when was the sydney harbour bridge paid off
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The Overseas Passenger Terminal (OPT), known officially as the Sydney Cove Passenger Terminal, is a public passenger terminal servicing cruise ships and ocean liners located in Circular Quay, Sydney, Australia. Whilst commercial shipping operations on and around the site date from 1792, the current primary structure and waterfront promenade date from 1958, with subsequent on-going alterations and land reclamation throughout the latter part of the 20th century. The current design retains the black steel portal frame trusses of the original 1958 structure, with major additions completed in 1988 in the Post-War International Style through the collaboration of Sydney architects Lawrence Nield and Peter Tonkin. The building's main structure, the two remaining uniquely designed extendable gangways and an interior mural known as Foundations of European Settlement by Australian artist Arthur Murch are all listed as individual items of significance within the State Heritage Inventory by the New South Wales Heritage Office. Since 2006, the building and its surroundings have also been listed as part of the UNESCO World Heritage Site buffer zone for the Sydney Opera House. Today, although there are other passenger terminals on Sydney Harbour, the OPT maintains a significant public role as the only major passenger terminal east of the Sydney Harbour Bridge. As such, it has been host to many major international cruise liners which are unable to clear the underside of the bridge, including the largest liner to dock at the OPT to date, the Ovation of the Seas. The OPT promenade and viewing platforms are open to the public when ships are not docked in the terminal and a series of dining and entertainment venues within the building serve as part of the OPT's secondary function. Location The Overseas Passenger Terminal is located along the western edge of waterfront which frames Sydney Cove, also known as Circular Quay West and forms part of the promenade between Circular Quay station and First Fleet Park to the South and Campbell's Cove to the north. Its geographical location along the water's edge provides the structure with a clear, unobstructed view of two of Sydney's most recognisable icons, the Sydney Harbour Bridge and the Sydney Opera House. Its location also borders along the eastern edge of one of Sydney's earliest colonial settlement areas, known as The Rocks and today is on the border of a heritage conservation area which protects this historically significant zone. History Antiquity to European colonisation The site of the OPT is located within the country of the Cadigal (Gadigal), a part of the wider Eora Aboriginal peoples within the Sydney Region and one of the several hundred communities of Indigenous Australian peoples. It has been noted that the Cadigal people were a harbour-dwelling clan, inhabiting the various shorelines which stretched from inner South Head, through the present Eastern Suburbs to Warrane (or War-ran, now known as Sydney Cove) and from the City of Sydney to west of Gomora (now known as Darling Harbour). The current site of the Overseas Passenger Terminal was part of the
Overseas Passenger Terminal
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Cahill Expressway is an urban freeway in Sydney and was the first freeway constructed in Australia, with the first section, from the Bradfield Highway to Conservatorium Place being opened to traffic in March 1958. It links the southern end of the Sydney Harbour Bridge, via an elevated roadway, a tunnel and cuttings between the Royal Botanic Garden and The Domain, to Woolloomooloo in Sydney's inner-eastern suburbs. It is named after the then New South Wales Premier John Joseph Cahill, who also approved construction of the Sydney Opera House. Route The Cahill Expressway starts at the interchange with the Bradfield Highway and heads east as a four-lane road on the upper level of a two-level viaduct across the northern edge of the Sydney CBD at Circular Quay, before turning south at the interchange with the Sydney Harbour Tunnel and then southeast into the Domain Tunnel, located underneath the Royal Botanic Garden. It emerges soon afterwards in a cutting, then enters another tunnel under The Domain, before ending at the interchange with Cowper Wharf Road and continuing south as the Eastern Distributor. Entry ramps for the northwestern end of the Cahill Expressway also exist heading southbound along parts of the Warringah Freeway in North Sydney and the Bradfield Highway across the Harbour Bridge. At the western end of the Cahill Expressway traffic reaches the Bradfield Highway to travel north via a tunnel under the Bradfield Highway then an anti-clockwise spiral which climbs up to the level of the Bradield highway, traversing 270° in doing so. The expressway forms a link between Sydney's eastern and northern suburbs, by connecting the Eastern Distributor to the Sydney Harbour Bridge and Sydney Harbour Tunnel. It allows travel directly from Kingsford-Smith Airport to the northern suburbs without traffic signals. The traffic on the elevated section was reduced by half following the opening of the Sydney Harbour tunnel in 1992, but has increased again since then as the increased road capacity as a result of the construction of the tunnel has encouraged greater car usage. The elevated section is on a double deck viaduct, with the top deck carrying the Cahill Expressway, and the lower deck the City Circle railway and Circular Quay railway station. The expressway has a pedestrian walkway next to the traffic lanes, where great views of the Sydney Harbour Bridge and the CBD can be seen. It is accessible by stairs from Macquarie Street, or an elevator near Circular Quay railway station. The walkway connects with the Sydney Harbour Bridge walkway. The Roads & Traffic Authority offers tickets to view the New Year's Eve fireworks from the Cahill Expressway deck through a competition. Former The Sydney Morning Herald writer Elizabeth Farrelly described the freeway as 'doggedly symmetrical, profoundly deadpan, severing the city from the water on a permanent basis'. The sunken section of the expressway runs between the Royal Botanical Gardens and The Domain, key green spaces in Sydney. The Botanic Gardens Trust described the expressway as destroying the spatial relationship between the two.
Cahill Expressway
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Karingal was a ferry operated by Sydney Ferries Limited and its NSW State Government operated successors on Sydney Harbour from 1913 until 1984. A wooden ferry built at the time of Sydney Ferries' rapid early twentieth century, she was the smallest of the round-end "K-class ferries". Karingal and her very similar "sister", Karrabee, were built as coal-fired steamer and converted to diesel in the 1930s. Unlike many early twentieth century Sydney Ferries, they survived both the opening of the Sydney Harbour Bridge in the 1930s and the State Government takeover in 1951. Karingal, and the other three remaining old wooden ferries, were taken out of service shortly after Karrabee's high-profile sinking at Circular Quay in 1984. In service for 71 years, the two were among the longest-serving ferries on Sydney Harbour. "Karingal" is an Australian Aboriginal word meaning 'happy home'. Background Karingal, and her sister Karrabee, were built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. At the time, the company ran one of the largest ferry fleets in the world. The two ferries were part of broader type of around 25 double-ended timber screw ferries - the Sydney K-class ferries - that the company commissioned between the 1890s and early 1920s to meet the booming demand. Karingal followed the Sydney Ferries Limited convention of naming their vessels after Australian Aboriginal words starting with "K". "Karingal" is thought to mean "happy home". Design and construction Karingal, and sister Karrabee, were built by Morrison & Sinclair, Balmain for Sydney Ferries Limited's Parramatta River service. Both carvel planked boats were designed by J Harter under the supervision of T Brown, the company's works manager. Karingal was the smallest of the round-ended K-class Sydney ferries, and could carry 608 passengers. The slightly larger, Karrabee could carry 653. Karingal's original steam engine and boilers came from the ferry Aleathea (1881) when it was converted into a lighter in 1913. The Bow, McLachlan and Company-built 28 nhp, 260 iph engines had cyclinders of 13-inch, 26-inch and 18-inch. The engines were fitted by Poole and Steele and pushed Karingal at up to 11 knots. Unlike other Sydney Ferries Ltd vessels, she is pushed, or pulled depending on direction, by a single propeller at one end. Karingal was launched on 8 April 1913. She was christened by Miss Duncan, daughter of the outdoor superintendent of the Sydney Ferries Ltd company. Karingal's original cost was £7,726. Service history Steam ferry (1913 - 1937) Karingal's trial trip took place on 15 August 1913 during which she reached a speed of 11.5 knots. She commenced her passenger service on the Parramatta River route on 2 September 1913. The Parramatta River service beyond Gladesville Bridge was discontinued after 1928 and Karingal was used on other routes. Karingal was kept in service after the 1932 opening of the Sydney Harbour Bridge whereas 18 mainly older vessels were decommissioned due to the drop in passenger demand. Prior to
Karingal (ferry)
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Kosciusko was a "K-class" ferry on Sydney Harbour. Launched in 1911, the timber-hulled steamer was built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge. Kosciusko was converted to diesel propulsion in the 1950s and served on Sydney Harbour until 1975 when she was sent to Hobart to assist following the collapse of the Tasman bridge. She was burnt out in 1982. Background Intended for the Mosman run, Kosciusko was built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. At the time, the company ran one of the largest ferry fleets in the world. The ferry was part of broader type of around 20 double-ended timber screw ferries the Sydney K-class ferries that the company commissioned between the 1890s and early 1920s to meet the booming demand. While Kosciusko followed the Sydney Ferries Limited tradition of naming their vessels starting with K, unlike the rest of the fleet, her name was not an Australian Aboriginal word. Rather, Kosciusko was named after the Australian mountain which was, in turn, named after Polish military leader Tadeusz Kościuszko. Design and construction Kosciusko was built in 1911 by David Drake, of Balmain for £12,617. Her 54 hp triple expansion steam engine was supplied by Campbell & Calderwell and pushed her to 10 knots. Also a timber-built vessel, she was 165 tons, 35.4 m and had a passenger capacity of 785. Although built by different builders, she was very similar in form and size to Kanimbla, such that the two were often considered sister ships. Service history Kosciusko was one of the few formerly numerous K-class ferries to survive both the 1932 opening of the Sydney Harbour Bridge and the 1950s state government rationalisation of the fleet. Kanangra, Karingal, Karrabee, and Kameruka were also kept in service and converted from steam to diesel propulsion in the 1930s and 1950s. Kosciusko was converted to diesel in 1959 (60 hp Crossley, 11 knots) which allowed coal-fired Kareela to be retired. When first commissioned, Kosciusko was a medium size ferry in comparison to the rest of the Sydney Ferries fleet, however, by the 1970s, she was the second largest. In 1975, Hobart's north-south link was cut by the Tasman Bridge disaster. Alternatives were urgently needed, and Sydney's then new Lady Wakehurst was sent to the Tasmanian city to assist with cross-Derwent travel. Lady Ferguson and Kosciusko were towed to Hobart soon after, however, the timber 1914-built Lady Ferguson was in too poor condition to be used. Kosciusko was sold to the city and following re-opening of the bridge, she was again sold and used as a floating restaurant. During renovations in 1982, she caught fire and was burnt out. Her stern, including the propeller and rudder, are displayed outside a hotel in Hobart. Incidents Early in her service life, Kosciusko was rammed by a steel fuel barge under tow, causing her severe
Kosciusko (ferry)
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Bradfield Highway is a highway that crosses the Sydney Harbour Bridge in Sydney, New South Wales and is one of the shortest highways in Australia. It opened along with the bridge itself on 19 March 1932 and was named in honour of John Bradfield, the engineer who designed and helped construct it. Route Bradfield Highway commences at the interchange with Warringah Freeway and Lavender Street in North Sydney and heads in a southerly direction as an eight-lane multi-carriageway road, crossing Port Jackson over the Sydney Harbour Bridge, before shortly terminating at the interchange with Western Distributor and Cahill Expressway, at the former southern toll plaza at the southern foot of the bridge, at Millers Point. Bradfield Highway currently carries eight lanes of traffic over Sydney Harbour Bridge, each numbered from one to eight from west to east, but with the two easternmost lanes (lanes 7 and 8) permanently assigned in a southbound direction: lane 7 as a 24hr bus lane, and lane 8 as access solely to the off-ramp to Cahill Expressway. During peak periods three out of the six remaining lanes are reversed, giving a 2 × 4, 3 × 3 or 5 × 1 flow. The default is 4 × 2, being four north lanes and two south lanes (with the remaining two permanent southbound lanes providing an even flow of traffic). The direction of the lanes is indicated by electronic signage above each lane. Lane six was also reversed prior to 1990 during the evening rush hour, giving a 6 × 0 flow, however this no longer occurs because of changes made to Warringah Freeway to accommodate the Sydney Harbour Tunnel. In 2001, 159,587 vehicles a day used the highway. Bradfield Highway is still designated as a stock route, and livestock can still be herded across the Sydney Harbour Bridge if properly arranged by a grazier. History As a government-appointed civil engineer, John Bradfield oversaw the tendering process for the construction of the Sydney Harbour Bridge, and as the NSW Public Works Department chief engineer had oversight of the bridge design and construction. Amid some controversy, Bradfield was also considered to be the co-designer of the bridge's arch design, along with Dorman Long and Sir Ralph Freeman. When the bridge on 19 March 1932, the Governor of New South Wales Sir Philip Game named the highway after him. Prior to the construction of Warringah Freeway in 1968, all traffic at the northern terminus of Bradfield Highway was directed to or from Pacific Highway, via North Sydney. In August 1992 the Sydney Harbour Tunnel opened which helped to relieve congestion on Bradfield Highway. The passing of the Main Roads Act of 1924 through the Parliament of New South Wales provided for the declaration of Main Roads, roads partially funded by the State government through the Main Roads Board (later the Department of Main Roads, and eventually Transport for NSW). With the subsequent passing of the Main Roads (Amendment) Act of 1929 to provide for additional declarations of State
Bradfield Highway (Sydney)
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The Fig Tree Bridge is a road bridge that carries Burns Bay Road across the Lane Cove River, and connects the suburbs of Hunters Hill in the south and Linley Point in the north, located approximately northwest of the central business district of Sydney in New South Wales, Australia. The concrete girder bridge carries motor vehicles, and a grade-separated footpath and cycleway. History The bridge replaced the original Fig Tree Bridge, an iron truss swing bridge the site of which is located directly adjacent to the current bridge. The original bridge was opened in 1885, and formed part of the first project to provide a fixed crossing of Sydney Harbour. The project also included the first Gladesville Bridge (1881) and Iron Cove Bridge (1882). The earlier Fig Tree Bridge was located about to the west of the new bridge. Its southern abutment, which still exists, has a viewing platform accessible from the end of Joubert Street, Hunters Hill. The wheel that once operated the opening span stands in memorial. The bridge took an hour to open its iron structure. Four workers were required to get the gearwheel opening system going. Description The current Fig Tree Bridge, which opened in September 1963, was built in conjunction with the Tarban Creek and Gladesville bridges as part of the planned North Western Expressway linking the city with the future Sydney-Newcastle Freeway. The expressway was cancelled but the freeway grade road from the eastern end of the Gladesville Bridge, over Tarban Creek and ending at the northern end of Fig Tree Bridge has been maintained. The piers and deck were designed to allow an additional two lanes to be provided, and this can be seen in the eccentric camber of the deck, with the apex of the camber off-centre to the centreline of the deck. Although the North Western Expressway has not eventuated, along with the Tarban Creek and Gladesville Bridges, Fig Tree Bridge serves a vital role as part of the next crossing upriver from the Sydney Harbour Bridge of Sydney Harbour, and is therefore an alternative route northwest between the central business district and the lower north shore via Burns Bay Road. The bridge does not carry a toll. The Fig Tree Bridge is part of the Seven Bridges Walk, a fundraising event run by the Cancer Council of NSW. The event consists of a walking circuit that crossed seven of Sydney's bridges, including the Sydney Harbour, Pyrmont, Anzac, Iron Cove, Gladesville, and Tarban Creek bridges. Gallery See also List of bridges in Sydney References External links Bridges in Sydney Bridges completed in 1885 Bridges completed in 1963 1963 establishments in Australia Girder bridges Concrete bridges in Australia Municipality of Hunter's Hill Road bridges in New South Wales Lane Cove River
Fig Tree Bridge
