansea Channel.............................................................................................. 14

Figure 11: Stockton Bight - Site B - ships fastenings.......................................................................... 15

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Figure 12: Swansea Channel wreck - engine block............................................................................ 16

Figure 13: Tiller arm above rudder. .................................................................................................. 16

Figure 14: Swansea Channel wreck - bow......................................................................................... 17

Figure 15: Swansea Channel site - boiler. ......................................................................................... 17

Figure 1: Study area

Figure 2: Map of study area in Hunter Valley region

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Background The surveys off the coast at Stockton and in the channel at Swansea were conducted as part of the underwater cultural heritage management program of the Heritage Office of the Department of Planning, New South Wales.

Advice regarding the sites at Stockton was received from Stephen Holtznagel, Hydrographic Surveyor with the Coastal Management Branch of the Department of Environment and Climate Change, Office of Coastal, Rural and Regional NSW. During remote sensing hydrographic surveys off Stockton in October 2007 two anomalies had been detected that were suggestive of being unidentified shipwrecks.

The site in the channel at Swansea had been reported to the Heritage Office by John Riley in the early 1990s, again in 2000 by Robert Jeffery and again in 2007 by Ricky Chapman. The scheduling of work in Stockton Bight provided the logistical opportunity to include the Swansea Channel site in the current field work program.

The Hunter region has been the scene of some 391 recorded shipwreck losses. About 240 of these have occurred in the vicinity of Newcastle and Stockton Bight. Of these only some 36 shipwreck sites have been found to date. The identification of new sites is an ongoing process of discovery and revelation. It is the unveiling of the story of the region, the State, the Nation and, in particular, the people who created that history.

Objectives

The objectives of this report include:

• Documenting the preliminary surveys conducted on the target sites • Developing recommendations for any further investigation of selected sites • Ensuring the protection of the sites through the provisions of relevant legislation

This objective has been achieved through:

1. The investigation of a reported sites in Stockton Bight and Swansea Channel, NSW; 2. The confirmation of reported positions for the site; 3. The commencement of a process for establishing an identity for shipwrecks located; 4. The completion of initial Heritage Office diver based archaeological inspections; 5. The commencement of a photographic documentation of each site; 6. The commencement of a significance assessment of the sites; 7. An assessment of the threats to the integrity of the sites; 8. Identifying the application of the Historic Shipwrecks Act, 1976 and Heritage Act, 1977

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Methodology

Research Prior to the commencement of the surveys, an examination was made of material forwarded by the notifiers. An examination was made of the New South Wales Shipwreck Database (http://maritime.heritage.nsw.gov.au) to identify potential recorded losses in the vicinity of each notification. For the Swansea Channel site Ricky Chapman had also been able to provide copy of the text from a report prepared by Paul Wilson, formerly from Aqua Zero Dive Centre. In addition to position descriptions provided by Robert Jeffery and Ricky Chapman, this provided a further valuable description of the nature and location of the site.

A meeting with Robert Hughes from Aqua Zero prior to the survey also enabled contact with and access to a wreck site report by diver Paul Wilson - which included transit images to shore based features.

Following the survey, a meeting with Vicky Williamson from the East Lake Macquarie Historical Society established further local knowledge of the origin of the site. The Society is also undertaking further investigations to try to discover the name of the wreck. This would enable it to be traced through the official registers and for other valuable information, (including its place and time of construction, original owners, survey dimensions), to be established. Vicky Williamson also provided contact with long time local resident George Boyd. George advised that he believed that the vessel had been owned by Frank Feighan.

Although Frank passed away in 2007 at the age of 94, his wife, Shirley Feighan provided valuable links to Frank’s descendants, relatives and associates. At this time the identity of the vessel remains a mystery but the research has enriched the context of this site and added an important social history element to the documentation.

Max Gleeson’s book, Destination Never reached has also been examined in relation to the fate of the Alhambra and John T Berry events near the approaches to Newcastle harbour.

