Appendix C: Heritage Assessment 1.0 Background...the fishing fleet undertaking mine sweeping operations, including the wharf at No.1 Bank Street (then known as ‘Cam’s Wharf’)

Bank Street, Pyrmont Master Plan Appendix C: Heritage Assessment October 2004 Page 1

Appendix C: Heritage Assessment

1.0 Background A preliminary visual inspection and a brief historical background for the study area have been undertaken. Data sources and references used are listed in Section 5.0. Emphasis in the research has been on the overall area to establish whether there are any remaining artefacts or potential artefacts of significance that may require further research. To understand the place of this site it is appropriate to apply the following description from Godden and Mackay’s 1 study of White Bay to Blackwattle Bay. ‘the development of (this) … area is essentially the story of (a)… backwater of Sydney to be close enough to be viable for industry and transport and the socially disadvantaged but far enough away for the less desirable aspects of these to make a mark on the growing central district of Sydney’.

1 Godden & Mackay, White Bay to Blackwattle Bay etc.


2.0 Historical Background This section represents the common themes of Pyrmont and the waterfront areas of Blackwattle Bay which include: • 1800’s to 1880’s early settlement; • 1880’s to 1930’s industrial development; • The industrial decline in the later part of the 20th century; and • The urban renewal and conservation period of the last fifteen years.

2.1 1800’s to 1880’s Early Settlement The study area is part of the early land grants and later acquisitions of surgeon, John Harris2, which constitute the greater part of Pyrmont Ultimo. Ultimo takes its name from the house built by Harris in 1804. Development along the peninsula occurred mainly along the Darling Harbour foreshore3 leaving the south-western side undeveloped for some time (Figure 2.1).

Figure 2.1: Blackwattle Bay, 1836, (J.Basire “Plan of Sydney With Pyrmont NSW”)

Source: Thorp4

2 Conservation management plan: coal bins and associated structures, Pyrmont Bridge Road, Blackwattle Bay / prepared by Perumal Murphy Wu Pty Ltd ... [et al.] historical background p 2. 3 Ditto p 3. 4 in Godden & Mackay, White Bay to Blackwattle Bay etc Wentworth Park Historical Background.


Figure 2.2 shows the relatively undeveloped nature and the less regular shaped original shoreline of the south-western side of the Pyrmont peninsula as well as the extent of early development occurring on the north eastern side of the peninsula.

Figure 2.2: Blackwattle Cove

Source: Thorp 5 (1843 Wells Map of the City of Sydney)

Even into the later half of the 19th Century there was little evidence of development at the north-western end of the study area (Figure 2.3 and Figure 2.4) and of the earlier Glebe Island Bridge. The earliest Glebe Island Bridge, and hence road where Bank Street is today, dates from 1857 and was only to connect Glebe Island to Pyrmont6. Connections further on to Victoria Road were only discussed later in the 1860’s.

5 in Godden & Mackay, White Bay to Blackwattle Bay etc Wentworth Park Historical Background 6 Godden & Mackay p27


Figure 2.3: The Earlier Glebe Island Bridge – 1870’s

Source: State Library of NSW Picman Database ref SPF/29

Figure 2.4: The Earlier Glebe Island Bridge – 1870’s

Source: State Library of NSW Picman Database ref SPF/29


The study area remained mostly unoccupied up until the 1880’s. At this time, more suitable sites for industrial development, such as timber yards, developed around this time at various parts of Blackwattle Bay7.

2.2 1880’s to 1930’s Industrial Development Around 1900 the current Glebe Island Bridge was opened and there is the first indication of a foreshore that closely resembles the shoreline of today (Figure 2.5). This suggests that land reclamation had ceased (and providing a potential date for the seawalls), although there appears to have been limited activity and few wharves. Names are referenced with each of the wharves and from the northwest to the southeast end being: • Allen Taylor and Coy to the north west side (both extremes) of Miller Street; • Holdship and Co Ltd; • A & E Ellis Limited are located to the south east side; and • Allen Taylor & Co Ltd are also referenced with a wharf on the opposite side of Blackwattle Bay.

Figure 2.5: 1911 Map of Sydney Harbour

Source: Sydney Harbour Trust

The subdivision pattern of long narrow blocks had been established in about 1910 and there is evidence of a number of simple wharf structures. Investigations in 1913 found a tramline to be located along Bank Street from Glebe Island (over the Glebe Island Bridge) and into central Sydney via Miller Street, in line with the increasing importance of Bank Street as a major transport link. Additional smaller wharves are indicated to the north west of Miller Street with a clutch of small wharves around

7 Conservation management plan : coal bins and associated structures, Pyrmont Bridge Road, Blackwattle Bay / prepared by Perumal Murphy Wu Pty Ltd ... [et al.] historical background p 5


the Miller Street termination with the Bay (likely to be the Hymix charter boat wharf). By 1919 there had been minor additions to the outline of the wharves indicating activities on the site had intensified. Discussions with owner of No.1 Bank Street indicate the wharves were used during World War II by the fishing fleet undertaking mine sweeping operations, including the wharf at No.1 Bank Street (then known as ‘Cam’s Wharf’). The Poulos site was also used as a Navy depot.

