RTA Historical Heritage Management Plan Inventory

Item Name The remains of the ruined farmstead – Invertay. Other Names/s The former Oswald property. Location (MGA Grid Co-ordinates) E350116 to E350160 – N6378533 to N6378395

Assessed Significance Assessed as a whole to be unlikely to have research potential. Some limited local significance on a representative level.

Physical Description The site is located on 993 Allandale Rd, Allandale. Several remains comprise the ruined Farmstead, “Invertay”. These features are documented below:

Feature MGA Easting and Northing

Dairy slab and associated features 350121, 6378439 350069, 6378419 350124, 6378454 350130, 6378466 350109, 6378488 350149, 6378467 350139, 6378424 350133, 6378419

Concrete slab – Remains of a cattle crush 350083, 6378410 Residue of farm out-buildings 350110, 6378483

350125, 6378417 Remains of yards or piggery 350123, 6378405 Avenue of trees and associated features 350175, 6378422

350138, 6378425 The ruined farmstead “Invertay” consists of several discrete features in the north-eastern corner of Portion 254/Lot 2553 DP827110 which are within the road corridor for the Hunter Expressway road corridor (refer to Figure 4.1 of HHMP). These features include: • the residue of farm out-buildings; • concrete slab – remains of a cattle crush; • dairy slab and associated features; • remains of yards or piggery; and • avenue of trees and associated features. Further description of these features is provided below. Residue of Farm Out-buildings Virtually abutting the modern fence on the south were earth-formation platforms of what appeared to be two sheds, both oriented east-west, the northerly of which appeared to be approximately 30 metres long and 20 metres wide. About 4 metres southerly of the first platform was what appeared to be the residue of a small hay shed, represented by a platform approximately 15 metres long and 5 metres wide and particularly notable for young growth that may have been either cereal or lucerne, or both. Two sheds are identified on the 1919 Charting Plan. Photographs of the standing sheds prior to their demolition are shown in a property inspection report’s archived photographs in 2000 (A.G. Pugh 2000) (refer to Appendix 2 of Umwelt 2009a for photographs). These sheds may have originally dated to the early twentieth century, however as shown in Pugh (2000) they have been substantially modified. A recent photograph of the demolished area is attached. There are no remains of the sheds apart from some disturbed features in the ground surface. Concrete Slab – Remains of a cattle crush Approximately 80 metres south of the most southerly peppertree in the homestead precinct was located a slab of concrete approximately 4 metres long and 900 mm wide. The slab was oriented north-south and

the southern end was flush with ambient ground. The northern end was not flush and was notable for a splayed gradual decline. Residual bolts in the concrete initially suggested the possibility of a machinery bed however the conformation of the northern end of the slab and the position and configuration of the slab suggested this may have been a cattle crush, as a component of cattle yards, for which depressions could be found that indicated the likelihood of post holes. The remains of the cattle crush dates to probably not earlier than the 1960s, when cattle crushes began to replace the earlier style of race found in cattle yards. Dairy Slab and associated features Approximately 35 metres south and 20 metres west of the ‘cattle crush’ a concrete slab was located. Another slab of concrete was identified in two components, the northerly of which was approximately 10 metres long and 4 metres wide oriented north-south while offset from the south-western corner of the first, but continuing at the same level and directly connected, was a second slab approximately 5 metres long and 3 metres wide. The full perimeter plinth and concave-floated interface between horizontal and vertical elements suggested that this slab may have been the residue of a dairy/bails complex. It is quite possible that the second slab extended the full width of the first but had been covered by vegetation and a wash or sediment. Associated with the dairy floor was a length of residual posts of a post-and-rail fence. Approximately 40 metres west of the dairy slab are small brick features, the remains of a concrete wall (approximately 10 metres in length), a disturbed rectilinear feature of broken up brick and circular mounds of concrete approximately 5 metres in diameter. The ground surface is very disturbed in these areas. The features associated with the dairy slab are the remains of yards and fencing which are visible on a property inspection report’s archived photographs in 2000 (A.G. Pugh 2000). Remains of Yards or Piggery South-westerly, perhaps 150 metres from the dairy slab was located a copse of a mixture of what appeared to be peppertrees (Schinus molle) and tree of heaven (Ailanthus altissima), which suggested the possible location of either yards or a piggery. Avenue of Trees and Associated Features. The line of the property access road including the original service gate containing a wrought iron property name ‘Invertay’ was defined on its western side by a row of white cedar trees which continued virtually from the gate to a point easterly of the ‘cattle crush’ slab. At that point the only other white cedar was located approximately 25 metres west of the last in the line. On the eastern side of the avenue of trees, a brick lined circular feature which contained water and plants was identified. This feature was considered to be remains of some form of very small, circular structure (e.g. a water tank or small storage area) or circular brick lined garden feature. Historical Themes

