OLD PATTERN ADMIRALTY LONG SHANKED ANCHOR North Head

OLD PATTERN ADMIRALTY LONG SHANKED ANCHOR

North Head, Sydney

CONSERVATION MANAGEMENT PLAN

April, 2000 Heritage Office NSW AUSTRALIA Project leader: David Nutley Research and Report Preparation: Tim Smith

Report Released: April, 2000. © NSW Heritage Office, Sydney 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: Drawing of the Old Plan Admiralty anchor discovered off North Head, Port Jackson (Sydney). Drawing by Tim Smith.

ACKNOWLEDGEMENTS

The Heritage Office wishes to thank the following individuals for their assistance with the Sydney anchor survey:

Mr John Riley Site discoverer

Ms Sue Bassett Conservator, Australian National Maritime Museum, Sydney.

Mr Colin Browne Manly Hydraulics Laboratory (MHL), Department of Mr Phil Clark Public Works & Services

Mr John Carpenter Materials Conservator, Western Australian Maritime Museum

Mr Bill Jeffery State Heritage Branch. South Australia.

Mr Mike Nash Cultural Heritage Branch, Department of Primary Industries, Water and Environment. Tasmania.

Ms Frances Prentice Librarian, Australian National Maritime Museum

Dr Richard Smith Freelance underwater video

Ms Myra Stanbury Western Australian Maritime Museum. Fremantle.

OLD PATTERN ADMIRALTY LONG SHANKED ANCHOR

CONTENTS

1.0 Introduction Page 1

2.0 Objectives 3 2.1 General 3 2.2 Specific 3 2.3 Methodology 3 2.4 Position 4

3.0 Historical Analysis 5 3.1 “Here an anchor ... “ 5 3.2 The North Head anchor, type and period 6 3.3 North Head anchor description 8 3.4 18th Century anchor development 9 3.5 Size, weight and number 10 3.6 Anchor size and vessel tonnage 11 3.7 Old Plan anchors – survival 12 3.8 Iron stock as a dating guide 12

4.0 The Shipwreck Resource 14 4.1 Known wrecks in the study region 14 4.2 Likely origins for the anchor 15 4.3 Summary of shipwreck contenders 18 4.4 Associated brick debris field 18 4.5 Comparative analysis 20

5.0 Legislative Protection 29

6.0 Assessment of Significance 30 6.1 Nature of significance 30 6.2 Degree of significance 30 6.3 Statement of significance 31

7.0 Site Management 32 7.1 Background 32 7.2 Development of a site management strategy 33 7.3 Future Directions 33

8.0 Management Recommendations 34

9.0 Bibliography 35

Appendix - Anchor terminology 38

NORTH HEAD ANCHOR

CONSERVATION MANAGEMENT PLAN

1.0 INTRODUCTION

This report details the inspection of an Admiralty Pattern anchor discovered by Mr John Riley at inner North Head, Port Jackson (Sydney), Australia.

The anchor’s discovery was important for two reasons: firstly, it had not been reported before, and secondly, it represented a very early design in British Admiralty pattern anchors. This raises immediate questions regarding the origin of the anchor for the style was commonly seen during the late eighteenth and into the early nineteenth century - the period of exploration and convict transportation at Sydney. Or could it have continued in use on a sailing vessel into the early nineteenth century?

The NSW Heritage Office has undertaken many visits to the Sydney Heads with earlier diving inspections at the Catherine Adamson (1857) and Centurion (1887) wrecks, and at the Quarantine Station, Old Man’s Hat, South Reef and Dunbar (1857) sites.

The current inspections were coordinated by the Heritage Office’s Maritime Archaeology Program with the assistance of the anchor’s finder, Mr John Riley. Mr Riley had notified the Office of his discovery on 12 September, 1998 while diving through the Heads (Heritage Office: Shipwreck Reporting Form received 16 September, 1999). Notification was a requirement of Section 17:1 of the Commonwealth Historic Shipwrecks Act, 1976.

This report summarises the two initial pre-disturbance surveys of the anchor site conducted by the Heritage Office, and the resulting analysis of its style and associated debris field.

Visits were conducted on 13 November 1998 and 5 August 1999; Mr John Riley making several independent visits.

The survey work had a number of objectives: · to gain an accurate position for the anchor · to conduct a preliminary inspection · to record the object’s dimensions · to continue historic research into the possible origin of the anchor · to determine the date range of the bricks observed in association · to assist in discussions regarding the conservation and care of the item

The field inspections were organised by the Heritage Office as part of its role in administering the NSW component of the Commonwealth Historic Shipwreck Program (CHSP). Heritage Office maritime archaeologists, David Nutley (Project Leader) and Tim Smith coordinated the fieldwork.

Fieldwork support was obtained from Mr Colin Browne and Mr Phil Clark of Manly Hydraulics Laboratory (a division of DPW&S) and Mr John Riley (site discoverer), who assisted at all stages of the work.

Figure 1: Location map of Sydney Heads, showing the position of the anchor. Manly Hydraulics Laboratory (DPW&S). Position shown using Easting/Northing coordinates.

2.0 OBJECTIVES

2.1 General

To investigate an anchor reported at the Heads and to determine its type and possible origin. To undertake a preliminary archaeological assessment of the site and possible threats to its long term survival. To utilise this documentation in the management and advancement of the remains.

2.2 Specific

1. to re-locate the newly reported anchor with the aid of its finder, Mr John Riley;

2. to record an accurate position;

3. to complete a general orientation dive at the site;

4. to initiate a site plan or other graphic representation of the remains;

5. to utilise the results of the site survey in the development of management options for the archaeological site;

6. to temporarily recover a brick from the site to assist with dating (through the granting of an excavation permit issued under the Heritage Act, 1977);

7. To complete an archaeological report on the survey work including management recommendations

2.3 Methodology

Background histories of 29 known shipwreck losses between Sydney Heads were compiled by the Heritage Office prior to the site inspections. All known sites, whether located or not, had been previously included in the Office’s Shipwreck Atlas of New South Wales, edition 3.

Research into the history of wrecks at the Sydney Heads is continuing through British and Australian archives. This documentation includes information on the general history of each vessel, details of construction and the wreck event. Primary sources for study include Lloyds Register of British Shipping, London, the British Register of Ships (Australian ports) and contemporary newspapers.

At the time of writing, no original building plans have been located for any of these vessels. The discovery of original plans would greatly assist the survey of individual wreck sites. Similarly, the anchor types used by all vessels lost in the study region have not been possible to ascertain. The number of incidents where anchors have been lost between the Heads is also unrecorded. However, it remains possible that an as yet unknown event led to the loss of the anchor.

The survey work was undertaken by boat when weather conditions allowed access to the relatively exposed site. Because of the water depth (28 metres), dive times were

necessarily limited to approximately twenty minutes (AS2299 Commercial Diving Standard - DCIEM tables). This constrained the amount of recording that could be obtained on any one visit. The survey was sufficient to record the anchor details, although the associated brick scatter and underlying reef pattern was not recorded in any way.

An accurate position for the anchor was obtained using differential GPS supplied by Manly Hydraulics Laboratory (Department of Public Works & Services). Photo transits were also taken to allow rapid relocation.

Figure 2: View of North Head from above the anchor site. The anchor is lying with the ring pointed out of the Heads following this view. Photo: Tim Smith.

2.4 Position

The anchor’s position was obtained using a GPS (Global Position System) based on the WGS 84 Spheroid, Zone 56.

LAT -33 49° 37.7696 S LONG 151 17° 46.6964 E

AMG Coordinates relate to AGD 66,

342340.000E 6255690.000N

3.0 HISTORICAL ANALYSIS

3.1 “Here an anchor, there an anchor ... “

Ship’s anchors are amongst the most ubiquitous objects in the local environment. Most “Returned Service”, yacht clubs, surf clubs and marina’s have an obligatory anchor on display at the main gates. Others are commonly seen at Navy installations, at council operated reserves and parks, as coastal monuments to merchants and seamen, in public spaces at foreshore redevelopments and at regional and national museums.