Work platform The work platform for the surveys was the Manly Hydraulics Laboratory twin hulled Broadbill, Coastal Endeavour. This was a stable platform well suited to the work in the exposed waters of Stockton Bight where a fresh to strong north-easterly wind was anticipated mid to late morning.

Site relocation The sites in Stockton Bight were relocated using the GPS positions provided by the Coastal Management Branch of the Department of Environment and Climate Change in conjunction with an echo sounder.

Each site was buoyed once located by echo sounder. The dive boat was then anchored well clear of the wreck and in a position where wind and tide allowed the stern of the vessel to hang close to the

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buoyed position. The initial dives were commenced early morning in order to take advantage of the relatively came conditions before 11 am.

The site in Swansea Channel was located using the site maps provided by Robert Jeffery and Ricky Chapman and information in Paul Wilson’s report. The site was under less than 2m of water and was visible from the dive boat from a distance of ~100m.

Site documentation The sites were recorded using a Canon PowerShot S80 digital camera in a waterproof housing and a Coolpix digital camera also in a waterproof camera.

Limitations The survey’s were limited by the time available and the development of strong winds in Stockton Bight. This prevented all but the most basic site measurements and photographic record from being obtained. In Swansea Channel, the dive was conducted near the top of the tide on the afternoon of 31 January. The low tide the following morning prevented any follow-up dive prior to returning to Sydney.

Historical Context

Introduction

Unless otherwise noted, the following information is drawn from original research conducted by the NSW Heritage Office – including a 2001 report by Tim Smith’s ‘Stockton shipwrecks survey, Newcastle’.

Due to the number of local wreck events, detailed histories are not provided for every shipwreck lost in Stockton Bight or near Swansea. The detailed histories that follow are likely matches to the location and nature of observed historic shipwreck remains.

Shipwrecks lost in the vicinity The following are shipwrecks lost, or potentially lost, in the vicinity of the southern end of Stockton Bight and which were of a size in excess of 60 metres.

Alhambra (1853-1888)

On 30 June 1888 the 766-ton, 63.8m screw steamer Alhambra collided with an upturned derelict, possibly the John T Berry, which it was seeking to tow to Broken Bay. The collision knocked a hole in the side of the Alhambra, which sank, stern first, within an hour and a half. The vessel drifted south-

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west before sinking – reportedly in 34 fathoms, ie 62m, (Gleeson 2004:112). The crew abandoned ship and no lives were lost.

The Alhambra was registered as an iron framed (composite), barque rigged, steamship, built in 1853 by Samada Brothers in Middlesex, Millwall, UK. It is registered as having two engines (140hp – combined). This would suggest, in modern terms, a two cylinder engine – most likely a two cylinder ‘simple’ engine, ie both cylinders the same size and unlike later compound engines.

When registered in Sydney in 1883, the owner of the vessel was Samuel Marsden ‘of Blayney in the Colony of New South Wales’. Previously the Alhambra had been registered in Melbourne (46/1862) At the time of loss the vessel was under the command of Captain Summerbell.

John T Berry (1876-1888)

The 1420 ton, 61.8m wooden ship John T Berry sank after breaking free from a tow line and after being earlier found capsized just south of Port Stephens. The vessel caught fire during a trip from Philadelphia to Japan and was abandoned by the captain and crew on the 9th of January 1888.

It was believed that this was the derelict vessel that sank the Alhambra. This conclusion was reached owing to burnt timbers being found on the derelict that was being salvaged by the Alhambra and also the discovery of kerosene on board. One tin was branded by a company that shipped kerosene from the John T Berry’s home port, Philadelphia (Gleeson 2004:110).

