Site history
Construction and use of the wharves by Howard Smith and Co.
Howard Smith Wharves was constructed in the 1930s in conjunction with the Story Bridge. It was one of the main employment generating projects of the Forgan-Smith government. While the site was originally built as the Brisbane Central Wharves, it was leased by shipping company Howard Smith and Co. from the mid 1930s until the early 1960s and became known as Howard Smith Wharf.
After Howard Smith and Co. moved downstream to alternative facilities in the early 1960s, the site was occupied in part by:
- the Water Police
- the Queensland Works Department for storage purposes
In the mid 1990s, the state government drafted a plan to redevelop the site. The plan included public parkland, 17 villa units and 42 apartments across the site, along with commercial activity around to the Story Bridge.
Heritage significance
The site is an important physical, economic and cultural example of development in Queensland. It shows the history of Brisbane as Queensland's premier port. It also shows how the expansion of the city has moved port activities further downstream. The remaining wharf buildings provide rare physical evidence of the pre-1940 Port of Brisbane and the air-raid shelters are the most intact group of shelters remaining in Brisbane.
Location
The Howard Smith Wharves site is located on the northern side of the Brisbane River, under the Story Bridge at Petrie Bight. It is 3.52 hectares in area and operated as a cargo wharf until the 1960s. It is one of the last remaining wharf sites in the city centre. Its close proximity to various cultural and entertainment precincts within the city make it an exciting location for any urban renewal project.
Aerial views
Plan view
Traffic flow analysis
The various flow of traffic through the site, both mechanical and human, has been categorized by three primary colours. Road traffic (orange), marine traffic (blue) and pedestrian traffic (green). By observing the diagram it is possible to see that the primary flow of traffic through the surrounding site is that of road vehicles. Although not directly accessible by car, the site is disadvantaged by the significant road noise produced by vehicles traveling on the bridge and roads above the site. The concave nature of the site and the acoustic properties of the surrounding rock means that any noise produced by vehicles is magnified.
The route designated by the blue line is that used by the majority of marine traffic. Although the site has long been decommissioned as a wharf, any future design proposal could incorporate marine use, thus strengthening the bond between the site and the river.
The majority of pedestrian flow, as denoted by the green line, comes from passing joggers and cyclists who do not directly engage with the site other than using it as part of their exercise route. The existing walkway underneath the bridge allows for minimal light penetration and further deters the use of the site.
Site access analysis
The image below illustrates the accessibility to the site for the three main modes of transport mentioned above. By observing the diagram it is evident that the site is currently most accessible by pedestrian traffic. Although not in operation at the moment, the most efficient way to access the site would be through the incorporation of a ferry terminal. Vehicular access to the site is extremely restricted, primarily due the the large cliff face bordering the site. Existing parking is severely limited, further decreasing accessibility by car.
Viewing the site from abroad
Any successful installation within the Howard Smith Wharves must consider the site within its surrounding context. The immediacy of entertainment precincts such as Fortitude Valley and the close proximity of the CBD play an important role in the success of any proposed design. The residential nature of New Farm offers a third element to a multitude of urban fabric that surrounds the site.