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Francis Hixson (8 January 1833 – 2 March 1909) worked as a Royal Navy officer in colonial New South Wales and the Pacific. He was also superintendent of pilots, lighthouses, and harbours in New South Wales. Hixson was a native of Dorsetshire, England, and, entering the Royal Navy, arrived at Sydney in H.M.S. Havannah in 1848. When the Havannah was paid off, in 1852, he was appointed to the Herald, and when that vessel left Australian waters, in 1861, he was employed as chief assistant, to Commander Sidney in the survey of the coasts of New South Wales. In January 1863 he left the navy, having reached the rank of "master", and was appointed superintendent of pilots, lighthouses, and harbours in New South Wales. In the same year he organised the New South Wales Naval Brigade, which he commanded for many years. He was appointed President of the Marine Board of that colony in April 1872, and was Captain commanding the Naval Forces. Captain Hixson married in 1861 Sarah, second daughter of the Hon. Francis Lord, of New South Wales. Two of their daughters married into the Fairfax family, publishers of the Sydney Morning Herald. Hixson died at his residence in , Sydney, New South Wales, Australia. References 1833 births 1909 deaths Royal Navy officers 19th-century Australian public servants
Francis Hixson
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Koompartoo was a 1922 Sydney Ferries Limited K-class ferry later converted to a Royal Australian Navy boom defence vessel. Koompartoo, described in the press as a "Dreadnought for the Milsons Point run" and "a titan amongst ferries", was along with her sister ferry, Kuttabul, the highest capacity ferries ever on Sydney Harbour. Commencing ferry service in 1922, they were designed and built for the short heavy-lift run on the Circular Quay to Milsons Point across to Sydney's North Shore prior to the 1932 opening of the Sydney Harbour Bridge. Following the opening of the Sydney Harbour Bridge, both ferries were redundant. During World War II, they were requisitioned by the Royal Australian Navy. Kuttabul was sunk during the 1942 Japanese Attack on Sydney Harbour with the loss of 19 lives. Koompartoo was converted to a boom defence vessel and taken to Darwin. Following the War, she was laid up in Sydney until 1962 when she was taken to Launceston, Tasmania where her hull was used as bauxite barge. Her final fate is unclear. The name, "Koompartoo", is thought to be an Australian Aboriginal word meaning "fresh start", and the boat followed about twenty previous Sydney Ferries K-class vessels named with Aboriginal words starting with "K". Background In the early twentieth century, prior to the opening of the Sydney Harbour Bridge in 1932, Sydney Ferries Limited was running one of the largest ferry fleets in the world to cater for booming demand for ferry services across Sydney Harbour to Sydney's North Shore. In particular, more and bigger ferries were needed to service the crowded Milsons Point to Circular Quay route (in the approximate location and route of the current Sydney Harbour Bridge). The Milson's Point wharf was an interchange with the North Shore rail terminus and is now the location of Luna Park. Peak hour ferries were leaving either side of the harbour at the rate of one fully loaded vessel every six minutes. An order was placed for two similar and very large steel-hulled high capacity ferries - Koompartoo and Kuttabul - to service the short heavy-lift route. Design and construction The two ferries were built in 1922 by the Walsh Island Dockyard and Engineering Works in Newcastle. At in length, and with very large beams of for most of their lengths, the two vessels were the largest ferries owned by Sydney Ferries and the last of the company's K-class. The two boats represented the peak of the K-class design of double-ended ferries. The Department of Navigation granted Koompartoo a passenger certificate for 2,089 people, which was the highest passenger capacity of any ferries ever on Sydney Harbour. This was 730 more than Sydney Ferries Limited's previous largest ferry, Kuramia (1914), and almost 500 people more than the Port Jackson and Manly Steamship Company's Manly ferries. Koompartoo's 113 hp triple-expansion steam engines of the inverted type and built by the builder, pushed her to 12 knots. Steam was provided by two gunboat type boilers at 180 lb pressure. The two
Koompartoo
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Tourism in Sydney forms an important part of the city's economy. The city received 12 million domestic visitors and 4.1 million international visitors in year ending June 2019. The most famous attractions include the Sydney Opera House, and the Sydney Harbour Bridge. Other attractions include the Sydney Mardi Gras, Royal Botanical Gardens, Luna Park, the beaches and Sydney Tower. Tourism promotion The Government of New South Wales operates two relevant programs relevant to Sydney as part of the NSW Tourism Strategy: Brand Sydney – Revitalise and strengthen the image and appeal of Sydney. Visit Sydney – To increase promotion of Sydney as a tourist destination through a strengthened dedicated business unit within Destination NSW. Brand Sydney Brand Sydney project will be led by the Premier of New South Wales, overseen by the Minister for Tourism and a Project Steering Committee and delivered by the Project Team. John O'Neill is the chair of Brand Sydney. Sydney Harbour Port Jackson is the natural harbour of Sydney. It is known for its natural environment, and as the location of the Sydney Opera House and Sydney Harbour Bridge. The area around the harbour foreshore contains pockets of bushland which was once common around Sydney, containing a range of native animals. Sydney Opera House The Sydney Opera House is one of the most distinctive and famous 20th-century buildings, and one of the most famous performing arts venues in the world. Situated on Bennelong Point in Sydney Harbour, with parkland to its south and close to the equally famous Sydney Harbour Bridge, the building and its surroundings form an iconic Australian image. The building was included in the Olympic Torch route in 2000 to the Sydney Olympic Stadium. It was the backdrop of some events for the 2000 Summer Olympics, including the triathlon—which began at the Opera House—and the yachting events on Sydney Harbour. The dramatic exteriors have not been matched with technically superior interiors, and the Opera House's reputation as a music venue has suffered as a result. Sydney Harbour Bridge The Sydney Harbour Bridge is the main crossing of Sydney Harbour carrying rail, vehicular, and pedestrian traffic between the Sydney central business district (CBD) and the North Shore. The dramatic water vista of the bridge together with the nearby Sydney Opera House is an iconic image of both Sydney and Australia. The South-east pylon for many years operated as lookout and tourist attraction, containing a number of telescopes and antiquated arcade games which operated on pennies, long after that currency had gone out of operation. The pylon has recently been renovated and returned to its tourist function. Bridge Climb Since 1998, BridgeClimb has made it possible for tourists to climb the southern half of the bridge. Tours run throughout the day, from dawn to dusk and are only cancelled for electrical storms or high wind. Night climbs are also available. Groups of climbers are provided with protective clothing appropriate to the prevailing weather conditions and are given an orientation before climbing. During the climb,
Tourism in Sydney
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Shark Island is an island located within Sydney Harbour, in New South Wales, Australia. The island is in area, measuring some 250 metres by 100 metres, and lies off the Sydney suburbs of Point Piper, Rose Bay and Vaucluse, in the eastern section of the harbour between the Harbour Bridge and the harbour entrance. The island was known by the local Aboriginal people as Boambilly, and the current name comes from its shape, which is claimed to resemble a shark. Shark Island Light is an active pile lighthouse located just north of Shark Island, an island in Sydney Harbour, New South Wales, Australia. Its light is only visible on in the fairway of the harbour, between Shark Point and Point Piper. History The island has been the site of drownings, shipwrecks, and at least one shark attack, when, in 1877, Australian rules footballer and cricketer George Coulthard was sitting in a boat anchored offshore and was pulled overboard by a large shark. Coulthard managed to return to the boat, his attack and escape were widely reported. Parts of the island were set aside as a recreation reserve as early as 1879 and it was also used as an animal quarantine station and naval depot until 1975. At that time it became exclusively a recreation reserve and part of the Sydney Harbour National Park. Approved operators and a scheduled ferry service can take people to the island. See also Bradleys Head Clark Island (New South Wales) Dobroyd Head Goat Island Sow and Pigs Reef Sydney Heads Sydney Harbour National Park References External links [CC-By-SA] Islands of Sydney Sydney Harbour Sydney localities Sydney Harbour National Park
Shark Island (Port Jackson)
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HMAS Uralba was an auxiliary minefield tender and armament stores carrier operated by the Royal Australian Navy (RAN) during World War II. She was launched in 1942 by Ernest Wright, Tuncurry, New South Wales as Uralba (presumably named after the North Coast of NSW locality) for the North Coast Steam Navigation Company. Requisitioned by the RAN while under construction on 13 July 1942 and commissioned on 22 November 1942. After being returned to her owners and being sold and used for a number of purposes she was sunk on 4 November 1971 to create an artificial reef off Carrum Creek, in Port Phillip Bay. Career Her engines came from the Sydney Ferries Limited steamer, Kuramia, made redundant by the opening of the Sydney Harbour Bridge. While she was under construction in 1942 for the North Coast Steam Navigation Company, she was requisitioned by the RAN. She was based in Brisbane as a minefield tender for a couple of years before moving to Milne Bay, New Guinea as a stores and armaments carrier. Uralba was paid off in August 1945 and returned to her owners. For the next few years she transported timber between Melbourne and Tasmania. Uralba was sold in 1948 to the State Electricity Commission of Victoria carrying construction materials across Bass Strait for the Latrobe Valley power stations. On her return voyages she carried cars and general cargo to Tasmania. Sold in September 1953 to the A & A Steamship Trading Syndicate of NSW and was subject to High Court of Australia seizure in 1958. Later sold to Benny Gelbart of Footscray, she sank at her moorings in the Maribyrnong River on 4 May 1960. Refloated and fixed she was sold to Duncan and Russell of Melbourne in 1964, had her engines removed and was converted into a dumb lighter. The Victorian Fisheries and Wildlife Department sank Uralba as an artificial reef eight kilometres off Carrum Creek in Port Phillip Bay on 4 November 1971. Citations References http://www.navyhistory.org.au/23-november-1942/ http://flotilla-australia.com/ncsnc.htm 1942 ships Ships built in New South Wales Minesweepers of the Royal Australian Navy Coastal trading vessels of Australia Scuttled vessels of Australia Wooden steamships of Australia
HMAS Uralba
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Watsons Bay is a harbourside, eastern suburb of Sydney, in the state of New South Wales, Australia. Watsons Bay is located 11 km north-east of the Sydney central business district, in the local government area of the Municipality of Woollahra. Watsons Bay sits on the end of the South Head peninsula and takes its name from the sheltered bay and anchorage on its western side, in Port Jackson (Sydney Harbour). It provides views across the harbour to the Sydney Harbour Bridge. The Gap is an ocean cliff on the eastern side with views to Manly at North Head and the Pacific Ocean. Vaucluse is the only adjacent suburb, to the south. History Aboriginal history The original inhabitants of the area that is now known as Watsons Bay, were the Cadigal people. The Cadigal referred to the area as Kutti. This indigenous group of people fished and collected shellfish in the waters and bays off South Head. They acquired their resources from Camp Cove and carved rock engravings there, which have since eroded from the cliff faces and rock surfaces that line the coastline. European settlement The first Europeans arrived at the location on 21 January 1788 as the First Fleet landed and stayed overnight on Camp Cove. A lookout was later built on the cliffs in 1790. The first grant of was made to Edward Laing in 1793 in the Camp Cove Area. Early homes were built for government and military officials working at the local installations. Watson's Bay was named after Robert Watson (1756–1819), formerly of HMS Sirius, when he had to beach his three vessels at Camp Cove for many years because of their being potentially sold by the Provost Marshal. Watson was appointed harbour pilot and harbourmaster of the port of Sydney in 1811 and the first superintendent of Macquarie Lighthouse in 1816. Watsons Bay remained an isolated fishing village until development began in the 1860s. The population grew from three dozen in 1828 to 122 in 1841. Subdivision started in the 1850s. After a ferry service opened in the 1870's, a number of hotels were opened. Today, The Gap is known as a notorious suicide spot. Dunbar The Dunbar was wrecked near the entrance to Sydney Harbour, Australia in 1857 with the loss of 121 lives. The wreck of the Dunbar ranks as one of Australia's worst maritime disasters, with the event still retained in the social history of Sydney and NSW. The Dunbar had mistaken the bay of The Gap for the harbour entrance. This led to the construction of the Hornby Lighthouse. In 1910, at Jacob’s Ladder, the anchor from the ship was recovered along with other relics and were placed in a museum behind the old Town Hall in Military Road by Vaucluse Council. The anchor was transferred to the cliffs of Gap Park by Ald. Coombes and a memorial was unveiled in August 1930. Trams The City to Watson's Bay tram line was extended from Edgecliff to Signal Hill Station, Watson's Bay
Watsons Bay
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Middle Harbour (or Warrin ga), a semi–mature tide dominated drowned valley estuary, is the northern arm of Port Jackson, an inlet of the Tasman Sea located north of Sydney central business district on the coast of New South Wales, Australia. Middle Harbour has its source in the upper reaches of Garigal National Park where it forms Middle Harbour Creek and flows southeast to become Middle Harbour at Bungaroo and travels for approximately before reaching its mouth at Port Jackson between Grotto Point near Clontarf and Middle Head. The catchment area of Middle Harbour is approximately . Geography Course & Geography The shore of Middle Harbour is nearly everywhere rugged, barren and forested and for this reason Middle Harbour was almost entirely neglected during the first two centuries of European settlement in Sydney. There are only a few small patches of flat land on its shores. There are many small creeks draining the surrounding hills, but no significant rivers flow into Middle Harbour. Within Middle Harbour are, from upstream to downstream, Shell Cove, Pearl Bay, Long Bay, Sugarloaf Bay, Bantry Bay, Fisher Bay, Sandy Bay, Sailors Bay, Powder Hulk Bay, Willoughby Bay and Quakers Hat Bay. Middle Harbour is a significant physical barrier between Sydney's North Shore and the suburbs known as the Northern Beaches area which lie north and east of Middle Harbour. There are only two bridges – the Spit Bridge and the Roseville Bridge – and because of this obstacle, historically the main transport between Manly and Sydney was by ferry. Since the 1920s, most of the land on the ridge-tops around Middle Harbour has been developed for suburban housing. Much of the rugged shore of the Middle Harbour remains covered with bushland, most of it now protected by parks and reserves. Middle Harbour is a popular area for recreational boating and fishing. Middle Harbour History Middle Harbour is also extremely significant culturally, spiritually and recreationally to those who live near the water. The harbour is popular amongst fisherman and recreational boaters. An example of the cultural significance of Middle Harbour is highlighted through an odd custom amongst boaters who use the Tunks Park boat ramp in Cammeray. Becoming popular in the late 80s and 90s, boaters exiting the 4 knot zone outside of the Cammeray Marina would play 'The Old Man Down The Road' (1984), a swamp rock song written by Creedence Clearwater Revival lead singer and guitarist, John Fogerty, on their cassettes. Although the origin of this custom is argued upon by locals, many believe it began with fisherman who sought a way to "burn away the sandman (drowsiness)". Others believe the term "The Old Man" may refer to an old folk name for the harbour. See also Middle Harbour Creek Middle Harbour Public School Bantry Bay Explosives Depot The Old Man Down The Road References External links NSW State of the Beaches 2011–2012: Sydney Estuarine Beaches region p. 242 Sydney Metropolitan Catchment Management Authority Geography of Sydney Mosman Council Northern Beaches
Middle Harbour
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The Spit is an urban locality in the suburb of Mosman in Sydney, New South Wales, Australia. The Aboriginal word for The Spit is Burra Bra. The Spit is located in the local government area of the Municipality of Mosman and is part of the Lower North Shore. Landmarks The Spit protrudes off Beauty Point and is home to the Spit Bridge, a bascule bridge opened in 1958 over Middle Harbour. The bridge opens at set times to allow yachts with high masts to pass. The Spit is the site of the Middle Harbour Yacht Club and a marina. History From as early as 1834, a ferry operated by Barney Kearns carried passengers across the waters of Middle Harbour. From the 1850s, a punt operated by Peter Ellery, carried passengers across for sixpence and horse-drawn vehicles were charged 1s 6d. If the horses swam across, there was a reduction of sixpence. In 1889, it was replaced by a government steam punt. A wooden bridge was opened in 1924 after the electric tram lines were extended to the Spit. This was replaced by the bascule bridge in 1958, which was needed to cope with heavy traffic from the Sydney CBD to the Northern Beaches. Chinamans Beach was named after the Chinese residents who had market gardens and salt pans there, it is now a popular family beach. Heritage listings The Spit has a number of heritage-listed sites, including: Monash Crescent (East Side): Middle Harbour Syphon References Sydney localities Mosman, New South Wales
