Heritage

Location: Nobbys Road, Newcastle East
Established: Constructed in 1818
Endorsed significance: State (as part of Coal River Precinct SHR 01674)

Statement of Significance (summarised):

Macquarie Pier was part of an ambitious public works project built by convict labour. It played a critical role in the early development of Newcastle as a working harbour, shaping both the city and its economy.

The pier is closely tied to Newcastle’s growth as a thriving port for inland river trade and the coal export market. It remains an important historical and cultural landmark, well-regarded by the local community and frequently used as a thoroughfare leading to Nobbys Headland.

Historical notes:

1818–1846 – Constructed to link Nobbys Island with the mainland, Macquarie Pier is Newcastle’s most significant tangible legacy of the convict period. The original structure was not well-built and was often breached by heavy seas.

Hoping to protect the pier by creating a beach, Merion Marshall Moriarty, Colonial Harbour Master, built two groynes near the centre of the pier. However, they were partially destroyed in a gale.

1867 – Cecil West Darley, Resident Engineer for Newcastle Harbour Works, proposed using large rocks instead of ballast to fill gaps in the pier. The sandstone steps, often mistakenly believed to have been built by convicts, may date from this period.

Stone was quarried in Waratah, transported via wagons along a rail siding, which later also served the Nobbys breakwater. Some remnants of this rail system can still be seen today, though parts have been covered by asphalt.

The name "Macquarie Pier" gradually fell out of use but was revived in the 1990s.

Location: Nobbys Road, Newcastle East
Established: Altered geological feature
Endorsed significance: State (as part of Coal River Precinct SHR 01674)

Statement of Significance (summarised):

Nobbys Headland, originally an island, is a historically, culturally, and aesthetically significant symbol of Newcastle. This prominent geological feature holds great importance for the Awabakal and Worimi people, with its Awabakal name being Whibayganba. The headland is closely linked to Newcastle's historical and cultural development and is highly regarded by the local community.

Historical notes

Nobbys Headland is located on the land of the Awabakal people, the traditional custodians of what is now the mid-North Coast of New South Wales. Situated at the entrance to Newcastle Harbour, it is known as both ‘Nobbys’, due to its resemblance to one of two ‘nobs’ defining the river the harbour was built on, and ‘Whibayganba’, its Awabakal name.

Captain James Cook is credited as the first European to sight Nobbys Headland. His journal records an indifferent reaction, describing the site as a "small clump of an island."

In 1790, a group of escaped convicts from the First and Second Fleets arrived in the area. The pursuit that followed led to government officials entering the region and subsequently establishing a penal colony, primarily to exploit its natural resources.

Development of Nobbys Headland

• 1846 – Nobbys Headland was joined to the mainland when Macquarie Pier was completed.
• 1858 – A lighthouse with a 24-nautical-mile range was built under the supervision of Colonial Architect Alexander Dawson.
• World War II – The military controlled the site, and one of three cottages was struck by a shell from a Japanese submarine, though it failed to explode.
• 1945 – After the military vacated, signal staff occupied the cottages and operated the lighthouse until the late 1990s.
   

Current ownership

Port Authority of NSW owns Nobbys Headland, while the lighthouse and signal station are on separate lots owned by the Commonwealth (AMSA).

Location: 100 Wharf Rd, Newcastle East
Established: 1866
Endorsed significance: State (as part of Coal River Precinct SHR 01674)

Statement of Significance (summarised):

The stone-built Pilot Station Boat Harbour is historically significant for its role in the development and operation of the Port of Newcastle and the protection of shipping from 1866 to the present. The site has aesthetic value due to the materials and built attributes of the boat harbour itself. It is also rare, being one of the earliest stone boat harbours and the only surviving example of several such harbours that once existed around the port. As such, the site has archaeological potential.

Historical notes:

The boat harbour dates from 1866, when a stone boat harbour was constructed to provide a protected berth for pilot boats. A pilot station building and a house for the pilot boat boatswain were later added.

Initially, only part of the western wall was constructed in masonry, with a timber wharf forming the front section. In 1882, the sea walls at the western side of the entrance and part of the western wall inside the dock were reconstructed in stone, along with stone steps and a southern retaining wall.

The boat harbour, which remains largely unaltered, holds high historic significance as one of the few such facilities known to exist on the eastern seaboard, with another example at Tahlee, Port Stephens. However, most original buildings on the site have been gradually replaced due to changing needs and physical deterioration.

Early structures included a pilot station, accommodation for pilots, and a tide gauge. By the 1930s, buildings on site included the boatswain’s quarters, pilot station, and assistant harbour master’s office. These were later replaced by a cottage (c.1940) and a new pilot station, constructed in 1959 and modified between 1987 and 1988. During the construction of the new pilot station, the old tide gauge and recorder were also replaced.

Location: Bradleys Head, Mosman
Established: 1904
Endorsed significance: State

Statement of Significance (summarised):

Bradleys Head Lighthouse is an important harbour navigation light and a landmark at Ashton Park, Bradleys Head. It holds significance as part of a collective group of lighthouse towers that enable the safe movement of international shipping through Sydney Harbour. The lighthouse has historical value for its association with navigation aids from the early 20th century, which are still in use today. It also holds local architectural and aesthetic significance for its functional maritime design and its contribution to the cultural landscape of Sydney Harbour.

Historical notes:

The Harbour Trust Commissioners had been planning the construction of a lighthouse at Bradleys Head since at least early 1904. In January 1905, the Sydney Harbour Trust Office announced that the new lighthouse would exhibit one bright light at the masthead and one rest light at the deck level at each end of the plant by night, and one red flag at each end of the plant by day. The lighthouse, standing 22 feet above the high-water mark, was illuminated on 22 April 1905. The engineer-in-chief of the Sydney Harbour Trust, Mr Walsh, described it as a “miniature lighthouse” and the “strongest on the harbour”, second only to the South Head Lighthouse. A raised walkway connected it to the mainland, and it was originally powered by a submarine cable from the Fort Macquarie Electric Light Station.

Bradleys Head Lighthouse was Australia’s first pre-cast concrete lighthouse, consisting of several sections cast to fit together on site. It has served as a beacon for shipping and has remained in good condition since its construction. A matching light at Robertsons Point, Cremorne, was built later.

In 1911, the original light was replaced with a dioptric lens and an acetylene gas plant, providing a powerful 360-degree fixed white light (Sydney Harbour Trust Commissioners' Report, 30 June 1912). This was later replaced in 1924 with the current green occulting light.

On 12 November 1934, the HMAS Sydney memorial mast was unveiled nearby to commemorate those who died aboard the ship during its battle with the German cruiser SMS Emden in 1914 during World War I.

Location: Inner South Head, Watsons Bay
Established: Erected in 1858
Endorsed significance: State (as part of South Head Cultural Landscape SHR 02071) 

Statement of Significance (summarised):  

Hornby Lighthouse is one of the oldest surviving lighthouses in Australia that is still operational. It is a prominent and picturesque landmark with historic associations linked to the operation and management of the Port of Sydney. The lighthouse has connections to important organisations, including the Colonial Architects Office, the military network, and the National Parks and Wildlife Service. Hornby Lighthouse plays an integral role in a network of lighthouses and harbour lights that ensure the safe navigation of the Port of Sydney. This system of lighthouses and light towers holds State significance.

Historical Notes:

Hornby Light Station was built in response to the tragic loss of two ships—the Dunbar, which claimed 121 lives on 20 August 1857, leaving only one survivor, and the Catherine Adamson, which wrecked just 10 weeks later. Initially known as the Lower Light, South Head, the lighthouse was constructed between 1857 and 1858 to distinguish it from Macquarie Light.

A month before the Dunbar shipwreck, the New South Wales Government established the Light, Pilot and Navigation Board of New South Wales. The board concluded that the existing lights were insufficient for guiding vessels safely into the harbour during thick or stormy weather. It recommended the construction of a 30-foot stone tower on Inner South Head, positioned 60 feet above sea level, to show a fixed white light. The board also proposed the installation of first-class catoptric lanterns.

Designed by Colonial Architect Alexander Dawson and built by Mr. Donovan, the lighthouse was named after Admiral Sir Phipps Hornby, who served as Commander-in-Chief of the Royal Navy’s Pacific Fleet in the 1860s. His daughter, Caroline, was the wife of Sir William Denison, Governor of New South Wales. Dawson submitted his plans on 28 September 1857, with the estimated cost at £2,732 and one shilling. In a letter to the Secretary of Lands, Dawson mentioned that the light purchased in 1853 was a first-class catoptric light, costing £2,700.

The lighthouse was first illuminated for a test inspection by the Pilot Board on 6 May 1858. Described as cylindrical in shape, it stood 30 feet high with a 12-foot diameter and was painted in vertical white and red stripes. The lighthouse featured a circular gallery at the top with iron railings, measuring 12 feet high and 10 feet in diameter.

In 1858, two cottages were built west of the lighthouse, designed by the Colonial Architect. These cottages originally housed the Head Keeper and the Attendant.

Location: South End Eastern Channel, Sydney Harbour
Established: 1880s
Assessed significance: State 

Statement of Significance (summarised):

The Eastern Channel Lighthouse is part of a group of lighthouse towers that form the core of Sydney Harbour’s navigational system, ensuring its operation as a world-class port. It holds state significance as a key component of this system. The lighthouse is a visually prominent structure, defining the shipping channel and playing an important role in the working harbour. It also makes a significant aesthetic contribution to Sydney Harbour’s maritime landscape.

