​On the first visit, in December, despite the early morning calm sea conditions, an infrequent swell (0.5m), broke over the wreck. Although the resulting surf was small it was sufficient to stir up sand, which reduced underwater visibility sufficiently to hamper accurate measurements of the visible parts of the wreck. The occasional breaking wave was sufficient to sweep the measurer (myself), off my feet and into the rocks along the shore. I took the measurements and Adam recorded.

 

During the second visit there was a light wind blowing, but the sea was flat. A regular ground swell (0.5 m) was breaking on the beach. There was sufficient depth of water to swim over the site. Underwater visibility was good with minimal interruption from the breaking surf. Adam, equipped with face mask, snorkel and flippers took the measurements, while Cheryl recorded.

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Looking down from the northern rock promontory, during the first visit, the visible remains consisted of two sets of concreted iron frames covered in marine growth, separated by a patch of sand.

 

During the second visit, the site was different. Both groups of frames were underwater and lay on the outer edge of the surf break. Sand scouring between the two groups of floors was very noticeable. Here the water depth was nearly 1.5m. The northern group of frames revealed intact remains of part of an iron hull consisting of 11 floors (ship bottom frames) secured with angle-iron angle frames to remnants of hull bottom plating. The remains of a diagonal tie plate; part of a curved, hockey stick shaped length of riveted angle iron frame; a visible part of the keel; a possible part of an iron stem or stern post; and against the seaward side of the inshore rocks, a scattered debris field of broken up iron remains, were also revealed.

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The overall length of the site was 10.5m and the maximum visible width of the longest floors was approximately 2.0m. The remains were inclined, burying the seaward ends of floors in sand. The distance separating the 2 groups of floors was 3.03m. The height of the floors was approximately 220mm, tapering towards their ends.

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Information contained in John Grantham’s 1859 treatise on the history of early and mid 19th century ship construction, when compared with the visible scantlings (measurements) for the angle iron found on the site as well as the observed spacing between the floors, while speculative, suggests that the vessel possibly, was less than 126 feet long and had a gross tonnage of less than 100 tons (1 gross ton = 100 cubic feet) and was built in a style and practice congruent with that observed by Grantham (Grantham, J, 1859, Iron shipbuilding, Lockwood & Co, Liverpool, Great Britain). It is also possible that the vessel was constructed following some other standard or practice, not described in Grantham’s treatise.

 

The presence of the wreck also raises the question of its possible origin. Is it the remains of one of the four prefabricated iron coal barges imported from Scotland in 1862 and assembled at Albany by the Peninsula and Orient Steam Navigation Company (P & O)?

 

The fate of three of these barges is known. One was abandoned on the shores of Whalers Beach in Frenchman Bay, a second was sunk off Mt Adelaide in King George Sound, while a third, the York, was sold to the Adelaide Steam Ship Company and sailed to Adelaide in 1877 (Department for Environment and Heritage, Ships Graveyards South Australia).   The latter’s remains can be seen today on Weeroona Island in the Gulf of St Vincent in South Australia. The fate of the fourth iron barge is unknown (Ibid).

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The dimensions of the first of the P&O new lighters were (The Inquirer and Commercial News – 13 May 1863, Perth) : 

Length 76 ft. (23.16 m)

Beam 18 ft. (5.48 m)

Depth of hold: 10 ft. (3.04 m)

Tonnage: 140 tons

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Given that the waters and shores of King George Sound were used as a dumping ground for coal and other hulks, especially in the first half of the 20th century, it is possible that the observed iron remains derive from an iron vessel, possibly abandoned at the site, or sunk off shore, with parts washing ashore at a later date. The vessel may have been built in the mid-period of the 19th century (Marshall, G., 1991, Memories of maritime Albany).

 

If the remains are those of one of the P&O prefabricated coal barges, they can be considered to have a high cultural heritage significance. They have the potential to provide important historical, technological and other information about the development of Albany as a strategic coal port, associated with the opening up of the first direct steam ship route between England and Europe with Africa and Australia. The wreck may be eligible for protection under the Maritime Archaeology Act, WA.