The Spit, New South Wales
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The North Shore & Western Line (numbered T1, coloured orange) is a commuter rail line on the Sydney Trains network, serving the North Shore, parts of the Inner West and Western Suburbs of Sydney It was previously the North Shore, Northern & Western Line (also numbered T1) until April 2019, when the T9 Northern Line was spun off from the original T1 line. History Following victory in the 2011 New South Wales election, the O'Farrell Government embarked on reform of transport in New South Wales. In November 2011, Transport for NSW was created to improve planning and coordination of transport projects and services. The organisation developed a new rail timetable and branding, which was put into effect on 20 October 2013. This saw the merger of the North Shore Line and Western Line () with the Northern Line () to form the North Shore, Northern & Western Line. A new numbering system was also introduced and the line was given the number T1. n The North Shore, Northern & Western Line formerly ran along the Epping to Chatswood line until it closed in September 2018 to be converted to metro standards as part of the Sydney Metro Northwest project. As a result, the traditional Northern line route from Hornsby to Central via Strathfield was reinstated. The closed section was replaced by Station Link bus services until it reopened as metro. On 28 April 2019, this route became a separate T9 Northern Line, with the T1 renamed the North Shore & Western Line. Railway line history The T1 uses a number of different railway lines and is the result of various schemes to link the lines together. The line is centred around the Main Suburban railway line which runs from Central to Granville, which continues as the Main Western line at Granville. The Richmond railway line branches from the Main Western line at Blacktown. In the other direction from Central towards the North Shore, the T1 uses the North Shore Line towards Hornsby, then continues along the Main North Line towards Berowra. Main Western and Richmond railway lines The Main Western railway line opened to Penrith in 1863 as a branch from the junction with the Main South line at Granville. Electrification reached Parramatta in 1928 and Penrith in 1955. A branch line was opened to Richmond in 1864 under the stewardship of engineer James Moore. Electrification from Riverstone to Richmond opened in August 1991. Through running to and from Sydney commenced in 1992. North Shore railway line The North Shore railway line was opened on 1 January 1890 between Hornsby and St Leonards. The line was extended to the Sydney Harbour foreshore at Milsons Point in 1893. Transport between this original Milsons Point station and central Sydney was by ferry boat. The line was electrified in 1927. When the Sydney Harbour Bridge was opened in 1932 a new Milsons Point station (on the bridge approach) came into operation and the North Shore Line was extended through it and over the
North Shore & Western Line
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Cockatoo Island Festival was a music festival held on Cockatoo Island in Sydney Harbour, over Easter of 2005, organised by Brandon Saul and Julie Howie of Mixed Industry and The Sydney Harbour Federation Trust. The 2005 Cockatoo Island Festival attracted over 20,000 people across the 3 days, with some choosing to camp on the island, others buying a 3-day pass and catching a dedicated ferry service each day and some buying a single day pass. While some of the island was off limits, many of the old buildings were used as stages, with the Turbine hall used as the main stage for the festival, a natural amphitheatre looking towards the Gladesville Bridge and a spectacular sunset and an old tunnel to host DJs. In addition to musical acts, there was also on offer a range of other features such as comedy acts, bingo and trivia, conspiracy theory talks and yoga. Progress In the intervening years since the Cockatoo Island Festival, the island has grown into a versatile venue on Sydney's cultural calendar. It hosted the contemporary art exhibition the Biennale of Sydney in 2008 and 2010, attracting over 80,000 and 157,000 visitors respectively. The Biennale returns to Cockatoo Island in 2012. The island hosted Sydney Festival's All Tomorrow's Parties music festival in January 2009. The 2-day festival included 24 bands over 4 stages across the island, and was curated and headlined by Nick Cave, attracting an audience of over 11,000. The island also hosted the World's Funniest Island Comedy Festival in October 2009, with 200 comedy acts appearing over a weekend and attracting over 8000 visitors. There are plans to repeat the comedy festival in 2010, and discussions are also continuing with Sydney Festival and other cultural bodies for future events. The island is also increasingly used as a venue for private events large and small, and part of the blockbuster X-Men Origins: Wolverine was filmed there in 2008, with its star Hugh Jackman abseiling down the island's cliff into the crowd during the film's world first media launch on the island in April 2009. A campsite opened on the island in 2008, campers can bring their own tents or take a camping package which includes pre-erected tent. The island's views of the Harbour Bridge and harbour make it a popular spot for watching the New Year's Eve fireworks, with the second NYE camping event for 2000 campers held in 2010. Three heritage dockyard residences are now also available as holiday houses. The island is now much more accessible since Sydney Ferries increased their services to Cockatoo Island, and it is now a stop on the Woolwich/Balmain ferry route as well as the Parramatta Rivercat route. Day visitors are also welcome, and can picnic, barbecue, wander at leisure or take an audio or guided tour. Cockatoo Island is open daily and there is no admission charge. Artist lineup References Music festivals in New South Wales Music festivals established in 2005
Cockatoo Island festival
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The Kirrule-type ferries (or Kubu-class) - Kiandra, Kirrule and Kubu - were three identical K-class ferries that operated on Sydney Harbour by Sydney Ferries Limited. The three steam ferries were built in 1910, 1911 and 1912 at the height of the boom in ferry traffic across Sydney Harbour prior to the opening of the Sydney Harbour Bridge. They were the second largest type of inner harbour vessels and built for the rapidly increasing North Shore demand. Sydney Ferries Limited generally choose Australian Aboriginal names for the early twentieth "K-class" steamers. "Kiandra" is a corruption of Aboriginal 'Gianderra' for 'sharp stones for knives' and a town in NSW. Kirrule is thought to mean 'aroused', and 'Kubu' "oak tree". Design and construction When built, they were the most refined of the K-class ferries, and among the largest of the type. As with all Sydney ferries at the time, they were steamers but were not among those ferries later converted to diesel power. Like all K-class ferries to date, the boats were all timber-hulled with timber superstructures. Later K-class ferries - sisters Kanangra and Kirawa (1912) and sisters Koompartoo and Kuttabul (1922) - were steel hulled with timber decks and superstructures. The Kirrule-type continued the K-class double-deck, double-ended screw propulsion, rounded bows with two raised wheelhouses and a single tall funnel. They had enclosed upper and lower saloons with lower deck outdoor seating around the vessel, and the upper decks had smaller outdoor areas at either end around the wheelhouses. Kirrule, Kiandra, and Kubu were built by Morrison & Sinclair Ltd, at Balmain and launched in 1910, 1911, and 1912 respectively. They cost £16,415, £17,087, and £17,138 respectively. Their 68 hp triple expansion steam engines, built by Mort's Dock & Engineering Co Ltd, pushed them to 12 knots - considerably greater power than earlier vessels of the same size so that longer runs to Mosman Bay were quicker. As built, the three ferries followed the standard Sydney Ferries Limited livery of the time; varnished timber superstructure, black hulls, and white bulwarks and trim and black funnels. In the 1930s, following the opening of the Sydney Harbour bridge, the white trim and varnished timber was painted over with a green and cream colour scheme. Service history In the early twentieth century and up to the opening of the Sydney Harbour Bridge in 1932, demand for Sydney Ferries Limited service across the harbour grew rapidly. Sydney Ferries Limited with a near monopoly on the inner-harbour (ie, non-Manly) services, had built up one of the largest ferry fleets in the world. Kirrule, Kiandra and Kubu were the second largest type of inner harbour vessels and were built to meet the increasing North Shore demand. The three ferries, along with fellow K-class ferry, Kookooburra were used in the 1920s as weekend excursion vessels including carrying spectators to follow popular sailing races on Sydney Harbour. All three ferries survived the opening of the Sydney Harbour Bridge when much of the fleet was quickly decommissioned as annual passenger numbers
Kirrule-type ferry
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Iron Cove is a bay on the Parramatta River, in the inner-west of Sydney, in the state of New South Wales, Australia. It is approximately due west of Sydney's central business district. It is surrounded by the suburbs of Birchgrove, Balmain, Rozelle, Lilyfield, Haberfield, Five Dock, Rodd Point, Russell Lea and Drummoyne. The bay extends from Longnose Point to the south-west and is fed by the Hawthorne Canal and the Iron Cove Creek. History William Dawes recorded the name of this place as Go-mo-ra in the language of the local people. In the early days of the colony of New South Wales, the area was sometimes known as Long Cove, presumably for its long narrow shape. The origin of the name 'Iron Cove' is unclear. On the 1822 survey map of Port Jackson (Sydney Harbour) by John Septimus Roe, Lieut. R.N. it is noted as Iron-stone Cove. Iron Cove appears to be a shortening of this name that perhaps referred to the reddy coloured iron oxides in the stone, known as laterites. In his book on Sydney Harbour, P.R. Stephensen suggests that the name is derived from the iron shackles worn by convicts from Cockatoo Island who were forced to work in the area around the bay from 1839. However, he goes on to note that this is merely "a surmise". Another possible explanation for the name is that it was derived from the Ironbark trees that used to grow there. The island in the middle of the bay is called Rodd Island, in honour of Brent Clements Rodd. Iron Cove is crossed by the Iron Cove Bridge, which was first opened in 1882 and links Rozelle and Balmain to Drummoyne. The original bridge was replaced in the 1950s. The Australian warships HMAS Ballarat and HMAS Goulburn were broken up for scrap in the bay in 1953. There are a number of smaller bays with Iron Cove, such as Sisters Bay and Half Moon Bay on the northern shores. The concrete channelised Iron Cove Creek runs into the western end of the bay, and Hawthorne Canal runs off the southern part of the bay. The land around the bay is mostly made up of publicly accessible foreshore or parkland. This forms a jogging circuit known as The Bay Run. Pollution According to the University of Sydney's School of Geosciences, this bay and its catchment area are the most heavily polluted in Sydney Harbour. In particular, very high levels of copper, zinc, and lead have been detected in the bay. Some of this pollution is contained in road dust, which is washed into the bay in stormwater. Iron Cove Creek (Dobroyd Canal) also suffers from organic and hydrocarbon pollutants. A proposal has been put forward for a water filtration device to be installed at Iron Cove Creek. According to Professor Gavin Birch from the University of Sydney's School of Geosciences, "This device is specifically designed to stop those contaminants [heavy metals, organic pollutants and hydrocarbons] actually reaching Sydney Harbour." Gallery References
Iron Cove
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The Argyle Street Railway Substation is a heritage-listed railway electric substation located at Trinity Avenue, in the inner city Sydney suburb of Millers Point in the City of Sydney local government area of New South Wales, Australia. It was built in 1932 by Dorman, Long and Co. It is also known as Sydney Harbour Bridge Substation. The property is owned by RailCorp, an agency of the Government of New South Wales. It was added to the New South Wales State Heritage Register on 2 April 1999. History The Argyle substation and switchhouse were built as integral parts of the southern approaches to the Sydney Harbour Bridge and part of the overall provision and workings towards the electrification of the Sydney railway system. The substation is constructed in a Stripped Classical style which relates to the style used on the approaches to the bridge and carries through the unpainted cement render finish. It was completed in 1932. The substation was one of 15 built during the period 1926-1932 as part of the electrification of the suburban network. Each was built to a standard design and layout, although the Argyle Street substation was externally rendered to match the Sydney Harbour Bridge. Of the 15, eight remain in operational use (2009). As the suburban railway lines were converted from steam to electric traction, substations, located approximately 8 kilometres apart were required for efficiency in direct current (DC). A 1500 volts DC system to power the overhead conductors was adopted for the NSW Railways. The building houses transformers originally used to convert the alternating current supplied from the Ultimo Power Station and White Bay Power Station to a direct current that was used for the train and tram tunnels and lighting the bridge. The original bridge lighting was installed by New South Wales Government Railways and was supplied to designs by the Department of Public Works. The buildings remain relatively intact externally and internally and continue to serve the Harbour Bridge and electric train tunnels. The original Reyrolle Bath Oil Motorised Switches were replaced prior to World War II. Some time during the 1960s larger transformers from the Prince Alfred substation were transferred to Argyle Street. In 1999-2000, these transformers were in turn replaced with larger transformers to cope with increased loads. A single (non-functioning) example of the Reyrolle Switch is retained in the Argyle Street switchhouse. The Sydney Harbour Bridge was designed and constructed as the essential link in a transport scheme envisaged by J. J. C. Bradfield and designed to enhance and promote the development of the metropolis, effectively opening up the north shore to the city and making the city more accessible. In 1924 preparations for the construction of the bridge began and as a result Dawes Point and area was subject to a continuous stream of building work and whole streets were levelled and altered. The approaches to the Sydney Harbour Bridge were designed and built by the Department of Public Works and the Metropolitan Railway Construction branch of NSW
Argyle Street Railway Substation
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Kathleen M. Butler (27 February 1891 – 19 July 1972) was nicknamed the "Godmother of Sydney Harbour Bridge" and also known as the "Bridge Girl". As the first person appointed to Chief Engineer J J C Bradfield's team, as his Confidential Secretary, (a role which today would be called a technical adviser or project manager), she managed the international tendering process and oversaw the development of the technical plans, travelling to London in 1924 to supervise the project in the offices of Dornan's, the company which won the tender. At the time it was built, Sydney Harbour Bridge was the largest arch bridge in the world, with the build expected to take six years to complete. Her unusual role garnered much interest in the press in Australia and Britain. Early life Kathleen Muriel Butler was born on 27 February 1891 in Lithgow, New South Wales, one of seven children. She grew up in the Blue Mountains and attended school in Mount Victoria, where her father, William Henry Butler, was stationmaster, and she later studied at Mount St. Mary's Convent in Katoomba. Butler later attributed her engineering ability to her mother Annie Butler (née Gaffney) "who was remarkably clever at drawing plans of houses and supervising buildings". Career On leaving school, sometime before 1910, Butler was appointed as a clerk and typist to W F Burrow, chief officer of the New South Wales (NSW) government testing office in Lithgow, set up to monitor the quality of output from the local ironworks. At this point she had no technical qualifications. On 10 December 1910 (aged 19) she was transferred to the NSW Department of Public Works in Sydney. She joined the staff of the Chief Engineer of metropolitan railway construction, when the branch was established in 1912 to deal with Sydney's transit problems. This was the beginning of her long professional association with J. J. C. Bradfield, working as his Confidential Secretary. During the following decade she "mastered all sorts of intricate technical matters of engineering" to become a highly skilled technical project manager. Bradfield initially favoured building a bridge with a cantilever overpass, without piers, between Dawes Point and McMahons Point. In 1916 the Legislative Assembly passed the Bill for the construction of a cantilever bridge, although the Legislative Council rejected the legislation on the grounds that money would be better used for the war effort. Bradfield persevered and with his team developed full specifications and a scheme to finance the construction of a cantilever bridge. After going overseas in 1921 to investigate tenders for the project, Bradfield came to believe that tenders should be called for both cantilever and arch designs. The necessary Act was finally passed in 1922 — the Sydney Harbour Bridge Act No. 28 — for the construction of a high-level cantilever or arch bridge across Sydney Harbour by connecting Dawes Point with Milson's Point. The Act also provided for the construction of the bridge and its approaches and also included the construction of electric railway lines.