The quantity of anchors on display reflects the number in use throughout the two hundred-year maritime history of European Australia. The majority were recovered from underwater, particularly through the actions of keen scuba diving clubs in the 1960’s and 70’s. Others were located through harbour dredging or commercial fishing operations.

Many of these recoveries occurred before there were any systematic programs to guard against uncontrolled removal of heritage items, at both a State and Commonwealth level. The activity also occurred before there was any desire for protection at a community level.

Figure 3: Parts of an anchor discussed in this report. See glossary at Appendix 2 for a detailed explanation. After Steffy, 1994: 282).

It is unfortunate that most extant anchor examples remain unrecorded and subject to (usually) deficient conservation treatment and display. In many instances the only ‘conservation’ treatment has been a quick rinse, occasional sand blasting and coat of white paint or epoxy resin. Many examples have received improper mounting and display leading to long term corrosion problems. Examples include anchors cemented into footpaths which exacerbates corrosion by water pooling, or those partially buried in wet areas such as grassed lawns.

Generally, the complexities of treating and stabilising wrought and cast iron anchors (particularly those recovered from a salt water environment) has not been understood, or the sufficient financial support unavailable. The artefact is always the loser where professional conservation treatments have been absent. To guard against inappropriate treatment, the Heritage Office has issued an information sheet on anchor conservation.

In comparison, other examples on public display have originated from dedicated scientific underwater excavations at key sites. Here, the anchors have generally received formal study, dedicated conservation care and adequate public interpretation.

3.2 The North Head anchor: its type and period of use

Mr John Riley provided several underwater photographs of the anchor for assessment prior to the Heritage Office inspection. At that time, it appeared to be either:

1) an iron stocked Old Pattern Admiralty Long Shanked anchor, common from the late eighteenth to early nineteenth century, or 2) a Pering’s Improved Long Shanked Anchor, developed from 1813.

Upon inspection however, it was concluded that the anchor was of the former type based on the angular attachment between the arms and shank and overall characteristics.

Figure 4: The Admiralty Old Pattern Long Shanked Anchor. From: Steel, 1794, The elements and practice of rigging and seamanship, vol1. London.

The wooden stocked Admiralty Old Pattern Long Shanked anchor type was in common use throughout the 18th century and was the anchor type in use on First Fleet vessels such as HMS Sirius wrecked in 1790 at Norfolk Island. It is also seen at the wreck of HMS Pandora wrecked in 1791 in the Coral Sea and the trader Sydney Cove wrecked at Preservation Island, Bass Strait, in 1797. The type was used by most major navies throughout this period with some variation, together with merchant vessels. The iron stocked version appeared late in the eighteenth century.

Figure 5: The Admiralty Old Pattern Long Shanked Anchor. Notice particularly the timber stock common to large anchors of the type. From: Cotsell, 1856, Treatise on Ship’s Anchors. London. Plate 2.

The Royal Navy maintained Long Shanked anchors up until c.1840 when they were gradually replaced by the improved Admiralty design (Calligan 1994:78). It is interesting to note the two wooden stocked examples believed to be from the merchant ship Vernon and stamped 1820 and 1837 respectively (conservation report, Australian National Maritime Museum, 1990). While they were certainly becoming rarer on vessels in the early part of the nineteenth century, these examples are a warning against determining an artificial cut off point for the type. It is probable that other late survivors will be found on as yet unlocated shipwreck sites in Australia.

The anchors were fairly reliable but had a tendency to snap at the junction of the arms and shank (see Appendix; Figure 3), often due to poor iron composition and the relatively primitive welding techniques of the day.

The anchors were made of wrought iron that could be forged to shape and hammer- welded to complete the form. The long shank is basically round in section with a gradual tapering towards the ring end. At this end, the hole or eye is square in section. The arms of the anchor are attached at the other end at the crown with a typical angle of about 60 degrees with the shank. The flukes or palms are welded to the upper surface of the arms (see Curryer, 1999).

The absence of anchor chain is typical for this anchor type, chain not being used commonly by the Royal Navy until c.1811 (Calligan, 1994: 78). Up until this time, the “cable” material was generally hemp. To protect the cable, the circular ring (not shackle) was wrapped (“parcelled”) with tarred canvas and bound with small rope (a technique known as “Puddening”). Examples of these material have been found on underwater examples, such as those on the Sydney Cove (1797) site (Nash, 1991).

Figure 6: The technique of “Puddening. After: Steel, David, 1794, The elements and practice of rigging and seamanship. Vol.1. London.

The Old pattern long shanked anchor design was modernised when Richard Pering developed his “Improved Long Shank Anchor” of 1813. Of generally similar appearance, the anchor featured better quality iron, was more oval in section, with a slight curvature of the arms and better bonding of parts. The changes are not often immediately recognisable, especially on marine encrusted examples.

Perings anchor was in turn quickly outdated with the development of newer anchor styles such as Lieutenant Rodger’s Small Palmed Anchor patented in 1831, and Admiral William Parker’s New Style Admiralty Pattern Anchor, developed from 1841. This latter type became common on both naval and merchant vessels from the 1850’s.

3.3 North Head Anchor Description

The North Head anchor has an overall length of 8 feet 6 inches (2.60 metres). Notable features include the iron shank with a maximum diameter of 0.14 metres and a throat angle of approximately 50º. The iron stock measured ~8 feet 7 inches (2.65 metres) in original extent with one end broken off. The arms measured 3 feet 2 inches (1.00 metres) in length with palms of 1 foot 6 inches (0.50 metres). An iron ring (not shackle) for attaching a rope cable is located in the eye with an outside diameter if 0.45 metres.

There was no trace of the puddening materials on the ring, probably due to the ring’s exposure to biological and mechanical attack in its underwater setting. Several guides are available to determine anchor weights and scales (eg David Steel’s Elements and Practice of Rigging and Seamanship, 1794, and Burney’s Marine Dictionary, 1815 - see discussion at 3.7). Based on these works, the Sydney anchor, with a shank length of 8 feet 6 inches, would have been classed as a 6 cubic weight (6cwt) type (Curryer, 1999: 60; see also: Steel, 1794). In today’s terms, this equates to 672 pounds or 304 kilograms (112 pounds = 1 cwt).

This description provides some initial possibilities regarding the anchor’s origin. It is very small by Long Shanked Anchor standards (Section 3.6 following) suggesting that it might have been the main anchor of a relatively small vessel.

Alternatively, it might have been the smaller anchor, perhaps the kedge, of a larger vessel. Kedge anchors were generally used to warp a vessel from one berth to another or to haul it out into deeper water after grounding, etc. It’s location out from the North Head cliffs might provide some support for this argument. The iron stock is significant, being a development for smaller scale Admiralty Pattern anchors from the end of the eighteenth century.

Figure 7: Initial drawing of the North Head anchor as measured by the NSW Heritage Office in 1999. Drawing: Tim Smith.

3.4 18th Century Anchor Development

The development of iron anchors through the eighteenth century is well documented (see bibliography), and benefits from the survival of several European and American treatises on design and manufacturing processes. In addition to this body of material, there are a number of extant anchor examples also available for study. An increasing number of museum exhibits have undergone full metallurgical and manufacturing analysis. As noted, several large eighteenth century vessels have

been carefully excavated in Australia, providing a range of well-documented examples (see below).

3.5 What does the size, weight and number of anchors tell us?

It is very difficult to tell much about the vessel that carried an anchor, unless the full complement of its anchors are available for study. The largest anchor carried can be used to approximate the size of the vessel. However, as most vessels carried a range of anchor sizes at any one time, calculations can be in error if only the smaller examples are retained on site, etc.

One must also be aware that, in the eighteenth century, a naval vessel might carry a compliment of 7 anchors, while a merchant trader might carry a reduced number (eg 3 or more). A merchant’s compliment might also be of a considerably smaller size, depending on the employment of the vessel and area of operation (see Desmond, 1919: 156). Obviously, a 74 gun ship had different holding requirements to a comparatively lightly built merchantman.

Others factors can lead to possible confusion when interpreting the archaeological record. The Pandora (1791) for example, was known to have one of Bounty’s anchors aboard before it foundered off the Queensland coast.