When discovered off Port Stephens, the vessel was upturned and just south of Port Stephens. The initial plan was to tow the derelict to Broken Bay or Newcastle. This proved impossible owing to the ships anchors having fallen to the sea bed and holding the hull fast. Following various unsuccessful attempts and the loss of the Alhambra, the John T Berry was subjected to explosive charges by the Army and Torpedo Corp. At the second attempt the hull was freed from the anchors and began drifting. The tug Juno took the vessel in tow with the objective of towing the vessel to North Beach, Newcastle. However, the tow parted in the early evening of 4th July 1888. It is not clear where this took place but the Juno stood by hoping to the complete the tow the following morning. The tow was never completed as the Juno was reported to have sunk in 30 fathoms (55m), just after midnight on 5th July.

The John T Berry was built in 1876 at Thomaston, Maine, USA.

Davenport (1912-1943)

The wooden screw steamer Davenport caught fire on the 4 of October 1943 near the Oyster Bank, about 90m from the Adolphe. The vessel was towed to sea where it foundered. The site has been is marked on navigation charts although no confirmation of the position fix has previously been obtained or site survey undertaken.

The Davenport was owned by A. B. Johnson and registered in San Francisco. It was built in 1912 by Kruse & Banks in Oregon, Coos Bay, USA. The 911 ton, 60.9 metres long vessel was powered by a triple expansion engine. Lloyd’s Register describes the engine cylinders as 13 ½” 23” & 10”-30” and 88 nominal horse power, built by United Engineering Works, San Francisco.

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Durisdeer (1864-1895)

The Durisdeer was a large, iron hulled vessel of 989 tons gross and length of 202 feet (61.56 meters). This three masted barque was built in 1864 at Glasgow in Scotland by Stephen & Sons and owned by the firm of T.C. Guthrie. After twenty-one years at sea, the barque was wrecked just before Christmas in 1895 on Stockton Beach at Newcastle, Australia. The vessel had been on a voyage from Simon’s Town in South Africa to Newcastle. This was typical around-the-world voyage for the Durisdeer (Newcastle Morning Herald, 23 December 1895).

Figure 3: Contemporary photograph of the Durisdeer at time of loss. Courtesy: Newcastle Region Maritime Museum.

At the time of loss the barque was under the command of Captain Webster and under charter to load coal for the west coast of South America by the Newcastle firm, J. & A. Brown. After a 34 day voyage from Simon’s Town the vessel passed Sydney on Sunday 22 December. At 5p.m. that day, the vessel was seen running into violent weather off Barranjoey Headland under tow of the steam tug Stormcock.

The vessels arrived off Newcastle near midnight but ran into difficulties entering the harbour. The Durisdeer is reported to have struck something, possibly the wreck of the Colonist, on the Oyster Bank and the tow cable parted. The Pilot, Captain Vietch, was inside the breakwaters in his rowboat but could not reach the stricken vessel. The Durisdeer’s crew made desperate attempts to drop the anchors as the vessel was carried over the Oyster Bank. Both anchors parted, the starboard one about 300 yards (274m) off the beach. The Durisdeer drove close inshore and became a total wreck (Newcastle Morning Herald, 24 December 1895; Callen 1994:55).

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At ten minutes to midnight, the signal gun was fired at Nobby’s Head to alert the rescue crews. A line was eventually secured and all eighteen crew ferried ashore in “breaches” fitted to the line, before 6 a.m. Members of the Rocket Brigade were then passed back into the wreck and sent the crews belongings ashore.

By 2 p.m. on Monday 23 December, the Durisdeer shifted position, swung broadside onto the beach and rolled back and forth until the yards bedded into the sand. Historic photographs initially depicted the Durisdeer nearly upright, while later images confirm the hull heeled over to port and with the bow towards Newcastle. Captain Webster and the Lloyds Surveyor inspected the wreck and agreed that all that could be recovered should be removed as the vessel was now a total wreck (Newcastle Morning Herald, 24 December 1895).

Stockton Rudder

In late April 1999 storms exposed a large timber rudder that washed ashore onto Stockton beach. the Rudder measured 6.15 metres in length (20 feet) and 30 centimetres (1 foot) in section and was prote3cted from marine borers by copper sheathing.

