The Rise and Fall of South Huskisson

The story of South Huskisson, enterprise, profit and greed. The Southern Tablelands and the Goulburn Plains was growing at a rapid rate,  farmers looked for a way to get their produce to the Sydney markets cheaper and easier than the long journey overland to Sydney they now faced. A practical route was needed to Jervis Bay, the nearest potential port. 1839: Messrs. Murray and O’Connell looking to fill that want, discovered a satisfactory route, and formed a company with other interested parties with a capital of 5000 pounds for the purpose of constructing a road. February 1841: Work begun after 70 men and implements were transported to Jervis Bay in the coasting vessel the Isabella.

“ The circumstances of a good dray road being completed between Braidwood and the sea cannot but increase highly the value of property in the neighbourhood,  as will afford and easy outlet to the Sydney Markets”

July 1841: The work was hard and dangerous, but  twenty-five miles of road was complete, the men were then at work on the hardest part of their task,  where rock-blasting and cutting were required.  This pass was completed towards the end of the same month. October 1841: Accounts stated, that work on the road had progressed to such an extent that drays laden with wool, would soon be passing daily. December 1841: Work on the “Wool Road” as it became known and still carries today, was all but complete and bullock drays started to use the road.

No township existed when the announcement was made of the proposed road between Nerriga and Jervis bay, it became necessary to take steps to lay one out.  Accordingly the Surveyor-General was requested to give necessary instructions for laying out a township at Jervis Bay. On examination of the land acting Surveyor-General Captain Perry pointed to the south side of Mooney Mooney Creek, which he considered to be without comparison the most favourable for the laying out of streets and the construction of wharves. The location selected was in private ownership,  so the land between Mooney Mooney Creek and Jervis Bay River (Currambene Creek) which was still in Government reserve was selected for a new town, the site of the present day Huskisson.  The announcement of the road led other land holders to quickly submit town plans,  eager to cash in on the expected growth. The first township subdivision to be advertised in the Sydney Newspapers was the subdivision of E. Deas Thomson’s estate, and was named “South Huskisson’'. The very place Perry originally selected for a town. June 1841: Land was advertised in the Sydney Herald, The first sale was successful,  one hundred allotments totaling the sum of 3519 pounds.   South Huskisson’s first store. July 1841: A Mr. Campbell opened a store, which was doubtless the first of it’s kind in the bay. October 1941: Excitement grew for the towns prospects as newspaper reports were released.

November 1841. Sydney Herald: “The practicability of rapid communication between South Huskisson and Sydney had been tested several times and the safety of the harbour established beyond doubt, the steamer Tamar having come to anchor in the middle of the night”. ”A sloop of 300 to 400 tons was expected to proceed to the port in the following February to take wool direct for London,  a cargo of 700 to 1000 bales having been guaranteed.

The township started to grow. An inn, the Braidwood Inn,  had been licensed and opened some months earlier.  A wool store owned by Mr. Campbell was in course of construction,  Several Mechanics of the most useful kind had already located themselves upon the allotments, as well as a baker and over time several more licensed Hotels.

March 1841: Sydney Monitor. It is certain the success of South Huskisson,  inasmuch that it is likely to become one of the most important seaport towns in the colony. March 1842: Sydney Herald. ”I am happy to inform you that this township is at last emerging from obscurity” December 1842: The wharf at South Huskisson is now about being completed, and every facility is offered for storing and shipping wool from that port. December 1842: His Excellency the Governor announced that South Huskisson was permitted to sell wine and fermented liquors (but not spirits) at places so declared, in quantities not less than two gallons.

One can imagine the noise from the many bullock drays, the bullock bell, the rattle of the billy hanging from the dray, teams backed up waiting to load their wool onto waiting ships, Hotels bustling with work hardened, thirsty bullockies, ship captains and their salty crews, the truth stretched yarns, it must have been an amazing time.

January 1843: The paddle steamer the Sophia Jane was doing monthly trips from Sydney to South Huskisson, the road to Nerriga was considerably improved and several dray loads of wool weighing 3600lbs. each had been bought down from the present years crop. The dray men all spoke favourably of the road and the facilities it offered to the settlers for moving goods back and fourth between the Bay and Sydney. Ian Henson's painting of the Sophia Jane loading Wool at the wharf near South Huskisson, this painting can be seen at the Jervis Bay Maritime Museum.

The new township faced mounting opposition. Sydney’s well known business men and merchants afraid of loosing their large profits if South Huskisson became an established port, begun circulating rumours about the road, the wharf and the townships ability to meet the need.  Hell bent on keeping the commerce in Sydney and boost their profits, they lobbied the government to extend the train line from Sydney to Goulburn.