The number of anchors carried also varied through the seventeenth to nineteenth centuries as set down in treatises and rules in order to pass survey, etc. Through the eighteenth century, the general naval complement was four bower anchors, one stream and two kedge anchors (Curryer, 1999:51; Evans, 1993:62). As Stanbury has stated, the four main anchors (named sheet, best bower, small bower and spare – see Appendix 2) could be of identical weight, although in practice there may have been some variation (Stanbury, 1994:70).

Certainly there could be variations in overall weight and dimensions for anchors allegedly of the same size (cwt). This occurred because anchors were individually forged by hand and at a variety of yards throughout Europe, etc. Cotsell noted the problem at an early stage, stating that “whatever defects the anchors in general exhibited, those made in the service (ie by the British Admiralty) were much superior to those made by contract” (ie by private firms) (Cotsell, 1856:9).

Quality control in anchor production was variable and is obvious when comparing anchors of the same class. When studying the group of five anchors from the wreck of HMS Sirius (1790), Stanbury noted several differences between the group. Whereas the generally accepted angle formed by the arm to the shank was 60º for the type, one of the Sirius bowers had differing angles of c.52º and 58º on the same anchor (SI 57). Another of the bowers (NI 20) did conform to the standard. Other variations were noticed in the length of shanks and thickness of component elements (Stanbury, 1994:72ff).

Legislation was introduced in the nineteenth century in an attempt to improve quality control and reduce damage and loss caused by poor manufacture. Several key pieces of legislation included the 1864 Chain Cable and Anchor Act (UK) and 1874 amendments which required anchors over 168 pounds to be tested and stamped (Upham, 1983:25). Various guides were developed from the seventeenth century to guide anchor use aboard ship. They generally stipulated the largest anchor required. Normally, the anchor’s shank was considered to be 2/5ths’ the beam (or maximum width) of the vessel (on naval vessels). This formula was published by William Sutherland in his Britain’s Glory or Ship-Building Unvail’ed of 1717 (Curryer,

1999:44). A definite relationship therefore existed between the size of a vessel and its principle anchors (Evans, 1993:63).

3.6 Anchor size and vessel tonnage

We have seen from Burney’s Marine Dictionary of 1815 and Steel’s earlier publication of 1794, that the 8’ 6” North Head (Sydney) anchor equates to a 6 cubic weight example. This is small by Long Shank Pattern standards with bower anchors known up to 19’8” in length and of 81 cwt (Steel, 1794).

Based on the length of shank and cubic weight of the anchor, available treatises can be used to provide a range of possible vessel tonnages.

· Curryer, referring to an 1763 table, indicates that kedge anchors of 8’6” were required by Royal Naval vessels of 50 gun rating (Curryer, 1999: 56). While this table probably pre-dates iron-stocked anchors, it serves as a guide. Burney’s Marine Dictionary of 1815 indicates that a 50 gun ship had a tonnage of 1100 tons.

· Steel in 1794 noted 6cwt anchors used as kedges on 60 gun ratings, and as stream anchors on sloops of about 200 tons, during the eighteenth century (Steel, 1794).

The following works refer to the nineteenth century after the phasing out of Old Plan types. They are incorporated here for reference:

· Hedderwick’s 1830 treatise finds an iron stocked ‘bower’ anchor of approximately 6cwt required by a vessel of between 90-100 tons (Curryer, 1999:59).

· Arthur Young’s 1846 Nautical Dictionary records 6.5 cwt anchors suitable for merchant vessels of approximately 120 tons (Young, 1846).

· Paasch’s 1894 From Keel to Truk has 6 cwt bower anchors suitable for merchant vessel over 100 tons, or stream anchors (c. 6.5 cwt) for vessels of 500 tons (Paasch, 1894).

The North Head anchor might therefore have been used as a kedge or even stream anchor during the late eighteenth and into the early nineteenth century, aboard a large sailing vessel. However if its use carried into the nineteenth century, it could have served as a main or bower anchor on much smaller vessels ranging from 1-200 tons.

Anchors can be used as a further guide in identifying vessel dimensions. The relative width of a vessel can be obtained if you know the dimension of its largest anchors, using Sutherland’s rule (where the length of shank equates approximately to 2/5ths of the vessel’s maximum breadth - Evans, 1993:63).

Therefore, if the iron-stocked anchor at North Head was being used as a main anchor, then that vessel might have had a breadth of 21’3” or 6.50 metres.

A discussion at Section 4.2 will examine known vessel losses in the study area. By examining the known breadth of these sunk vessels, it might be possible to identify a possible ‘owner’ of the anchor at North Head.

3.7 How long did the Old Plan anchor last in usage – does this serve as an identification guide?

David Steel in 1794 observed that “the making of anchors is a most laborious employ” (Steel, 1794). As such, they were commonly kept in use until, they either broke, or conditions were at hand to replace a vessel’s compliment. For anchors used on coasting vessels in distant places such as Australia, which did not have the facilities to manufacture anchors (in the early periods at least), anchors could be expected to stay in use well after a particular design was superseded by more modern variants.

It is therefore impossible to state when the Old Plan Long Shanked anchors ceased to be used. The design was certainly outdated as new inventions became available in the early part of the nineteenth century. Lack of favour for the Old Plan class is certainly demonstrated by the return to the British Naval Dockyard (between 1809- 1811) of some 300 anchors for ‘repairs” (Curryer, 1999:65).

Noticeable advances in anchor design included Richard Perring’s patented Old Plan variant of 1813 and his Improved Anchor of 1835, with a shorter shank and smaller palms than the early Admiralty Old Plan types. The increasing curvature of the crown was also very evident. In 1841, the Admiralty approved a new style Admiralty Pattern anchor which was an improvement on Perrings Improved Anchor design (Curryer, 1999:76). The Old Plan type would certainly have appeared a dinosaur after this time.

3.8 Is the iron stock a dating guide?

Iron stocks were commonly used in ancient (Roman) and Medieval times but were not introduced again “until the end of the eighteenth century in small anchors and in larger anchors as the nineteenth century progressed” (Upham, 1983:21). As such, the presence of an iron stocked Long Shank type can therefore be placed fairly certainly in Australian contexts from post colonisation (ie 1788 onwards). The iron stock became more common in anchors fitted to iron and later steel vessels into the nineteenth century.

Figure 8: Iron Stocked Old Plan Admiralty Long Shanked Anchor. After: Steel, 1794. Iron stocked variants of the Old Pattern Admiralty Long Shanked type were certainly in vogue at the end of the eighteenth century. Most recovered examples in Australia have been the larger wooden stocked types (largely from the 1790’s). This type was well illustrated by David Steel in his Elements and Practice of Rigging and Seamanship of 1794 (above, Figure 4).

An iron-stocked example dated to 1773 has been located at Tahiti. In that year, Captain Cook grounded Adventure, with the recovered anchor on display at the Museum of Shipwrecks, Bay of Islands, New Zealand. This anchor is larger than the Sydney find, having an approximate length of 3.10 metres and being a 9.5 cwt example.

Figure 9: Iron Stocked Old Plan Admiralty Long Shanked anchor recovered from Cook’s Adventure. After: Curryer, 1999:54.

Iron stocked Old Plan anchors are known from Australian underwater sites (see later discussion at 4.5). Examples recovered include one abandoned by HMS Investigator

in 1803; one from the wreck of the Rapid in 1811, a possible one from the Nashwauk in 1850 and the Waterwitch wreck example of 1842 (although perhaps a Perings type). This list is not exhaustive.

The above discussion has provided some general trends for iron stocked Admiralty Old Plan anchors located in Australian contexts. It is therefore suggested that:

1. the North Head anchor was probably manufactured in Europe within the period 1770’s - 1841 2. based on the observed use of the type, it was probably not in active use after the late 1840’s, where newly built vessel’s would have been fitted with stronger, more compact types then commonly available (eg Admiralty New Style from 1841), unless carried as a spare or ballast 3. it may have served as a small kedge or even stream anchor on a vessel equivalent to a 50 or 60 gun Royal Navy vessel, but was more likely to have been a bower (main) anchor of a much smaller merchant vessel of between 100-200 tons 4. a vessel which used it as a main anchor might have had a beam (width) approximating 21 feet (6.50 metres), based on Sunderland’s 2/5th rule. With this in mind, the following discussion will consider known shipwreck losses in the Sydney Heads region, whose foundering might have led to the deployment of an Old Pattern anchor.