Historical notes:

The Eastern Channel Lighthouse stands on a rocky reef known as the Sow and Pigs, a longstanding navigational hazard in Sydney Harbour. One of Sydney’s worst early maritime disasters, the wreck of the Edward Lombe in August 1834, led to the commissioning of a lightship named Rose in 1836 to mark the reef. The Rose was replaced in 1856 by the cutter HMS Bramble, which in turn was succeeded by another lightship, also called Bramble, in 1877. In 1912, acetylene gas light buoys were installed in place of the lightship.

The first Eastern Channel Pile Light was built in the 1880s, with two leading light towers erected on the Vaucluse shore around 1881. Around the same time, a pile beacon was constructed on the southeastern corner of the Sow and Pigs Shoal, displaying an orange light to indicate the southern end of the channel.

On 5 July 1900, a gale swept through Sydney, and a passing steamer called Greyhound, which had a garbage punt in tow, struck the pile structure, toppling the Eastern Channel Pile Light. It was the first pile light built inside Sydney Heads and served as both a navigational aid and a landmark for sailing races. The Daily Telegraph described it as being fixed at the southeastern corner of a sandbank in 27 feet of water. A temporary light was installed, and in August 1900, the construction of a new pile light was undertaken by Messrs D Sheehy and Son.

In its 1908 annual report, the Sydney Harbour Trust noted that the pile beacon at the southern end of the Eastern Channel had been rebuilt in reinforced concrete, using the Monier structure method, developed by French engineer Joseph Monier. The new pile light featured a Cole acetylene plant and a fifth-order dioptric lens. On 1 October 1908, the light’s colour was changed from orange to green. The reconstruction cost £427, 17 shillings, and eight pence.

The pile light was rebuilt again in 1946, and in 1947, the light was changed from fixed to occulting to comply with the International System of Lighting.

In 1982, proposals were published in the Sydney Morning Herald suggesting a monument at the Sow and Pigs to commemorate the arrival of the First Fleet for the 1988 Australian Bicentenary. One concept included a 60- to 90-metre-high obelisk-like structure in the form of a cathedral spire or an “Excalibur” sword. Instead, modest navigational markers were installed at each corner of the Sow and Pigs by the former Port of Sydney in 1988, costing $30,000.

Location: 80 Wentworth Road, Vaucluse
Established: 1880s
Assessed significance:  State

Statement of Significance (summarised):

The Eastern Channel Front Lead is an integral part of a group of lighthouse towers and leading lights that form the core navigational system of Sydney Harbour, enabling it to operate as a world-class port. This collection of lights holds State significance, as it has been essential in facilitating Sydney Harbour’s operations and has played a crucial role in the development of Sydney as a major global city.

The Eastern Channel Front Lead is also aesthetically significant, serving as a prominent landmark. Additionally, it holds historical significance, as it reflects the evolution of lighthouse and lead design throughout Sydney’s maritime history.

Historical notes:

In May 1881, the Office of the Engineer-in-Chief for Harbours and Rivers, Sydney, published a call for tenders to construct two leading towers on the Vaucluse Estate to replace temporary beacons in the Eastern Channel. By December 1881, the Evening News reported that the new leading light towers would begin exhibiting a red light from 20 December, operating from sunset to sunrise.

According to R. G. Fenn, an electrical engineer for the former Maritime Services Board, the two identical leading lights at Vaucluse featured a chromium-plated parabolic reflector and red window.

In 1910, the Sydney Harbour Trust Commissioners purchased additional land for £579, five shillings, and five pence to expand the lighthouse facility. That same year, the illuminant was converted from oil to gas.

By 1916, the light was upgraded to the AGA system (Dalén light)—an automation method for lighthouses that used acetylene gas and a sun valve, invented by Swedish engineer Nils Gustaf Dalén.

Location: 12A Wentworth Avenue, Vaucluse
Established: 1880s
Assessed significance:  State

Statement of Significance (summarised):

The Eastern Channel Rear Lead is part of a group of lighthouse towers and leading lights that form the core navigational system of Sydney Harbour, enabling it to function as a world-class port. This system of lights holds State significance, as it has been essential in facilitating Sydney Harbour’s operations and has played a key role in the development of Sydney as a major global city.

The Eastern Channel Rear Lead is also aesthetically significant, serving as a prominent landmark. Additionally, it holds historical significance, as it reflects the evolution of lighthouse and lead design throughout Sydney’s maritime history.

Historical notes:

In May 1881, the Office of the Engineer-in-Chief for Harbours and Rivers, Sydney, published a call for tenders for the construction of two leading towers on the Vaucluse Estate, replacing temporary beacons in the Eastern Channel. By December 1881, the Evening News reported that the new leading light towers would begin exhibiting a red light from 20 December, operating from sunset to sunrise.

According to R. G. Fenn, an electrical engineer for the former Maritime Services Board, the two identical leading lights at Vaucluse featured a chromium-plated parabolic reflector and red window.

In June 1910, the illuminant was converted from oil to gas. By 1913, a red sector light was installed to help vessels clear the Bottle and Glass Reef.

In 1916, the light was upgraded to the AGA system (Dalén light)—an automation method for lighthouses that used acetylene gas and a sun valve, invented by Swedish engineer Nils Gustaf Dalén.

Location: Cremorne Reserve, Cremorne Point
Established: 1910
Assessed significance: State

Statement of Significance (summarised):

The Robertsons Point Lighthouse holds State significance as a crucial part of the navigational system that ensures the safe operation of Sydney Harbour. It serves as an important harbour navigation light and is a minor landmark at the tip of Robertsons Point.

This lighthouse is also significant for its early use of reinforced concrete in maritime construction. It incorporates both in-situ and pre-cast sections, making it a notable example of early concrete engineering in marine environments.

Historical notes:

The Sydney Harbour Trust's annual report for the period ending 30 June 1909 stated that a new concrete light would soon be installed at Robertsons Point, Cremorne, to improve navigation in that part of the harbour. The lighthouse was designed to be similar in structure and material to the Bradleys Head Lighthouse, which was the first pre-cast reinforced concrete lighthouse in Australia.

The report further noted that a contract had been awarded for the construction of the Monier tower, referring to the Monier system of reinforced concrete, developed by French inventor Joseph Monier.

By November 1909, excavation work had been completed, and cement foundations for the lighthouse were being laid. The lighthouse was completed in 1910, with total expenditure for the project amounting to £750, 13 shillings, and four pence (Sydney Harbour Trust annual report, 1910).

Location: Southwest End Western Channel, Sydney Harbour
Established: 1924
Assessed significance:  State

Statement of Significance (summarised):

The Western Channel Lighthouse is part of a group of lighthouse towers that form the core navigational system of Sydney Harbour. It plays a crucial role in ensuring safe navigation and is significant as part of this collective system. As a visually prominent man-made feature, it helps define the shipping channel and contributes to the functionality of the working harbour.

Historical notes:

The Western Channel Lighthouse is positioned on the western side of the Sow and Pigs reef, a historically hazardous area in Sydney Harbour. Since the early colonial period, this area posed significant dangers to maritime traffic.

One of the worst maritime disasters in Sydney’s waters occurred here in August 1834, when the Edward Lombe barque was wrecked. This tragedy prompted the commissioning of the lightship Rose in 1836 to mark the Sow and Pigs reef as a navigational hazard.

The Rose was later replaced by the cutter HMS Bramble in 1856, which in turn was succeeded by another lightship (also named Bramble) in 1877. In 1912, acetylene gas light buoys were introduced to replace the lightship.

By March 1924, plans were in place for the construction of a permanent lighthouse. It was reported at the time that this structure would be similar in design to the pile lighthouse in the Eastern Channel. The lighthouse was painted white and stood at a height of 31 feet, displaying a red fixed light at night.

Location: Lighthouse Track, Balgowlah Heights
Established: 1911
Assessed significance:  State

Statement of Significance (summarised):

Grotto Point Lighthouse holds state significance as a crucial element of Sydney Harbour’s navigational system, guiding both local and international shipping safely into the port. Architecturally and aesthetically, it stands out as a rare and notable example of a purpose-built navigation aid. The lighthouse is also a visually prominent landmark at the entrance to Sydney Harbour.

Historical notes:

For three years leading up to 1909, discussions took place about constructing leading lights at the entrance to Port Jackson. On 26 July 1909, the Sydney Harbour Trust Commissioners hosted a conference with representatives from the leading shipping companies and their master mariners. The consensus was to install leading lights at Spit Road (Rosherville/Parriwi Head) and Grotto Point. Mariners emphasized that leading lights would greatly improve navigation, particularly under challenging conditions at Sydney Heads (Evening News, 29 July 1909).

By mid-1910, plans were finalized, and construction was set to begin once the necessary materials arrived (Sydney Harbour Trust Commissioners’ Tenth Report, 1910). Local newspapers detailed the project in February and March 1910 (Australian Town and Country Journal, 2 February 1910; The Daily Telegraph, 27 July 1910).

The white-painted masonry and brick tower, featuring a domed roof, was completed by 30 June 1911. Enclosed by a white picket fence, the lighthouse had two barrel-vaulted sections adjoining the main tower (Manly Library Local Studies).

Despite the completion of the Sydney Harbour Trust’s scheme, Irish master mariner Maurice Festu (1865-1941) proposed an alternative system in July 1910, which received media attention. Although Festu is sometimes credited with designing the Grotto Point Lighthouse and other Sydney Harbour navigation aids, there is no evidence of his involvement in their construction.