The bubble had burst – The extension of the railway was the final straw:

Despite many years of commerce, the thriving town of South Huskisson was doomed by the  Sydney businessmen achieving their aims,  the rail line was extended from Sydney to Goulburn, it was no longer necessary for wool producers and farmers to ship their produce to the coast, it  bought a quick end to the township of South Huskisson.

1848: J.P. Townsend, in his Rambles and Observations in New South Wales. makes some comments. ” At Jervis Bay which is not far from the Shoalhaven are five towns,  but amongst them all,  are but two inhabited houses. The temptation here was the fine bay,  and it was suppose that it would be the outlet of the countries interior.  The architects of these aerial towns were often greedy land sharks who richly deserved the pillory,  but the originators of others were sometimes as much deceived as those they gulled.   Wool stuck on the road There’s a certain romance associated with large teams of bullocks numbering between 12 and 20 plodding along slowly carrying their burden towards the bay, bullockies slowly working their teams, the sound of the whip cracking, sleeping under the stars and boiling their billy’s,  this romantic view was sometimes far from the truth,  especially  in the later part of the 19th century as rail replaced steamers.,  the road was starting to disintegrate, wet weather created many problems. The Goulburn Herald and Chronicle January 1869.   “Teams laden with wool became stuck on the mountain, The carriers became forced to carry provender for their horses, there being no sign of vegetation.  At some places on the road poor miserable bullocks are left unable to proceed any further,  and there the old workers stand and will not get out of the way,  ultimately perishing of starvation,  no grass or water within their reach”.

By the  late 19th century there was nothing left but empty, broken, overgrown buildings, the wharf so carefully made was just a pile of tumbled stones. The wool road had fallen into disrepair and was almost impassable. A few years later the great hope of Jervis Bay, South Huskisson, had reverted back to the wild bush it had been carved from, only a few soil mounds and one large Norfolk Pine tree gave any indication that there had once been something there.

A forgotten Town

The Sydney Morning Herald – Tuesday 13 October1908

Shattered dreams, withered hopes.

Extracts from an article that appeared in the above mentioned paper, by a Sydney correspondent reminiscing about South Huskisson (Vincentia) and a general description of Huskisson and the District  when he visited the region in 1867.

	'With the exception of Sydney Harbour,” says the ‘'”Nautical Almanac,” ‘'Jervis Bay is perhaps the most perfectly protected sheet of anchorage water in Australia.” ”Anchorage for “ironclads” sounds well for the Federal Port.  Indeed, Jervis Bay is now used chiefly by the ships of the squadron for gunnery.  The men do not land.  But many of the officers say that they enjoy their trips down there, and the wallaby shooting along the wild, beautiful harbour side, actually better than their time in any other port in Australasia.”
	Whale in the bay. ”There was whaling in the old days at Jervis Bay – a small town of solid houses just inside the hook of South Head.  The warships anchor at least half a mile from the North Head shore, in “Montague Roads.”  But the safest anchorage is Darling Roads, close under South Head, and Bowen Island.”     There was the old town of South Huskisson.
	What with whaling and the big timber along the shores, a large ship-building industry sprung up there.  Mr Hardiman who builds ships there for many years, went to Jervis bay in the 60’s.”
	“The old town was dead when I went there’'. The houses were still standing, and the fruit trees still growing around them.  But doors were broken in and the windows.  There’s nothing of it left now except one big Norfolk Island Pine by the water there,  a long mound which they say was a baker’s shop,  and a few tumbled stones on the beach that look as if a pier may have been there.” ”Jervis Bay in a wonderful big stretch, 8 or 10 miles across.  Just to the south of it is another beautiful basin,  St Georges Basin, nearly landlocked, but not very deep. It opens into Wreck Bay.” ”It’s well called Wreck Bay. The old lighthouse used to be on South Head, where it could not be well seen,  and ship after ship made into Wreck Bay by mistake.   I remember the Walter Hood – an Aberdeen clipper she was – went down with almost all hands on a reef there one awful night. That same storm swept away the farm land on the Shoalhaven River.   I saw the black mud spread over the flats there, and men prodding it with sticks to find the bodies.  The Corangamite and the Rose of Australia were lost there too; and the juniper, coming round with wine; her hull use to wash out occasionally and get covered again. The Plutus – she was wrecked off North Head.” ”As for a railway from inland to the coast, there is no road running to Old Huskisson.  The Old Wool Road used to come down there from Braidwood.   I suppose the old teams bought the wool that way over the Jerrawangala Gap – I think it was – and across to Wandandian and St Georges Basin; and from there to Huskisson,  But the Old Wool Road is overgrown now;  I doubt if you could follow it through the farm lands there.  One or two of the piles of the old wool stores still remain – that’s all.”
	This typifies the type of scene people would have seen as the Bullock teams bought Wool from the Southern Highlands along the Wool Road to South Huskisson. (image public domain)
	”The warships get their stores from N. Huskisson at the head of the Bay.  The stores come through by road from Nowra.  North Huskisson used to be a town with a school of 30 children.  That was before the timber was cut out, and when the shipbuilding was brisk. There is no school there now.  There are not enough children to keep it going.  They go to Tomerong -  a dairying village five miles away.    The main road there – the only road to speak of – is the road from Nowra to Braidwood.”

