This website describes work I've been involved with in the field of maritime archaeology. There are maps of local shipwrecks and links to online resources relevant to locating and preserving artefacts.

I've had an interest in maritime archaeology for some time. During 1997 I helped a third year student, Stuart Clegg, with fieldwork for his Integrated project. The project mapped and documented a number of heritage items in Byron Bay (using basic survey techniques). Several of the maps and some of the findings are presented here. In late June 2001 I attended a training course covering techniques for locating and pre-disturbance surveying of shipwrecks and other sites (this was the AIMA/NAS Part 1 course, I hope to complete other components of this training program at some stage). During the later half of 2001 I presented a lecture on maritime archaeology to Cultural Heritage Management studentsin our School. Over the years I have done a number of short talks on the Tassie II and other heritage in Byron Bay. February 2002 I participated (as a Team Leader) in a two week Maritime Archaeology Field School run by Flinders University in South Australia. My work included supervising students during underwater work and participating in other activities at the field school (including lectures, priject work and planning sessions). During the School I had the opportunity to dive all of the wrecks on the Wardang Island Heritage Trail with professional maritime archaeologist working for Flinders and James Cook University and the South Australia and Victorian Heritage Offices and also attended several professional seminars on maritime archaeology.

As part of my training toward AIMA/NAS Part II I hope to undertake a more thorough survey of the Tassie II wreck including a detailed literature review and examining its relationship with the 1888 jetty at Byron. I have spent literally hundreds of hours diving this wreck and have probably spent more time on the site than anyone I know. I'm also keen to be involved with other projects though in this fascinating field so get in touch if you have a project in mind you think I could help with.

Shipwrecks of Byron Bay | Conservation work on historic anchor | Useful links

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Ship wrecks and other heritage items provide divers and snorkellers with more than just an interesting backdrop. They provide a physical link with the past, a diverse habitat for marine life (attracting species that may not otherwise be present in an area) and interesting artifacts and relics that stirs the adventurer in all of us. Byron Bay has two shipwrecks easily accessible from shore, and shallow enough to be accessible by both divers and snorkellers. Both wrecks have significant structural features intact, movement of sand often unearths new features making repeat visits rewarding and stimulating. The Tassie II in particular harbors a diverse range of marine life with new discoveries on every dive (night dives too are possible, exposing bizzare creatures not seen in daylight hours). Surrounding reef and sand areas also house maritime artifacts (like the remnants of the 1888 jetty around the Tassie II) and interesting marine life.

In 1997, Stuart Clegg completed a third year project mapping and describing the underwater heritage of Byron Bay. I assisted with mapping a number of heritage items for his study including; the wreck of the Tassie II, the wreck of the TSS Wollongbar, the 1888 jetty remains off main beach Byron Bay, the 1929 jetty remains ("The Cranes") and several large anchors.

Maps presented here are by: Stuart Clegg (undergraduate student 1997 School of Environmental Science and Management, Southern Cross University) based on underwater surveys by Stuart Clegg and Simon Hartley (Associate Lecturer, Southern Cross University). A copy of his report (Clegg, S. (1997) An assessment of significance of underwater heritage in Byron Bay, NSW, Unpublished third year report. School of Environmental Science and Management, Southern Cross University, Lismore) may be ordered through Di Griffiths, (Ph: 02 66203650 Fax: 02 212669).

A brief history of the first jetty (1888)

With the reliance on water transport and considerable demand from local land owners in different parts of the country a large number of jetties or associated facilities were constructed in the late 19th and early 20th century. Jetties were often the stimulus for development in burgeoning coastal towns. A jetty or marina development made a coastal towns the focal point for trade, industry and urban expansion in the region. Byron Bays first jetty was constructed in 1888 and became a focus of economic and social life in Byron Bay. Timber and farm produce were transported to Byron from the hinterland and loaded onto vessels with the aid of bullock teams and later trains. The jetty was significant in its contribution to the growth of the north coast region and represented the establishment of Byron Bay as a town.

The jetty was reportedly1350 feet in length and fairly narrow. Similar jetties were constructed in other parts of the country with the Coffs Harbour jetty being one of the few remaining examples in the local area. Indeed the Coffs jetty was constructed by the same firm and is likely to share many similarities. Significant work was carried out on the jetty during its service life. Repairs were carried out in the early 1890Õs and again in 1898. With local concerns about the capacity of the jetty to withstand steamers pulling against it in heavy seas, in 1909 a significant upgrade to the jetty was carried out. The overhaul of the jetty in 1910 included a 50 metre extension, widening of the jetty, 80 new pilons and four large 4 ton anchors installed to relieve strain. All old Piles were given a galvanised sheathing .3m above the high water mark. Unfortunately the 1888 jetty still only offered a relatively shallow mooring. In 1921 the jetty was seen as a contributing factor in the grounding of the TSS Wollongbar. A proposed second jetty, providing a deep water mooring, was completed in 1929. Wright (in Clark 2001) states that at this time a section was removed from the 1888 jetty (then 41 years old) to prevent public access.