Kathleen M. Butler
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The ferry Rodney capsized and sank on Sydney Harbour 13 February 1938 with the loss of 19 lives. The ferry was carrying well-wishers and girlfriends of sailors on the heavy cruiser USS Louisville as it left the Harbour. Background In the early twentieth century, Sydney Harbour had one of the largest ferry fleets in the world. However, the 1932 opening of the Sydney Harbour Bridge quickly saw annual patronage fall from a peak of 40 million passengers to 15 million. The largest operator, Sydney Ferries Limited, laid up in excess of a dozen vessels. Ferry operators sought new markets including excursion, concert, and spectator business. Smaller operators including Charles Rosman did quite well in this trade. Many of their smaller single deck ferries were fitted with rails and seating on their roofs for the enjoyment of passengers. Rodney at the time was a new ferry, built in 1937 for the Rosman fleet. She was built by W L Holmes and Co of North Sydney. Her 80 hp Vivian diesel engines could push her to 8 knots. The wooden ferry was 16.9 m long, had a beam of 4.7 m and was 33 tons. She was licensed to carry 211 passengers, 60 upstairs and 151 on the main deck. In January and February 1938, Louisville (CL/CA-28), a , undertook a Pacific goodwill tour which took her to Hawaii, Samoa, Australia, and Tahiti. In the harbour for 18 days, she was one of seven foreign warships in Sydney for the sesquicentenary of the arrival of the First Fleet at Sydney Cove. Capsize and sinking On the afternoon of Sunday 13 February, thousands of Sydneysiders came to watch Louisville leave for Melbourne. The cruiser with 600 uniformed sailors lining the decks left her berth at Woolloomooloo with a band playing and onlookers cheering. She made her way towards Sydney Heads under the command of Captain Robert Mathewson. Among the scores of vessels following the cruiser down the harbour was Rodney, skippered by owner Charles Rosman, whose passengers had paid a shilling to see off the American cruiser. Rodney had 150 passengers on board, less than its total licensed limit of 211. However, as the ferry drew alongside Louisville, excited passengers rushed upstairs so that the upper deck was carrying about 100 passengers, well in excess of the upper deck's limit of 60, making the ferry top heavy. Between Garden Island and Bradleys Head, Rodney passengers shouted to the skipper to take the ferry around to the cruiser's port side. As the ferry changed course to pass behind the stern of the larger ship, the crowd rushed over from small ferry's port side to the starboard side giving it a dangerous list. The shift in weight wobbled the ferry precariously in the wash of the Louisville, and Rodney began to capsize with passengers falling down the steeply sloping deck. Passengers spilled into the water and the boat rolled over and sank within a couple of minutes in 15 metres of water. Passengers grabbed at
Rodney disaster
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Warringah Freeway is a divided freeway in Sydney, New South Wales that is part of the Sydney Orbital Network. The primary function of the freeway is to provide an alternative high-grade route from the Sydney Harbour Tunnel and Bradfield Highway at Milsons Point to the A8 and Gore Hill Freeway. The freeway reduces traffic demands on Pacific Highway throughout Sydney's Lower North Shore, bypassing and , and provides a vital link to access most of the suburbs in Sydney and is also a major route to the north, south, east and west of the central business district. Route Warringah Freeway commences at the interchange with Gore Hill Freeway and Willoughby Road in Naremburn and heads in a southeasterly direction as a six-lane, dual-carriageway road, curving to a southward direction through Cammeray, slowly expanding to 10 lanes across multiple carriageways after the Brook Street exit, and to 16 lanes across the whole corridor for a short distance before the North Sydney northbound onramp. While a number of its inner carriageways were built to allow reversible traffic flows, today only the inner west carriageway is reversible, with the inner east carriageway feeding the Sydney Harbour Tunnel southbound. All carriageways were previously widened by utilising space from the former breakdown lane, and repositioning the existing lanes. The arrangement is now mostly 4x3x3x3 through the section with the switchable carriageway, with variations in the width of the outer carriageways as ramps enter and exit the freeway. In 2007, major changes to the Military Road overpass have occurred with an extra three ramps added, and two extra lanes on the connecting Gore Hill Freeway at the northern end (part of the Lane Cove Tunnel project). The overpass where these five ramps originate has been widened for an attempt to channel all the traffic. The carriageway change over process was automated around 1990, with moveable barriers and overhead signage directing traffic onto the correct lanes. The changeover occurs when the Harbour Bridge needs either 5 or 6 lanes southbound (the default is 4 each way). There can only ever be a maximum of 5 lanes northbound off the bridge, with the extra lane feeding into a spare lane on the inner west carriageway. Changeover times are around 06:30 and 09:00 Monday to Friday. Almost all entry and exit ramps on the freeway are controlled by traffic signals. Most of the ramps are of sufficient length to avoid any delays to through traffic, with the exception of Military Road. The arrangement for accessing the Harbour bridge (for access to the city and western suburbs) southbound can be confusing for anyone unfamiliar with the road, with a choice of either competing with traffic approaching the Sydney Harbour Tunnel via the two lanes at the inner eastern carriageway or having to cross the Bus Lane; traffic improved when the toll collection points (for southbound traffic) became electronic only. History Planning for the construction of the freeway began in 1951. Its first stage, connecting Bradfield Highway to Miller Street, opened
Warringah Freeway
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The K-class ferries were a group of double-ended screw steam ferries run by Sydney Ferries Limited and its government successors on Sydney Harbour. The company introduced more than two dozen of the vessels from the 1890s through to the early twentieth century to meet the booming demand for ferry services across Sydney Harbour prior to the opening of the Sydney Harbour Bridge in 1932. The K-names were largely Australian Aboriginal names with their meanings listed in the table below. Design The K-class were not a group of identical ferries - they were delivered in batches of two or three identical sister ships - rather they were a general type of vessel that ranged in sized but shared a typical form. They were all double-deck, double-ended screw steamers with two raised wheelhouses and a single tall funnel. Apart from a few early vessels with open upper decks that were later enclosed, the K-class had enclosed upper and lower saloons with lower deck outdoor seating around the vessel, and the upper decks had smaller outdoor areas at either end around the wheelhouses. The boats were all timber-hulled with timber superstructures, except for four later and larger vessels that had steel hulls and timber superstructures - namely, sisters Kanangra and Kirawa (both 1912) and sisters Kuttabul and Koompartoo (both 1922). The boats' upper deck sheer or profile line were curved parallel to the hull sheer, in contrast to many contemporary ferries whose upper deck was built straight fore and aft. Kareela was the first of Sydney Ferries Limited to have upper decks fully enclosed. The earlier K-class vessels, including Kurraba, Kirribilli, Koree and Kulgoa had only the sides of their upper decks enclosed leaving the ends open, with the roofs being squared off. On Kareela and all subsequent K-class vessels had an upper deck structure with curving roof lines that met at the rear of the wheelhouses thus the upper deck saloon was fully enclosed. Sliding doors gave access to the a small unroofed area surrounding the raised wheelhouses. Service history The ferry trade to the North Shore increased rapidly and consistently from the turn of the century until the opening of the Sydney Harbour Bridge in 1932. The Sydney Ferries fleet became one of the largest in the world - the bulk of which in number and capacity were K-class - and carried 40 million passengers per year by the 1930s. With the opening of the bridge, many of the K-class vessels were deemed redundant and were decommissioned. More still were decommissioned following the NSW State Government takeover of Sydney Ferries in 1951. A handful of the K-class ferries (Karingal, Karrabee, Kanangra, Kameruka) were in service until the mid-1980s having been converted to diesel in the 1930s and 1950s. During the launch speech for Kaikai in 1906, Sydney Ferries acknowledged they were deliberately naming their vessels with Aboriginal words starting with the letter "K". List of K-class vessels Notes References ferriesofsydney.com See also List of Sydney Harbour ferries Timeline of Sydney Harbour
Sydney K-class ferry
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BridgeClimb Sydney is an Australian tourist attraction located in Sydney, New South Wales. It was launched in October 1998 and consists of a climb of the Sydney Harbour Bridge. Climbs offered The BridgeClimb The BridgeClimb has been the original climb, established in 1998, which goes along to the top of the bridge along the upper arch of the bridge and takes approximately three hours, including preparation time. BridgeClimb Insider The BridgeClimb Insider guides guests to the interior of the steel bridge and then to the top in roughly 2.5 hours. Ultimate Climb The Ultimate Climb sees climbers traverse the entire bridge from South to North, and back again. Burrawa In 2021 BridgeClimb launched Burrawa, which focuses on commentary covering the indigenous history of Sydney Harbour with an indigenous storyteller as their guide. The different climbs are available at dawn, daytime, twilight and night plus special climbs for some of Sydney's events, like the Vivid Climb and the Anzac Day Dawn Climb. There have been over 4,000 proposals at the summit of the bridge and couples also have the option to get married on the bridge, above Sydney Harbour. The experience has also attracted many famous actors, musicians and members of royalty including Matt Damon, Kylie Minogue, Zac Efron, Robert De Niro, Prince Harry, Oprah Winfrey and Ben Stiller. Anyone over the age of eight years and in good health can climb. There is no maximum age, with the oldest climber being 100 years old. To book a climb, visitors can visit the website, and the price is from 198 Australian dollars. History The concept of BridgeClimb originated in 1989 when BridgeClimb's Founder and Chairman, Paul Cave, assisted in organising a Young Presidents Organisation World Congress in Sydney, which included a climb over the Sydney Harbour Bridge. Following this event, Cave decided to establish climbing the Sydney Harbour Bridge as a permanent attraction. This initiative involved numerous years of collaboration with state and local government bodies, community groups, and various experts on safety, logistics, media, heritage, and conservation matters. After nearly a decade of research and development, BridgeClimb Sydney was officially launched on 1 October 1998. At that time, BridgeClimb became the world's first tourism operator to offer bridge climbing as an experience. In June 2018 the franchise was awarded to Hammon's Holdings the proprietors of Scenic World for 20 years following a formal tender process. Pylon Lookout and Museum The Bridge's Pylon Museum and lookout showcase the history and stories of the Sydney Harbour Bridge through exhibits and interactive displays. This encompasses the narratives of the engineers, designers, skilled tradesmen, and labourers involved in its construction, as well as the 16 men who lost their lives during the process. The exhibition also chronicles the events and individuals involved in the Sydney Harbour Bridge's opening ceremony in 1932. Additionally, the Pylon Lookout is managed by BridgeClimb Sydney. Sydney. Awards The company has received several accolades, including a world record for number of flags flown on a bridge recognised by Guinness World
BridgeClimb Sydney
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The Sydney Harbour Tunnel is a twin-tube road tunnel in Sydney, Australia. The tunnel was completed and opened to traffic in August 1992 to provide a second vehicular crossing of Sydney Harbour to alleviate congestion on the Sydney Harbour Bridge. It is one of two transportation tunnels under the harbour, the other being a set of rail tunnels for the Sydney Metro. The tunnel joins the Warringah Freeway at North Sydney and the Cahill Expressway at the entrance to the Domain Tunnel. It has two lanes in each direction, and runs at an angle of approximately thirty degrees (north to south) to the Sydney Harbour Bridge, which has eight lanes, with a tidal flow operation. In 2017, the tunnel was carrying around 96,000 vehicles per day. Construction The tunnel is made up of three sections: twin land tunnels on the north shore, twin land tunnels on the south shore and a immersed tube (IMT) structure. The tunnel falls about from the northern entrance and about from the southern entrance to its deepest point, below sea level. The construction was undertaken by Thiess Contractors. The IMT structure consists of eight precast concrete units. The units were constructed over away in a casting basin at Port Kembla and then towed to Sydney Harbour. A trench was dredged before the arrival of the IMTs and then the IMTs were lowered into the trench by a system of pontoons and control towers. After the IMTs were in place, the trenches were backfilled and then a rock armour was placed over the top to protect the units against marine hazards, such as anchors or sinking vessels. The land tunnels were constructed by a combination of driving and cut-and-cover techniques, designed to be strong enough to withstand the impact of earthquakes. Ventilation The northern end pylons of the Sydney Harbour Bridge were altered to allow for air exhaust from the tunnel to rise over the harbour. Bradfield Park on the northern side of the bridge also has air intakes. Fresh air is drawn by an underground ventilation station on the north shore and is pumped to all sections of the tunnel through vented ducts. The air supply uses fourteen axial flow fans, each up to in diameter. The exhaust uses sixteen (eight in each northern pylon tower) fans that draw exhaust air through two underground ducts from the tunnel ventilation station and transfer the air to the top of the pylon. They can expel it at up to – equivalent to changing all the air in the tunnel every two minutes with the capability of running in reverse in an emergency and all fans are rated for smoke extraction. Each of the fans has a duty of . The testing of the fans was one of the most comprehensive ever, covering flowrate and pressure, power measurements, sound levels, bearing vibration, x-raying of all impeller components, high-temperature tests at for two hours, impeller strain, and 24-hour run tests for reversals. Operations and maintenance The Harbour Tunnel was
Sydney Harbour Tunnel
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The Argyle Cut is a heritage-listed roadway and road cutting located at Argyle Street in the inner-city Sydney suburb of The Rocks in the City of Sydney local government area of New South Wales, Australia. It was built from 1843 to 1868 with convict and paid labour. The property is owned by the Sydney Harbour Foreshore Authority, an agency of the Government of New South Wales. It was added to the New South Wales State Heritage Register on 10 May 2002. History Agitation for a link between The Rocks and began early; the Sydney Gazette in 1803 lamented the lack of a short cut across the rocky peninsula. Maclehouse, in the Picture of Sydney and Strangers Guide in NSW for 1839, an early tourist guide, says that Argyle Street was in two parts. The eastern from George Street to Harrington Street separated by the western side by a "precipice of considerable height". At that stage a set of stairs which had once been cut into the rock to provide access between the two halves was already deteriorated and unsafe. Before the cut was built, the only way that vehicles could get from the Sydney Cove to Darling Harbour was via a circuitous route along lower George Street, to Dawes Point and into Windmill Street. For pedestrians, there was no other way except along the steep alleyways and flights of crude steps. As Darling Harbour developed, it became crucial for a link between the Cove and Millers Point. The first schemes came from private enterprise, with an ambitious plan to cut a deep channel through the central spine of The Rocks. The father of this plan was Alexander Berry, one of the wealthiest landowners and merchants in the colony. He had already presided over cutting a channel between the river and an arm of Crookhaven which became the virtual mouth of the Shoalhaven River. Besides his large landholding in the Shoalhaven, Berry had vast commercial interests in Sydney as an importer and exporter. His office was in Lower George Street, and he was vitally concerned about plans to extend Argyle Street. The proposal was that the shareholders should have the right to levy tolls on all passengers and stock using the cut, and from the revenue, the shareholders were to get a dividend. Any excess was to accumulate until it equalled the amount expended initially in the making of the cut. The capital was then to be returned to the shareholders, and the toll would cease. Governor Bourke and the Legislative Council turned down the plan, and the Government decided to undertake the work. A plan for the Argyle Cut was drawn up by the Government Architect, Edward Hallen, in 1832. The plan shows the proposed bridges over the streets above, a view, and the road's inclination. The Argyle Cut was begun by 1843, with convict labour in chain gangs. Their overseer was a cruel man, Tim Lane, who used to declare to the labourers that 'by the help of God