The remainder of the story related to Canberra and the surrounding district. But one small item of interest remained, it was the official description of the Crown Lands of Jervis Bay in 1867.

“Jervis Bay itself is 87 miles south of Sydney.   It’s shores are almost uninhabited.”

Steamer for Jervis Bay – the Sophia Jane.

 

1831 Sophia Jane was the first paddle steamer to operate in the coastal waters of NSW. She was built in England and arrived in Sydney in 14th May 1831.

The arrival of the Sophia Jane was greeted with much fan fair and expectation, this new age of steam would herald in a new spirit to the coastal districts. 1831 the Australian. Part of a report in the Australian newspaper June 1831 illustrates the great expectations the arrival and operation of the Sophia Jane would bring to the coastal communities. “Persons will shortly be able, we expect, to breakfast in town, lunch at Newcastle, dine at Port Stephens, and put up comfortably at Port Macquarie next morning, at half the present expense and in quarter the time, for the journey to Wallis's Plains. Should she not find enough to do between this and Newcastle the route to and from Hobart Town lies open, and the Western Port, when the fine line of coast about there shall be settled.” Said to be a very beautiful build and a good sea boat. She was commanded by Lieutenant Edward Biddulph R.N. who was also part owner. She was originally constructed for the almost exclusive accommodation of passengers. No expense had been spared in fitting her out and the apartments were said to be of the finest description. There were three separate cabins (one for gentlemen, one for ladies and one for steerage). Sixteen beds could be made up in the gentlemen's room, 11 in the ladies and 20 in steerage. In an emergency extra beds could be prepared making a total accommodation of 54. Her value was estimated to be £7,500 and she arrived from England with an experienced engineer and a duplicate set of all the necessary apparatus. She was considered very fast and could make the 60 miles between Newcastle and Sydney in under 8 hours. By 1842 The Sophia Jane was also plying regularly between Sydney and Wollongong.

Shipping Notice in ‘The Australian” 1842

South Huskisson By this time the private township of South Huskisson had grown into a small but important coastal port servicing the wool industry. Edward Deas Thomson subdivided his unprofitable farmland to form the private township of South Huskisson, (located where Vincentia is today) the township grew to 15 hotels, blacksmith's shops and many other trading places including a brothel in Church Street. When the bullock train arrived, the jinkers loaded with wool were backed to the water, the bales were loaded into small boats and taken out to the moored ships.

Image of a typical wool loaded jinker. Public Domain

1842 a successful meeting raised money to build a wharf, some of the hewn sandstone blocks from the wharf area still visible at low tide near the Holden St boat ramp. The Sophia Jane was  most active running to Sydney twice monthly.

This painting depicts the Sophia Jane being loaded with hay bales on the wharf at South Huskisson (Vincentia) in 1843. The other ship is the barque Cygnet. Marine painter. Ian Hansen.

The decline. A drought started the decline in Jervis Bay traffic and pressure to government's by Sydney wool merchants, businessmen along the Melbourne Rd and the developers of the Twofold Bay saw the end of the Jervis Bay wool trade. South Huskisson being a private development obtained no assistance from the government of the day, some shipping continued but by 1858 the settlement was virtually deserted. The end of the Sophia Jane. 1845 her timbers showed signs of decay. and her owners deemed it necessary to have another hull built and the old engines installed. This vessel ‘the Phoenix’ was launched in 1846 and continued in the trade until 27th July 1850 , when she was totally wrecked on the Clarence River Bar.

Sophia Jane Specifications.