Figure 2.6: Blackwattle Bay and Glebe Island c 1920s

Source: State Library of NSW Picman Database ref GPO 1 – 24710 and GPO 1 - 24713


Figure 2.7: Blackwattle Bay and Glebe Island c 1920s

Source: State Library of NSW Picman Database ref GPO 1 – 24710 and GPO 1 – 24713

The built form is a series of thin waterfront sheds and structures running from Bank Street to Blackwattle Bay, and was well established by the 1920’s. These buildings would have relied on being located between the water and the busy road. Pedestrian traffic had also increased by this time. The 1920’s seem to indicate a greater level of activity with a busy and complex arrangement of small wharfage. Figure 2.8 indicates a number of small wharves and businesses along this stretch of waterfront land. Included in this are: • Allen Taylor & Co Ltd; • Walter Bros Ltd; • Austral Box and Timber Co ; • Australian Gas Light Co; • Allen Taylor & Co Ltd; and • Holdship & Co Ltd.


Figure 2.8: Excerpt from Robinson’s 1923 Map of the City of Sydney

Source: Mitchell Library ZM4 811.17/1923/1


Figure 2.9 indicates the location of the current No. 1 Bank Street wharf and the Walter Burly Griffin designed incinerator is now shown opposite, to the north western end of the study area.

Figure 2.9 Map showing the study in 1936

Source: Maritime Services Board of NSW Main Wharfage ML M3 811.15 gmfs/1936/1

It appears as if the extension of Miller Street to the waters edge has been terminated in a stub. The land between Miller Street and including a former portion of the street to Gipps Street (now a central spine through the side of the SFM) is indicated as owned by the Shell Coy. The site at the corner of Miller and Bank Streets is vacant, whilst the adjoining lots to the North West are nominated as AGL Coy and Austral Timber and Box Coy Ltd.


Figure 2.10 Excerpt from Sydney Council Map of 1948

Source: Mitchell Library MAX 811.17/1948/1

Sites were amalgamated in the 1970s to 80s to the current less elongated form. This plan references the following owners as: • Fork Lift Pty Ltd (No.1 Bank Street); • Colonial Sugar Refining Co Ltd (part of the NSW Maritime Site); • Vacant block (part of the NSW Maritime Site); • The Sydney County Council (Poulos); • Shell Service Station with a vacant block behind (Bidvest); • E. A. Watts Pty Ltd (Hymix North); and • Hymix Concrete (Hymix South).


Figure 2.11 Excerpt from Ultimo Pyrmont Haymarket Conservation Report c 1983

Source: Mitchell Library Q711.40994/20

2.3 Industrial Decline in the later part of the 20th Century Sites were also amalgamated in the 1960s to 80s to their current less elongated form. In the mid 1990’s what is now known as Anzac Bridge was constructed after concept design and environmental impact statements were prepared as early as the 1980’s. The original bridge concept envisaged the removal of the c 1900s Glebe Island Bridge8 Prior to bridge construction the decline and disuse of the sites was well underway from the late 70’s and early 80’s, and bridge construction involved further reclamation around the eastern pylon on the current NSW Maritime site. Mathews (Figure 2.12) has summarised the change in shoreline between the earliest maps of the area and what the shape of foreshore was in 1982. There is some significant reclamation to the south east of the site while the northwestern end does not appear to be significantly reclaimed.

8 Environmental Planning Section Consulting Services Bureau, Department of Main Roads NSW, Glebe Island Bridge – Environmental Impact Statement, September 1988.


Figure 2.12: ‘The Changing face of the Peninsula’

Source: Mathews, Michael R. Pyrmont and Ultimo: A History, Southwood Press, Glebe (1982)


3.0 Heritage Assessment 3.1 Status of Items No item within the study area is listed in the State Heritage Inventory, however the Glebe Island Bridge is noted and identified as a heritage item under the Leichhardt Local Environmental Plan.

3.2 Assessment of existing structures and items The Poulos, Bidvest, and Hymix sites all have 1970’s industrial development, which has removed or obscured any former potential elements. There are no significant visible items on the NSW Maritime site but the sandstone seawall is of moderate heritage value (subject to further investigation). No.1 Bank Street has a number of items, which have moderate to low heritage interest. Correspondence9 advising of the history of the wharf structure associated with the No.1 Bank Street site put forward a case that the wharf was probably built in 1930 (as advised by Ms Ann Forrester and supported in the analysis above) and may have some significance, due to the fact that this wharf may be one of the few (if any) remaining wharves of this scale with strong associations with the zenith of harbour activity.

Figure 3.1: Wharf associated with the Holster site

Source: Scott Carver Pty Ltd (2004)

9 Ms Ann Forrester, letter to Minister and information summarised in Briefing Note to Minister for Waterways


4.0 Recommendation for Master Plan In summary the study area has little constraint in the form of heritage items. Those items that could conceivably have any significance, such as the sea wall and jetty, are located such that future development on the site can be managed to avoid disturbance of any significance. Since the land is reclaimed there is the probability of uncovering earlier wharf structures from the late 18th century. Prior to excavation below ground there should be broader archaeological assessment of the site.


5.0 References Godden & Mackay, White Bay to Blackwattle Bay etc Wentworth Park Historical Background Perumal Murphy Wu Pty Ltd ... [et al.], Conservation management plan : coal bins and associated structures, Pyrmont Bridge Road, Blackwattle Bay Mathews, Michael R, Pyrmont and Ultimo: A History State Library of NSW, Picman Database NSW Lands Department Metropolitan Detail series, Section W2 Mitchell Library State Library of NSW, Small Picture Files Mitchell Library, Dixon Collection

Documents

Appendix C: Heritage Assessment 1.0 Background...the fishing fleet undertaking mine sweeping operations, including the wharf at No.1 Bank Street (then known as ‘Cam’s Wharf’)