4. Building settlements, towns and cities 5. Working

5.8 Working on the land; Labour Land Tenure Dairying in the Lower Hunter

Listings (Statutory and Non Statutory) No listing. Identified as part of Umwelt assessment (2009a) for the Illalong Greta Camp area.

Statement of Significance Assessed as unlikely to have State or local heritage significance and have no research potential.

Historical Notes The dairy slab identified on site does not have any physical evidence which dates to the early development of dairying in the Lower Hunter region in the 1890s or the early part of the 20th Century. The dairy slab and associated features indicate that it is associated with the cattle crush (the concrete slab described above) that appears to be much later, probably not earlier than the 1960s, when the cattle crushes began to replace the earlier style of race found in cattle yards.

Physical Condition and Integrity Poor condition and integrity. Ruined site.

Notes on Management and other comments As a result of the low level of significance, these features are not considered to be ‘relics’ as defined by the Heritage Act 1977 (NSW) and no further management is required for:

• the residue of farm out-buildings; • concrete slab – remains of a cattle crush; • dairy slab and associated features; • remains of yards or piggery; and • avenue of trees and associated features. The homestead precinct is outside the Hunter Expressway road corridor and will not be impacted by proposed construction works. Date of Site inspection September 2007

Photograph Notes (Number, Aspect and Description) Refer to Attached Plates.

2437/R01/Appendix 2

Remains of a concrete slab – possibly associated with the dairy

View to North MGA 350121 6378439

2437/R01/Appendix 2

Concrete slab – remains of a cattle crush View to South

MGA 350083 6378410

2437/R01/Appendix 2

Garden feature covered in wire mesh. Filled with water and weeds.

MGA 350175 6378422

2437/R01/Appendix 2

Line of introduced trees on driveway MGA 350138 6378425

2437/R01/Appendix 2

Residue of yards or piggery MGA 350123 6378405

RTA Historical Heritage Management Plan Inventory

Item Name Remains of a post and rail fence. Other Names/s

Location (MGA Grid Co-ordinates) 351331 to 351511 6377417 to 6377393

Assessed Significance Assessed as unlikely to have local significance and considered to have limited, or no, research potential.

Physical Description The remains of the post and rail fence were identified during the Aboriginal archaeological survey for the Hunter Expressway (refer to Umwelt 2005b). The post and rail fence is in very poor condition and was partially falling down when it was originally recorded in 2005. Historical Themes Not identified as related to a specific historical theme and can not be related back to an original boundary marker.

Listings (Statutory and Non Statutory) Not listed

Statement of Significance Assessed as unlikely to have local significance and considered to have limited, or no, research potential.

Historical Notes There was no evidence uncovered from historical research (review of parish maps, internet research and research in the Coalfields Heritage Group’s library) and consultation with the Coalfields Heritage Group to suggest that the remains of the post and rail fence can be attributed to a particular farm or house.

Physical Condition and Integrity Poor condition and integrity

Notes on Management and other comments The remains of the post and rail fence will be directly impacted by the Hunter Expressway. No salvage has been recommended based on significance assessment. No further management required.

Date of Site Inspection 2004-2005

Photograph Notes (Number, Aspect and Description) See attached plate.

2437/R01/Appendix 2

Close up of Remains of Post and Rail Fence. Remains of the posts are further south of this

photographed location.

RTA Historical Heritage Management Plan Inventory

Item Name Brick and sandstone culvert associated with the Main Northern Railway Location (MGA Grid Co-ordinates) 345798, 6384600

Assessed Significance Potential local significance. If impacted a full significance assessment to Heritage Branch, DoP criteria needs to be undertaken.