256 ton brig rigged paddle steamer she was 126 feet long, breadth 20ft and could travel 8 miles and hour, she was an auxiliary steamer. A two-masted sailing ship with auxiliary steam power. The advantage was supposed to be that the ship could sail up-wind when it was convenient, and additionally, it could use the steam power to move relative to the wind to obtain a more advantageous angle to the wind. In practice, the disadvantages combined rather than the advantages. The type had great wind-resistance, leading to an increased use of fuel up-wind compared to a pure steam ship. At the same time, the requirement to store coal reduced the cargo space over that of a sailing ship. It thus combined the slow speed, high maintenance and poor righting (ability to resist capsize and wind) of a sailing ship with the small cargo space and fuel expense of a steam ship.

REF: http://www.jenwilletts.com/Steamers.htm
        http://www.myplace.edu.au/decades_timeline/1830/decade_landing_17_1.html?tabRank=4&subTabRank=2
Top painting. P.S. SOPHIA JANE - from a painting by Dickson Gregory, image No.; 2805501, courtesy State Library of Victoria.
http://digital.slv.vic.gov.au/view/action/nmets.doDOCCHOICE=2804725.xml&dvs=1407110792209~598&locale=en_US&search_terms=&adjacency=&divType=&usePid1=true&usePid2=true

1919 – Huskisson, population 200.

When these pictures appeared in the Western Mail Perth in 1919 along with a short story about the neglected but beautiful Jervis Bay,  there was only around 200 people living at Huskisson,   most people were employed in the timber, fishing,  and ship-building industry. Gone were the days when large bullock teams loaded with wool, tallow and hides from the big Monaro and Riverina Stations lumbered to the bay along the wool road to be loaded onto ships waiting safely at anchor near Lambs Point, known then as South Huskisson,  they were loaded from a stone wharf built  near the present day suburb of Vincentia at a place  better known these days by local surfers as the  “ Viny boat ramp”. The bustling township that once thrived, comprised hotels, blacksmith shops, and stores that grew around the wool industry had long since disappeared back into the landscape,  the wharf had fallen into disrepair and most of the people had moved away. – Continue reading about South Huskisson

Sydney Mail 1931

Huskisson was now the only town existing on the shores of the bay, timber was still being cut from the surrounding forests of Wandandian and Tomerong and transported to Huskisson to be loaded onto waiting steamers.  Despite having to go further back into the forests  and deep gorges to secure the slowly disappearing timber,  a new timber mill was built near Huskisson employing the latest technology available for the time.

Tourism was becoming more important, a look through local papers from the time reveals many stories about how good the fishing and shooting was. ”The bay was an ideal but little known tourist resort, offering splendid facilities for fishing, shooting,  boating and surfing”.

The Shoalhaven News and South Coast Districts Advertiser – 1919.     “Schnapper fishing is the order of the day.  Many large catches are reported by visitors.  Several men make big money by schnapper fishing.  Many are caught weighing from 14ib, to 20 lb.  These fish sell at 1, shilling 3 pence,  per pound”. ”Last Sunday Mr Timbery made one haul,  and landed about 80 box’s of beautiful bream.  Fishing is good if not better than dairy farming”

The Dents and other ship-builders were still building wooden ships,  steamers and sail,  on the banks of Currambene Creek. Whaling was still being carried out from the bay,  an application was made to the Land Board for 80 acres on the north side of the bay fronting Montague Roadstead to build a new whaling station and factory to extract oil and treat the residue. This proposal was eventually rejected on environmental grounds.   Despite these activities the bay was still relatively unknown. Whaling Jervis Bay, Continue reading Progress was slow, local business people pushed for progress,  but they were constantly frustrated by the lack of interest shown by politicians from all parties to see the bay for what it could offer the colony.

Big hopes for the prosperity of the bay". At this time the biggest change to come to the bay and one that many hopped would once again attract industry and prosperity to the bay was the Australian Naval College constructed on a small protected headland on the southern shores of the bay known as Captains Point,  400 men were employed in it’s construction, promises of naval dockyards and repair shops and the work being carried out on a clearing for the long promised railway line that would connect the bay with the Federal City gave local business people great hope for the future prosperity of Jervis Bay.

By 1919 most of the work had been completed on the college,  but right from the beginning there were protests coming from Sydney politicians in opposition to the facility because of the costs associated with training the cadets.

Bullock teams bringing timber for the construction of the Australian Naval College - 1912

The base came under further attacks when a Shoalhaven News report had a story about a meeting being held in Nowra to protest against the proposal by Sydney to convert the the Naval College into a quarantine Station. Fortunately this proposal never saw the light of day.