Figure 4: Rudder on Stockton Beach 1999. Photo courtesy Stockton Historical Society

The discovery raised questions about the origin of this item. The Heritage Office inspected the rudder (Tim Smith, 29 April 1999) and confirmed that it was from a timber vessel probably wrecked in the immediate vicinity. No conclusion association could be made between this artefact and a specific shipwreck.

The copper sheathing, generally referred to as “Muntz Metal” after the principle manufacturer, was a grade of copper alloy plating developed for use on timber ships hulls. It was commonly applied to naval and merchant vessels from the 1840’s and therefore suggests that the rudder dates from the

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second half of the nineteenth century. No Muntz manufacturing stamps were visible on the exposed portions of sheathing.

The size of the Stockton Beach example size suggests that it might have come from a vessel over 300 tons burthen (below). Based on known wrecking patterns, it may have washed ashore from a shipwreck still located slightly offshore, or have been exposed from its original resting location. One account suggests that the rudder was partially exposed on the beach in the 1950’s (Gavin Fry, pers. comm. 1999).

Location of surveyed sites

Site A: in 22m water off Stockton Beach

Figure 5: Site A location map

~3.9km from northern breakwater, Newcastle Harbour

Latitude/Longitude (WGS84): 32 53.330’; 151 49.820’ E

Easting/Northing (MGA) UTM Zone 56: 390595E; 6360431N

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Site B: in 11m water off Stockton Beach

Figure 6: Site B location map

~0.5nm from shore and ~0.5nm from Adolphe

Latitude/Longitude (WGS84): 32° 54.534’ S 151° 47.725’E

Easting/Northing (MGA) UTM Zone 56: 387417E; 6358170N

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Site C: in <2m water in Swansea Channel

Figure 7: Site C location map

~150m from southern bank of Swansea Channel

Latitude/Longitude (WGS84): 33 05.192’S; 151 38.718E

Easting/Northing (MGA) UTM Zone 56: 373568E; 6338304N

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Wreck Site Confirmation Site A: 22m water off Stockton Beach

This site is a natural rock formation rising about 7m above the surrounding seabed and ~50m in length. There was no evidence of associated shipwreck material and this site will not be referred to in the following discussions. This site lies very close to the charted position of a shipwreck on AUS809 – a 50’ fishing boat called the Awatea. No records have been obtained for that vessel but no other shipwreck- like anomaly was picked up in the Department of the Environment survey and no sign of a shipwreck was noted during the inspection of the rock formation. It is possible that the rock was incorrectly identified as a shipwreck during remote sensing searches for the Awatea.

Figure 8: Moray eel in natural reef formation. Photo: D Nutley

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Site B: 11m water off Stockton Beach

This location was immediately confirmed as a large and complex shipwreck site. The site extends over 60m and includes timbers, masts, fastenings, boiler and other machinery.

Figure 9: Stockton Bight Site B - portion of wreckage concretion. Photo: D Nutley

Site C: <2m water in Swansea Channel off Mats Point

This location was immediately confirmed as a small, intact iron steamship wreck site but its identity has yet to be established.

Figure 10: Wreck in Swansea Channel. Photo: D Nutley

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Wreck Site Integrity

Site B: 11m water off Stockton Beach

The preliminary impression of this site is that it is normally protected under a layer of sand. There was no evidence of fishing lines, fishing weights, fishing anchors or other signs of recent human induced disturbance.

Site C: <2m water in Swansea Channel off Mats Point

This site also appears to regularly protected, partially or substantially, under a layer of sand. There is some deterioration in the upper surfaces of the boiler but the bow, shear line,( including the counter stern) are all essentially intact. The steam engine and boiler are in-situ along with the tiller arm of the rudder mechanism. The decking and superstructure have all gone so the hull areas are all open, apart from sand deposits partially filling the deck beams, boiler and engine rooms and forward hold. There were no signs of loose artefacts visible in those spaces.