Physical Description The culvert, constructed predominantly of sandstone but also brick, is located approximately 1 kilometre from Branxton train station on the line between Greta and Branxton. The culvert crosses a tributary of Anvil Creek.

Historical Themes 3. Developing local, regional and national

economies. Surveying the continent.

3.3.4 Looking for land with agricultural potential Transport

Listings (Statutory and Non Statutory) Not listed.

Statement of Significance Potential local significance. If impacted a full significance assessment to Heritage Branch, DoP criteria needs to be undertaken.

Historical Notes The first section of the Main Northern Railway, also known as the Great Northern Railway, was built in 1857 extending from Newcastle to Maitland with additional line laid from Maitland to Singleton in 1863. Work eventually ended north in Wallangarra Queensland in 1888 and the Sydney to Newcastle section (still in use today) was also completed at this time. Sections of the Main Northern Railway are within the Hunter Expressway road corridor including a brick and sandstone culvert. This culvert is located over a tributary of Anvil Creek and lies approximately 1 kilometre from Branxton train station (opened in 1862) on the line between Branxton and Greta (station opened 1869) (http://www.nswrail.net/lines/show.php?name=NSW:main_north). It is likely the culvert was constructed in the period between work starting in Newcastle in 1857 and completion in Singleton in 1863. The culvert is not listed as a heritage item in either the Singleton Local Environmental Plan or the Hunter Regional Environmental Plan (refer to Section 4.0 and Section 5.0 for further discussion). Physical Condition and Integrity Excellent condition.

Notes on Management and other comments The culvert is believed to be associated with the Main Northern Railway. The culvert was identified during Aboriginal archaeological survey for the Hunter Expressway (refer to Umwelt 2005b). Sections of the Main Northern Railway are within the vicinity of the road corridor but the railway will not be impacted by the Hunter Expressway. This item will be conserved in situ and protected and managed under the HHMP.

Date of Site Inspection 2005.

Photograph Notes (Number, Aspect and Description) Refer to attached Plate.

2437/R01/Appendix 2

Close up of Sandstone culvert associated with the Main Northern Railway

2437/R01/Appendix 2

Close up of Sandstone and brick culvert associated with the Main Northern Railway

RTA Historical Heritage Management Plan Inventory

Item Name Bottle Dump - Black Creek Location (MGA Grid Co-ordinates) 343205 6385649

Assessed SignificanceAssessed as unlikely to have local significance and considered to have limited research potential.

Physical Description A suspected bottle dump was revealed during Aboriginal archaeological salvage investigations at Black Creek near Branxton for the Hunter Expressway. The bottle dump consisted of several broken sections of mid to late nineteenth century historical bottles, primarily bases and collars (dating based on the pontil marks and glass type etc) including schnapps, alcohol (beer/wine) and vinegar/oil bottles and some smaller fragments of ceramic (fine earthenware and mainly blue transfer print, willow pattern) were identified nearby a large tree root and within sections of the tree roots which had been burnt. The feature was approximately 1 metre by 50 centimetres and does not extend into any of the adjacent excavated squares. Although small fragments of undiagnostic miscellaneous glass and ceramic fragments extend across the Aboriginal salvage investigations due to movements from ploughing. There was no evidence uncovered from historical research (refer to Umwelt 2009c) to suggest that the feature is structural or evidence that relates to a homestead/farm. Historical Themes

4. Building settlements, towns and cities 4.5 Making settlements to serve rural Australia; 4.1.1 Selecting township sites Land Tenure; Towns Suburbs and Villages Early Settlement in the Lower Hunter Valley

Listings (Statutory and Non Statutory) Not listed.

Statement of SignificanceRefer to Umwelt (2009c) for detailed significance assessment.

Historical Notes Refer to Umwelt (2009c)

Physical Condition and Integrity Poor condition and integrity, bottle dump appears to be washed into a tree stump.

Notes on Management and other commentsThis site has been salvaged under a Heritage Branch, DoP endorsed exception. No further management is required.

Date of Site Inspection 2007.

Photograph Notes (Number, Aspect and Description) Refer to attached Plate.