The Grotto Point Lighthouse originally featured a fourth-order fixed catadioptric lens and reflector. The window was divided into red, white, and green sectors—ships outside the white sector would need to adjust their course to safely enter it (R.G. Fenn, Port of Sydney Journal, p. 249). The 1913 Harbour Trust Handbook described the white tower as 61.5 feet high, operating on acetylene gas (The Port of Sydney NSW: Official Handbook, 1913, p. 67). The lighthouse was first illuminated on 1 September 1911.

The ground-level chamber attached to the tower housed acetylene gas generators, allowing the light to burn continuously for 60 days. In the Harbour Master’s report (15 August 1916), it was noted that the Aga system was introduced, replacing on-site acetylene generation with compressed gas cylinders.

In later years, the lighthouse was converted to electricity via the suburban grid. Ships approaching Sydney at night typically use Macquarie Light as their landfall, verify their position with Hornby Light, and follow the Grotto Point and Rosherville Lights, which provide a clear passage until the channel lights are visible. The red and green sectors indicate deviations from course. Originally, access for servicing was only possible by water from the more sheltered western side of the point (Tranter, 1986).

Location: Shark Island, Port Jackson
Established: 1913
Assessed significance:  State

Statement of Significance (summarised):

Shark Island Lighthouse is an integral part of a network of lighthouses and beacons that together form a State-significant system ensuring the safe movement of both international and domestic shipping through Sydney Harbour. It holds architectural and aesthetic significance as a representative example of its type and for its contribution to the cultural landscape of Sydney Harbour.

Historical notes:

The first light structure on the shoal extending from Shark Island was a white pile light built on a wooden platform in 23 feet of water. It was first exhibited on 15 November 1890. In May 1890, the Office of the Engineer-in-Chief for Harbours and Rivers, Sydney called for tenders for the construction of a stage to carry a light at Shark Island. The pile light was converted to acetylene gas in 1904, replacing the original kerosene light.

In September 1911, Harold F. Norrie, Secretary of the Sydney Harbour Trust, called for tenders for a reinforced concrete light tower at Shark Island. The Sydney Harbour Trust’s report for the period ending 30 June 1912 noted that construction of the new light tower was nearing completion at a cost of £742, 19 shillings, and nine pence. This new structure replaced the former pile light and the lightship Bramble, which was decommissioned.

The 1913 Sydney Harbour Trust report described the new reinforced concrete light tower, fitted with a fourth-order dioptric lens and illuminated with acetylene gas. It was built on the northwest side of Shark Island, replacing the old wooden structure, at a cost of £606 and ten pence.

The Sun newspaper reported that the Harbour Trust was modifying the new lighthouse to resemble Robertson’s Point Lighthouse (Cremorne). The Daily Telegraph described it as a “novel lighthouse” constructed of reinforced concrete in six sections by Messrs Stone and Siddeley, engineers and architects.

In 1911, Stone and Siddeley formed a partnership, and by 6 October 1915, they had registered as a limited company with capital totaling £50,000. Their offices were located at 11 Moore Street, Sydney, and they worked on several Harbour Trust projects, including the reinforced concrete pontoon at Circular Quay in 1914—which was purportedly the first of its kind in Australia and the largest in the world. They also contributed to the sewerage aqueduct over the Barwon River in Geelong, Victoria (1913-15).

Originally, Shark Island Lighthouse displayed a fixed white light, which was changed to a flashing white light in 1924. In 1947, the light was modified to a red group flashing light every eight seconds. The lighthouse underwent extensive refurbishment in 2003.

Location: Henry Head, Botany Bay National Park
Established: 1955
Endorsed significance:  State (as part of Kamay Botany Bay National Park and Towra Point Reserve SHR 01918)

Statement of Significance (summarised):

This important navigational light is an integral part of the safe navigation system for the State-significant Port of Botany. The lighthouse reflects the growing importance of Port Botany as the major commercial port of Sydney and New South Wales. It also demonstrates the evolution of lighthouse design, with its simple, functional appearance contrasting with the more decorative designs of the early twentieth century.

Historical notes:

In the early 1950s, bulk oil imports to Botany Bay increased rapidly. A refinery, along with a jetty and berthing facilities for large bulk carriers, was installed on the southern side of the bay.

To accommodate the rise in shipping activity, the Maritime Services Board (MSB) announced plans for new navigation aids in its 1953-54 Annual Report. These included:

• A red occulting light at Henry Head, with a white sector to guide vessels toward the entrance.
• Fixed green leading lights and day marks for the dredged channel leading to the jetty.

Henry Head Lighthouse was constructed during the 1954-55 financial year.

In the 1960s and 1970s, Botany Bay underwent significant development to establish a major port inside the northern headland. This required a reorganisation and upgrade of the port’s navigational aids.

Today, the major navigation light for Port Botany’s entrance is the direction light at the south end of the western airport runway extension, used in conjunction with positions marked by the Endeavour Light (Sailing Directions, 1999).

In 2021, the lighthouse tower was converted to solar power, replacing its main electrical supply pole with a new fixed pole supporting solar panels.

Location: Brotherson House, Port Botany
Established: 1915
Assessed significance:  State

Statement of Significance (summarised):

The Camp Cove tide gauge, manufactured by Harrison & Son and established at Camp Cove for a permanent tide station circa 1915, is significant at local and state levels.

The Camp Cove tide gauge main instrument demonstrates a high degree of mechanical and manufacturing precision. Its high level of intactness and the assembly of its various parts, including the clock, drum, stylus with crank sliding mechanism, pulley wheel, and frame reflect a high degree of technical acuity. This technical achievement is enhanced by the quality of craftsmanship and materials exhibited in the manufacture of the clock, brass frame, and purpose-built timber framed glass case with ovolo edges.

The volume of data produced by the Camp Cove tide gauge over approximately 73 years has contributed to our understanding of tidal movements and changing sea levels in Port Jackson (Sydney Harbour).

Historical notes:

Tide gauges are an oceanographic instrument used in ports and harbours to automatically record changing water levels relative to a specified datum. The data obtained from these instruments provides valuable information about the movement of tides which is necessary to assist with navigational safety. Tide gauge records have also been used to understand and predict tidal patterns, to monitor sea level changes over time, to identify storm surges and to assess the risk of coastal flooding. This information is used to help understand the impact of climate change and to inform oceanographic research and planning in coastal environments.

The first tidal recordings in Australia commenced at Fort Denison in 1866, and this location maintains the longest continual tidal recordings in the southern hemisphere. An upgrade to earlier instruments used for tidal recording saw the installation of a new tide gauge recorder, manufactured by Harrison & Sons of Darlington England, at Fort Denison between 1908-1911. In c.1915-16, a second permanent tide gauge station was established at Camp Cove, Watson’s Bay, as a ‘back up’ to supplement the Fort Denison tide gauge records. Between 1911-1915 a small timber clad structure was built adjacent to the former military wharf (now removed) at the northern end of Camp Cove. The structure, known as a tide gauge house, was purpose built to accommodate the Camp Cove tide gauge instrument.

The Camp Cove tide gauge recorded its last readings in 1989. Under the care of Port Authority of NSW, the main instrumentation (clock, drum, stylus, brass frame, pulley wheel and timber framed glass case) was restored. The object is now kept on display at Port Authority of New South Wales marine operations facility at Brotherson House, Port Botany. The location of the lower section, comprising the weights, system of wires and cables, the float and the lower cabinet, is not known.

The Camp Cove timber tide gauge house and access jetty are managed by the NSW National Parks and Wildlife Service. 

Location: Solomons Way and Somerville Rd, Rozelle
Established: 1974
Assessed significance: State

Statement of Significance (summarised):

Glebe Island Grain Terminal played a pivotal role in the development of bulk wheat storage and export in Australia. It holds historical significance as the first and most important of the country’s port terminals, integrating industry-specific technologies that influenced grain handling infrastructure nationwide. The initial construction phase, now demolished, was particularly noteworthy due to its wholly imported design and technological expertise.

The existing 1974 silos serve as a tangible link to the site’s history, standing as the most visible and easily interpreted remnants of its former use. These silos form a well-known landmark, and their continued function as storage silos connects directly to their original purpose.

Historical Notes:

In 1912, further land reclamation at Glebe Island allowed the construction of wharves by the Railways Commissioners to support wheat and coal handling. By 1916, the need for bulk grain handling became urgent, leading to plans developed by Canadian firm John S. Metcalfe and Company Ltd. The facility initially included 143 cylindrical silos, with cone-shaped bases that enabled the efficient discharge of grain via a chute system to conveyor belts for shipment.

A working house was also constructed, featuring unloading machinery, grain elevators, weighing hoppers, cleaning and drying equipment, a dust collection plant, and a power station.

Construction and Expansion:

The first construction phase of the Glebe Island silos began in late 1918 and was completed in 1921, overseen by Public Works engineer Robert Kendall and constructed by Henry Teesdale Smith, a timber merchant, railway builder, and former politician. The Sun newspaper dubbed it the “cubist castle” and “futurist fortress,” noting its towering 120-foot height and flat roof spanning two acres. The Bulletin magazine reported that 250,000 bags of Kandos Cement were used in its construction.

Between 1921 and 1932, the bulk handling facilities expanded significantly, with the construction of 63 additional silos, stock buildings, rail and road links, and handling facilities. Although the Great Depression slowed development, the number of country plants increased to 181 by 1939.