Despite falling into disrepair the jetty remained popular with fishermen and was not demolished until 1948. Four years after the sinking of the Tassie II. This brief history of the 1888 jetty raises the obvious question, why would the Tassie II be moored along side or travelling in close proximity to an effectively closed jetty? Presumably the vessel would require refueling and provisions. Clearly more information is required about the state of the jetty in 1944 and common practices among skippers of smaller vessels visiting Byron Bay. Was the jetty still used as a temporary mooring when conditions dictated? Did the Tassie IIÕs war time duties encourage the crew to choose a less accessible mooring than the bustling main jetty? What other reason might there be for the vessel being so close to the jetty remains.

Features associated with the jetty include; pilons, the offal pipe from Norco, rails from the old rail line (two guages), sinkers from fishermen and chain or unknown origin. There is also a large anchor in close proximity to the jetty remains. This anchoris likely to have been one of the anchors used to stabilise the jetty following concerns over the structural integrity.

Tassie II (wrecked 1944)

Merchant navy role: With the economic and operational constrains on conventional navys large numbers of merchant ships were recruited into naval service during World War II. Merchant vessels often played a major part in campaigns including actions in the Pacific. Unfortunately though, because of wartime secrecy and a lack of institutional structure, the merchant navyÕs wartime role and losses were not widely recognised. A derogatory attitude toward merchant seamen was also prevalent in the community in general. As a result the role and fate of merchant navy vessels is not widely documented.

The history of the Tassie II is particularly cloudy. According to Eric Wright of the Richmond River Historical Society (pers. comm. 1997) the Tassie II was owned by the Adelaide Steam Navigation Company and was in service between the ports of Melbourne, Launceston and Hobart prior to wartime service. Unfortunately though there is no record of the Tassie II on Loyds Register and no mention of the vessel in two publications on the Adelaide Steam Navigation company. Straczek (1996) includes a vessel called the Tassie II on a list of named craft that have served in the Royal Australian Navy and various colonial naval forces (the list also includes a number of foreign naval vessels under the control of the Australian Commonwealth Naval Board). No information is presented on the size or type of vessel just that the vessel served as a part time NAP (Naval Auxiliary Patrol) and that it was removed from the NAP register in July 1944. The Shipwreck Atlas of New South Wales and National Database of Historic Shipwrecks only lists the vessel name and date and location of sinking.

Part time NAP craft were typically armed with a rifle and hand grenades, five pound demolition charges were also carried by some NAP craft. It is believed that Tassie II was travelling between Sydney and Papua New Guinea when lost and that the cargo was munitions. Some time after the wreck event a diver was apparently injured (Beale, pers. comm. 1997) or killed by live ammunition (Wright pers. comm.). I have located a munition shell in concretion near the centre of the hull. Other divers have also reported finding shells in recent years (Dalton pers. comm.). It seems likely that the vessel was either carrying ammunition as cargo or for defensive purposes (as was the practice with most merchant vessels during the war).

Specifications: The Tassie II was approximately 40 metres in length, being a diesel powered single screw cargo ship of steel construction and approximately 200 tons.

Owners: Unclear, probably leased to the US Navy and owned by the Adelaide Steam Navigation Company.

Details of incident: The vessel was traveling between Sydney and Papua New Guinea with a cargo of ammunition and other supplies. After entering Byron Bay in an easterly gale the US Marines in charge of the vessel were in the vicinity of the remains of the 1888 jetty when they lost control and veered into the piles (intoxication may have been a factor). The vessel was hulled and sank on top of the jetty (remaining piles from the jetty can be seen beneath and in the vicinity of the wreck). Note: Several accounts of the sinking have been given and some uncertainty exists, very little information is available on the vessel.

Location: 80 metres off Main Beach carpark, Byron Bay (ask at the dive shop for landmarks). Coordinates: 28°38’3", 153°36’4".

Accessibility: Ideal for snorkeling and diving in most conditions (assess the shore conditions and seek advice from the dive shop). The superstructure is entirely submerged but "ponding" about the bow may be apparent on a spring low tide.

Recent finds of interest...