2437/R01/Appendix 2

Facing East, insitu bottle glass and bolt

identified in the bottle dump at the Black Creek Aboriginal archaeological investigations.

RTA Historical Heritage Management Plan Inventory

Item Name South Maitland Railway Other Names/s

Location (MGA Grid Co-ordinates) 357840, 6369314 to 358625 6370174

Assessed Significance Local significance

Physical Description An assessment by Umwelt (2005a) was undertaken for the South Maitland Railway (SMR). The assessment identified the following remains within the Hunter Expressway road corridor: • Signal markers; • Present road; • Earthworks; • Road bed; and • Roadside elements. Further description of the features is provided below as outlined in Umwelt (2005a). The Railway Roads − at Gridref range: MGA 357840, 6369314 • Present Permanent Way (Formerly the Up-Road)

The present permanent way of the SMR consists of a single road of standard gauge (4’8½” or 1.435 metres) track, on sleepers mostly of hardwood averaging ≈8’ (≈2.4 metres) long on a good ballast bed, and appeared still to follow the historical route of the former up-road. At locations on the road close to the McLeod Road level crossing, timber sleepers had been replaced in the course of routine maintenance by steel sleepers and this appears to be a progressive strategy to overcome the long-term problem of timber deterioration. The rail was in short lengths, bolted through jointing plates and fixed to sleepers with a combination of spikes and torsion spring fixtures. At the time of survey, the rail upper surface was marked by a thin film of rust, confirming the current irregular traffic pattern consequent on the closure of the Pelton Colliery.

• Residue of the Former Down-Road

Substantial residual material evidence was found in the Study Area of the former down-road, in the form of earthworks and grade, old ballast and timber sleepers, with occasional fish plates and abandoned spikes. The down-road site paralleled the present permanent way at a centreline spacing of ~3.4 metres easterly. The majority of the material evidence of the road has been buried in the ~40 years since rail was lifted, by silt, load spillage and ballast spread, which has been compounded by the use of roadbed as an access road beside the present permanent way. While the detail of the former down-road was visible on the surface only episodically, its route and original grade was clearly defined in the earthworks and roadbed of the SMR corridor.

Signal markers 10 Kilometre Distance Marker and Working Standard The 10-kilometre distance marker denoted the distance between that location and the established datum at the East Greta siding in the post-decimal period. By way of comparison, the marker was located approximately 6.2 miles (or ~10 940 yards) south of that datum and ~200 metres south of the centreline of the projected underpass site. The distance marker comprised a vertical post of cut rail ~1.2 metres high, mounted with the flat base facing the road. To this post was affixed a rectangular plate 150 x 300 millimetres (6 x 12”) nominal upon which the legend ‘10 K’ had been painted. The marker was painted black at ground level to a height of ~28 centimetres and otherwise white. The paint was in very good condition. Associated with the distance marker was a rail-working standard comprising a vertical post of cut rail ~1.2 metres high, surmounted by a triangular vertical block arrow formed in ~1.0 centimetres flat plate. Although worn, the standard was painted white from ground level. The function of the standard was apparently a distance marker in the distant past of the SMR operation (B Holliday, pers. comm.).

6 Mile Distance Marker The 6-mile distance marker denoted the distance between that location and the established datum at the East Greta siding in the pre-decimal period. By way of comparison, the marker was located approximately 9.65 kilometres (or ~10,560 yards) south of that datum and ~150 metres north of the centreline of the projected underpass site. The distance marker comprised a vertical post of cut rail ~1.2 metres high, mounted with the flat base facing the road. To this post was affixed an angled plate of 4” x 12” (100 x 300 millimetres) nominal at each face, providing bi-directional visibility. On each face the legend ‘6’ had been painted in black. The marker was painted white although the painted surface was worn. Present road The present permanent way of the South Maitland Railway consists of a single road of standard gauge (4’8½” or 1.435 metres) track, on sleepers mostly of hardwood averaging ~8’ (~2.4 metres) long on a good ballast bed, and appeared still to follow the historical route of the former up-road. At locations on the road close to the McLeod Road level crossing, timber sleepers had been replaced in the course of routine maintenance by steel sleepers and this appears to be a progressive strategy to overcome the long-term problem of timber deterioration. The rail was in short lengths, bolted through jointing plates and fixed to sleepers with a combination of spikes and torsion spring fixtures. At the time of survey, the rail upper surface was marked by a thin film of rust, confirming the current irregular traffic pattern consequent on the closure of the Pelton Colliery. Earthworks, road bed and roadside elements Substantial residual material evidence was found in the South Maitland Railway of the former down-road, in the form of earthworks and grade, old ballast and timber sleepers, with occasional fish plates and abandoned spikes. The down-road site paralleled the present permanent way at a centreline spacing of ~3.4 metres easterly. The majority of the material evidence of the road has been buried in the ~40 years since rail was lifted, by silt, load spillage and ballast spread, which has been compounded by the use of roadbed as an access road beside the present permanent way. Historical Themes