Argyle Cut
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Darling Harbour Yard was a goods railway yard in Darling Harbour, New South Wales, Australia. The yard was once the origin of all outgoing goods traffic from Sydney. It was one of two major yards on the former Metropolitan Goods line, the other being in Rozelle. After closing to heavy rail in 1993, the alignment of the Metropolitan Goods line which passed through it was reutilised by light rail. The precinct around the yard was significantly redeveloped in the decades following its closure. History From the time when the Sydney Railway Company was formed in 1848, it had been the intention of the company to build a freight terminal at Darling Harbour. To this end, a railway line was constructed between the Sydney railway station (the predecessor to Central railway station) and Darling Harbour, which opened on 26 September 1855. Initial traffic was spoil for the construction of the Main Suburban line between Sydney and Parramatta, then for the carriage of departmental coke for steam engines, and a small amount of timber from 1860. Initial reports of the traffic on the line suggested that freight revenue amounted to only £20 a year, and there was only 60 tonnes of coke carriage a week. Other problems beset the line in the 1860s. Darling Harbour had begun to silt up by 1863, and the 3d. charge per person, each way on the nearby Pyrmont Bridge (at that time privately owned) was a turnoff to traders looking to use the railway for the transport of their goods. Other factors combined to offset these problems: a plan to convey goods by horse tram to Circular Quay turned out to be a failure; traffic in hay, straw and chaff was transferred to the Darling Harbour yards in 1878; and by 1881, the main goods terminal in Sydney had become overcrowded, leading to directions that traffic for Sydney was to be directed to Darling Harbour. The Pyrmont Bridge was later purchased by the New South Wales Government for £48,600. By 1891, all outwards goods traffic was also being dispatched from Darling Harbour. By 1908, goods traffic on the line to Darling Harbour and the neighbouring suburban lines had become excessive, with 592 wagons arriving each day and 512 being dispatched. It was decided to construct separate goods lines from Sefton to Darling Harbour via Enfield, Dulwich Hill and Rozelle, with extensions to Botany and the State Abattoirs at Homebush Bay. The initial scheme, approved by the Parliamentary Committee on Public Works, approved the initial line from Dulwich Hill to Darling Harbour. To avoid an opening rail bridge alongside the existing Glebe Island Bridge, a circuitous route was built around Rozelle Bay through the suburb of Pyrmont. The proposal, which included two tunnels under Pyrmont and Glebe, was approved on 23 November 1914, and the line opened on 23 January 1922. Redevelopment The Darling Harbour Authority was established in 1984, with the goal of redeveloping the Darling Harbour precinct. The yard was demolished and redeveloped between 1985
Darling Harbour Yard
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Milsons Point is a suburb on the lower North Shore of Sydney, in the state of New South Wales, Australia. The suburb is located 3 kilometres north of the Sydney central business district in the local government area of North Sydney Council. Milsons Point is also the geographical feature that juts into Sydney Harbour from the northern side, directly opposite Sydney Cove, the spot where the first European settlement was established in 1788. Milsons Point was named after James Milson, one of the earliest settlers. History Milsons Point was named after James Milson, a free settler originally from Lincolnshire. Milson settled in the area near Milsons Point and established a profitable business supplying ships with stone ballast, fresh water, and the produce of his dairy, orchard, and vegetable gardens. In the early 1820s, Milson settled in the vicinity of Jeffrey Street, Kirribilli, on 120 acres of land he leased from Robert Campbell. In 1824 Milson received a 50-acre grant of his own adjoining Campbell's land (which is marked on the 1840s map above). In 1826 a bushfire raged through the area destroying Milson's home, orchard and dairy and farm which he subsequently rebuilt (refer to 1840s map). In 1831 Campbell was involved with Milson in a court action over Milson's non-payment of the lease of the 120 acres. Milson lived in the vicinity of Jeffrey Street until 1831 when he built a new home, "Brisbane House", on his 50 acres facing Lavender Bay. The next home he built, also on his 50 acres, was called "Grantham". By the 1840s, Milson was leasing only the portion Campbell's 120 acres that contained Milson's orchard in the vicinity of Jeffrey Street. In 1872, Milson died at home at "Grantham" in the modern suburb of Milsons Point in what was then called the Municipality of East St Leonards. The last of the family's holdings in the lower North Shore area were resumed in the early 1920s for the construction of the Harbour Bridge and associated roadways. Heritage listings Milsons Point has a number of heritage-listed sites, including: North Shore railway: Milsons Point railway station 1 Olympic Drive: Luna Park Sydney Bradfield Highway and North Shore railway: Sydney Harbour Bridge Population In the 2021 Census, there were 2,529 people in Milsons Point. 42.9% of people were born in Australia. The next most common countries of birth were China 7.2%, England 5.9%, India 4.2%, Hong Kong 4.0%, and Malaysia 2.4%. 59.0% of people only spoke English at home. Other languages spoken at home included Mandarin 8.0%, Cantonese 7.8%, Japanese 1.8%, Korean 1.8%, and Hindi 1.7%. The most common responses for religion were No Religion 39.9%, Catholic 19.6%, Anglican 9.9%, and Hinduism 4.3%. Transport Milsons Point supports the northern end of the Sydney Harbour Bridge. Milsons Point is well connected with the CBD of Sydney by the bridge, ferries and trains. The Warringah Freeway provides a link south to the Sydney CBD and north to Chatswood. Milsons Point railway station is on the northern approach to the
Milsons Point
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The Kurrajong railway line was a railway line in the distant rural western suburbs of Sydney, Australia. It was an extension of the branch off the Main Western line from Blacktown to Richmond and was operated by the New South Wales Government Railways. Construction The construction of the railway between Richmond and Kurrajong did not receive Parliamentary authorisation until 1919, by which time roads were being improved to a standard that did not warrant a railway to bring the produce of the area west of the Hawkesbury River to the Sydney market. From its opening in 1926 until its closure in 1952, it remained a minor branch line. Lobbying for an extension of the Richmond line to Kurrajong began in 1884, but the high cost of bridging the flood-prone Hawkesbury River, and the limited amount of agricultural land available, delayed construction. Finally, political lobbying by local landholders paid off and the first sod was turned on 2 June 1923. Regular passenger trains began running on 8 November 1926, although the official opening took place on 20 November 1926. Route description The branch began in the back platform at Richmond and continued across East Market Street on a level crossing which was protected by a station employee with a red flag or red light. It then passed around Richmond Oval, continuing in a north west direction along March Street, at the far end of which it left the town centre and entered its own right of way. That dropped through a cutting towards the river on a 1 in 50 grade, before making its way across the alluvial soil of the level floodplain. Trains were running to that point by April 1925. Gravel trains ran from the Nepean Sand and Gravel Siding, located just before the line crossed the Old Kurrajong Road. The material was being used in the construction of Sydney Harbour Bridge. A very short passenger platform was located on the eastern bank of the Hawkesbury river. It opened in 1928 with the misnomer of Nepean Bridge, and was renamed Phillip in 1934. The location was a favourite swimming and picnic spot. The railway bridge over the Hawkesbury River was erected on concrete piers which were an extension of those supporting the adjacent road bridge. Upon leaving the river, the line ascended on a 1 in 36 grade through the western river bank and reached Bells Line of Road which it crossed at a 45 degree angle and entered North Richmond station, which had a long platform with shelter and a goods siding. After leaving the station, the railway continued in a straight alignment, largely through the property of farmers. Being classed as a "pioneer line", the route was unfenced and the rails second-hand, laid on wooden sleepers with ash ballast. Stopping locations were established between North Richmond and Kurrajong at locations which, in 1928, were named Red Cutting, Kemsleys, Thompsons Ridge, Nurri and Duffys. The line through those locations passed orchards and small farms as it slowly climbed
Richmond–Kurrajong railway line
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Western Distributor is a grade-separated motorway that is primarily elevated for the majority of its route on the western fringe of the Sydney central business district in New South Wales, Australia. It links the southern end of Bradfield Highway at the Sydney Harbour Bridge to Victoria Road in Rozelle, at its western terminus near . It is a constituent part of the A4 route. Route It is an unusual motorway as, citybound, it heads east, southeast after the Anzac Bridge, east, north then northeast. The freeway distributes traffic arriving from the north (a function which gives the road its name) while collecting traffic from the CBD, distributing it through Pyrmont and Ultimo before crossing over the Anzac Bridge. In the citybound direction, traffic is collected from Victoria Road and the City West Link, as well as various on ramps in the Pyrmont and Ultimo areas. Traffic is distributed into the CBD through various off ramps in Pyrmont and the western edge of the CBD, as well as into the Cross City Tunnel. The remaining traffic is fed into Bradfield Highway, as it is not possible for northbound traffic to exit onto Cahill Expressway (traffic travelling east on Western Distributor wishing to reach the eastern edge of the CBD and beyond must either travel through the Cross City Tunnel or negotiate the packed streets of the CBD). Construction of the Rozelle Interchange as part of Stage 3 of WestConnex is underway. With its completion in 2023, it will provide a freeway-standard route free of traffic lights from Sydney's CBD to its outer western suburbs and the Blue Mountains. History Western Distributor came to be out of the realisation in the early 1960s that the existing roads that supported the Harbour Bridge would not cope with contemporary and projected traffic volumes. Due to existing infrastructure and buildings in the area, it was decided to build a viaduct to carry traffic above the city streets. Western Distributor was opened in stages starting in September 1972, with the last stage being the Anzac Bridge which was opened in December 1995. The distributor also replaces the former congested route out of the city via the Pyrmont Bridge (closed in 1981) and the Glebe Island Bridge (closed in 1995 with the opening of Anzac Bridge). The north-eastbound viaduct ramps leading towards Bradfield Highway, designed in 1967, was widened from to accommodate a deck with a variable width from and consists of a steel structure supported on reinforced concrete corbels. The passing of the Main Roads Act of 1924 through the Parliament of New South Wales provided for the declaration of Main Roads, roads partially funded by the State government through the Main Roads Board (later the Department of Main Roads, and eventually Transport for NSW). With the subsequent passing of the Main Roads (Amendment) Act of 1929 to provide for additional declarations of State Highways and Trunk Roads, the Department of Main Roads (having succeeded the MRB in 1932) re-aligned the eastern end of Main Road
Western Distributor (Sydney)
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The Sydney Harbour Bridge cycleway is a conjoined cycleway from the north and south that crosses the Sydney Harbour Bridge on its western side, linking the Sydney central business district with North Sydney, Sydney's Northern Suburbs and the North Shore, in Sydney, New South Wales, Australia. Route The southern terminus of the cycleway is at Millers Point with access to Argyle Street and Upper Fort Street in The Rocks. At its southern terminus near the Sydney Observatory, the cycleway is located adjacent to the Western Distributor and connects with the Kent Street cycleway. The northern terminus of the cycleway is at Burton Street, Milsons Point, just below Milsons Point railway station. From this location riders ascend 55 stairs in order to access the path that is located on the roadway level, some above the water level. A campaign to eliminate the steps on this popular cycling route to the CBD has been running since at least 2008. The absence of an efficient or safe cycleway or cycle paths to access the Bridge has resulted in the HarbourLink proposal to give better access to the Sydney Harbour Bridge's northern approach. The NSW Bike Plan 2010 identified Naremburn to the Harbour Bridge as one of 13 major missing links and a priority metropolitan link. On 7 December 2016 the NSW Roads Minister Duncan Gay confirmed that the northern stairway would be replaced with a 20 million ramp alleviating the need for cyclists to dismount. At the same time the NSW Government announced plans to upgrade the southern ramp at a projected cost of 15 million. As of April 2021, Transport for NSW refused to release current plans, partly because it would be unable to “deal with the anticipated volume of communications” from the public. On 3 May, two preferred options were revealed: a two-storey spiral and a long slope. There was local opposition to both options. In August, the government announced that consultation had attracted about 2,800 responses of which 82% favoured a linear option, and in December it opened a public competition among three shortlisted linear designs. On 1 April 2022, it was announced that a 200-metre ramp, with an average gradient of 2 per cent, had been approved. That plan was controversial, but was approved by North Sydney Council on 28 February 2023 and by the Heritage Council of New South Wales in June 2023, to continuing objections. The project has been determined to proceed with construction, to commence from early 2024. For the northern terminus there is a long-term plan to link the Sydney Harbour Bridge cycleway with the Gore Hill and Epping Road cycleways, to the northwest. Cycleway use In 2019, the average number of cycle trips varied between 1500 and 2000 on an average weekday. The NSW Roads Regulations state that a person must not ride a bicycle on any part of the Sydney Harbour Bridge other than a cycleway. See also Bike paths in Sydney Cycling in New South Wales Cycling in Sydney References External links
Sydney Harbour Bridge cycleway