But like so many other grand visions,  the promised railway was never constructed, no major industries came to the bay, and the bay essentially stayed the same as it had always been,  a tranquil beautiful place.

Early Photos from Jervis Bay

Atlantic Ron sent us a few early photos of Jervis Bay from the 1960's and 1970's,
Thanks Ron.

T
he boat shed on the left in these photographs was originally operated by the ISNC. Illawarra Steam Navigation Company which serviced the south coast from 1858 to the 1950's.  |
Steamers by 1913 were visiting Jervis Bay twice a week at that time South Huskisson, present-day Vincentia, was the main port of call, when South Huskisson failed to develop and disappeared back into the bush. Present day Huskisson became the focus for steamer activity with the ISNC trialling regular services to the bay, they were later abandoned. Other steamers despite the challenges of the wharf and the shallow river entrance moved cargo to and from Jervis Bay.

Continue reading about South Huskisson. The rise and fall.

The iconic "Hole in the wall"  photographed hundreds of times by visitors over the years. This natural stone bridge attracted the attention of the early explorers, featured in many paintings and stories of the bay.

Unfortunately, the top has now collapsed creating a "gap in the wall."

Continue reading about Hole in the Wall.

old time notes

North Huskisson Wharf.


This small article which appeared in the Nowra Leader,  September 22, 1911  describes South Huskisson as a thriving small coastal town.  It mentions the large Dent family,   the shipbuilding and timber industry, as well as some of the people involved.

"It is now over 40 years or it may be 45 years since the late Mr James Dent, senr., started the ship building at North  Huskisson. That spot then was a busy centre. Combined with the shipbuilding carried on by Mr Dent, there was a large timber trade, logs in the round were shipped to Sydney.  This particular branch employed a great many men, and many bullock teams were used.  In connection with the various branches of this work, there were trusted men placed over each branch.  
As well as we can remember Mr Longfield was general manager.  Mr Peak took a part in supervising matters.

Mr Dent took an active part in all matters pertaining to the business.  Messrs.' James, since deceased, George and William who were then on the verge of manhood;  Fred, Harry, and Joe were boys.  Life then was all sunshine.  The traveller to Huskisson to-day cannot imagine it was such a busy centre at that period.

"Poor Old Ned Gather'em -up'' as he was generally called,  we suppose he was so called on account of gathering up the tools and other things of general use that caused the appropriate name to be given him.  'Old Ned" was in his glory when there was a launch on, he has long since been gathered to the land of his Fathers.   He with many others, roamed over that timbered locality which induced the
axeman and teamster to haul many of its enormous trees.   60 years ago or perhaps a little less than that there was not a habitation at the Currambene.  Mr Dent, the senior, was the first to build there.  The only house between Nowra and Jervis Bay, as the road wended then, was at Woollamia.  Mr Dawson had a home at Erowal, now the property of Mr P. Kean.  There were one or two houses at Jervis Bay,  but were on the decay.  Mr John Guihan, known then as "Kerry Jack," occupied one of those houses near the fresh water creek which empties into the Bay.

The Elyard family then had a cattle station at Jervis Bay, and "Jack"  was the stock-keeper; he went once a fortnight to Brundee for his rations.  It was he who first saw the wine laden ship "Juniper" wrecked south of the bay.

This part of the article describes South Huskisson (Present day Vinventia).
Prior to the time, we are writing about there were three hotels in Jervis Bay, also a blacksmith shop, wheelwright shop a wool store and wharf.  The old pine-tree is the only mark left today to remind of the long past and almost forgotten period.  The Bay now has its hotel and store, run by Messrs. Cambourne and Paul respectively. 

Timber vessels at Huskisson Wharf, 1903



Advertising which appeared in the same newspaper.

On this day 1911

The Royal Australian Navy officially came into existence.
 

The announcement that Australia was to have its own navy would have a significant impact on Jervis Bay.  During the 1840's  the bay was best known as a port for exporting wool from the highlands.  South Huskisson ( present-day Vincentia) grew into a bustling town with hundreds of people involved in the wool trade.  Ships called into the bay and were loaded with wool transported by bullock teams on the newly constructed wool road connecting Jervis Bay with the interior.  Jervis Bay was finally becoming what many had wanted and predicted, a centre for industry.   Around 8 years later the boom had finished and South Huskisson had almost completely disappeared back into the bush with little evidence any sort of town ever existed.   The bay had once again slipped back into a slow-moving sleepy district, best known for a small shipbuilding industry based at Huskisson. 