Other possibilities for its loss (eg, from a mooring incident or as “scrap” ballast) will also be considered.

4.0 THE SHIPWRECK RESOURCE

4.1 Known Wreck Events In The Study Region

Name Type Tons Built Length Lost Where Lost Hope Sloop ? ? ? 1803/10/31 Sydney Harbour, North Head Cossar ? ? ? ? 1825/02/?? South Reef, South Head Liberty Schooner 42 1824 13.10 1830/01/20 Sydney Harbour, North Head St Patrick Sloop ? ? ? 1835/01/?? Sydney Heads, off Sarah Cutter 33 1838 13.04 1839/06/?? Sydney Harbour, Between Heads Ranger Cutter 11 1842 8.47 1842/12/05 Sydney Harbour, between Heads Ellen Ketch 10 1846 9.9 1849/02/09 Sydney Harbour, between Heads Two Friends Brig 207 1836 26.02 1851/?/?? Sydney Harbour, between Gap & South Reef Prosperous Ketch 15 1846 12.5 1856/11/30 Sydney Harbour, between Heads Defiance Cutter 34 ? ? 1857/07/17 Sydney Harbour, South Reef Catherine Ship 886 1855 52.0 1857/10/24 Sydney Harbour, Nth Hd, Old Adamson Mans Hat Annie Barquentine 470 ? ? 1858/06/30 Sydney Harbour North Head, 100 yds from Catherine Adam. Emily Hort Schooner 141 ? 25.7 1861/10/13 Sydney Harbour, North Head, Old Mans Hat Snowdon Schooner 83 1861 18.75 1863/01/28 Sydney Harbour, North Head Brisk Schooner 95 1831 23.3 1865/06/10 Sydney Harbour, North Head William Hill Brig 109 1847 21.39 1865/11/28 Sydney Harbour, North Head

Eagle Brigantine 125 1848 25.5 1866/07/28 Sydney Harbour, North Head Prince Patrick Brigantine 117 ? 23.28 1869/12/17 Sydney Harbour, North Head, just inside Julia Brigantine 64 1867 20.87 1873/08/10 Sydney Harbour, North Head, Old Mans Hat Lady Emma Schooner 128 1854 25.90 1880/04/30 Sydney Harbour, North Head Sophia Brigantine 209 ? 35.66 1881/07/10 Sydney Harbour, North Head, Old Mans Hat Falcon Brigantine 195 1974 35.11 1886 Sydney Harbour, North Head, Old Mans Hat Pomme de Terre Schooner 72 1886 24.80 1887/05/19 Sydney Harbour, between Heads, collision Emily Ann Ketch 39 1876 18.65 1889/01/25 Sydney Harbour, northward of North Head Emma Matilda Cutter 12 ? ? 1895 Sydney Harbour, North Head Failford Schooner 75 1898 29.32 1899/05/29 Sydney Harbour, outer North Head May Byrnes Schooner 234 1898 41.23 1901/01/01 Sydney Harbour, North Head Tramp Schooner 97 1902 29.23 1915/01/?? Sydney Harbour, North Head

4.2 Likely origins for the anchor

1) It was lost from a vessel mooring in the channel between the Heads, and for some reason lost or not recovered

2) It was lost during an emergency anchoring attempt during heavy storm or sea activity, perhaps during a wrecking event

3) It formed part of the ballast of a vessel wrecked between the Heads (ie: an out of date anchor used for its weight value). This is extremely unlikely however as the stock would not generally be in place

It is very difficult, based solely on the presence of a single anchor on the seafloor, to attribute its loss to any of these three causes. When looking at vessels wrecked in the area few are of requisite size, construction or building date. Those early wrecks which could conceivably have had an Old Pattern Admiralty Long Shanked anchor aboard include:

Hope, sloop (?-1803) The Hope sank near North Head on a voyage from the Hawkesbury with grain. A small boat belonging to Mr W. Partridge picked up the three-man crew. The Hope was owned by Mr Smallwood and had been taking water on the voyage. Some of the grain was transported into the vessel’s small boat to lighten it, as the pumps could not keep up to the water. The Hope sank within the Heads about noon in gusty weather. No details are available regarding the size of the colonial vessel, although the majority of sloops were relatively small vessels of approximately 10-15 metres in length.

Sydney Gazette, 24 July, 1803 and 6 November, 1803

Corsair, Government Vessel, (?-1825) In February of 1825, the government vessel Corsair was wrecked on South Reef at South Head. It had been one of a number of vessels which had proceeded out of the Heads to render assistance to the ship Mangles. This vessel had got into difficulties and was anchored close up under the Macquarie Lighthouse.

Newspapers recalled how three boats were sent out to assist, another with an anchor and cables from the Grenada and the Corsair. The Mangles was successfully towed off with anchor and rope. Newspapers reported however, that was swamped by a large sea when between the Heads while carrying a spare anchor and cable. From here, it was driven onto the South Reef and wrecked. The possibility therefore remains that the anchor was tipped out from the Corsair.

The Australian, 17 February, 1825.

Liberty, schooner (1824-1830) The schooner Liberty got into difficulties departing the Harbour for Newcastle. When swept to within 60 feet of the North Head reefs, an anchor was let out and the spare anchor taken out in the small boat by which to warp the vessel off the rocks. The crew however found that there was no rope cable so decided instead to keep rowing over to Watsons Bay for help. By the time they arrived back to the wreck with another boat, the Liberty had sunk at its anchor. The captain, McMechan, mate and a seaman thankfully made the shore in safety. The vessel had a length of 45 feet and tonnage of 42 tons and was owned by Mr Solomon Levey. Liberty had a length of 43 feet and tonnage of 40 tons.

Sydney Gazette, 15 January, 1824. Australian, 22 January, 1830. Parsons, Pre 1850 Register. p.11.

St Patrick, Sloop (?-1835) The timber sloop, Prince Patrick was travelling to Sydney from Port Aiken (Port Hacking) when it foundered off the Heads in January 1835. Little is known of the vessel, its origin or dimensions.

Sydney Herald, 29 January, 1835.

Sarah, cutter (1838-1839) The cutter Sarah left Sydney in June for Wollongong but couldn’t enter the port due to huge seas, while noting several vessels washed ashore. Instead, it sought the safety of Botany Bay then returned to the Heads. When between the Heads, a huge sea swept over the cutter and rolled it over. The crew and passengers clung to the hull and rigging and were rescued by boats from an American whaling vessel, the Nathaniel P. Tallmadge. The Sarah sank with its entire general cargo. With one deck and a single mast, the vessel had a length of 42.8 feet and tonnage of 56 tons.

Sydney Herald, 12 June, 1839. British Register of Shipping, 61 of 1838, Sydney.

Ranger, cutter (1842-1842) The small cutter Ranger capsized at the Heads and a boat from the lightship at the Sow and Pigs Reef rescued the crew. The single masted Ranger had a length of 27.8 feet and tonnage of 11 tons.

Sydney Morning Herald, 8 December, 1842. British Register of Ships, 12 of 1842, Sydney. Parsons, 1983, p.42.

Ellen, ketch (1846-1849) The small two masted timber ketch was built at Balmain in 1846 by George Fisher. Ellen capsized between the Heads on a voyage to Brisbane Water with the loss of four lives. The vessel had a length of 32.3 feet and tonnage of 10 tons.

Two Friends, brig (1836-1851) The brig Two Friends wrecked ashore at South Head between the Gap and South Reef on 28 November, 1836. An anchor had earlier been dropped on the south east side of South reef, but failed to hold the brig off the rocks. Captain Robson came out in one of the Pilot station’s whaleboats and took over command. A passing steamer, Rose, tried to assist in bringing the vessel off the rocks but failed. All were safely taken off the vessel and transferred to Sydney.