During World War II, Glebe Island served as a major armament supply depot and troop embarkation area for the United States Army.

By the 1950s, horizontal storage facilities began replacing vertical silos. The Grain Elevators Board was established, and record wheat harvests and post-war economic growth led to further expansion in the 1960s. In the 1970s, the facility expanded to accommodate other grains, doubling its storage capacity.

Container Terminal and Later Developments

The Glebe Island Container Terminal was officially opened by Premier Robert Askin on 22 February 1973. Constructed on 24 acres adjacent to the grain handling facility, it was built at a cost of $13 million based on 1970 plans by the Maritime Services Board (MSB). The facility quickly drew criticism for inefficiency and harbour congestion.

Along with the White Bay terminal (opened in 1969), Glebe Island became a focal point for container shipping in Sydney until the early 1980s. However, it ceased operation as a grain storage terminal in 1984 when Port Kembla became the primary grain export site for NSW.

The 1974 Silos and Later Modifications

On 9 December 1974, 30 additional grain silos, each 38.4 metres high, were officially opened by NSW Governor Sir Roden Cutler. These new silos doubled the island’s wheat storage capacity from 163,000 to 245,000 tonnes at a cost of $4 million. Each bin held 2,400 tonnes, with 14 additional star-shaped inner bins each holding 550 tonnes. NSW Grain Elevators Board chairman Peter Deuce highlighted the silos' new fumigation system designed to prevent insect infestations.

In 1992, the Minister for Planning approved the addition of an Olympic Games 2000 mural, along with sponsor advertising structures and lighting on the silos. Around 2,000 litres of paint were used to display the Sydney Olympics logo on the silos' façade. In 1993, the Sydney Olympic Committee commissioned a new mural, designed to resemble Grecian columns, with each silo depicting a different Olympic sport.

In 1994, part of the silo complex was modified for cement storage, marking another shift in its industrial use.

Location: Monument Lookout, Sommerville Road, Rozelle
Established: 1973
Assessed significance: Local

Statement of Significance (summarised):

The plaque holds local historical significance as a commemoration of the opening of the Glebe Island Container Terminal. The terminal marked a major innovation in port operations, directly responding to international shifts in shipping and cargo handling.

Historical notes:

The Glebe Island Container Terminal was officially opened by Premier Robert Askin on 22 February 1973. Constructed by the Maritime Services Board (MSB) at a cost of $13 million, the terminal quickly became a subject of criticism due to inefficient operations and harbour congestion.

The Glebe Island Plaque, unveiled by Askin during the terminal’s opening, commemorates this significant shift in port infrastructure.

Under MSB administration, ports handled record cargo tonnages, requiring ship design improvements to accommodate the expansion of global sea trade. Larger ships facilitated the growth of bulk cargo operations, leading to advancements such as containerisation, roll-on/roll-off vessels, side-loading ships, and specialised carriers. These technological changes necessitated the construction of modernised port facilities to handle the new cargo systems efficiently.

The terminal’s construction dramatically transformed Glebe Island, reshaping its industrial landscape.

In 2004, during further port redevelopment, the plaque was relocated to a more prominent site, with additional interpretive signage installed to enhance its historical context.

Location: Monument Lookout, Somerville Road, Rozelle
Established: 1870
Assessed significance: Local

Statement of Significance (summarised):

The site holds local significance as it represents the diverse early industries that once thrived on Glebe Island and its surrounding areas, particularly sandstone quarrying, which played a crucial role in Sydney’s development.

Historical notes:

Originally, Glebe Island was only accessible from Balmain at low tide until a causeway was built in the 1840s (Peter Reynolds, "Glebe Island", Dictionary of Sydney). The area became a hub for early industries, including sandstone quarrying, boatbuilding, and iron foundries.

From the 1840s to the late 19th century, quarrymen cut down the western half of the Pyrmont peninsula, extracting Pyrmont 'yellowblock' sandstone—a material widely used in the construction of Sydney’s landmark public buildings. The difficulty of quarrying the stone earned the sites local nicknames such as "Paradise," "Purgatory," and "Hellhole" (Shirley Fitzgerald, "Pyrmont", Dictionary of Sydney).

In the early years of quarrying, workers used hand picks and basic tools to extract the softer, more accessible sandstone. As these deposits were depleted, new technology was required to economically extract stone, leading to the introduction of abrasion saws and blasting techniques. A sandstone sample found in 2003 (item 4560014) bears marks from hand picks, indicating it was quarried before modern extraction methods were implemented.

Location: Glebe Island, Rozelle
Established: 1903
Endorsed significance: State (as part of Glebe Island Bridge SHR 01914)

Statement of Significance (summarised):

While the Glebe Island Bridge approaches hold limited individual significance, they are directly linked to the viability of the Glebe Island (Historic) Bridge, which is an item of State significance.

Historical notes:

Originally, Glebe Island was accessible from Balmain only at low tide until a causeway was built in the 1840s (Peter Reynolds, "Glebe Island", Dictionary of Sydney). The area became home to early industries, including sandstone quarrying, boatbuilding, and iron foundries.

In 1861, the first timber bridge across the channel, known as Blackbutt Bridge, was opened. It was built from Tasmanian blackbutt logs and featured a hand-cranked manual lift-span, allowing ships to pass through. This bridge remained in service until 1903, when it was replaced by the second Glebe Island Bridge.

The second bridge was part of the Five Bridge Route, a major infrastructure project from the 1880s, designed to improve traffic flow from the city to Sydney’s northern and western suburbs. The project included new or upgraded bridges at Pyrmont Bay, Glebe Island, Iron Cove, Gladesville, and Fig Tree, all completed between 1881 and 1901.

Designed by Percy Allan, a leading Department of Public Works engineer, the new Glebe Island Bridge featured electrically operated swing spans—a groundbreaking technology at the time. The Glebe and Pyrmont swing spans were among the largest of their type in the world and were some of the first to be electrically operated. The bridge was powered by Ultimo Powerhouse, and its swing span allowed two ships to pass simultaneously.

In 1933, the bridge underwent a major upgrade, with underpinning work replacing decayed piles. It remained in operation until 1995, requiring only regular maintenance.

In December 1995, the new Glebe Island Bridge opened as part of freeway developments for westbound traffic. It was a significant departure from the low-level deck structures of the previous crossings. On Remembrance Day 1998, the bridge was renamed Anzac Bridge.

Location: Monument Lookout, Somerville Road, Rozelle
Established: 1946
Assessed significance: Local

Statement of Significance (summarised):

The monument commemorating the first landing of United States armed forces at Glebe Island and the role of port authorities in facilitating the movement of personnel and supplies during World War II is of local significance. It serves as a physical reminder of a brief but crucial period in Glebe Island’s history. The monument also highlights the important role played by the Port of Sydney and the NSW rail network in the disembarkation and distribution of military personnel and equipment (Susan McIntyre-Tamwoy, 2003:6).

Historical notes:

The monument commemorates the arrival of United States armed forces at the Port of Sydney on 28 March 1942 and the subsequent movement of one million personnel and 500,000 tons of materials through the port by the NSW Department of Railways and Maritime Services Board (MSB) during the war.

Erected in 1946, the monument became the focal point for annual wreath-laying ceremonies for almost 40 years. Initially, these ceremonies were held around 4 July, marking American Independence Day.

Described in contemporary newspapers as an obelisk, the memorial was officially unveiled on 26 November 1946 by NSW Premier William John McKell. At the unveiling, MSB president G. H. Faulks announced plans to "beautify the site with lawns and trees."

By 1984, port development had left the monument stranded on a desolate concrete roadside verge, leading to the cessation of memorial ceremonies.

During further port remodeling and expansion in 2004, the monument was relocated to a more prominent site. New interpretive signage was also installed to ensure the important contributions of the troops and involved departments were remembered.

Location: 4 Towns Place, Millers Point
Established: 1837
Assessed significance: State

Statement of Significance (summarised):

The Moore’s Wharf Building is a Victorian-era warehouse (c. 1836–1837), exhibiting the Colonial Georgian architectural style. Originally located elsewhere, it was meticulously dismantled and reconstructed in 1980 to accommodate large-scale redevelopment while preserving its original waterside setting. This careful reconstruction is a rare and successful example of historic masonry building preservation in the second half of the 20th century.

Historically, Moore’s Wharf was among the oldest and busiest wharves in Sydney Harbour, playing a key role in 19th-century maritime activities. It has strong associations with Henry Moore, son of Captain Joseph Moore, both prominent merchants of their time. Henry Moore was also a significant political figure in 19th-century Sydney.

Historical notes:

The Moore’s Wharf Store was constructed of locally quarried sandstone in 1836–1837 by William Long and James Wright. It was later sold to Captain Joseph Moore and his son Henry Moore, who expanded the store in the early 1840s to accommodate their growing merchant and ship-owning business. The Moores owned and operated a fleet of South Sea whalers and traded in tea, sugar, and other commodities.

During the 19th century, Moore’s Wharf was the site of several historical firsts:

• In 1851, the clipper Phoenician loaded the first shipment of Australian gold bound for England.
• In 1855, the first locomotive in the colony was unloaded at Moore’s Wharf.
• In 1852, the first P&O screw steamship from England, Chusan, berthed at the wharf, carrying the first contracted mail delivery to the colony.