Reliable transport to Sydney had always held back developement around the bay,  the announcement by the government Australia was to have its own navy and shortly after would build the Royal Australian Naval College at Jervis Bay thrust the Bay into the headlines once again.  Jervis Bay had now become a major focus for the navy and the rest of Australia.

Before Federation in 1901, five of the six separate colonies maintained their own naval forces for defence. The colonial navies were supported by the ships of the Royal Navy's Australian Station which was established in 1859. The separate colonies maintained control over their respective navies until 1 March 1901, when the Commonwealth Naval Forces were created.  Originally intended for local defence, the navy was granted the title of 'Royal Australian Navy' in 1911 and became increasingly responsible for the defence of the region.
Ref:https://en.wikipedia.org/wiki/Royal_Australian_Navy

1901 - There were moves by the Commonwealth Defence Authority to establish an Australian navy.

In the years following 1901 there was much discussion from supporters and the opponents of the scheme.  The controversy revolved around the costs involved in Australia establishing and maintaining its own Navy. 

1903 the Australian Government paid an annual contribution to the Royal Navy of 200.000 thousand pounds for an auxiliary squadron.

1909  -  Since the Defence Conference of 1909 Australia had gone steadily forward with a definite and progressive naval policy.

1909 – It was clear Australia was to have its own navy when the Federal Government ordered two torpedo destroyers and to have a third constructed in Australia.

 

HMAS Parramatta.


"When they arrived in Australia in the destroyers Yarra and Parramatta, the men of Australia's nucleus fleet wore the distinctive letters 'H.M.A.S.' to show that they were of His Majesty's Australian ships. The designation has received official sanction at the hands of the King, and the High Commissioner has received from Downing street a letter covering a dispatch from the Secretary of State for the Colonies, to the Governor-General, to the effect that His Majesty has been graciously pleased to approve of the naval forces of the Commonwealth  being designated the Royal Australian Navy  and of the ships of that navy being designated his Majesty's Australian Ships. Following this arrangement, It is added, ' the citizen naval forces of Australia will receive the official title of the "Royal Australian Naval Reserve".

H.M.A.S Yarra

1912 -  A circular was sent out to all state premiers informing them of plans to establish a Royal Australian Naval college and facilities thereby afforded to boys between 14 and 16 years who are desirous of following a maritime life.

1912 – Recruiting for the navy was temporarily suspended owing to lack of accommodation at the Williamstown training depot. The permanent establishment at Williamstown was 88 men.

1913 - Following indecision and controversy work began to build the Royal Australian Naval College at Captains Point Jervis Bay which was officially opened in 1915..




The rise and fall of South Huskisson – Continue reading.

The age of Steam and Sail.

There was a period in maritime history when steam driven vessels and sailing vessels were in a state of transition.  Sail had been the only means by which large loads of cargo and people could be transported from place to place relativly easily and cheaply. Steam engines were a slow development around the 19th century, mostly used for river journeys in small boats, as the technology improved, timber was replaced with coal as fuel to drive the steam engine. Smaller more powerful engines were developed and were being used by “coastal steamers”. Many of the first coastal steamers still carried a full set of sails, they were known as ‘auxiliaries”.  The engines were used to drive large paddle wheels attached to the sides of the vessel,  but their efficency depended a lot on the conditions they encountered during their journey. Was the 150 ton “Sophia Jane”,  Built in England in 1827,  equiped with two 50 horse power engines, she sailed to Sydney Australia in 1831, and was the first coastal steamer to be used in N.S.W.  The vessel was a regular visitor to Jervis Bay and South Huskisson. Ian Henson's painting of the Sophia Jane loading Wool at the wharf near South Huskisson, this painting can be seen at the Jervis Bay Maritime Museum.

Another paddle wheel (sail) steamer to operate along the south coast was the 117 ton wooden paddle steamer,  P.S. Mynora.  She went ashore in 1864 just south of Jervis Bay on the beautiful “Steamers Beach”,  which is named after her.