The Two Friends sank in deep water leaving only the topmasts showing. Later sightings suggested the vessel was lying on a ledge of rocks out from South Reef. Salvage of masts, rigging and sails was attempted by a fleet comprising two schooners, four punts, two whaleboats and the steamer, Agenoria. The exposed portions were recovered but by the 13 December was reported to be sitting, submerged, almost in the middle of the channel! No further salvage appears to have been attempted. The Two Friends had a length of 85 feet, breadth of 20.6 feet and tonnage of 208 tons. Built at Jersey, one of the English Channel Islands, in 1836. It had one deck, two masts, with frames and planking of timber.

Sydney Morning Herald, 29 November, 1851; 1 December, 1851; 13 December, 1851. British Register of Ships, 72 of 1850, Sydney.

Brisk, Schooner (1831-1865) The timber schooner Brisk, was built at Surrey in the United Kingdom in 1831. The vessel got into difficulties on a voyage from Sydney to Newcastle on 10 June, 1831, when it missed stays. The vessel struck the rocks at North Head and sank, the crew escaping in the ship’s boat. Of 95 tons, the Brisk had a length of 76.4 feet (23.3 metres) and breadth of 18.9 feet (5.8 metres). The vessel had a single deck and two masts.

British Register of Shipping, 1 of 1863, Sydney. Sydney Morning Herald, 21 June, 1865.

Eagle, brigantine (1848-1865) The timber brigantine Eagle was wrecked on North Head during the morning of 28 July 1865 on a voyage from Sydney to Wollongong. Returning to the Heads in the face of a gale, both anchors were dropped and the crew abandoned the vessel to get help. When arriving back to the schooner it became impossible to get back aboard. The Eagle dragged anchors and smashed apart on “the North Head, close to the outer point”. Of 125 tons, the Eagle had a length of 22.2 feet (25.30 metres) and breadth of 22.2 feet (6.70 metres). The vessel had one deck and two masts.

British Register of Shipping, 64 of 1856, Sydney. Sydney Morning Herald, 23 August, 1866.

William Hill, brig (1847-1865) The timber brig William Hill left Melbourne in ballast for Newcastle but put into Sydney for protection. Departing on the morning of 28 November, the vessel got underway but was carried over to North Head by strong currents. Thrown onto the cliffs, the captain and mate made the rocks by walking across the masts and rigging. The vessel completely broke apart. The William Hill was a brig of 109 tons with a length of 70.2 feet (21.30 metres) and breadth of 19.6 feet (5.97 metres). The vessel had one deck and two masts.

British Register of Shipping, 1 of 1861, Geelong. Sydney Morning Herald, 29 November, 1865.

4.3 Summary of shipwreck contenders

Based on this list, the wrecking location, discussion of Old Plan anchor date range and vessel tonnages/breadths (2/5ths rule, etc), the following wrecked vessels might have lost the North Head anchor.

· Corsair of 1825 (built ?, wrecked 1825), details unknown · brig Two Friends (built 1836, wrecked 1851), breadth - 6.40 metres · schooner Brisk (built 1831, wrecked 1865) breadth 5.50 metres · brig William Hill (built 1847, wrecked 1865) breadth 6.00 metres · schooner Eagle (built 1848, wrecked 1866) breadth 6.7 metres

They were all constructed in a period where Old Plan anchors were likely to have been aboard (although the William Hill and Eagle would be seen as very late examples). The Corsair, while too small to be fitted with such a large anchor, was known to be carrying a spare anchor to assist the vessel Mangles, when it capsized between the Heads.

However as noted, it remains just as likely that the anchor was simply lost during an unrecorded mooring accident. This event could have occurred at any time since the arrival of the First Fleet in 1788. As such, the above discussion indicates that it is probably impossible to attribute it to any particular event.

While vessels were known to carry old, outdated anchors as part of their internal ballast, this is not suggested as a source for the anchor. In this scenario, the anchor would generally have been broken (eg missing a fluke or arm), and to have its stock removed to save storage space in the lower hold.

4.4 Associated brick debris field

When the anchor was located, it was observed in association with a large scatter of “household” bricks. These bricks appeared to sweep in a concentrated pattern west of the anchor (ie towards the inside of the harbour entrance) and to lay on the same reef area. It was first conjectured that they might have comprised brick ballast from

the hull of a vessel wrecked in the area. The anchor was therefore potentially linked to this “wreck” site.

A conclusive date for the bricks would therefore aid the dating and attribution of the anchor. In order to study a representative brick in detail, the Heritage Office obtained an Excavation Permit under Section 140 of the Heritage Act, 1977, to temporarily recover a brick for analysis.

The recovery operation occurred on 5 August, 1999. A modern brick painted white was left where the original brick was taken, to facilitate accurate relocation at a later time. The raised brick was kept in a salt-water filled tub and transported to the Heritage Office for care. It was examined by archaeologists, Mac North (Heritage Office) and Wayne Johnson (Sydney Harbour Foreshore Authority), and building material expert, Bruce Edgar (Heritage Office). They concurred that the brick was of the “modern” dry pressed style and most probably dated from the 1930’s (or possibly the 1940’s). Notable were its hard, well fired texture, sharp edges, symmetrical design, size and density. The only distinguishable feature being the well marked rectangular “frog” or depression on the upper surface.

Figure 10: Tim Smith sketching details of the anchor and Richard Smith video recording. Photo: David Nutley.

The recovered brick measured: Length - 232 mm, width - 110mm, height - 80mm, depth of frog ~3mm. The frog’ dimensions were length 120mm and breadth 43mm.

With this dating, the brick scatter’s association with the anchor was clear. The anchor dated from c.1788 - 1840’s but certainly not from the 20th century and therefore could not be associated with the bricks. These must have been introduced to the reef surface as part of a recent event, their scatter suggesting they had been released

from a surface vessel. One origin for the bricks might be explained by a barge or working vessel that discarded them as surplus or unnecessary.

4.5 Comparative Analysis

The following discussion compares a range of Old Pattern Admiralty Long Shanked anchors known from archaeological contexts in Australia. This list is not comprehensive but aims to provide an introduction to known examples and their origins. Four iron stocked Old Plan anchors have been identified from this preliminary survey.

HMS Endeavour (1770), Cooktown, Queensland Captain Cook lost one of Endeavour’s wooden stocked Old Plan bower anchors at Endeavour Reef, Queensland, in 1770. The anchor was recovered by divers in 1969 and underwent conservation care at Melbourne’s Defence Standards Laboratory. It has since been relocated to Cooktown where it is on display. The anchor has a length of shank of 3.90 metres (12’ 7”) and a mass of approximately 908 kilograms (restored). It is presumed to be a 17 cwt type. Noticeable marks included the Broad Arrow mark signifying its naval origin (Pearson, 1972; Knuckey, 1988; Calligan, 1994).

HMS Sirius (1780-1790), Norfolk Island A number of wooden stocked Old Plan anchors have been recovered from the Sirius wreck site and are on public display. They include those at Norfolk Island Museum, Kingston, Macquarie Place, Sydney, the Australian National Maritime Museum, Sydney, and others retained on site. All are of the Old Plan type and have been examined in detail by the Western Australian Maritime Museum (Stanbury,1994). No complete wooden stocks have survived on these anchors.

The first anchor was recovered in 1905 and is now located in Macquarie Place, Sydney. This anchor has both palms missing, one of which is still on the seabed, the other probable one being recovered in 1988. The anchor had a shank length of 4.60 metres (15’ 1” feet) and was estimated at 34 cwt.

Figure 11: One of the Sirius anchors (SI 57) with a replica stock on display at the Australian National Maritime Museum, Sydney. Photo: Tim Smith.

Anchor SI 57, on display at the Australian National Maritime Museum, was recovered in 1985. With a shank length of 4.55 metres, it is estimated to be a 28 cwt example (see Carpenter, 1986).