Wreck Site Description Site B: 11m water off Stockton Beach

The brief inspection of this site established that the overall length of the site was ~65m. (Given the caternary present in the tape measure, site formation processes and the lake of opportunity to tension the tape measure, that figure could exceed the actual measurement by even 2-3m.)

Figure 11: Stockton Bight - Site B - ships fastenings. Photo: D. Nutley

A rising North-east wind prevented an extensive inspection or the compilation of detailed survey records. However, remnants of masts, engine machinery, (including a boiler and what appeared to be a substantially concreted cam shaft), extensive timbers and numerous large bolts were visible

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along much of the length of one side of the site. A 3.1m x 1.5 m boiler was also present. These observations were consistent with a timber ship with steam propulsion and possibly auxiliary sail.

Site C: <2m water in Swansea Channel off Mats Point

This wreck is most certainly a steamer designed for coastal waters with a sharp bow and elliptical stern. It is fitted with a scotch boiler lying in its original position with a single firebox visible forward. The steam engine is well concreted but it appeared to be a small, direct drive, compound engine.

Figure 12: Swansea Channel wreck - engine block. Photo: D. Nutley

Figure 13: Tiller arm above rudder. Photo: D. Nutley

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Figure 14: Swansea Channel wreck - bow. Photo: D. Nutley

Figure 15: Swansea Channel site - boiler. Photo: C Browne

Some local sources have advised believe that the wreck is that of an old fishing boat. Others say that it was an old coal barge that operated from the old coal gantry that was located less than 500 metres away from the wrecks final resting location. The features observed during the Heritage Office survey are certainly consistent with a fishing boat (or tug) but would discount the site being that of a barge.

Paul Wilson, previously from Aqua Zero Dive Centre, Swansea has undertaken a photographic and descriptive documentation of this site. The Heritage Office is grateful for his permission to use the following excerpts from his research. (Paul’s full report can be downloaded from the Maritime Heritage Online website http://maritime.heritage.nsw.gov.au. Just search for ‘Paul Wilson’ in the ‘Search site content’ menu option.)

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Paul’s report notes:

The wreck location is S33 05.196 E151 38.714 WGS84, about 100 metres off the beach, half way down from the entrance to Black Neds Bay and Mats Point.

WRECK LAYOUT:

Paul describes the wreck layout as follows:

The bow of the wreck, which is the deepest section @ 2 metres deep, is lying on a heading of 145 degrees to the southeast. It has a beam of 4.3 metres and a length of ~ 17metres …

The main section (boiler) is situated 1.5 metres in from the sides of the wreck, 7.5 metres from the bow and is 5 metres long (part of this section is exposed at low tide).

Forward of the boiler one can find a small hold measuring only 1.6 * 1.7 wide. In this area here, many fish (see below) inhabit this area as well as various forms of sponges and corals.

Along the sides of the boiler one can view the decking ribs.

Paul also provides the following advice regarding the tidal nature of the site:

As this wreck is just outside of the main channel, extreme caution should still be adhered to. Swansea Channel is extremely tidal due to the fact that Lake Macquarie (the lake that the channel feeds into) is four times larger than Sydney Harbour and when the narrowest section of the channel is the bridge area (@ 100 metres across), a lot of water is moving through a small area at once.

Site Identification

Stockton Bight site

Davenport

The archival record of the construction of the Davenport is consistent with the remains observed on site. In addition, the remains are very close to the Hydrographic Office’s charted position for the Davenport. The archival records obtained to date do not say specifically where the Davenport sank, but that it was towed offshore and then foundered. This is not contradictory to the site observed during the current survey.

Pending confirmation from timber sample tests and a detailed site survey, the Davenport is considered the most likely match for the shipwreck site recorded off Stockton Beach.

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Valuable archival data at the University of Oregon, currently is being sought by Australian National Maritime Museum Senior Curator, Paul Hundley. This is expected to greatly expand the current level of information about the Davenport – including company records of the builders, Kruse & Banks. These documents will be used to help interpret and identify the shipwreck remains.