An english backpacker recently found and retreived the following artifact in sand a short distance from the bow of the Tassie II wreck (off main beach Byron Bay). He took me to where he found the artifact (which I beleive to be the cover for a ships compass, possibly off the Tassie II) and I mapped the location as accurately as possible. The artifact had been given to Byron Bay Dive Centre who kindly allowed me to take it for conservation work at the School of Environmental Science and Management. Many thanks to Tim Houchgrebe from Planula Productions for the image.

The movement of sand around the wreck unearths a number of features from time to time. In recent months I've located an anchor and length of chain, on the port side of the vessel, which I beleive to be from the Tassie II (and which may give a clue to the events leading up to the sinking).

The School of Environmental Science and Management was presented with a unique opportunity recently. In 1990, commercial fisherman Ray Huxley located a large anchor in 40 metres of water off Coffs Harbour. Rays sons Shane and Mark retreived the anchor and it was first transported to Coffs jetty and later to a fresh water dam for safe keeping. Ten years on and despite several offersfrom interested buyers Ray generously donated the anchor to the new Marine Science Centre in Coffs Harbour. Before the anchor could be displayed, however, conservation work was required.

Max Egan, the School of Environmental Science and Managements laboratory manager, took on the job of conserving the anchor. After some background research and advice from experts in the field the anchor was weighed, photographed and core samples taken for analysis. The anchor was found to be in good condition and suitable for conservation. Most metal artefacts require conservation work after being removed from the water. Whilst submerged, metal artefacts are usually encased in a concretion which protect the metal from decay. this concretion may include metal oxide (rust), calcium, sediment (oxygen poor sediment is particularly good at preserving metal) and organic matter. Once removed from the water, iron and steel in particular decay very quickly in air and the artefact literally falls apart. Conservation usually entails replacing electrons in the oxidised metal (usually with the aid of a sacrificial anode (a less noble metal which donates electrons to the artefact)), removing chlorides from the metal through leaching in a bath (changed frequently) and finally stabilisation of the surface metal with an appropriate coating.

Prior to electrolysis the anchor and a small length of chain were cleaned and sand blasted to remove concretion and prepare the surface for treatment. The ancor and chain were fitted with electrodes (see images accompanying this discussion) and placed in a large bath of sodium hydroxide. Electrolysis was established using a suitable sacrificial and a small battery charger. The chloride levels in the bath were monitored and the sodiumhydroxide solution replaced as needed to maximise osmotic pressure. After 8 months in the bath the anchor is now ready for the final stage of treatment.

In the final stage of treatment the anchor needs to be removed from it's bath and coated with an appropriate rust inhibitor. The anchor will be coated with Extroll Rust Conqueror. This was considered the best treatment for preserving the anchor prior to display in the Coffs Harbour Marine Science Centre. Once the treatment is complete the anchor will go on public display at the Centre.

Significance of the artefact: Removing artefacts from their resting place is generally discouraged. Removing an artefact from a site takes that artefact out of context (limiting future study) and unless properly preserved the artefact is likely to deteriorate more rapidly than it would if left in place. Why then remove an artefact for display? Artefacts on the sea floor are generally only accessible to a limited audience (divers and maybe snorkellers). Preservation and display of artefacts in museums and other public forums make these artefacts accessible to the general public. There is nothing quite like having a physical link with the past, pictures and words only tell a part of the story. Another reason for collecting artefacts is that even in relatively stable environments most artefacts will gradually decay. Conservation allows representative examples of a particular technology to be preserved. Recovery and conservation may be necessary to prevent loss or destruction. Also artefacts in collections can be studied in far greater detail under laboratory conditions (measurements, chemical and physical sampling of materials). Never the less recovery and conservation work should only be undertaken by appropriately trained workers and legislation exists to protect maritime heritage from unlawful salvage or destruction.

Measurements and analysis work in the School of Environmental Science and Management demonstrated that the anchor was indeed an interesting and worth while artefact. The anchor is beleived to be of Dutch or English origin and around 150 yrs old. Known as a Trotmans anchor, a design used in 1860's, it is worthy of note because of its unusual construction. Core samples and analysis revealed that the anchor was constructed from layers of metal bound together with coils before being heated and beat into shape. The anchor also had a copper coating presumably to reduce corosion. Links in the chain were constructed in a similar way. Most large anchors commonly found off the Australian coast are cast from solid iron. The anchor was in such good condition the articulated join between the shaft and the flukes could be moved easily when first cleaned. The anchor is an important example of a past technology and a unique link with the diverse maritime history of the region.

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