By the 1850s, Henry Moore was an influential figure, serving as:

• Local director of the London Chartered Bank of Australia
• Agent for the London and Oriental Steam Transit Insurance Company
• P&O Steam Navigation Company agent (1852–1880)
• Member of the New South Wales Legislative Council (appointed 1866)

Moore later retired to Strickland House (Carrara), where he remained a highly regarded social and political figure.

By the early 20th century, Moore’s Wharf declined in prominence, and Moore’s Road was eventually renamed Dalgety Road.

Relocation and Reconstruction (1978–1981)

In 1978, redevelopment at Darling Harbour required the relocation of Moore’s Wharf. The Maritime Services Board (MSB) contracted a $680,000 project to dismantle the building stone by stone and rebuild it 50 yards west, facing Walsh Bay.

The restored building reopened in 1981 and now serves as a marine operations base for Port Authority of NSW, while also housing office space.

Location: Port Botany, Banksmeadow
Established: 1880
Assessed significance: Local

Statement of Significance (summarised):

The Old Government Wharf played a crucial role in early industrial development in the Botany area, serving industries such as coal transport, sand dredging, and power generation. However, years of neglect and partial demolition have significantly compromised its structural integrity, leaving only minimal archaeological and interpretive potential.

Historical notes:

In 1880, the Government Pier (or Long Pier) was built at Banksmeadow to accommodate departmental materials for the Sand, Lime, and Brickworks. Authorities deemed it necessary to exempt these materials from wharfage rates (Cooper, 23/8/1920). The pier primarily served to unload coal from Newcastle, supporting the region’s growing industries. A tramway connected to the pier and began operating in May 1882 (Jervis, 1938:98). This tram ran along Botany Road, past the Sand, Lime, and Brickworks, down Pier Road, and onto the Government Pier (Jervis, 1938:238).

On 18 February 1921, the Botany Municipal Council took control of the Government Pier after it was "denationalised" (Cooper, 4/3/1921). The council purchased nine coal bins from Howard Smith’s Wharf at Darling Harbour and reinstalled them on the pier. Shortly after, workers erected an additional two bins and seven hoppers. Between 1921 and 1937, the wharf generated over £21,000 in revenue, while expenditures remained under £6,000.

The pier remained active when the Sydney Municipal Council (later Sydney County Council) built the Bunnerong Power Station in 1929. Steamers unloaded coal onto the jetty, which trains then transported to the power station (Larcombe, nd:119). At its peak, the coal trade handled 15,000 tons annually (MSB, 1979:2). Before 1950, port facilities primarily catered to smaller-scale industrial operations. Early developments capitalized on the naturally deeper waters along the northern foreshore, which partly explains why industries concentrated in the area (MSB, 1976:36).

By 1961, R. C. Bradshaw Pty Ltd. had taken over the jetty for sand-dredging operations. The company repurposed the coal bins for sand storage (SPA - Wharf Inspector, 2/3/1966). As the structure deteriorated, Bradshaw reinforced the piling by dumping ballast under the jetty (SPA - Harbour Master, 9/8/1961). A 22 February 1966 inspection revealed that heavy water damage had washed away a significant portion of the outer stone pier. The Wharf Inspector described the condition of the timber structure at the outer end as "very old and weathered" with severely decayed piles and deteriorated decking. To stabilize the structure, Bradshaw’s team added stone around the piles and beneath the girders in areas where their trucks operated. Additionally, they laid new decking perpendicular to the original to support truck wheels (SPA - Wharf Inspector, 2/3/1966).

During the Port Botany Expansion (PBE) from 2008 to 2014, the adjacent Penrhyn Estuary underwent rehabilitation and expansion. Funded by the former Sydney Ports Corporation, the project introduced a saltmarsh habitat, a public lookout, bird roosting islands, and a bird hide. Today, the public lookout—approximately 65 meters from the Old Government Wharf—remains the only publicly accessible vantage point for viewing the site.

Location: Circular Quay, Sydney
Established: 1960
Assessed significance: Local 

Statement of Significance (summarised):

The Overseas Passenger Terminal is a significant landmark on the shores of Sydney Harbour. The site has played an important role as a commercial and passenger shipping facility and served as a public gateway to the city.

The building exemplifies a twentieth-century approach to adaptive reuse, responding to changing community needs while retaining layers of its own history. Originally constructed between 1958 and 1960, the terminal reflects the evolution of international travel and served as a key entry point for many post-World War II immigrants, giving it social value. Its architecture represents the functionalist style common in terminal design at the time, influenced by international trends.

The 1988 modifications by Lawrence Nield and Peter Tonkin were part of the Bicentennial works, aimed at enhancing the urban design character of Sydney Cove. These renovations improved public access to the foreshore and strengthened the terminal’s connection with open spaces like First Fleet Park and Campbells Cove Plaza. The building holds aesthetic significance for its successful adaptive reuse, minimalist reinterpretation of the robust steel portal frame, and striking maritime imagery. Key visual features, such as the northern tower, contribute to its landmark presence on Sydney Harbour.

The site also has archaeological potential, with likely subsurface remains of early wharfage, a nineteenth-century seawall, and original shoreline deposits. Additionally, the terminal demonstrates an early use of concrete caisson technology for foreshore reinforcement.

Historical notes:

The Sydney Cove Passenger Terminal was built by the Maritime Services Board (MSB) for £1.75 million and officially opened on 20 December 1960 by Deputy Premier John Brophy Renshaw.

Before World War II, annual passenger traffic in Sydney’s port ranged from 20,000 to 30,000 arrivals and departures. Post-war immigration, tourism growth, and short cruises expanded this number to 160,000 by 1962. The increasing size of passenger ships and their customs and visitor facility needs led to the development of specialized terminals. Pyrmont received the first such facility in the early 1950s, followed by Woolloomooloo in 1956. Recognizing these as temporary solutions, the MSB identified Sydney Cove as the ideal location for a dedicated passenger terminal.

The site was chosen for its proximity to public transport, its location in a bustling commercial district surrounded by stately buildings, and its rich historical significance. The development was further driven by P&O Line’s construction of two superliners, Oriana and Canberra, for the Australian route.

Following extensive research, MSB architects R. Appleton, A. Buck, and K. Brown designed the new terminal. Construction began in 1958, requiring the demolition of wharves and sheds. The MSB built a seawall using reinforced concrete caissons fabricated at its Rozelle Bay depot. This method proved cost-effective, easy to construct, and low-maintenance. The seawall stretched 720 feet, enclosing reclaimed land. The terminal itself measured 625 feet in length and 111 feet in width, with a 40-foot apron. The ground floor housed cargo handling, while the first floor accommodated passengers and customs facilities. The Sydney Morning Herald highlighted the terminal’s aluminum roof, describing it as “the largest snapped ribbed aluminium roof in Australia” (April 21, 1959, p. 21).

The terminal officially opened on 20 December 1960, and ten days later, the SS Oriana arrived on her maiden voyage. At the time, she was the largest ocean liner to reach Australia since World War II. Over the next two decades, the terminal welcomed countless newcomers and played a central role in Australia’s migration story.

In the 1990s, planning efforts focused on the East Rocks and foreshore areas. In response to the Sydney Cove Waterfront Strategy (1997), Sydney Ports Corporation proposed further modifications to improve public access and operational efficiency.

Since the late 1980s redevelopment, the Overseas Passenger Terminal has undergone multiple upgrades to accommodate the continued growth of NSW’s cruise industry. These improvements have ensured the facility remains a leading cruise ship destination.

Location: Circular Quay, Sydney
Established: 1963
Assessed significance:  Local

Statement of Significance (summarised):

The Overseas Passenger Terminal mural was displayed at the first point of entry for immigrants arriving in Sydney by ship from the 1960s onward. Positioned in the customs hall of the terminal, the mural holds social significance for those who arrived through this gateway. It also has an important artistic association with its creator, Australian painter and Archibald Prize winner Arthur Murch, representing a major work in his career.

Historical notes:

The Maritime Services Board (MSB) commissioned Australian artist Arthur James Murch (1902–1989) to paint a mural for the new Sydney Cove Passenger Terminal in 1960. Titled Foundation of European Settlement, the mural depicts events surrounding the arrival of the First Fleet in Sydney Cove. It symbolically portrays two key moments: the flag-raising ceremony on 26 January 1788 and the subsequent landing of women, children, baggage, and farming equipment. On the subject matter, Murch wrote:

“The early designs for the mural explored the suitability of the chosen wall area to the subject – the flag-saluting ceremony of the 26th January 1788 at Sydney Cove. One design included convicts, the other none.”
—Michelle Murch, Mural – The Foundation of European Settlement Overseas Terminal, Circular Quay (2016).

Murch completed the 50-foot-long oil painting in his Avalon studio, nicknamed "The Cathedral," with assistance from artists David Schlunke, Helga Lanzendorfer, and Julian Hall. The mural, painted on 13 panels of compressed pine board mounted on a timber framework, was unveiled on 1 February 1963 on the northern wall of the Customs Hall by W. D. Donaldson, a Nominated Commissioner of the Maritime Services Board.

A painter, sculptor, and teacher, Murch was born in Croydon, Sydney, on 8 July 1902. He attended Sydney Technical High School in Ultimo before apprenticing at John Heine and Son Ltd in Leichhardt, a company specializing in sheet-metal machinery manufacturing. From 1920, he studied part-time at the Royal Art Society of New South Wales and later joined East Sydney Technical College’s sculpture classes under Rayner Hoff. After traveling in Europe, he worked as an assistant to prominent Australian painter George Lambert.