Durisdeer

Discussion

At 61.56 meters, the iron hulled Durisdeer is within the range of the length observed remains on site. However, the observed timber remains on site are not consistent with the iron hulled Durisdeer. The archival accounts and images suggest that the Durisdeer broke up very close inshore and, although not extensively surveyed, a site fitting the description and location of the Durisdeer has been observed by Heritage Office archaeological staff.

The Durisdeer is not considered to be the identity of the wreck site observed during this survey.

John T Berry Discussion At 61.8m, the John T Berry is also within the length of remains observed on the site off Stockton Beach.

The depth of water is much shallower than the 30 fathoms (55m) reported by Juno for the depth where a derelict, believed to be the John T Berry sank. There are a couple of interesting issues to consider here. One is that the John T Berry was originally found south of Port Stephens and was perhaps a bit more to the south east when the two began. North Beach, Newcastle was the target destination of the tow and this is close to the position of the shipwreck currently being studied. Also, the derelict sank during the middle of the night. There is no indication of whether the crew of the Juno observed the vessel founder at 12.30am or simply noted that it was no longer there at that time. Since the vessel was still upturned, its profile would have been minimal and observation at night would have been difficult if it or the Juno and drifted away. It is anticipated that the Juno would have been attempting to keep some distance apart after the hawser had broken.

As the derelict, was identified as being of North American origin, a timber sample analysis from the site currently being investigated at Stockton may assist in determining its country of origin.

However, the John T Berry was a fully rigged ship with no known steam capacity. Therefore the boilers or other engine machinery found on site would not normally be expected.

The Durisdeer is not considered to be the likely identity of the wreck site observed during this survey.

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Alhambra Discussion The following transcript from the Marine Board enquiry published in the Sydney Morning Herald, July 1888 sheds some light on the event:

The board then considered the circumstances attending the loss of the steamship Alhambra which foundered by reason of colliding with the derelict now off Newcastle …”

As noted above, the indications are that the derelict was most likely the John T Berry. During the attempted salvage attempt the Alhambra, under the command of Captain Summerbell, struck the derelict and was holed.

Once it was clear that efforts to prevent the Alhambra from sinking had failed, the crew abandoned ship.. He reports that the vessel ‘then drifted to the S.W., and at about 4.30 p.m. she went down stern first’ (Sydney Morning Herald, July 1888).

Almost 30 years later a Newcastle and Morning Herald and Miners’ Advocate 1917 summary of shipwrecks at Newcastle does provide some further evidence to the above scenario. This reference suggests that the Alhambra ‘sank near Nobbys’ and ‘near the Heads (Newcastle and Morning Herald and Miners’ Advocate 23 May 1917). Just what ‘near Nobbys’ and ‘near the Heads’ signifies is not entirely clear.

The evidence would therefore suggest that the Alhambra and the derelict that it was working on were originally standing offshore from Stockton Bight.

The Alhambra is not considered to be the likely identity of the wreck site observed during this survey.

Stockton rudder

Discussion

The rudder found on Stockton Beach is from a wooden ship. This could also place it with a composite ship where the frames were iron but the hull and rudder continued to be timber.

Swansea Channel site

Oral histories provided a strong indication that this site is that of a fishing trawler owned by Frank Feighan. George Boyd (pers.comm 25 Feb2008) advised that as a child he, and others, used to climb over the shipwreck. At that time, Mats Point extended much further out into the channel and so the shipwreck was close to shore. He recalls that this would have been in the early 1940s. (George also noted that another shipwreck, possibly a wooden lighter associated with the coal loader once in this area, used to be visible to the east of the iron shipwreck but has not been visible for many years.)

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Jeff Lang, son of Frank Feighan’s sister, recalls seeing the wreck in Swansea Channel and believes that it has been there from before the time that his father, Alec Lang, formed a business partnership with Frank Feighan in the Swansea/Lake Macquarie fishing industry, ie that it would have been one of Frank’s vessels preceding that partnership (pers.comm 25 Feb2008).