By the 1860’s compound steam engines were introduced and the paddle wheel was replaced by screw propellar propulsion.  A drive shaft went directly to the stern driving propellars.  This development meant steam vessels could travel greater distances more efficently.   Sail was still relied upon to cut running costs and could still be more efficient in the right conditions.  There were many Australian built timber steamers plying the Australian coast,  they required quite a lot of coal  to run the engines.  Besieged by bad weather the steamers could run out of coal and be forced to use their sails. On occasion Jervis Bay was a convenient place for steam/sailing ships to seek refuge in foul weather. The story in the previous post of the Balclutha is a perfect illustration of the use of steam and sail to save a vessel. Over time steam became the prefered means of propulsion,  the ships became larger, ports provided coal so the ships could restock their holds along their journey, their capacity for carrying coal increased,   passengers could now travel in luxury. Steamers didn’t have to rely on favourable winds, they were able to leave port in almost any conditions,  the end of the great sailing ships was drawing to a close… Shipbuilders along the coast had to adapt to the changes, and the shipbuilders operating at Jervis Bay started to produce steam powered vessels of all sizes. A beautiful example of this was the S.S HILLMEADS 206 gross tons,  Length:126'4" x Width:27'5" x Depth:9'2". She was a wooden twin screw steamship, driven by  2 compounded engines producing 28 nhp. Built as a passenger-cargo vessel by E Pritchard at Jervis Bay New South Wales in the Joseph Dent ship yard on the banks of Currambene creek in 1907 for the Numba Steam Shipping Co Ltd. The vessel worked the trade from Sydney to Moruya, Bawleys Head and and Batemans Bay carrying passengers and timber. S.S Hillsmeads – continue reading. Some of the many vessels built at Huskisson. 1874 – The Australian - Wooden Steamship/schooner 1874 - Fleetwing – Steamer, builder James Hardiman. 1876 - Maggie – Steamer, builder Joseph Dent Jnr. 1879 - Heka – Steamer, builder George Dent Snr. 1881 – Meteor – Steamer, James Dent. There are many more and their story and their stories are yet to be told.

Jervis Bay - what could have been.

From it’s earliest discovery Jevis Bay was recognised as a place where great industry and enterprise could flourish. The earliest explorers saw it’s potential for development. In the 1800’s, proposals were spoken of to establish a large shipbuilding industry, a timber industry, a whaling industry, a thriving port, supplied by railway, all failed to materialise for different reasons. In the 1900’s, there were proposals for a steel works, land had been bought,   a nuclear power plant, testing and excavation had begun,  a quarantine station,  an oil refinery,  a woodchip mill, an armaments depot,  they all failed to materialise for different reasons.   As you read about the industries proposed for the bay, you realise we are fortunate to have the bay and surrounds the way it is today, if just one of the heavy industries earmarked for the bay were established, the bay would most certainly be a different place. Museum Display -  Grand Visions. The museum has a fantastic display covering some of the larger projects, the diagrams, maps and information will be a surprise to many who see the bay as it is today, instead of what it could have been. Below is a condensed version of just one of many articles, written about large development proposals for the bay. The Canberra Times August, 1972, it makes interesting reading.

Inquiry order on secret report.

SYDNEY, Monday. Police would conduct an extensive investigation into the issuing of a secret report prepared for the NSW Government on the future of Jervis Bay, the Public Works, Mr Hughes said today.’' The report, which outlines the possible establishment of a major industrial complex at Jervis Bay, was issued by a Jervis Bay watchdog committee yesterday and printed in a Sydney newspaper today. The report indicated the establishment of an oil refinery, a petro-chemical processing plants and a woodchip mill, if an overseas consortium goes ahead with plans to build a steel works at the Bay. Initial development therefore was recommended in the area between Callala Beach and Calla Bay, where the absence of urban subdivision would minimise the disturbance of the local residents, the report said. Dr Russel Darroch from the Society for Social Responsibility in Science stated. The societies studies so far had indicated that the Armco mill, if established would surely disturb the coastal ecology. Mr Hughes was disturbed a confidential document prepared for the government should be issued.   Souvenir letter opener

There are many stories about these undesirable industries, one can only imagine the damage they would have caused to this sensitive beautiful environment..

Other examples.