Two other smaller examples exist on the wreck site, one SI 624 with a shank length of 3.35 metres (10’ 11”) is estimated to be a 12-17 cwt type, while SI 625 has a shank length of 2.85 metres (9’ 4”) and is presumed to be a 10.5 cwt example. Anchor NI 20 was recovered in 1973 by the ss Holmburn and is currently on display at Kingston, Norfolk Island. This anchor, minus stock and ring, had a shank length of 4.62 metres (15’1” feet) and was also estimated at 34 cwt.

Cascade Bay, Norfolk Island Anchor NI 31 on display at the Castaways Hotel was recovered from Cascade Bay, Norfolk Island and does not appear to be associated with the HMS Sirius site (Stanbury, 1994:101). An iron stocked example, it measures 2.85 metres in length of 2.85 metres is similar in dimensions to the North Head (Sydney anchor).

Another Iron stocked Old Plan anchor is known from Ball Bay and also appears unrelated to the HMS Sirius (Stanbury, 1994: 101).

Figure 12: An iron stocked Old Plan anchor on display at the Castaways Hotel, Norfolk Island. Courtesy: Myra Stanbury, Western Australian Maritime Museum.

HMS Pandora (1778-1791), Queensland Recent excavation has revealed evidence of additional wooden stocked anchors at the Pandora site. Three wooden stocked examples have been examined in detail, while the records indicate that 4 bower anchors of 29 cwt were carried (4.4 metres (14’ 6”), one stream anchor of 2.7 metres (9’ or 7 cwt), and one kedge anchor of 2.1 metres (6’ 11” and 3 cwt). (Stanbury, 1994: 71; see also: Gesner, 1988: 27ff).

Figure 13: One of Pandora’s bower anchor’s provides a convenient focus to the wreck site (After: Gesner, 1991: 27. Photo by Patrick Baker WAMM).

Sydney Cove (?-1797), Preservation Island, Tasmania Three wooden stocked anchors were located at the Sydney Cove wreck site, measuring 3.80 metres, 3.35 metres and 2.93 metres, the two largest being recovered. One retained evidence of a wooden stock and remnants of wadding around the anchor rings (Nash, 1996: 73; see also: Lester: 1982: 1ff).

HMS Investigator (1803), Western Australia Explorer Mathew Flinders jettisoned two of Investigator’s anchors on the southern coast of Western Australia in 1803 during his circumnavigation of Australia. The anchors were recovered by the Underwater Explorers Club of South Australia, eighty miles east of Esperance.

The timber stocked example is on display at the South Australian Maritime Museum in Adelaide and the iron stocked one at the Western Australian Maritime Museum, Fremantle. The Adelaide anchor measures 4.44 metres in length or 14’ (Kimpton, 1992: 32).

The smaller iron stocked anchor measures 2.50 metres in length (Myra Stanbury WAMM. pers.com).

Figure 14: An iron stocked Old Plan anchor from HMS Investigator on display at the Western Australian Maritime Museum. Drawn by: Angela Bocock.

HMS Porpoise (1803), Queensland The Porpoise had been captured from the Spanish in 1799 and was lost at Wreck Reef in Queensland during 1803. Captain Mathew Flinders was aboard the vessel when it was lost returning to England. Two wooden stocked Old Plan anchors were located at the top reef site, thought to represent the Porpoise wreck site, one was recovered in 1965 and is on display at the Queensland Museum, Brisbane. They are of 3.60 metres (11’8”) in length with wooden stocks missing (Delaney, 1988: 21ff).

Rowley Shoals wreck (Lively? lost c.1800-1820), Western Australia The wreck of a timber sailing vessel at Rowley Shoals in Western Australia is thought to be that of the British whaler, Lively wrecked sometime between 1800 and 1820. Surveys at the wreck site revealed two wooden stocked Old Plan anchors measuring 3.20 metres (10’4”) and 3.60 metres (11’8”) (Atkinson, 1987: 4; Nutley, 1987: 42).

Vernon Anchors (1820 and 1837), Sydney, New South Wales Perhaps the largest Old Plan anchors on public display in Australia, the two enormous Vernon anchors weigh over four and a half tons each. They are believed to have come from the full-rigged merchant ship Vernon, built in 1839 and of 911 tons. The vessel was later bought by the Government and established at Cockatoo Island as a reformatory ship.

The anchors were recovered from shallow water off Goat Island and set up as a memorial to Merchant seamen in 1992. They are of wrought iron construction with wooden stocks, originally probably of teak. Both anchors have one fluke bent over to serve a new function as static mooring anchors. With a length of shank of six metres (19’6”), they have a shackle (not ring) and are stamped 1820 and 1839 respectively (date of manufacture) with the Government broad arrow mark (Notes supplied by Sue Bassett, Australian National Maritime Museum).

Figure 15: Vernon anchors on display at the Australian National Maritime Museum. Photo: Tim Smith.

HMAS Penguin, Sydney, New South Wales NAVY divers recovered another Old Plan anchor from Sydney Harbour. Although the exact find location is not known, it had been the only one known to have come from its original underwater setting in NSW. One other is thought to have been located at the time but is still underwater, although the position is unknown. Detailed measurements of the raised example have not been obtained, although the anchor has an approximate length of 3.50 metres (11’5”).

Figure 16 The only other Old Plan anchor known to have been removed from an underwater setting in NSW. This example was recovered by Navy divers from Sydney Harbour. Photo: David Nutley.

Rapid (1807-1811), Western Australia The wreck site was discovered at Point Cloates in Western Australia in 1978. The Rapid was built in 1807 by Nathaniel Thomas near Boston (USA) and had a length of 104 feet and tonnage of 366 gross. A vessel engaged in the China trade, the Rapid wrecked in 1811 and was set on fire to hide a small fortune in coinage in cargo. The site was excavated by the Western Australian Maritime Museum and three Old Plan anchors were discovered (Henderson, 1986: 105ff). While exact dimensions are not available, the largest measured approximately 4 metres (13’) in length and had a wooden stock.

Interestingly, one had an iron stock and is similar in overall appearance to the North Head Example. This anchor measured 2.40 metres in length (Myra Stanbury, pers.com).

Figure 17: Rapid’s iron stocked anchor, length: 2.40 metres. Drawn by Myra Stanbury, Western Australian Maritime Museum.

Figure 18: Rapid’s anchors on-site. After: Henderson, 1986: 105.

Water Witch (1835-1842), South Australia This anchor was recovered from the Water Witch excavation following the site’s discovery near Blanchetown in the Murray River in 1982. The anchor was found lying on the ballast mound and measured 1.94 metres in length, and 1.16 metres between the flukes. Of the iron stock variety, no stock was found suggesting that the anchor had been stowed below decks. The style suggests that it might be one of Perings anchors developed in 1813 from the Old Plan type (Jeffery, 1987: 66).

Figure 19: The anchor recovered from the Water Witch wreck site and thought to be a Perings type. After: Jeffery et al, 1987: 65).

Nashwauk (1850), South Australia What appears to be an Old Plan anchor was located south of Adelaide and placed on public display. It might be associated with the Nashwauk shipwreck of 1850. The anchor has been mounted with its crown embedded in a cement base, making

identification of the type problematic. Details of this anchor have not been obtained (Bill Jeffery, pers.com).

Fishery Bay, Eyre Peninsula, South Australia An Old Plan Long Shanked anchor is known to Heritage South Australia at Fishery Bay. Details have not been obtained (Bill Jeffery, pers.com).

Anchors at Port Elliot, South Australia. Two Old Plan Long Shanked anchors were recovered from Port Elliot and are probably associated with shipwrecks in the bay or the harbours mooring systems. They are on display in the Encounter Bay area and named PU01 and PU02. Both had timber stocks, with PU01 being 2.56 metres in length and equivalent to a 6 cwt variant and PU02 being 2.77 metres in length and probably a 7 cwt example (Jeffery & Coroneos, 1997:126ff).

5.0 LEGISLATIVE PROTECTION

NSW’s shipwrecks and submerged cultural heritage are protected by legislation that aims to limit interference, damage or destruction to individual sites, while encouraging responsible public access to them.