Comparative Sites Further survey and site investigation will be undertaken as part of the report on subsequent site surveys for Site B in Stockton Bight and Site C in Swansea Channel.

Legislative Protection New South Wales shipwrecks and submerged cultural heritage sites are protected by legislation which aims to limit interference, damage or destruction to individual sites, while encouraging responsible public access to them.

Shipwrecks located inland (within rivers, harbours, lakes, enclosed bays and modern beach fronts/dunal areas), and out to the 3nm limit and which are more than 50 years of age from the date of construction, are protected as relics under the Relics Provisions of the Heritage Act, 1977 (State). Shipwrecks also are placed on a statutory Register of Shipwrecks after they have been wrecked for 75 years or more. Younger wrecks can also be added to that Register at the discretion of the Minister.

Those wrecks situated in open waters, below the low water mark, adjacent to the coast and lost 75 years ago or more are protected from interference or damage by the Historic Shipwrecks Act, 1976 (Commonwealth).

The shipwreck sites inspected off Stockton and in Swansea Channel both are clearly sites that are well in excess of 50 years of age and therefore protected as relics under the Heritage Act. The site of Stockton beach is also clearly in excess of 75 years due to the type of machinery and construction features and is therefore certainly protected not only under the Heritage Act but also the Historic Shipwrecks Act.

Assessment of Significance A detailed assessment of significance will be completed following further research, field work and confirmation of site identification.

Results The Stockton Bight shipwreck (Site B) appears likely to be that of the Davenport (1912-1943). This site is protected under the relics provisions of the Heritage Act 1977 but is not automatically protected under the Historic Shipwrecks Act 1976. A full assessment of the significance of this site will help determine whether there is a case for recommending the listing of the site under the Historic Shipwrecks Act.

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The Swansea Channel shipwreck is also protected under the relics provisions of the Heritage Act as the construction details are certainly older than 50 years. Whether it is also eligible for inclusion on the State Register of Shipwrecks will not be known until the identity of the wreck has been established.

Further recording and research of both sites is necessary in order to establish their significance values and to guide appropriate detailed management plans.

The state of exposure of both sites is likely to be a result of recent heavy seas along this section of coast. Therefore it is important that further site recording is undertaken before natural processes see these sites, partially or completely reburied.

George Boyd’s note regarding a second shipwreck in Swansea Channel provides scope for further investigation of that channel to identify any timber remains under sand east of the iron shipwreck at Mats Point.

Display and Public Access The Stockton Bight wreck, through detailed measured survey and photographic recording has considerable potential for interpretation through graphic media, printed and electronic. Effective interpretation will rely on the outcomes of further archival research which will establish a clearer story of the ship, the people associated with that story and their contribution to the history of this State.

The Swansea Channel wreck is already being interpreted by the Swansea community through research by divers and the East Lake Macquarie Historical Society. The wreck is to appear in the February 2008 newsletter of that society and this, and further investigations by its members and associates is likely to open new levels of understanding about its role in the NSW coastal trade.

Management Recommendations It is therefore recommended that the Heritage Office’s Underwater Cultural Heritage Program undertake, as early as possible:

- further archival research into the background of the ships potentially associated with the two wreck sites

- a detailed survey and recording of the remains off Stockton Beach and in Swansea Channel

- obtain and undertake analysis of timber samples from the Stockton Bight site in order to determine the species of timber and potential country where the vessel was built.

- Utilise the results of further survey and site investigation to assess the significance of the sites and management options to retain that significance.

- Present the findings of the above as Conservation Management Plans for each site

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Bibliography

Barney, Norm., 1989 Bert Lovett’s Between the River and the Sea: Newcastle Harbour 1801 to the Present Day. Newcastle.

Callen, Terry., 1994 Bar Safe. Newcastle.