Murch made multiple trips to Central Australia and painted several portraits of Aboriginal residents in Ntaria, Northern Territory. In 1949, he won the Archibald Prize for his portrait of Bonar Dunlop. His other works included a mural for the University of Queensland (1950s) and a 150-foot-long mural at the Glasgow Trade Fair (1938).

The Foundation of European Settlement mural reflects historical perspectives on Australian history at the time of its creation. However, it lacks recognition of First Nations history and does not acknowledge the Indigenous presence at Sydney Cove before the arrival of the First Fleet. Its portrayal of these events, combined with its prominent placement at a key entry point to Australia, has led to contemporary reassessments of its historical and cultural significance.

Location: Circular Quay Way, Sydney
Endorsed significance: State (as part of SHR 01860)

Statement of Significance (summarised):

The Sydney Cove West Archaeological Precinct holds exceptional archaeological significance as evidence of some of the earliest colonial and maritime infrastructure from the convict settlement of Australia. (Heritage NSW, State Heritage Inventory)

Historical notes:

Sydney Cove lies within the traditional lands of the Gadigal people, part of the 29 clan groups of the Eora Nation. Before the arrival of Europeans, the Gadigal knew the site as Warrane. Today’s Circular Quay holds deep historical significance as both an early contact site between the Eora and the Berewalgal (people from a distant place, i.e., Europeans) and the center of colonial settlement following the First Fleet’s arrival in 1788.

The cove’s topography influenced the structure of the early settlement. Civil authorities settled east of the Tank Stream, while military personnel and convicts occupied the western side. In 1790, Sydney Cove’s first market was established, and by 1800, construction of a dockyard was completed. Private residences also emerged, with emancipists Isaac Nichols and Mary Reiby among the first settlers to build homes in the area.

By the mid-nineteenth century, Sydney Cove saw a rise in commercial shipping activity. In the 1870s, passenger ferry services were introduced, further establishing the cove as a key transport hub. The 1950s marked the beginning of extensive foreshore redevelopment, culminating in the final shoreline reclamation that shaped its modern configuration. Notable late 20th and early 21st-century developments include First Fleet Park and the Museum of Contemporary Art (MCA).

Location: Victoria Road, Rozelle
Established: 1917
Assessed significance:  State

Statement of Significance (summarised):

The canal’s significance is directly linked to the White Bay Power Station complex, of which it was an essential component. The canal played a crucial role in the power station’s cooling system and continues to form part of the ecosystem in the White Bay and Blackwattle Bay areas. (For the full statement of significance for White Bay Power Station, see SHR listing #01015 on the State Heritage Inventory Database).

Historical notes:

Construction of the White Bay Power Station Outlet Canal began in 1912 as part of the first phase of the power station’s development. The site was chosen, in part, for its access to unlimited circulation water, with the ability to separate inlet and outlet flows to prevent localized heating issues. Two cooling water canals were constructed: the inlet canal drawing water from White Bay and the discharge (outlet) canal emptying into Rozelle Bay.

The first power stations in Sydney were built by different entities, beginning with the NSW Railway Commissioners’ Ultimo Power Station in 1899, followed by Sydney Municipal Council’s Pyrmont Power Station in 1904 and the Electric Light and Power Supply Corporation’s Balmain Power Station in 1909. These stations formed the backbone of Sydney’s electricity supply until 1930 when the first stage of Bunnerong Power Station was completed. Until 1950, these power stations operated independently.

The formation of the Electricity Commission of NSW (ECNSW) in 1950 led to the unification of the state's electricity supply system. Over the next six years, the commission took control of all existing Sydney power stations. Increasing pressure to reduce pollution in Sydney led to the closure of the city’s power stations, with Pyrmont and White Bay being the last to be decommissioned in 1983. White Bay Power Station had the longest operational history, generating electricity continuously for 70 years within the same building.

The cooling water system was a critical part of the power station’s operation. Exhausted steam was condensed back into water using large cast-iron condensers, which relied on a steady flow of cooling water from the canal. The system likely included static or dynamic screens to filter debris, similar to those used at Ultimo and Balmain Power Stations. While no evidence of the original screen remains, it is possible that White Bay employed an electrically powered rotating or bucket screen.

According to the White Bay Power Station Conservation Management Plan (2004, Volume 5, Page 32), cooling water entered the inlet conduit through a fixed grill screen, filtering out large debris before passing through revolving screens for finer filtration. The system included silt wells and control valves, with a circulating water pump for each condenser drawing water from individual pump section wells. The cooled water was then discharged back into the outlet canal, ensuring the continuous operation of the power station’s cooling system.

Location: Robert Street, Rozelle
Established: 1917
Assessed significance:  State

Statement of Significance (summarised):

The White Bay Power Station (Inlet) Canal holds historical and technical significance as an essential component of the White Bay Power Station’s cooling system. Together with the White Bay Power Station (Outlet) Canal, these structures played a critical role in the station’s operations by supplying water for cooling steam condensers. The canal’s existence is rare, particularly in the context of the intact qualities of the surviving White Bay Power Station and its associated infrastructure.

Although the inlet canal (technically a conduit) is not visible, it remains an integral part of the power station’s design and function. It likely retains archaeological features that contribute to a deeper understanding of the site’s history. While the aesthetic significance of the canal is unknown due to its inaccessibility, its technical and historical importance is evident.

The White Bay Power Station is listed on the State Heritage Register, and the White Bay Power Station (Outlet) Canal is listed on the Port Authority of NSW S170 Register.

Historical notes:

Construction of the White Bay Power Station (Inlet) Canal, also known as the Cooling Water Conduit, began in 1912 as part of the first phase of the power station’s development. The White Bay site was selected in part because of its access to circulating water, with separate inlet and outlet canals preventing localized heating issues. The inlet canal drew water from White Bay, while the discharge canal (outlet canal) emptied into Rozelle Bay.

Sydney’s electricity supply system initially developed through independent power stations. The NSW Railway Commissioners built the first power station at Ultimo in 1899, followed by the Sydney Municipal Council’s Pyrmont Power Station in 1904 and the Electric Light and Power Supply Corporation’s Balmain Power Station in 1909. These four stations formed the foundation of the city’s electricity supply until 1930 when Bunnerong Power Station was completed. The Electricity Commission of NSW (ECNSW) was formed in 1950, consolidating the system under a single entity.

As pollution concerns grew, Sydney’s power stations were gradually shut down. Pyrmont and White Bay were the last to be decommissioned in 1983, marking the end of an era. White Bay Power Station had the longest continuous operation in Sydney, generating electricity for 70 years.

The cooling water system was fundamental to the station’s function, with exhausted steam converted back to water in large cast-iron condensers. Cooling water may have been drawn directly from the inlet canal or pumped from a tidal pool adjacent to the station. Screens were typically installed to filter debris, and while no physical evidence remains, it is possible that White Bay employed an electrically powered rotating or bucket screen similar to those used at Ultimo and Balmain Power Stations.

According to the White Bay Power Station Conservation Management Plan (2004, Volume 5, Page 32), the cooling system worked as follows:

• Water entered the inlet conduit through a fixed grill screen to filter large debris.
• It then passed through a set of revolving screens for finer filtration.
• The system included silt wells and control valves.
• Each condenser’s circulating water pump drew water from individual pump section wells and fed it through the condensers.
• The water was then discharged through the outlet conduit into Rozelle Bay.

The original canal’s alignment and its later replacement conduit are documented in historical plans. The section near Roberts Street was initially an open canal but was likely covered in the 1930s or 1940s. The conduit leading from White Bay appears to have been modified in the early 1960s to accommodate the construction of the coal storage platform and conveyors. At that time, new screening equipment was likely installed in a screen house, remnants of which remain near the edge of White Bay today.

Location: Middle Head, Mosman
Established: 1859
Endorsed significance:  State (as part of Middle Head Military Fortifications SHR 00999)

Statement of Significance (summarised):

The two obelisks at the entrance to Sydney Harbour are of historical and navigational significance. They are visually prominent landmarks and serve as enduring examples of 19th-century navigation aids that continue to be used today. Their presence reflects Sydney’s maritime history and the evolution of navigation systems over time.

Historical notes:

The obelisks were erected between 1857 and 1859, likely following a suggestion from Captain Denham to the Marine Board on September 4, 1857. They were subsequently included in his chart of Sydney Harbour, published in 1859. Positioned above Obelisk Bay, the two white obelisks align to mark the clear passage beyond South Reef, aiding vessels navigating the entrance to the harbour.

In 1909, the increasing volume of nighttime sailings into the port prompted the decision to install lights at Grotto Point and Rosherville (Spit Lighthouse). These lights reduced reliance on the obelisks as primary navigation aids, but commercial shipping continues to use them for visual reference. Their enduring presence highlights their functional and historical importance in Sydney’s maritime landscape.

Location: Hickson Road, Dawes Point
Established: 1948
Assessed significance: Local 

Statement of Significance (summarised):

The Dawes Point Fog Signal and Navigation Light plays a crucial role in Sydney Harbour's navigational system, ensuring the safe movement of vessels. Although not part of the early 20th-century core grouping of lighthouses, this structure represents a unique post-war approach to navigation aid design. Its architectural style reflects the era of its construction in 1948, marking it as a significant historical and functional maritime feature.

Historical notes:

Dawes Point had long been considered a hazardous zone for vessels navigating Sydney Harbour, particularly for ferries. Recognising this, the Sydney Harbour Trust Commissioners decided in March 1904 to install a bell, powered by electric motors, as a fog signal at the location.