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North Sydney is a suburb and major commercial district on the Lower North Shore of Sydney, New South Wales, Australia. It is located three kilometres north of the Sydney central business district and is the administrative centre for the local government area of North Sydney Council. History The Indigenous people on the southern side of Port Jackson (Sydney Harbour) called the north side warung which meant the other side, while those on the northern side used the same name to describe the southern side. The first name used by European settlers was Hunterhill, named after a property owned by Thomas Muir of Huntershill (1765–1799), a Scottish political reformer. He purchased land in 1794 near the location where the north pylon of the Sydney Harbour Bridge is now located, and built a house which he named after his childhood home. This area north of Gore Hill became known as St Leonards. The township of St Leonards was laid out in 1836 in what is now North Sydney, bounded by what is now Miller, Walker, Lavender and Berry Streets. By 1846 there were 106 houses here and by 1859, the commercial centre had extended from Milsons Point to Miller Street. A bus service operated by Jeremiah Wall ran between Milsons Point and North Sydney Shops, and North Sydney thus developed its own identity. The North Sydney municipality was incorporated in 1890 and after naming disputes, North Sydney was settled upon. The post office which opened in 1854 as St Leonards was changed to North Sydney in 1890. The first public school which opened in 1874 as St Leonards was renamed North Sydney in 1910. North Sydney underwent a dramatic transformation into a commercial hub in 1971–72. In this period no less than 27 skyscrapers were built. Trams The history of the North Sydney tramway system can be divided into three periods – the first from the original opening in 1886 to 1909, when the McMahons Point line opened. The second period covers the time until the Wynyard line was opened across the Sydney Harbour Bridge in 1932, and the third until construction of the Cahill Expressway on the eastern side of Sydney Harbour Bridge and the wider closure of the system in 1962. The first part of the North Sydney tramway system was a double-track cable tramway which commenced at the original Milsons Point ferry wharf, located where the north pylon of the Harbour Bridge is now. The line originally extended via Alfred Street (now Alfred Street South), Junction Street (now Pacific Highway), Blue Street and Miller Street to the Ridge Street Tram Depot. It used cable grip cars called "dummies" and un-powered trailer cars. A feature of these lines was the underground tram terminus at Wynyard railway station (the only one in Australia), and the tracks over the Sydney Harbour Bridge. Trams ran from Blue Street over a now-demolished steel arch bridge over the Harbour Bridge Roadway, then over the eastern side of the harbour bridge (now road lanes), through a
North Sydney, New South Wales
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A suicide bridge is a bridge used frequently by people to end their lives, most typically by jumping off and into the water or ground below. A fall from the height of a tall bridge into water may be fatal, although some people have survived jumps from high bridges such as the Golden Gate Bridge. However, significant injury or death is far from certain; numerous studies report minimally injured persons who died from drowning. To reach such locations, those with the intention of ending their lives must often walk long distances to reach the point where they finally decide to jump. For example, some individuals have traveled over the San Francisco–Oakland Bay Bridge by car in order to jump from the Golden Gate Bridge. Prevention Suicide prevention advocates believe that suicide by bridge is more likely to be impulsive than other means, and that barriers can have a significant effect on reducing the incidence of suicides by bridge. One study showed that installing barriers on the Duke Ellington Bridge in Washington, D.C.—which has a high incidence of suicide—did not cause an increase of suicides at the nearby Taft Bridge. A similar result was seen when barriers were erected on the popular suicide bridge: the Clifton Suspension Bridge, in the United Kingdom. Families affected and groups that help the mentally ill have lobbied governments to erect similar barriers. One such barrier is the Luminous Veil on the Prince Edward Viaduct in Toronto, Canada, once considered North America's second deadliest bridge, with over 400 jumps on record. Special telephones with connections to crisis hotlines are sometimes installed on bridges. Bridges Australia The Sydney Harbour Bridge, the Mooney Mooney Bridge on the Central Coast (New South Wales), and the Westgate Bridge in Melbourne, Australia and the Story Bridge in Brisbane are considered suicide bridges. Sydney Harbour Bridge has a suicide prevention barrier. In February 2009, following the murder of a four-year-old girl who was thrown off the bridge by her father, the first stage of a temporary suicide barrier was erected on Westgate Bridge, constructed of concrete crash barriers topped with a welded mesh fence. The permanent barrier has now been completed throughout the span of the bridge. The barriers are costed at AU$20 million and have been reported to have reduced suicide rates on the Westgate by 85%. Suicide prevention barriers were installed on the Story Bridge in 2013; a three-metre-high barrier runs the full length of both sides of the bridge. Canada There are a number of suicide bridges in the Metro Vancouver area, the most frequented being the Lions Gate Bridge, which saw 324 suicidal incidents, including 78 jumps from 2006 to 2017. The High Level Bridge in Edmonton, Alberta, is considered a suicide bridge. It is unknown how many deaths have occurred at the bridge, but there have been at least 25 in total, with 10 being from 2012–2013. There have also been many failed attempts at the bridge. A suicide prevention barrier has been installed along with signage
Suicide bridge
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The Sydney Derby, formerly and unofficially called the Battle of the Bridge or the Battle of Sydney, is an Australian rules football local derby match between the two Sydney-based Australian Football League (AFL) clubs, the Sydney Swans and the Greater Western Sydney Giants. As of the conclusion of the 2023 AFL season, the head-to-head score is in favour of the Sydney Swans with 16 wins to 10; the teams have also met three times in finals matches, with Greater Western Sydney winning each time. The match's former nickname, The Battle of the Bridge, was suggested by GWS's inaugural coach Kevin Sheedy. The bridge in question is the Anzac Bridge which connects Eastern and Western Sydney, not the iconic Sydney Harbour Bridge, which connects North Sydney to the city part of Sydney. History The first Sydney Derby was held on 24 March 2012 and attracted a then-record Derby crowd of 38,203. This game was also the first game of the 2012 AFL season and the first AFL premiership match for the Giants. Fielding a very young and inexperienced team, the Giants only won three games in their first two years in the competition and failed to win any Derby games. This led to declining attendances at Sydney Derbies. The Giants won their first Derby in the opening clash of 2014. Later that year, The Daily Telegraph noted there was "genuine dislike off the field" between the clubs. Over the subsequent years, the Giants progressively moved up the AFL ladder and got closer to the Swans, who were premiership contenders during this time. The opening Derby of 2015 attracted a crowd of over 30,000—the first time this had occurred since the first Derby. The 2016 Derbies were both well attended—the Swans' home game had the second-highest attendance in fixture history. The Giants' home game was the 10th Sydney Derby. With both teams vying for a top-four spot at the end of the season, the game was described as a blockbuster. In the lead up to the game, The Daily Telegraph published an article analysing the rivalry. Though noting that Sydney's surprise recruitment of Lance Franklin created some animosity between the clubs, the article went on to say, "What the rivalry needs is a flash point. ... Something to make it clear that when the Swans and Giants meet there is real feeling. Not the slightly awkward yet mutually respectful détente that currently exists." After the game, the paper declared that an altercation between Steve Johnson and Lance Franklin "was the moment of sporting theatre that inspired a rivalry to truly ignite". It was the first AFL game at Sydney Showground Stadium to be declared a sell-out, and it was Foxtel's highest-rating program of the day, second-highest rating twilight match of the season, and the second-most-watched Sydney Derby—behind only the inaugural clash. The first finals series match between the teams was on 10 September 2016, when the Swans hosted the Giants in the 1st Qualifying Final of the 2016 season. The Giants defeated
Sydney Derby (AFL)
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The following outline is provided as an overview of and topical guide to Sydney: Sydney – General reference Pronunciation: Common English name(s): Sydney Official English name(s): Sydney Adjectival(s): Sydneysider Demonym(s): Sydneysider Geography of Sydney Geography of Sydney Sydney is: a city a state capital capital of New South Wales Population of Sydney: 5,029,768 Area of Sydney: 12,367.7 km2 (4,775.2 sq mi) Atlas of Sydney Location of Sydney Sydney is situated within the following regions: Southern Hemisphere and Eastern Hemisphere Oceania Australasia Australia (continent) Australia (outline) New South Wales Time zone(s): Australian Eastern Standard Time (UTC+10) In Summer (DST): Australian Eastern Daylight Time (UTC+11) Environment of Sydney Climate of Sydney Natural geographic features of Sydney Bays in Sydney Botany Bay Cockle Bay Farm Cove Sydney Cove Beaches in Sydney Bondi Beach Bronte Beach Lady Robinson Beach Manly Beach Northern Beaches Dunes in Sydney Cronulla sand dunes Harbours in Sydney Circular Quay Darling Harbour Port Jackson Middle Harbour Headlands and cliffs in Sydney Bradleys Head The Gap Sydney Heads Islands in Sydney Bare Island Clark Island Cockatoo Island Goat Island Rodd Island Scotland Island Shark Island Snapper Island Spectacle Island Lakes in Sydney Chipping Norton Lake Lake Parramatta Mountains in Sydney Blue Mountains Blue Mountains National Park Rivers in Sydney Cooks River Georges River Hawkesbury River Nepean River Parramatta River Lane Cove River Geology Sydney Basin Sydney sandstone Narrabeen group Areas of Sydney City of Sydney Regions of Sydney Suburbs of Sydney Districts of Sydney Sydney central business district North Sydney Neighborhoods (localities) in Sydney Barangaroo Blues Point Central Chinatown Circular Quay Darling Harbour Kings Cross Thai Town The Rocks Locations in Sydney Tourist attractions in Sydney Museums in Sydney Shopping areas and markets Bridges in Sydney Bridges in Sydney Anzac Bridge Boothtown Aqueduct Gladesville Bridge Pyrmont Bridge Spit Bridge Sydney Harbour Bridge Cultural and exhibition centres in Sydney International Convention Centre Sydney The Concourse Forts of Sydney Fort Denison Fort Denison Light Fort Philip Fountains in Sydney Archibald Fountain El Alamein Fountain Monuments and memorials in Sydney Anzac Memorial Kokoda Track Memorial Walkway Sydney Cenotaph Museums and art galleries in Sydney Museums in Sydney Art Gallery of New South Wales Australian Museum James Cook Collection Australian National Maritime Museum Justice and Police Museum Madame Tussauds Sydney Manly Art Gallery and Museum Museum of Contemporary Art Australia Museum of Sydney Nicholson Museum Powerhouse Museum Sydney Tramway Museum Parks and gardens in Sydney Parks in Sydney Auburn Botanical Gardens Belmore Park Bicentennial Park Brenan Park Centennial Parklands Central Gardens Nature Reserve Chinese Garden of Friendship Hyde Park Luna Park Sydney Macquarie Place Park Moore Park Observatory Park Royal Botanic Garden Sydney Park Taronga Zoo The Domain Tumbalong Park Wild Life Sydney Wynyard Park Public squares in Sydney Queen's Square Railway Square Whitlam Square Religious buildings in Sydney Christ Church St Laurence Hunter Baillie Memorial Presbyterian Church St Andrew's Cathedral St James' Church St. Maron's Cathedral St Mary's Cathedral St Philip's Church St John's Cathedral, Parramatta St Patrick's Cathedral, Parramatta Greek Orthodox Cathedral of
Outline of Sydney
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Second Harbour Crossing may refer to: Second Harbour Crossing, Auckland, the proposed second transport link over the Waitemata Harbour in Auckland, New Zealand. Upper Harbour Bridge, an existing twin motorway bridge over the Waitemata Harbour in Auckland, New Zealand. The Twin Sails Bridge, a proposed double-leaved bascule bridge in Poole, Dorset, England. The Sydney Harbour Tunnel, an existing twin-tube road tunnel crossing of Sydney Harbour in New South Wales, Australia. A proposed extension of the Westconnex motorway over the Sydney Harbour in New South Wales, Australia. Sydney Metro City & Southwest, a metro rail line under construction beneath Sydney Harbour in New South Wales, Australia. Eastern Harbour Crossing, an existing twin-tube road tunnel crossing of Victoria Harbour in Hong Kong. See also Harbour Crossing (disambiguation)
Second Harbour Crossing (disambiguation)
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Kurraba and Kirribilli were two similar "K-class" ferries on Sydney Harbour. Launched in 1899 and 1900 respectively, the two timber-hulled steamers were built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge. When built, they were the largest of the cross-harbour ferries and brought new levels of comfort for passengers. They were the first true examples of what would come to be known as the "K-class" ferries - a group of 25 double deck, double-ended, predominantly timber-hulled (four later versions had steel hulls), screw ferries propelled by triple expansion steam engines. Built for, and initially used on, the short but busy cross-harbour route between Circular Quay and Milsons Point, they were also used frequently on the Mosman route. Along with 17 others, the two ferries were sold for breaking up in 1934 following the opening of the Sydney Harbour Bridge in 1932. Background Both ferries were built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. At the time, the company ran one of the largest ferry fleets in the world. The two ferries were part of broader type of around 20 double-ended timber screw ferries the Sydney K-class ferries that the company commissioned between the 1890s and early 1920s to meet the booming demand. The two ferries were two of the first in what was to become a Sydney Ferries Limited tradition of naming their vessels after Australian Aboriginal words starting with "K". The names "Kurraba" and "Kirribilli" are both Australian Indigenous words thought to mean "good fishing spot". Kurraba Point and Kirribilli are also two suburbs on the northern shore of Sydney Harbour. Design and construction Kurraba and Kirribilli were designed by Captain Sumberbell, manager of Sydney Ferries Limited. Their design was a significant evolution of the company's smaller double-ended screw ferries, such as Kangaroo (1891 - 1926) and Carabella (1897 - 1932). Both vessels were built at Young and Son at Rozelle. Kurraba cost the company £9,440 while Kirribilli cost £10,631. The keels were built in three pieces from ironbark and the keelsons (moulded 10 1/2 inch, sided 12 inch and fastened with metal bolts), were also ironbark. Decks, sides, and fittings were built from Kauri pine. The vessels were built with five watertight compartments with one amidships made of iron. Electric lighting was provided throughout, a relatively recent feature on Sydney Harbour ferries. A smoking and ladies saloon was provided on the main deck. Unlike Kurraba, Kirribilli's lower deck windows were tinted an amber colour to minimise glare and heat from the sun. During construction of both vessels, newspapers suggested that the upper decks would be enclosed, a first for Sydney Harbour ferries, however, the ferries' were put into service with the then conventional open upper decks. The upper decks were enclosed with sash windows around 1903 except at the ends behind the wheelhouses which remained open. All subsequent K-class ferries
Kurraba and Kirribilli