Shipwrecks, artefacts related to shipwrecks, and archaeological deposits generally, where located within harbours, enclosed bays, lakes, rivers and inland areas of NSW, which are more than 50 years of age are protected as relics under the relics provisions of the Heritage Act, 1977 (State). The North Head anchor is thus protected by this Act, being located within the Sydney Harbour basin. There are penalties for disturbing the item, any disturbance requiring the prior approval of the Heritage Council of NSW through the granting of an Excavation Permit under the Act.

Those shipwrecks situated in Australian territorial 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).

6.0 ASSESSMENT OF SIGNIFICANCE

This assessment has been made based on the significance of the sites' primary attributes. These include attributes related to historical, social, archaeological, scientific and interpretative significance.

North Head Anchor

6.1 Nature of Significance

Historical (Concerned with range of context)

A symbolic reminder of the golden age of maritime exploration in the eighteenth century and of the rapid development of major European navies at that period. Particularly symbolic of the maritime power of Great Britain at that period.

The anchor’s loss, either by accident, fouling or the wrecking process, reflects the dangers of travel in the age of sail, and the difficulties of close inshore navigation.

Technical (Concerned with technical or creative achievement)

The site retains moderate technological significance.

Substantially preserved, the anchor represents a rare example of the iron stocked Old Plan anchor type in Australian contexts.

It joins a limited group of similar artefacts available for scientific study.

The anchor has the potential to assist in the documentation of eighteenth - nineteenth century anchor development and iron forging practices. Archaeological (Concerned with research potential through investigation of material remains)

The artefact is retained in its original in-situ archaeological context.

It represents the only known iron stocked example still located underwater in New South Wales.

Interpretative (Concerned with public education values)

The artefact retains significant aesthetic appeal being located in its original underwater setting.

An anchor lost at the entrance of a city that owed its very development to maritime exploration and transport from the eighteenth to nineteenth centuries.

A site which forms an important element in the cultural heritage of the greater Sydney region.

The anchor could provide an intriguing local recreational diving attraction, or static museum display item, providing a unique learning experience.

Extensive media interest following the diving survey is suggestive of the community’s desire to preserve and learn about the item.

This could be achieved through the production of pamphlets, a web-site page, local history projects targeted at school groups, etc.

6.2 Degree of Significance

Rarity (concerned with the uncommon or exceptional)

Significant as an extremely rare Southern Hemisphere example of the iron stocked Old Pattern anchor type.

A limited number of comparative examples have been identified, including those from Captain Cook’s Adventure in 1773, HMS Investigator in 1803 and Rapid in 1811.

6.3 Statement of Significance

The Long Shanked anchor is an important local reminder of the dangers of coastal maritime trade in the eighteenth to early nineteenth century. It survives as a rare Australian example of a specific development in marine anchoring technology. The anchor retains high recreational and educational potential, being located at the entrance of Australia’s premier working harbour and tourist destination.

7.0 SITE MANAGEMENT

7.1 Background

The field survey has established the anchor as a significant addition to known Old Plan anchor examples in NSW. These previously totalled five. Importantly, the North Head example is the only located one fitted with an iron stock and retained in its underwater setting.

The anchor’s significance is evident on a number of levels, notably the integrity of the item, the retention in its original archaeological context, the uniqueness of the type and its common association with the early period European colonisation of Australia. The anchor retains a particular public fascination.

A previous experience with anchor discoveries raises concern for the long term management of this item. Anchors, because of their relatively small size and isolation, lend themselves to salvage and relocation. In the past, this has occurred through the activities of individual groups or dive clubs without much thought for ongoing conservation care, display and documentation. Other examples have been accidentally recovered after being snagged in fishing nets.

This event history is a critical factor in the desire by the Heritage Office to seek a workable management solution to ensure the anchor’s future. A major initial concern is the retention of the visible structure in its underwater setting, complete with its protective marine growth covering, and the local underlying reef structure. This is until available management options can be discussed in detail.

Recovery of the item as a management option might be considered a viable approach. While the resulting conservation treatment and display demands would be a financial constraint, recovery for scientific analysis and public display could be beneficial. It could also assist in the long-term preservation of the item, already impacted on by its underwater setting. This is evident in the breakage of one portion of the anchor’s stock due to subsidence, and additional risk of impact by commercial fish netting and modern anchor damage.

It is noted that the anchor is the only located underwater example of the type in New South Wales. As a diving experience, its aesthetic qualities are a contributing factor to its significance attributes. Kept underwater, the long-term survival of the item is dependent on the diving public maintaining respect for its significance values. This is best achieved by allowing diver access to the anchor. Here they can learn about its history through pre-dive briefings or available publicity materials, and thereby foster a desire to promote its protection and preservation throughout the diving community.

Damage to the site, either by its illegal removal, or disturbance to the protective marine concretions will reduce the site’s intrinsic appeal, and thereby its interest as a recreational dive site. The maintenance of these attributes is therefore beholden on any visitor to the site. Any damage, intentional or otherwise, must be immediately notified to the Heritage Office, which has protective control of the item through the provisions of the Heritage Act, 1977.

7.2 Development of a site management strategy

The Heritage Act, 1977 stipulates that items of archaeological heritage, such as the anchor, cannot be disturbed or excavated without the prior approval of the Heritage Council of New South Wales, through the granting of an Excavation Permit under Section 139. There is no restriction for people visiting the item so long as its integrity is not compromised.

If the item is believed to be at risk of damage or interference, a recommendation can be made to the Minister for Urban Affairs and Planning to invoke a Section 130 Order over the site under the Act. This Order can prevent any works to the site and restrict access for a period of one year whilst a further detailed archaeological assessment is undertaken.

The item is not currently viewed to be of sufficient risk to seek the invocation of such an order. However, prior to any public advertisement of the anchor’s location, discussions will be sought with the local dive charter operators (particularly from the Manly/Northern Beaches region). These discussions will seek to establish a possible ongoing monitoring role for all shops and operators who might wish to visit the anchor on a regular basis.

Because of the anchor’s location in a busy waterway, there is no scope for a permanent sub-surface mooring system as established at the Lady Darling (1880) shipwreck site near Narooma. Nor are there sufficient attachment points for such a system. Permanent mooring systems do provide important controls for visitor access and diver safety and lessen the threat of inadvertent anchor damage from visiting dive vessels. Accidental “hooking up” of a dive vessel’s anchor with the archaeological example remains a real risk.

The goal remains to ensure that impact of visitation to the site is kept to an absolute minimum and that the integrity of the site is not compromised at any level.

7.3 Future Direction

The success of any management approach is reliant on individuals interacting with the site within the terms of existing legislation. The success of the Heritage Office’s dissemination of information regarding the anchor and its aims for the anchor’s long- term preservation will be proven by the retention of the relic in its underwater context. Should the item be retained in its underwater setting, the recreational diving public must drive respect for the site and promote its ongoing protection.

All management options, pending discussion with interested parties, must serve the long-term preservation interests of the item. Public interest in the anchor and its survival was evident on a number of levels, including the prompt notification of the site by the finder and by the broad media interest shown with the initial discovery and survey phases.

The anchor is an important component of the shipwreck heritage of New South Wales and Australia generally. The site retains potential as a limited dive tourism destination, but only if the item’s archaeological and aesthetic qualities are retained. The appeal of the site is enhanced by the knowledge that it has not been disturbed since its loss. Divers can experience this appeal by carefully visiting the artefact in its unique underwater setting.

Equally, consideration should be given to proposals for the anchor’s recovery, conservation and display in the public domain. Such actions should only be considered if the proposal met with established archaeological assessment and excavation guidelines endorsed by the Heritage Council of NSW. Further, sufficient funding should be guaranteed to meet the conservation demands of recovery, and a suitable venue space and proposal formulated in advance. Recovery could facilitate long term conservation of the item and open up public education opportunities focussing on, the maritime heritage of Sydney and NSW, materials conservation techniques and anchor terminology and construction history.

Management options should be reconsidered following any application to excavate or otherwise disturb the anchor for scientific study, conservation and interpretation, or where the anchor is deemed to be at risk in its present underwater setting.