By April 1905, three large bells, each weighing over 150 kilograms, were being manufactured for placement at Bradleys Head, Fort Denison, and Dawes Point. The Dawes Point bell was installed and began operation on May 6, 1905, sounding three strokes at eight-second intervals, followed by a 14-second pause. This pattern was altered in September 1906 to a continuous ringing signal.

In 1904, an additional red, fixed pile beacon, 14 feet in height and powered by electricity, was installed on the reef at the western side of the entrance to Sydney Cove (Circular Quay) at the end of Horse Ferry Wharf. By 1906, an electric red light had been added atop a 39.5-foot pole at Dawes Point, further aiding navigation in the area.

Location: Parriwi Road, The Spit
Established: 1911
Assessed significance:  State

Statement of Significance (summarised):

The Spit Lighthouse is of state significance as part of a group of navigational lights and beacons that collectively form the core of Sydney Harbour’s navigational system, enabling it to function as a world-class port. Architecturally, it is a notable example of a purpose-built structure housing a navigation aid (Anglin 1990:3011). The tall, imposing tower has architectural quality and serves as a dominant feature of the maritime landscape of Middle Harbour, particularly when viewed from the direction of the Heads. It has a strong visual connection with Grotto Point Lighthouse (Hunt 1988).

Historical notes:

On July 26, 1909, the Sydney Harbour Trust Commissioners hosted a conference to gather feedback from leading shipping companies and their master mariners. The consensus was that leading lights at Spit Road (Rosherville, also known as the Parriwi Head Leading Light) and Grotto Point would improve navigation safety. One mariner remarked, “Leading lights would be an improvement, and they would also be of great assistance. Navigation at Sydney Heads very often is risky…” (Evening News, July 29, 1909).

By mid-1910, land near Spit Road had been purchased, and plans for the light tower were prepared (Engineer-in-Chief’s report appended to The Sydney Harbour Trust Commissioners’ Tenth Report for the year ended 30 June 1910, p. 11). The new scheme, devised by the Sydney Harbour Trust, was widely reported in local newspapers in February and March 1910 (Australian Town and Country Journal, February 2, 1910, p. 29; The Daily Telegraph, July 27, 1910, p. 10).

Despite the Trust’s plans, an alternative scheme proposed by Irish master mariner Maurice Festu (1865–1941) drew significant media attention in July 1910 and was deemed superior by some. However, while Festu is often credited as the architect of the Grotto Point and Spit lighthouses, no evidence suggests he played a role in their design or construction.

The leading lights were completed by June 30, 1911. The Sydney Harbour Trust Commissioners' Report for the year ending June 1912 stated:

“A considerable improvement has been made within the year in the matter of lighting the Port. Since 1st September 1911, the Commissioners have established leading lights to mark the entrance to Port Jackson. These lights are shown from towers, one of which has been erected on the high lands south of The Spit, and the other on Grotto Point. A red light is shown from the upper Tower (Spit) and a white light with coloured sectors from the lower (Grotto Point). The illuminant used is acetylene gas, and the lights can be so arranged as to burn continuously for 60 days.”

By 1918, the light was converted to the AGA system (Dalén light), an automation method for lighthouses that incorporated acetylene gas and a sun valve, invented by Swedish engineer Nils Gustaf Dalén (Sydney Harbour Trust Commissioners' Eighteenth Annual Report for Year ending 30 June 1918, p. 17).

Location: Port Authority of NSW Corporate Office, 20 Windmill Street, Millers Point 
Established: pre-1900
Assessed significance: Local 

Statement of Significance (summarised):

This fourth-order lighthouse lens, manufactured before 1900 by the English firm Chance Brothers and Company, likely served as a harbour light at Shark Island Lighthouse from at least 1912 and later at Hornby Lighthouse from 1948 until 1995. The history of the lens reflects the evolving needs of shipping in the port and the development of modern port operations. It also serves as a fine example of a fourth-order fixed lens made of crown glass, which carries some aesthetic significance.

Historical notes:

This beehive-style lighthouse lens was manufactured before 1900 by Chance Brothers and Company, an English glass manufacturing firm founded in 1822 near Birmingham. In 1851, the company began producing lighthouse lenses based on the optical principles developed by French engineer and physicist Augustin-Jean Fresnel (1788–1827). The lens is a fourth-order fixed lens, featuring concentric annular prisms arranged in a beehive shape. It was crafted from crown glass, which was phased out after 1900 (as confirmed by Tim Nguyen of Chance Brothers). The lens functioned on the catadioptric system, using both refraction and reflection to focus and direct light.

According to The Lighthouse Work of Sir James Chance, Baronet (1902), Chance Brothers produced two fourth-order lenses for New South Wales in 1871. One of these was likely installed at Wollongong Breakwater Lighthouse, which was completed in August of that year. An article in the Australian Town and Country Journal described the light as a “fixed one of the fourth order, constructed on the catadioptric principle” and “manufactured by Chance and Co.” The article noted that the lens was composed of “prismatic rings” and mounted within a “gun-metal frame” on a “cast-iron column secured on the lantern floor.”

The location of the second lens remains uncertain, and it is unclear whether it was the same as item 4560032. An article by J. Hoey (Engineering Branch) in the Port of Sydney Journal (January 1950) stated that this lens was installed at Hornby Lighthouse at Inner South Head in November 1948, “given an occulting characteristic and equipped with a lamp-changer which, on failure of one lamp, automatically brings a new one into focus.”

Prior to its installation at Hornby Lighthouse, Hoey claimed the lens had originally been used on the lightship Bramble, which was moored off the Sow and Pigs Shoal near the entrance to Sydney Harbour. However, no evidence confirms that this lens was used in this capacity. Given that the lens functioned as a fixed light, it would have been unsuitable for a vessel (as confirmed by Tim Nguyen of Chance Brothers).

After Bramble was decommissioned in 1912, Hoey suggested that the lens was relocated to Shark Island Lighthouse. The Sydney Harbour Trust report for the year ending 30 June 1913 possibly refers to this lens (item 4560032), stating that a “new reinforced concrete light tower, fitted with a fourth-order dioptric lens and lighted with acetylene gas, was erected in lieu of the old wooden structure on the north-west side of Shark Island” at a cost of £606 and ten pence.

The lens remained in operation at Hornby Lighthouse from 1948 until 1995, when it was removed and placed in storage at Port Authority of New South Wales.

Location: Blues Point Reserve, McMahons Point
Established: 1904
Assessed significance: Local

Statement of Significance (summarised):

The Blues Point Light Structure is significant for its historical use as a navigation aid in Sydney Harbour during the early 20th century. It played a crucial role in ensuring the safe operation of the harbour, likely introduced at Millers Point in response to boat collisions in the area.

While no longer in its original location, the structure remains an example of early navigational aids installed as part of a broader effort to improve maritime safety in Sydney Harbour at the start of the 20th century. It also represents the increasing use of steel lattice or truss structures in public infrastructure projects during the late 19th and early 20th centuries.

Historical notes:

Photographs from the 1870s suggest that a structure existed at Blues Point, possibly serving as a navigational marker. By the 1920s, photographs indicate a cylindrical light structure was present, later modified to feature a boxy-shaped light structure. The North Shore Historical Society Journal describes the original site as featuring a “rather appealing lattice-work wooden tower”, which was replaced by the current structure in 1977-78.

The first light at Millers Point was constructed in 1904. The Sydney Harbour Trust Commissioners’ Annual Report (1904) stated:

"To facilitate the navigation of the port, eastward of Dawes Point, a red light has been erected on that point, with two fixed green leading lights on Goat Island, and a white light with a red sector to mark the turning point to Darling Harbour at Millers Point."

During the reconstruction of the wharf at the northern end of Darling Harbour in 1977-78, the structure was relocated from Millers Point to Blues Point. This wharf, formerly known as No. 1 Darling Harbour, is now designated as No. 3 Darling Harbour. Image 14 possibly shows the structure at Millers Point before its relocation.

Further research is recommended to determine the origins of the structure before its installation at Millers Point in 1904.

Location: Solomons Way, Glebe Island, Rozelle
Assessed significance: Local

Statement of Significance (summarised):

The Great Sydney Dyke, while extensive with a length exceeding 10 km, has primarily been studied in its subsurface sections as part of geotechnical investigations for engineering projects. The exposures at Glebe Island provide a rare and valuable opportunity to examine the dyke at the surface level, making it an important geological feature for scientific study and education.

Historical notes:

The Great Sydney Dyke has been traced discontinuously across Sydney’s suburbs, from the coast to Rozelle. The only section not obscured by urban development is at Glebe Island, where it is visible on both sides of Victoria Road. The southern exposure has largely weathered into a clay slope, while the best-preserved section is on the northern side of the road, where the exposure stands approximately 7 meters high.

In the railway cutting, the dyke ranges from 5.1 to 5.95 meters in width, is nearly vertical, and has a strike between 115° to 120° (True). Geological analysis suggests that the dyke formed in three distinct stages.

These exposures provide excellent examples of differential weathering within the dyke’s outer bounding surfaces and internal sections. The lithological variations range from silty clay, representing highly weathered sections, to residual 'corestones' of relatively fresh basalt, highlighting the complex weathering processes that have shaped the dyke over time.