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Karrabee was a ferry operated by Sydney Ferries Limited and its NSW State Government operated successors on Sydney Harbour from 1913 until 1984. A wooden ferry built at the time of Sydney Ferries' rapid early twentieth century, she and near "sister", Karingal, were the smallest of the fleet of round-end "K-class ferries". The ferries were built as coal-fired steamer and were converted to diesel in the 1930s. Unlike many early twentieth century Sydney Ferries, they survived the opening of the Sydney Harbour Bridge in the 1930s, and the State Government takeover in 1951. Karrabee sank at Circular Quay after taking on water during the Great Ferry Race in 1984 - an incident that received extensive media coverage - and did not return to service. The three remaining old wooden ferries were taken out of service shortly after Karrabee's sinking. In service for 71 years, she was among the longest-serving ferries on Sydney Harbour, and after use in Gosford as a floating restaurant, she was broken up in 2005. "Karrabee" is an Australian Aboriginal word meaning and 'cockatoo'. Design and construction Intended for Sydney Ferries Limited's Parramatta River service, Karrabee, and her sister, Karingal, were built by Morrison & Sinclair, Balmain. Karrabee's hull was launched on 18 October 1913. Both ferries were designed by J Harter under the supervision of T Brown, the company's works manager. Karrabee could carry 653 passengers. Karrabee's original Hawthorn Leslie and Company-built steam engines were sourced from Pheasant (1887), the second biggest Parramatta River single-ended ferry and Sydney's triple-expansion steam ferry. The 36 hp steam engines could push Karrabee at up to 11 knots and are currently in the custody of the Powerhouse Museum. Karabee's original cost was £8,423. Service history Karrabee was kept in service after the 1932 opening of the Sydney Harbour Bridge whereas 18 mainly older vessels were decommissioned due to the drop in passenger demand. Prior to the bridge opening, Sydney Ferries Limited had transported 40 million passengers a year, however, this number dropped to 15 million after the opening. The drop in demand for the remaining ferry fleet, was somewhat mitigated as many could not afford their own transport in the Great Depression of the 1930s and rationing of fuel during World War 2 made the coal required for the steam ferries relatively cheap. In 1936, Karrabee was converted from steam to diesel-electric power. The new six-cylinder Henty and Gardner diesel engines generated 440 bhp and gave her a speed of nine knots. She was re-engined in 1958 with a six-cylinder Crossley Brothers diesel, which provided 450 bhp and a top speed of 11 knots. The conversion from steam to diesel saw her tall funnel replaced with a short stout funnel. In 1951, as post-war demand for ferry services dropped further to 9 million, the NSW State Government took over Sydney Ferries Limited and its remaining fleet and assets. The Port Jackson and Manly Steamship Company, which ran the Manly service, was paid to run the services. The services and fleet
Karrabee (ferry)
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Koree was a "K-class" ferry on Sydney Harbour. Launched in 1902, the timber-hulled steamer was built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge. When built, Koree was Sydney's largest cross-harbour ferry and a typical early example of the "K-class"; a group of double-deck, double-ended, steam-powered screw ferries. Koree was the first Sydney ferry built with the sides of her promenade (upper) deck enclosed, although the ends near the wheelhouses remained open. Built for, and initially used on, the short but busy cross-harbour route between Circular Quay and Milsons Point, Koree was also used frequently on the Mosman route. Along with 17 other Sydney Ferries Limited vessels, the ferry was sold for breaking up in 1934 following the opening of the Sydney Harbour Bridge in 1932. Background Koree was built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. At the time, the company ran one of the largest ferry fleets in the world. Koree was an earlier vessel of a broader type of timber double-ended screw ferry known as the K-class. The company built 25 of vessels between the 1890s and early 1920s to meet the booming demand. The K-class were all propelled by triple expansion steam engines and were predominantly timber-hulled (four later K-class had steel hulls). Koree followed Sydney Ferries Limited's then emerging tradition of naming their vessels after Australian Aboriginal words starting with "K". "Koree" is thought to be an indigenous name for Chowder Bay. Design and construction Plans for the hull were provided by Mr Scott, from the plans of the late Captain T Sumberbell, manager of Sydney Ferries Limited with the design being an evolution of the company's recent Kurraba and Kirribilli ferries. Koree was built by David Drake at Bald Rock in Balmain. Her machinery was provided by Clyde Engineering to a specification provided by Sydney Ferries Limited's works manager, Mr T Brown. Her 480 hp triple expansion steam inverted direct-acting and surface condensing engines comprised 13, 21 and 34 inches respectively with a 21 inch stroke. She had two multi tubular cylindrical boilers of 7 and 2 inch diameter of 18 feet in length. The boilers' working pressure was 170 lb. Koree's patent suspension furnaces had a heating surface of 1600 square feet. Koree's hull was launched on 23 July 1902 and christened by Miss O'Sullivan, the daughter of the Minister for Works. A bottle of port was smashed on her rudder. At 276 tons, she was, by a significant margin, the company's largest vessel when built. The previous largest, sisters Kurraba and Kirribilli, were 195 and 198 tons, respectively. Koree was rated to carry 1,058 passengers compared to Kurraba at 890 and Kirribilli at 896. Koree was 42.8 m long with a beam of 8.6 m. The keel and kelson were of ironbark, with the frames of blue and spotted gum. Planking to the waterline
Koree
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Kareela was a "K-class" ferry on Sydney Harbour. Launched in 1905, the double-ended timber-hulled steamer was built for Sydney Ferries Limited in response to the early twentieth century boom in cross-harbour ferry travel prior to the opening of the Sydney Harbour Bridge. She was the first of Sydney Ferries Limited's boats to have a fully enclosed upper deck. She survived the 1932 opening of the Sydney Harbour Bridge when many ferries were removed from service, and also the early 1950s rationalisation of the fleet following its takeover by the Government of New South Wales. Nicknamed "The Box", she had a relatively incident free career apart from a collision with a wharf that killed three of her passengers. She was sold in 1959 and broken up. "Kareela" is thought to be an Australian Aboriginal word meaning "south wind". Background Kareela was built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. At the time, the company ran one of the largest ferry fleets in the world. A population boom in the suburbs of Neutral Bay, Cremorne, and Mosman saw them served by an increasing number of ferries. The ferry was part of a broader type of around 20 double-ended timber screw ferries, the Sydney K-class ferries, that the company commissioned between the 1890s and early 1920s to meet the booming demand. Kareela followed the Sydney Ferries Limited tradition of naming their vessels after Australian Aboriginal words starting with "K". "Kareela" is thought to mean "south wind". Design and construction Built in 1905, Kareela's hull, cabins and deck fittings were by Morrison & Sinclair Ltd, of Balmain. Her hull was flamed right out with no overhanging sponsons. The sponsons were made of 14 x 10 inch iron bark girders, and the vessel was double framed of hard wood, making it one of the harbour's strongest ferries at the time. The hull of the ferry was designed by Scolt, s foreman shipwright of the North Coast Steam Navigation Company, from a specification by T Brown, the Sydney Ferries Ltd works manager. The cabins and other deck fittings were designed by the companies' officials, under the supervision of T Brown. She had one iron bulkhead and four of wood. She was built with lodging knees around the inside of the hull and 24 hanging knees. The keel consisted of three lengths of iron bark, the longest being 50 feet. There were 20 iron stanchions in the engine and boiler rooms. Under the deck over the boilers were galvanised iron sheets to minimise fire risk. Kareela was 186 tons, 34.4 m in length, and had a passenger capacity of 784. She was the first ship built by Sydney Ferries Limited to have fully enclosed upper decks. The earlier K-class vessels, including Kurraba, Kirribilli, Koree and Kulgoa, had only the sides of their upper decks enclosed, leaving the ends open, with the roofs being squared off. Kareela and all subsequent K-class vessels
Kareela (ferry)
1036022
Milsons Point railway station is a heritage-listed railway station located on the North Shore line, serving the Sydney suburb of Milsons Point in New South Wales, Australia. It is served by Sydney Trains T1 North Shore line services. The station is located above ground, accessible via stairs and a lift, in Milsons Point, in the North Sydney Council local government area of New South Wales, Australia. It was designed and built by the Sydney Harbour Bridge Branch of the NSW Department of Public Works. The property was added to the New South Wales State Heritage Register on 2 April 1999. History In 1815, government architect Francis Greenway, in a report to Governor Macquarie, proposed the building of a bridge from Dawes Point at the city's edge to the northern shore. The original Milsons Point station was not in its present location, but on the edge of Sydney Harbour approximately on the site of the present northern pylon of the Sydney Harbour Bridge and the North Sydney Olympic Pool. This location enabled passengers from the North Shore to transfer directly from steam trains to ferries to reach Circular Quay. It opened as the southern terminus of the North Shore railway line on 1 May 1893. when extended from its previous terminus at St Leonards (opened from Hornsby 1 January 1890). The site, squeezed between the rock cliffs and the edge of Sydney Harbour was cramped, with two side platforms, one of which was built on piles partly over the water's edge, and three tracks between, including a centre road. Immediately adjoining it to the west was the colonnaded Milsons Point ferry wharf for the ferry service to Circular Quay in the Sydney central business district and tram terminus for the North Sydney cable tramway (opened 22 May 1886) and subsequently electrified from 11 February 1900. Concrete had been extensively used for foundations and walls since the 1890s. By 1910, reinforced concrete was in use, but not for superstructures directly supporting railway tracks. The Bellevue Street underbridge at Glebe was the first to use it for this purpose, in 1919. In 1915, to enable a start on the construction of the Sydney Harbour Bridge between Milsons Point and Dawes Point, the Government instructed the Railway Commissioners to vacate the station and a new four platform, station was constructed at the site of the boundary fence between the present-day Luna Park and Lavender Bay Sidings. This station was in operation for just seven weeks, from 30 May 1915 to 18 July 1915, as the inconvenience to passengers transferring between ferries and trains was unacceptable. Due to later overcrowding, a third platform was added on 12 December 1920 by removing the centre road track and laying a new track on inland side of the new platform 2. This station remained in use until the site was requisitioned to allow construction of the Sydney Harbour Bridge. It was not until 1922 that legislation was passed and acted upon, authorising the construction of a bridge. Tenders
Milsons Point railway station
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Kaludah (launched as Kuranda) was a K-class ferry on Sydney Harbour, Australia. Commissioned in 1909, the timber-hulled steamer was built for Sydney Ferries Limited during the boom in cross-harbour ferry travel prior to the 1932 opening of the Sydney Harbour Bridge. Like the other "K-class" ferries, she was double-deck, double-ended, steam-powered screw ferry. However, she and the larger but otherwise similar Kookooburra (1907), were the only two K-class ferries designed by naval architect Walter Reeks and not Sydney Ferries Limited's Captain Summerbell. Kaludah was built by Morrison and Sinclair Limited of Balmain. She was launched in late 1908 as Kuranda and commissioned the following year and her name changed to Kaludah. Kaludah burnt out and sank near Gladesville in 1911 when she was still the newest ferry in the Sydney Ferries Limited fleet. She is one of the shortest lived of Sydney's ferries. Background, design and construction Kaludah was built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. She was one of a broader type of timber double-ended screw ferries known as the K-class. The company built 25 of these vessels between the 1890s and early 1920s to meet the booming demand. The K-class were all propelled by triple expansion steam engines and, like Kaludah, were predominantly timber-hulled (four later K-class had steel hulls). Kaludah's design was similar to that of the Sydney Ferries Limited's larger 1907 steamer Kookooburra. The two ferries were a response to Sydney Ferries Limited's need for new vessels on the longer-distance Parramatta River service and a ruling from the Maritime Services Board that from 1912, all vessels using Circular Quay must be of a double-ended nature because of congestion in the Quay. All the vessels operating on the Parramatta River service to that point were single-ended vessels. Rather than using Captain Summerbell who had designed Sydney Ferries Limited's deep draft, round-ended steamers, the company engaged renowned naval architect, Walter Reeks, to design high speed, shallow draft vessels for the Parramatta River service. Reeks, who had designed the Balmain New Ferry Company ferries and also the Port Jackson Manly Steamship Company's Manly (II) and Kuring-gai, insisted on pointed bows for the ferries to achieve the speed necessary for the river. The company board had, to that point, a policy that all vessel bows were to be a rounded shape to give a tradition at a time when the Balmain New Ferry Company had pointed bows on their vessels (such as on the Lady class ferries). Also unique among the 25 K-class ferries, Kookooburra and Kaludah were built with short funnels, with forced draft, to pass under low bridges on Parramatta River service. Kookooburra did not perform well on the Parramatta River service creating too much wash which was the source of much resident complaints. She was later placed on the Mosman, Neutral Bay and Taronga Zoo services and a taller funnel provided. With Kaludah, designed and built approximately two years after
Kaludah
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Kuramia was a "K-class" ferry on Sydney Harbour. Commissioned in 1914, the timber-hulled steamer was built for Sydney Ferries Limited during the early twentieth boom in cross-harbour ferry travel. At 353 tons, she was the largest wooden ferry on Sydney Harbour. She was a typical example of the "K class"; a group of double-deck, double-ended, steam-powered screw ferries. Kuramia was built for the short but busy cross-harbour route between Circular Quay and Milsons Point. Made redundant by the 1932 opening of the Sydney Harbour Bridge, the Royal Australian Navy converted her to a boom defence vessel. Kuramia followed Sydney Ferries Limited's tradition of naming their vessels after Australian Indigenous words starting with "K". Kuramia was reported to have been named after a village on the Transcontinental railway route. Background Kuramia was built for Sydney Ferries Limited during the early twentieth century boom in cross-Harbour travel prior to the 1932 opening of the Sydney Harbour Bridge. She was typical of a broader type of timber double-ended screw ferry known as the K class. The company built 25 of these vessels between the 1890s and early 1920s to meet the booming demand. The K class were all propelled by triple expansion steam engines and were predominantly timber-hulled (four later K-class had steel hulls). Design and construction Kuramia was designed by Mr. J. Darter, under the supervision of Mr. T. Drown, Sydney Ferries Limited works manager. The vessel had six longitudinal bulkheads to improve her strength and safety. Kuramia was built by David Drake, Balmain for Sydney Ferries Limited at a cost of £20,027. She was long with a beam of compared to the previously largest ferry, Kaikai with a length of . She was launched on 15 November 1913 and christened Kuramia by Miss Ina Cornish. Her triple expansion, direct-acting, surface-condensing steam engines were built by Mort's Dock, Balmain. There were two multi-tubular boilers 7 feet 7 ½ inch in diameter, and 18 feet and 7 ½ inches long and the trial trip indicated 670 hp. The electric lighting was provided by Messrs. Lawrence and Hansen. Service history Her official trails were undertaken on 14 July 1914 where she attained a speed of 12 knots. Kuramia at 335 tons, and Kulgoa (338 tons), were the largest wooden ferries on Sydney Harbour, and to that point, the largest built for Sydney Ferries Limited. With a passenger capacity of 1,357, she was the highest capacity inner-harbour (non-Manly) ferry until the twins, Koompartoo and Kuttabul of 1922 (Kulgoa could carry 1,255). She was operated on the Circular Quay to Milsons Point run, joining the regular ferries on that route, Kulgoa (1905) and Kaikai (1907). With three ferries, the service increased from a ferry every 10 minutes, to one every 6 minutes. Kuramia, Kulgoa and being three of the largest of the Sydney Ferries Fleet were used to capacity as spectator vessels to witness the 1925 arrival of the American Fleet in Sydney Harbour. Made redundant by the opening of the Sydney Harbour Bridge in 1932.