1896 Illawarra Mercury July 1886. An English syndicate visited Nowra in connection with establishing a large timber block street paving industry at Jervis Bay, With plentiful supplies of timber they planned on building a wharf and tram way from Jervis Bay to Jerrawangla, a distance of 20 miles.  The company was offered 20,000 acres for forestry. The plan fell through in 1898 when it was realised there wasn’t as much timber available as first thought.   1840 A port to rival Sydney. Completion of the Wool Road from the Southern Highlands to South Huskisson (Vincentia) to carry wool and other produce to the coast.  Huskisson boasted hotels, accommodation a thriving town, land sales were anticipated and subdivisions designed. A booming port to rival Sydney. The end came swift. The Sydney merchants seeing their lively hood threatened, mounted a campaign against the now port. 1843, a severe drought affected wool production. The development of Nowra and Terrara saw the road redirected. 1848 South Huskisson ceased as a grand outlet and fell into ruin.   1908 The second vision for Jervis Bay was the grandest of the Grand Visions. A stipulation in the Seat of Government Act 1908 stated that Canberra must have a sea port. Bherwerre Peninsula on Jervis Bay was acquired from New South Wales and made a Commonwealth Territory. A sea port was proposed and a rail line route was surveyed in expectation of the development of commercial wharfs, naval dockyards and other industries on Jervis Bay. In addition to this a grand urban vision was proposed by surveyor and real estate agent Henry Halloran, who had plans drawn up for two major cities: Pacific City and St Vincent City to be built on the shores of Jervis Bay. In 1917, Henry Halloran advertised a second tract of land for sale in St Vincent City in the area called Jervis Bay City (Callala). Callala Beach was planned by Walter Burley Griffin. Again the timing was wrong. These cities relied on railway connections to Canberra and Sydney which were never built because of World War l.   1932 Illawarra Mercury June 1932. A proposal for a paper pulp mill at Hole in the Wall.   1968 The third Grand Vision for Jervis Bay has been subtitled "Industrialisation by Stealth". In 1968 the NSW Department of Decentralisation investigated a proposal which would see the development of a large steelworks at Jervis Bay; they saw the Bay as a perfect location for iron and steel manufacturing. At the same time the Federal Government under the leadership of Liberal Prime Minister John Gorton, was planning the development of a 500 megawatt Nuclear Power Station at Murray's Beach. The plans for the Nuclear Power Station and steelworks were secretly commissioned and only came to the attendion of media and locals when a secret report was leaked. This secrecy alarmed the environmental movement including some of the members of the Shoalhaven Shire Council, under the presidency of John Hatton. This accelerated the emergence of the protest movement which in 1971 formed the Jervis Bay Planning and Protection Committee. Political intrigue and stealth as well as an active environmental movement were the main causes of the failure of the industrial vision.   1969 Bendigo Advertiser, March 1879. Proposal for the establishment of a $100 million railway and coal loader facility.     There a many more stories to tell, I will post more in good time.

Through circumstance, good luck and public protest, we are able to enjoy Jervis Bay as nature intended.

Jervis Bay - The promised land.

The promise of a new port for the colony at Jervis Bay had been in the pipeline for many years.  Successive ministers and governments made grand gestures during discussions about the future of Jervis Bay. A new railway would link the new National Capital,  Canberra,  with the sea.  Jervis Bay was destined to become the National Capital’s Sea Port. The  railway line would also link Nowra,  where the current line now terminates,  with various location around the bay,  to the north the line was proposed for the great future city ‘St Vincent’s City” to be built by Henry Halloran, then on to the south shores of the bay where it would link the Woollamia Estate with North Huskisson,  “Huskisson”  then on to Lambs Point, present day “Plantation Point”,  then on to South Huskisson,  present day Vincentia”  then around to Captains Point, site of the the “Australian Naval College”  then finally ending at Bristol Point, where another town was laid out with plans for shipping wharfs and infrastructure. But like so many things before and since Jervis Bay was never to see any of the proposed developments come into reality.

Shoalhaven News July 1915

Opening of the new port and the National Railway.   “The long-promised opening of the port should soon begin. The accepted agreement between the New South Wales and Commonwealth Governments provides for handing over more territory at Bristol Point to the latter, who will build the national railway.      The survey shows this line as running through the College lands to Lamb's Point, and thence on to Canberra. This means that the first wharves will be constructed and used at Bristol Point'; the College will retain its isolation; and Lamb's Point will be used for public wharves under State control. It is understood docks - will be erected at Bristol. The turning of the first sod will be done by the Governor General at the beginning of July.”

The Railway comes to Jervis Bay 1915.

Even though a railway link of any sort never eventuated,  I’m sure it would be a surprise to many people to know Jervis Bay did end up with a working railway line and locomotive operating on it’s shores.

Locomotive 530 travelling along the shore-line of Jervis Bay during operation at the Royal Australian Naval College.

During the construction of the break wall at the Royal Australian Naval College, two stone quarries were excavated and a small locomotive hauled the stone between the quarries and the breakwater. Initially the wagons were hauled by horses but when the second quarry was opened further away the 530 was purchased from the NSW Government Railways in 1915. The image above is taken from a small book available from the museum for 5 dollars by Peter Crabb,  it goes into great detail about the “Railways that Never Were”   the information contained in the book is fascinating.

The Shoalhaven News and South Coast Districts Advertiser Saturday 17 April 1915

The two images above shows the railway line extending onto the wharf and along the water front, it was used for unloading timber and coal during the College’s construction The Sydney Mail 1913.