Craig, Ross., 1999 “The discovery of rudder on Stockton Beach 24.4.1999”. Research notes prepared for Stockton Historical Society. Newcastle (unpublished).

Gleeson, M 2004 Destination Never Reached – New South Wales Shipwrecks. Self published, Sydney

Haug, Ron., 1999 “Survey of wooden rudder found Stockton Beach Sat 24.4.99”, research notes prepared for Stockton Historical Society. Newcastle (unpublished).

Heritage Office 1996 Shipwreck Atlas of New South Wales. Edition 3. Heritage Office. Sydney.

Smith, Timothy 2001 “Stockton shipwrecks survey - conservation management plan”, NSW Heritage Office.

Databases

Maritime Heritage Online, http://maritime.heritage.nsw.gov.au, Heritage Office, NSW Dept of Planning Shipping Registers

Lloyds Register Lloyds Register of British Shipping. London.

Register of British Shipping for Port of Sydney

Newspapers

Newcastle Morning Herald and Miner’s Advocate

5 July 1888 (p6), 6 July 1888 (p7)

Newcastle Morning Herald

5 June 1917

Sydney Morning Herald

4 July 1888 (p10), 5 July 1888, July 1888 (p8), 9 July 1888(p8), 1 August 1889

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Appendix

List of vessels wrecked in the Newcastle area including Stockton Bight >50m.

(Based on the New South Wales Shipwrecks Database on Maritime Heritage Online, 2008 http://maritime.heritage.nsw.gov.au)

Shaded: Discounted due to length, location or hull construction material.

NAME TYPE TYPE BUILT LNGTH LOST EVENT LOST Surveyed

Adolphe Barquentine Steel 1902 95.58 1904/09/30 Tug hawser parted

Newcastle, Oyster Bank

Yes

Alhambra Screw Steamer

Iron frames – Composite

1853 63.8 1888/06/30 Collision with derelict, foundered

Newcastle, near Nobbys Head

No

Berbice Ship Composite 1868 53.03 1888/06/05 Gale, south east

Newcastle, .5ml north of breakwater, ashore

No

Cawarra Steamer paddle

Iron 1864 64.28 1866/07/12 Ran aground Newcastle, Oyster Bank

No

Commodore Steamer paddle, tug

Iron 1878 39.89 1931/09/03 Scuttled 3 nm east of Nobby's Head

Yes

City of Newcastle

Steamer paddle

Iron 1859 58.67 1878/09/12 Ran aground during dense fog

Newcastle, 2 mls sth, ashore Shepherds Hill

No

Colonist Screw Steamer

Steel 1889 88.39 1894/09/09 Careless navigation

Newcastle, under northern breakwater

No

Davenport Screw Steamer

Wood 1912 60.96 1943/10/04 Fire, towed to sea

Newcastle, caught fire near Oyster Bank. Towed to sea and foundered

No

Durisdeer Barquentine Iron 1864 61.56 1895 Tow rope parted

Newcastle, Stockton Beach, ashore

Yes

Elamang Screw Steamer

Iron 1876 70.07 1905/02 Placed on Oyster Bank – scuttled

Newcastle, Northern arm of breakwall

No

25

John T Berry Ship Wood 1876 61.78 1888/01/09 Caught fire, capsized

Stockton, off No

Lydia M. Child Screw Steamer

Steel 1943 128.8 1943/04/27 Torpedoed Newcastle, 145 kms east of

No

Mareeba Screw Steamer

Steel 1898 80.4 1908/07/31 Navigation error

Newcastle, ashore, 10mls nth of Stockton

No

Regent Murray Barquentine Iron 1876 59.58 1899/04/04 Squall, driven ashore

Newcastle, Oyster Bank

No

Wendouree Screw Steamer

Steel 1882 83.45 1898/07/20 Grounded on bar

Newcastle, Oyster Bank

No

Yarra Yarra Steamer paddle

Iron 1851 55.93 1877/07/15 Swamped Newcastle off Stockton Bight

Yes