Location: Port Access Road, Rozelle
Assessed significance:  Local

Statement of Significance (summarised):

The exact provenance of this cabinet remains unknown, and no direct historical significance or significant associations have been identified. However, it may have held a commemorative purpose or an association with the relevant department or agency responsible for its early ownership. The date suggested by the paper tag attached to the bottom of the cabinet ("106 years old") cannot be verified. If accurate, it may indicate an association with specific organizations, but until further evidence is found, this assessment remains provisional.

Historical notes:

While the precise origins of this cabinet are uncertain, a card tag attached to its base states: “This cedar sideboard was restored by D. Selmon, signwriter, and E.T. Buckhorn, carpenter, and painted with satin finish Estapol in 1988-89.” Another note in parentheses states “106 years old,” though no further details are provided to confirm its authenticity. A patina of use, particularly on the panelled doors and top, suggests extensive prior use.

Research conducted through internal contacts at the former Sydney Ports Corporation, along with a review of past Maritime Services Board (MSB) publications—including All A’Board (1962-1975), The Officers Journal (1925-1934), and First Port Future Port: Celebrating 100 Years (Edna Carew, 2002)—has not revealed any references to this cabinet. Additionally, a heritage assessment of part of the former Enfield Yard (Otto Cserhalmi & Partners P/L, March 2002) does not mention this or any comparable timber cabinet. No documentation confirming its construction for the MSB or its successor agencies has yet been identified.

Location: Port Access Road, Rozelle
Assessed significance:  Local

Statement of Significance (summarised):

The exact provenance of this cabinet remains unknown, and no direct historical significance or specific associations have been identified. However, the cabinet may have held a commemorative purpose or been associated with a department or agency responsible for its early ownership. Until its provenance is further clarified, this assessment remains provisional.

Historical notes:

While the origins of this cabinet are uncertain, the use of various timbers associated with maritime and construction applications suggests it may have been constructed from materials used in a Sydney Ports Corporation-related building or vessel. This raises the possibility that the cabinet was created for a commemorative purpose or specific functional role. A patina of use, particularly in the framing of the panelled doors, suggests previous coatings or coverings.

Research conducted through internal contacts at the former Sydney Ports Corporation, as well as a review of past Maritime Services Board (MSB) publications—including All A’Board (1962-1975), The Officers Journal (1925-1934), and First Port Future Port: Celebrating 100 Years (Edna Carew, 2002)—has not identified references to cabinets constructed for the MSB or its successor agencies. Similarly, the Heritage Assessment for Part of the Former Enfield Yard (Otto Cserhalmi & Partners P/L, March 2002) does not reference this or any comparable timber cabinet.

Stylistically, this cabinet bears modest similarities to another known Enfield item, though both reflect office furniture design of their respective eras. The recent restoration and refinishing with Estapol polyurethane suggest it was restored alongside a related piece, likely around 1988-89. However, unlike the other cabinet, this item lacks a paper tag indicating its age or previous ownership.

Location: Port Authority Corporate Office, 20 Windmill Street, Millers Point 
Established: 1960
Assessed significance:  Local

Statement of Significance (summarised):

This autograph book is of high significance at both the state and regional levels, as it contains the signatures of numerous internationally significant political and cultural figures. It reflects the prestige and status of the former Sydney Ports operations, highlighting the wide range of distinguished visitors and port authority officials who signed it during its 23 years of use. The presence of international signatories further underscores the central role of Port Jackson and its maritime industries in shaping the global profile of New South Wales.

Historical notes:

The provenance of the autograph book is well established. It was originally acquired locally at Swains, an office supply store, as part of the Leathersmith line, designated as item number EVB1, M, Morocco. The book was manufactured in England.

The first recorded signature in the book dates to 22 October 1966, and the last entry was made on 14 February 1989. After this final use, the book appears to have been retired from active service, marking the conclusion of a 23-year period in which it served as a record of notable visitors to Sydney Ports.

Location: White Bay Cruise Terminal, Robert Street, Balmain
Established: 1968
Assessed significance: Local

Statement of Significance (summarised):

The Bay Class ships hold historical significance as the first large cellular container ships designed specifically for this purpose. The propeller itself is of some historical interest as a surviving element of this pioneering fleet, though it does not hold standalone historical significance.

Despite being removed from its original maritime context, the propeller possesses strong sculptural and landmark qualities. Designed and fabricated in Germany, it has a high level of aesthetic significance, with its five massive blades representing more than a century of refinement in propeller design and manufacture.

The propeller is an example of high technical achievement. Only six of these propellers were fabricated, making it a rare artifact of the evolution of maritime engineering since the 1870s. The fact that this propeller was salvaged and retained, rather than melted down and recast, further enhances its rarity.

Historical notes:

The propeller is believed to have come from one of the six Bay Class container ships that entered service in 1968–69: Encounter Bay, Discovery Bay, Moreton Bay, Botany Bay, Jervis Bay, and Flinders Bay. These vessels, all built in Germany, were the first fully cellular container ships and marked a significant advancement in shipping technology. They operated on the Australian route from 1969 onward.

Marshall Meek (1925–2013), a Scottish-born naval architect and one of Britain's leading figures in maritime design, was responsible for the Bay Class ships. His career included work as the technical director of British Maritime Technology and a tenure as President of the Royal Institution of Naval Architects from 1996.

The propeller was likely produced using a reinforced pattern, in which a single casting of bronze was poured, demonstrating the high craftsmanship of pattern makers and foundry workers.

The exact ship from which this propeller originated has not been identified, though an inscription—OCL 5—may provide a clue. It is unclear how the propeller came under the ownership of Port Authority of NSW. Flinders Bay was scrapped in 1996, while Encounter Bay remained in use until approximately 2000. However, since Sydney Harbour lacked facilities for dismantling such large vessels, the Bay Class ships would not have been broken up locally.

A 1973 photograph shows a propeller on the deck of Flinders Bay in Sydney Harbour, but details remain unknown. If that propeller were a four-blade design, it would not belong to the Bay Class ships.

In early 2013, the propeller was relocated to Balmain as part of the development of the White Bay Cruise Terminal. It is now displayed prominently at the entrance to the terminal, positioned above an open hard-landscaped area.

Location: Harbour Masters Office, Port of Eden 
Established: Estimated 1860
Assessed significance: Local 

Statement of Significance (summarised):

Telescopes and barometers were essential instruments for harbourmasters and pilots, serving as critical tools in maritime navigation and weather observation. This telescope and barometer hold significance as equipment used in the management of the Port of Eden by the colonial NSW government and later by the State of NSW. They serve as symbolic reminders of the Port of Eden’s long and continuous history and its management by government authorities.

Historical notes:

The telescope and barometer are believed to have originally belonged to Captain Bourn Russell, who was appointed as the Port of Eden’s first harbourmaster in 1860. Russell was a central government figure in the port, also serving as a pilot, Justice of the Peace, Assistant Inspector of Fisheries, and Acting Officer of Customs. His brother, Henry Chamberlain Russell, was the Government Astronomer of New South Wales, and both played key roles in observing the Transit of Venus in Eden in 1874.

Captain Bourn Russell was the first and longest-serving of ten permanent harbourmasters at the Port of Eden, holding the position from 1860 to 1900. He was one of four harbourmasters to serve for more than 20 years, with several also taking on the role of pilot.

The telescope and barometer were later inherited by retired harbourmaster Allan Sutherland, who served from 1968 to 1987. They had previously been passed down from the harbourmaster before him, suggesting that this equipment had been part of the port’s official property since the late 19th century.

Location: Moore's Wharf, 4 Towns Place, Millers Point
Assessed significance: Local

Statement of Significance (summarised):

Anchor ‘A’ and Anchor ‘B’ are well-preserved examples of relatively rare, specialised mooring anchors. They are representative of Admiralty pattern mooring anchors used in Sydney Harbour and along the New South Wales coast in the 19th and 20th centuries. Their significance is at a local level, contributing to an understanding of historical maritime infrastructure and anchoring practices.

Historical notes:

The specific documentation detailing the deployment or history of the two anchors has not been found to date. However, their form identifies them as post-1841, the year in which the improved Admiralty pattern anchors were introduced. It is likely that these anchors date from the late 19th century to the early 20th century.

The improved Admiralty pattern anchor became a preferred design, particularly on naval vessels, and remained in use well into the early 20th century. Compared to its predecessor, this anchor was constructed with higher quality iron, featuring an elliptical shank and curved arms. The shank thickened from its narrowest point near the stock to its junction with the arms at the crown, maintaining the established ratio of the shank being three times the length of the arms. The curvature of the arms was positioned at one-third of the distance up the shank from the crown.

In harbours, it became common practice to establish permanent mooring buoys anchored in place by purpose-made mooring anchors. These anchors were designed to eliminate the vertical upper arm, which could be subjected to intense heat and then bent back onto the shank. Alternatively, an anchor could be cast with a single arm specifically for mooring purposes. In such cases, the crown was typically fitted with a ‘fishing shackle’ or a ‘buckle’ around the shank, serving two key purposes:

1. When deploying the anchor, the buckle allowed for precise positioning to ensure the single arm was set downward. This was achieved by attaching one cable to the buckle and a second cable to the shackle at the far end of the shank while lowering the anchor to the seabed.
2. If the mooring anchor needed to be reset or removed, the buckle served as a lifting point to extract the fluke and arm from the sediment.

The two anchors at Moore’s Wharf, Walsh Bay, are of this form and exemplify the technological evolution of mooring anchors within Sydney Harbour’s maritime history.