8.0 MANAGEMENT RECOMMENDATIONS

As a result of the historical research, site inspections, community input and subsequent assessment of significance, it is recommended that:

1. pending a detailed examination of management possibilities, the anchor should be retained in-situ as the only located underwater example of an Old Plan Admiralty anchor so far known in NSW.

2. the Heritage Office investigates the possibility of conducting a corrosion potential assessment of the anchor to determine its structural condition and likely survival pattern.

3. long-term access arrangements be developed in consultation with the wider diving community, dive shops, clubs and relevant Government agencies; or following any reported damage to the site.

4. the Heritage Office should continue to monitor the site and impacts affecting it.

5. Sydney Waterways Authority, Manly Council, the National Parks and Wildlife Service, Sydney Water Police, HMAS Penguin, Sydney Harbour Master and the finder be provided with a copy of this report. That the Heritage Office liaises with these groups regarding ongoing management of the site.

6. NSW State Fisheries be provided with a copy of the report and advise appropriate members of the location of the anchor to ensure no accidental fouling by nets.

7. archaeological recovery of the anchor only be approved where the Heritage Office receives a proposal backed by an adequate research design, based on sound research or management arguments, and where funding is guaranteed for recovery, conservation and display to accepted standards that ensure the long term retention of the artefact and its archaeological documentation.

9.0 BIBLIOGRAPHY

Atkinson, Karen 1987 “The significance of the Rowley Shoals wreck to the study of whaling in the South Seas”, in: Bulletin of the Australian Institute for Maritime Archaeology, Vol.11 (2). pp.1-7.

Atherton, Ken 1982 “Sydney Cove 1797 site work 1974-1980: an overview”, in: Bulletin of the Australian Institute for Maritime Archaeology, Vol.6. pp.1ff.

Barnes, K. 1996 Cumberland/Gloucester Streets Site: Archaeological & Carney, M Investigations. Vol 4(1). Sydney Cove Authority. Sydney.

Bassett, Sue 1992 Conservation notes for the Vernon anchors. Internal memos. Australian National Maritime Museum. Sydney Unpublished).

Carpenter, Jon 1986 Conservation of an anchor from the wreck site of HMS Sirius (1790), Norfolk Island. Australian Bicentennial Authority Project. pp.1-31.

Carpenter, Jon nd “Anchor from the City of York at Perth Flying Yacht Club”. Western Australian Maritime Museum (personal notes, unpublished).

Cotsell, George 1856 Treatise: Ships’ Anchors. London.

Curryer, Betty 1999 Anchors: An Illustrated History. London.

Delaney, Warren 1988 “Wreck Reef controversy: unanswered questions”, in: Bulletin of the Australian Institute for Maritime Archaeology, vol.12(1). pp.21-26.

Desmond, Charles 1919 Wooden Shipbuilding. New York (reprinted 1984).

Evans, Vaughn 1993 “Anchors and cables”, in: Model Shipwright Vol.85. pp.62- 67.

Evans, V. & 1991 “Hooked on anchors”, in: Bulletin of the Australian Nutley, D. Institute For Maritime Archaeology, 15(2).pp.41-44.

Gesner, Peter 1988 “The Pandora project: reviewing genesis and rationale”, in: Bulletin of the Australian Institute for Maritime Archaeology, Vol.12 (1). pp.27-36.

Henderson, Graeme 1986 Maritime Archaeology in Australia. University of Western Australia Press. Nedlands.

Jeffery, William (ed) 1987 The Water Witch Wrecksite. State Heritage Branch, Department of Environment and Planning. Adelaide.

Jeffery, William & 1997 “Anchors located in Encounter Bay”, in: Shipwrecks of Coroneos, C Encounter Bay and Backstairs Passage. Australian Institute for Maritime Archaeology Special Publication 8. pp.126-130.

Kimpton, Geoff 1992 “Construction of replica anchor stocks and a carronade carriage for display of artefacts from HMS Sirius”, in: Bulletin of the Australian Institute for Maritime Archaeology, Vol.16 (2). pp.31-8.

Knuckey, P.J. 1988 An anchor from HMB Endeavour: Restoration and other aspects. Commonwealth of Australia. Canberra.

Nash, Michael 1991 “Recent work on the Sydney Cove historic shipwreck”, in: Bulletin of the Australian Institute for Maritime Archaeology, Vol.15 (1). pp.37-47.

Nutley, D., 1987 Investigations into an early eighteenth century instrument believed to be a set of dividers from the Rowley Shoals wreck. In: Bulletin of the Australian Institute for Maritime Archaeology, Vol.11 (2). pp.41ff.

North, Dr N.A. 1983 “Symbolic anchor method for treating marine wrought iron”, in: Proceedings of the second southern hemisphere conference on maritime archaeology. pp.439-441.

Paasch, Cpt H. 1894 From Keel to Truck. London.

Parsons, Ronald 1983 Ships of Australia and New Zealand before 1850. Magill, South Australia.

Pearson, Colin 1972 Restoration of cannon and other relics from HMB Endeavour. Department of Supply, Report 508. Melbourne.

Riley, John 1998 Shipwreck Reporting Form, Heritage Office (12.9.1998).

Slee, John unk “Anchors and the men who made them on Thames-side”. PLA Journal. pp.94-98.

Stanbury, Myra 1994 HMS Sirius 1790: An illustrated catalogue of artefacts recovered from the wreck site at Norfolk Island. Australian Institute for Maritime Archaeology. Special Publication No. 7. Fremantle.

Steel, David 1794 The elements and practice of rigging and seamanship. Vol.1. London.

Steel, David 1794 “Description and use of anchors”, extract from The elements and practice of rigging and seamanship. Vol.1. 1794. London. published in: Nautical Research Journal. vol.13. pp.124ff.

Steffy, Richard 1994 Wooden Shipbuilding and the Interpretation of Shipwrecks. Texas A&M University Press.

Strachan, Shirley 1986 History and Archaeology of the Sydney Cove 1797. Hobart.

Upham, N.E. 1983 Anchors. Shire Publications. London.

Calligan, Dennis 1994 Cooks cannon and anchor: The recovery and conservation of relics from HMB Endeavour. Commonwealth of Australia.

Heritage Office 1996 Shipwreck Atlas of NSW. Edition 3. Heritage Office. Sydney.

Lloyds Register of British Shipping. London.

British Register of Ships. Customs House.

“Trial of anchors from all nations at the Royal Dockyard, Sheerness”, Illustrated London News, 17 July, 1852. p.38.

APPENDIX

Anchor Terminology (after Steffy, 1994: pp.282ff)

Anchor A wooden, stone or metal device that, when connected to a vessel with a cable or chain, was used to secure the vessel to the bed of a waterway to prevent it from drifting.

Best Bower One of the principal anchors of a ship, normally the on used first; in the last several centuries, it was usually the second largest anchor and was carried on the starboard bow.

Bill The tip of the anchor’s palm; also called a “pea”, “pick” or “Peak”.

Bower Anchor One of the principal anchors of a vessel, permanently attache to a cable or chain and stowed ready for immediate use.

Crown That portion of an anchor where its arms joined the shank.

Fluke The pointed or chisel-shaped end of an anchor arm, which was designed to dig into the bottom.

Grapnel A relatively small anchor, usually fitted with four or five arms, used variously for making fast to other vessels, snagging cables, or anchoring small boats.

Kedge A light anchor used for moving a vessel or temporarily holding it in a waterway.

Palm The triangular flay face of an anchor’s fluke.

Shank The shaft of an anchor.

Sheet Anchor The heaviest anchor of a large vessel, shipped in a ready position to be used for any emergency. In later years of large sailing vessels, this was the third bower and was usually carried in the starboard bow next to the best bower. It was also called the “sacred anchor”.

Shoe A convex block of wood into which an anchor bill could be fitted to prevent damage to the vessel’s side when the anchor was hoisted.

Stock A wooden, stone or metal crosspiece near the top and perpendicular to the shank; it was designed to cant one of the arms so that its fluke dug into the bottom.

Stream Anchor A smaller anchor, often about one third the weight of the best bower, which was carried in the stern and used to prevent a vessel from swinging in narrow waterways.