Kuramia
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HMAS Kuttabul, formerly SS Kuttabul, was a Royal Australian Navy depot ship, converted from a Sydney Ferries Limited ferry. Kuttabul and her identical sistership, Koompartoo, were the largest and last K-class ferries built. Kuttabul had the highest passenger carrying capacity of any ferry on Sydney Harbour and was ordered for the crowded Milsons Point to Circular Quay route. During the Japanese midget submarine attack on Sydney Harbour on 31 May 1942, Kuttabul was sunk, with 21 naval personnel aboard. Design and construction To service the booming population growth on the North Shore prior to the construction of a bridge connection, Sydney Ferries Limited ordered the largest, and what would be the last, "K-class" ferries. They were Kuttabul and Koompartoo, steam-powered ferries, built in 1922 by the Walsh Island Dockyard and Engineering Works in Newcastle. Similar in size to Manly ferries, they were rated at 448 gross and 201 net register tons (1269 and 569 m³), and were long, with a beam of . They were the largest ferries ever operated on the inner harbour ferry routes, though Kuttabul had a larger passenger capacity (2,250) than Koompartoo (2,089). Their passenger capacity was the largest ever of any ferry on Sydney Harbour, exceeding even the largest Manly ferries by 500 passengers, a record that has not been beaten by any subsequent ferry. Both ferries were of steel construction with a wooden superstructure. Both vessels were constructed with 18 watertight compartments, regarded as being unsinkable and therefore were not required to carry life-saving equipment. Sydney Ferries Kuttabul and Koompartoo had been ordered specifically for the short heavy lift commuter link across the harbour between Circular Quay and Milsons Point, a route that was approximately aligned with the location of the pending Sydney Harbour Bridge. Prior to the opening of the bridge, peak hour ferries were leaving either side of the harbour at the rate of one fully loaded vessel every six minutes. Supporting the large steel hulled twins, were usually the timber "K-class" Kuramia (1914), Kai Kai, and Kulgoa. With the opening of the Sydney Harbour Bridge in 1932, the route became redundant. Kuttabul and Koompartoo were considered too big to be used on other routes and were laid up, but were later made available for tourist cruises on the harbour. The Milsons Point wharf used by these ferries is now part of Luna Park. Royal Australian Navy and sinking After the outbreak of World War II, Kuttabul was requisitioned by the Royal Australian Navy on 7 November 1940, and moored at the Garden Island naval base to provide accommodation for Allied naval personnel while they awaited transfer to their ships. On the night of 31 May/1 June 1942, three Ko-hyoteki class midget submarines of the Imperial Japanese Navy entered Sydney Harbour with the intention of attacking Allied warships. According to the official account, only one of the submarines, designated M-24, was able to fire her torpedoes, but both missed their intended target: the heavy cruiser . The torpedoes, fired around 00:30, continued
HMAS Kuttabul (ship)
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HMAS Kara Kara was a Royal Australian Navy boom gate vessel, converted from a Sydney Ferries Limited ferry. History Kara Kara, Koondooloo and Kalang were three double ended vehicular ferries ordered by Sydney Ferries Limited for use on Sydney Harbour. Kara Kara is thought to be an Australian Aboriginal word for the Moon. The ferry was built by J. Crichton & Company, Saltney and launched in 1926. After the opening of the Sydney Harbour Bridge in 1932, Kara Kara was converted as a cargo carrier and undertook this role until 1941. Requisitioned by the Royal Australian Navy (RAN) on 27 February 1941 and converted into a boom gate vessel and commissioned as HMAS Kara Kara on 14 September 1941. She was purchased outright on 7 November 1941 and sailed to Darwin. On the morning of the Japanese air raid on Darwin on 19 February 1942 Kara Kara was tending the western gate of the nearly complete boom. During the air raid she received one hit on an enemy aircraft, however was strafed suffering light damage and the loss of two men killed. She was placed in reserve at Darwin on 8 December 1945. On 6 December 1950 it left to return to Sydney, arriving on 22 December 1950. Kara Kara was transferred to the un-maintained reserve at the Waverton Depot on 30 December 1960 and was later used as a depot ship for the reserve fleet at Athol Bight. Fate Sold to Marrickville Metals, Marrickville for scrap on 15 February 1972, Kara Kara was stripped of useful material and the hulk was handed back to the RAN for use as a target. On 31 January 1973, Kara Kara was sunk forty miles off Jervis Bay by RAN A-4G Skyhawk fighter-bombers, and gunfire from , and . The engine from Kara Kara is on display at the Australian National Maritime Museum at Darling Harbour. Kara Kara was awarded the battle honour Darwin 1942–43. See also List of Sydney Harbour ferries Timeline of Sydney Harbour ferries References Boom defence vessels of the Royal Australian Navy Ferries of New South Wales Ferry transport in Sydney Scuttled vessels of New South Wales Ships built in Wales 1926 ships
HMAS Kara Kara
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Wynyard railway station () is a heritage-listed underground commuter rail station located in the north-west precinct of the Sydney central business district, in New South Wales, Australia. The station opened on 28 February 1932 to coincide with the opening of the Sydney Harbour Bridge. History The station opened on 28 February 1932. Wynyard was originally constructed with six platforms (the existing four platforms are still numbered from 3 to 6), with platforms 1-4 located on the upper level and platforms 5 and 6 on the lower level. The original intention was that Platforms 1 and 2, located adjacent to platforms 3 and 4, would eventually serve the eastern pair of railway tracks across the Harbour Bridge for a proposed railway line to the Northern Beaches. In the interim, with construction yet to begin on the Northern Beaches line due to lack of funds, they were used as a terminus for North Shore tram services on Sydney's tram network, operating from the bridge's opening in 1932 until 1958. A feature of these lines was Australia's only underground tram terminus. On 22 January 1956, the lines from platforms 5 and 6 were extended to Circular Quay as part of the City Circle. In 1999, along with Town Hall, the station received an easy access upgrade which included lifts to each island platform. The station was extensively refurbished in 2016, with Wynyard Walk, a pedestrian-only tunnel, being officially opened on 20 November 2016. Former tram tunnels Following the closure of the North Shore tram lines, in 1958 the tracks were lifted from platforms 1 and 2. Later, the platforms were walled off from 3 and 4 and part of the space converted into an underground car park for the Menzies Hotel. The tunnels were accessed from Wynyard Lane where a descending ramp was cut west under Wynyard Park to the disused platforms. The Wynyard Lane Car Park was closed in October 2016 to make way for the mixed-use Wynyard Place development which would obstruct the entrance ramp to the tunnels. The remainder of the tunnels north of the car park exit were walled off as were the northern portals on the Harbour Bridge. North of the portals, two additional road lanes were built above the old tramway as part of the Cahill Expressway. The disused tunnels and ramp that formerly connected the station to the eastern tram tracks can still be seen from the pedestrian path along the east side of the bridge, mirroring those still in use to the west of the bridge. Station configuration Wynyard station currently has two levels, each with two platforms. The upper level serves the North Shore line, whilst the lower level serves lines traversing the City Circle. Both lines run south under York Street from Wynyard to Town Hall. There is no connection between the rails of these two lines at Wynyard. The passenger concourse is on an intermediate level between the upper and lower platforms. Wynyard is connected via underground passageways to several surrounding buildings
Wynyard railway station, Sydney
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The Bridge in Curve is a painting completed in 1930 by Australian artist Grace Cossington Smith, depicting the Sydney Harbour Bridge during its construction. The work is now considered one of Australia's best modernist paintings, but was rejected from exhibition in 1930. Since 1967 the painting has been part of the collection of the National Gallery of Victoria in Melbourne. Background According to the National Gallery of Australia, Smith painted The Bridge in Curve, which is based on drawings made at Milsons Point on the North Shore, during an important phase of her career as an artist, when the importance of colour and the application of paint in small strokes gave her paintings a "brilliant vitality". Smith had become interested in colour theory and used this painting as an opportunity to demonstrate it with the blue and white of the sky contrasting with the more earthy colours of the buildings and vegetation. Construction of the bridge Sydney Harbour Bridge was built to better connect the North Shore suburbs with Sydney and reduce water traffic. A Royal Commission reported on the potential for a link in 1909, and ground was finally broken on the 28 July 1923. September 1926 saw the completion of the piers that would support the spans approaching the arch. Construction of the arch started on each shore in 1928, and they met for the first time on 19 August 1930. The bridge opened to the public in 1932. Reception Upon completion the painting was rejected from the Society of Artists exhibition of 1930. The painting was only purchased for the National Gallery of Victoria in 1967, which has been criticised as indicative of the neglect of Cossington Smith's work. The Bridge in Curve has since been identified as "one of Australia's most significant modernist paintings". It was described as a masterpiece of bridge painting by Ursula Prinster, curator of a 1982 Art Gallery of New South Wales exhibition on paintings of the Harbour bridge. Others have provided fuller descriptions of the painting' The contrast between the bridge and its surroundings is highlighted by art historians. The differentiation between the distant, obscure shore, and the blocks of colour in the foreground, with the detailed and delicate depiction of the bridge's struts and girders has been noted, the bridge seeming to rise above the chaos below. See also Visual arts of Australia Culture of Australia References 1930 paintings Paintings in the National Gallery of Victoria Paintings by Grace Cossington Smith Sydney Harbour Bridges in art
The Bridge in Curve
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HMAS Nereus (19) was formerly a luxury motor cruiser, commissioned as a channel patrol boat operated by the Royal Australian Navy (RAN) during the Second World War. She was one of thirteen similar vessels, known to Sydneysiders as the 'Hollywood Fleet'. Prior to the War, she was a private vessel built by Lars Halvorsen & Sons and launched in 1939. She was 66 feet (20.12m) in length, with a breadth of 16 feet (4.88m) making her one of the larger vessels of the Hollywood Fleet. She was powered by twin Chryslers eight cylinder marine engines, each of 175 hp. She had six cabins, two forward, two amidships and two aft, toilets port and starboard, lounge, saloon, a fore cabin, pantry/galley complete with refrigerator and gas stove, an engine ‘room’ and a bridge control cabin and cockpit. She was built of hardwood laminated timbers with Oregon stringers and planking. She was requisitioned and fully commissioned into the RAN on 30 December 1941 under the command of Second Lieutenant E B Beeham RANVR. Nereus was armed with .303 Vickers machine guns fore and aft and depth charge racks on the stern. Nereus played no role in the Battle of Sydney Harbour (often referred to as the attack on Sydney Harbour) and her whereabouts at the time has not been established. However, Muirhead-Gould's (commander of Sydney Harbour) 22 June Report, includes that on the night after the Battle, Nereus attacked and claimed to have sunk a submarine in Vaucluse Bay. At the time of his report, Muirhead-Gould believed the claim was genuine, but later considered the report to be a false sighting. Fate On 2 July 1942, just over a month after the Battle of Sydney Harbour, HMAS Nereus was destroyed by fire. At the time, she had just relieved HMAS Yarroma at the buoy in Obelisk Bay, Sydney Harbour./> Notes References Blunt, William; Lolita and the Hollywood Fleet, First Edition, May 2020. http://www.lolitaandthehollywoodfleet.com This publication includes an analysis of specific aspects of the Battle of Sydney Harbour, failures by the Navy, and comprehensive details of the thirteen vessels that formed the 'Hollywood Fleet' Cassells, Vic; For those in peril: a comprehensive listing of the ships and men of the Royal Australian Navy who have paid the supreme sacrifice in the wars of the twentieth century, Kenthurst, Kangaroo Press, 1995 1939 ships Patrol vessels of the Royal Australian Navy
HMAS Nereus
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Evatt House is a heritage-listed house located at 69 Junction Road in the Sydney suburb of Wahroonga in the Ku-ring-gai Council local government area of New South Wales, Australia. It is also known as Parklands. The property is privately owned. It was added to the New South Wales State Heritage Register on 24 September 2004. History Indigenous history Material in rock shelters reveals that Aboriginal people inhabited the surrounding region at least from the last ice age some 20,000 years ago. Several different languages and dialects were spoken in the Sydney Harbour area before the arrival of the First Fleet. "Kuringgai" was the language spoken on the north shores. When Europeans chose the south side of the harbour for the settlement of the First Fleet in 1788, they chose the territory of the Darug-speaking people, who inhabited the region from the southern shores of Sydney Harbour west to the Blue Mountains. Both the Darug and the Kuringgai groups suffered catastrophic loss of life in the smallpox epidemic that swept through the indigenous population in 1789, with a death rate estimated to have been between 50 per cent and 90 per cent. Over the following century there were numerous documentary recordings of the movements of surviving Kuringgai people within the Ku-Ring-Gai locality, both attending Aboriginal gatherings and collecting European rations such as blankets. There are also several oral history accounts of small clans travelling through the district in the late nineteenth century. In the 1950s at least a few local Aboriginal people were known to be still living within their traditional territory. Early Europeans in the district Before the railway (constructed late nineteenth century) and later the Sydney Harbour Bridge (opened 1932) made the north shore easily accessible, the Kur-Ring-Gai area was remote from Sydney Town and consisted mainly of isolated white rural communities earning their livelihood from agricultural activities such as timber-getting and market gardening. Wahroonga first experienced suburban development after the railway line from Hornsby to St Leonards was opened in 1890, when the first suburban roads were constructed followed by the first homes, built around 1896. The Shire of Ku-Ring-Gai was first constituted in 1906 with just six councillors, who took temporary offices in the grounds of St John's Church at Gordon. Evatt House history of land ownership The property was originally part of granted to John Terry Hughes in 1842. In the 1890s a consortium of businessmen (Smith Burns and Withers) acquired acreage in Wahroonga and sold off lots in Junction Road and Kintore Street that included this land. A small part of the Evatt House site formed part of a larger property facing Kintore Street at the back of Evatt House, known as Grantham, built by Christiana Hordern . The land was further subdivided . In 1937 three blocks were purchased by Clive Raleigh Evatt Snr (1900–1984; LL.B., Q.C., MLA for Hurstville 1939–1959), a prominent NSW Labor politician. With his wife Marjorie (née Marjorie Hannah Andreas, 1903–1984), Clive commissioned architect Stuart Traill to design a Georgian
Evatt House
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Blackwattle Bay is a bay located to the southeast of Glebe Island and east of Rozelle Bay on Sydney Harbour, in New South Wales, Australia. The bay was named in 1788 after the black wattle tree found at the bay, which was used for housing construction. When first used, the bay was a swampy inlet fed by a creek that ran from its eastern end. Industrial use by tanners and slaughter houses caused the area to be fouled by noxious fumes and there were many complaints by the residents. An embankment with a bridge was built across the swamp to provide access from Glebe to Pyrmont, being known as Bridge Road. The area to the southeast of the road was filled in becoming Wentworth Park. A coal unloader and other facilities were built on the northwest side of the road and the by now also features the Sydney Fish Market on its northeast side. See also Blackwattle Bay ferry service Blackwattle Bay coal wharves and depots Sydney Fish Market Wentworth Park References Gallery External links Blackwattle Bay entry at dictionary of Sydney Part of Chippendale's grant, 1838. Cadastral drawing showing Cooper's Dam and Black Wattle Swamp. Birds eye view of general wharfage scheme west of Dawes Point as it will appear when completed, Sydney Harbour Trust, 1913. Bays of New South Wales Tourist attractions in Sydney Sydney Harbour Glebe, New South Wales
Blackwattle Bay