3. Developing local, regional and national economies. 3.3 Surveying the continent 3.3.4 Looking for land with agricultural potential Transport Utilising Natural Resources 3.4.3 Mining Mining

Listings (Statutory and Non Statutory) Cessnock Local Environmental Plan lists the South Maitland Railway as a heritage site.

Statement of Significance The elements within the Hunter Expressway road corridor were assessed as having some local significance at the local level and were investigated under the Section 140 permit. An application to revoke the s.140 permit for these elements was endorsed by the Heritage Branch, DoP and the proposed underpass’s construction can be undertaken as an exception to the Heritage Act 1977 (NSW). Historical Notes The South Maitland Railway is the result of the construction of a network of private railway lines between East Greta Junction to a point west of Cessnock, the amalgamation of the main connections between these lines, the gradual closure of spurs or branch lines and the survival of the up-through road (the active road). Construction of the first component of the railway commenced on 20 July 1892. This length was built and operated by the East Greta Coal Mining Company and extended as far as East Greta workings, to serve its mines in what is now the Gillieston Heights area, south of Maitland. In 1900, the railway was extended south to a mine already operating at Stanford Merthyr and further extended in November 1901 to reach the Stanford Greta No. 2 tunnel mine, subsequently acquired by J and A Brown and re-named Pelaw Main. The Brown brothers were engaged in the construction of their line between Hexham-Minmi-Stockrington and Richmond Vale (initially to Pelaw Main and thereafter to Richmond Main). When this link was completed, the connection between Pelaw Main via Stanford Merthyr to the South Maitland Railway was maintained only as a connection between the two systems but was less used. In 1934, ground above old Ayrfield workings subsided near the Stanford Merthyr single road. The only mines still in operation on the

spur were Pelaw Main and (the fire susceptible) Ayrfield. In the result, the spur from Aberdare Junction was closed and coal from these remnant mines was lifted along the Richmond Vale line. In 1936, a spur was constructed from just east of the Weston complex to Pelaw Main to re-connect the South Maitland Railway and Richmond Vale Railway. Over its original line and the extension, the East Greta Mining Company commenced passenger services in 1902 between East Greta Junction to East Greta, Stanford Merthyr. In 1903, the service was extended to run between East Greta Junction and Maitland and was maintained until 1929, when industrial action resulted in the discontinuation of passenger services. In 1901 Aberdare Collieries and the Australian Agricultural Company (AA Co) commenced construction of an extension of the railway that became known as the Aberdare Railway, from Aberdare Junction, initially to Hebburn No. 1 (at Weston) and Abermain No. 1 (at Abermain) mines. Eventually the line was extended to the infant town of Cessnock and, in 1912, to the Aberdare Extended mine south of the town. Passengers were conveyed on the East Greta Coal Mining Company’s line between Stanford Merthyr, Kurri Road, Heddon Greta, Aberdare Junction and East Greta Junction between 1902 and 1929, a service that was extended east to Maitland in 1903, and by the AA Co south, reaching to Cessnock in 1912. Initially the service was operated entirely by the East Greta Coal Mining Company, later (after 1906) the AA Co and, from 1918, the South Maitland Railway. In 1930, NSW Government Railway took over the running of the Maitland-Cessnock passenger run. In 1961, steam traction was replaced by two-car diesel hydraulic services. The South Maitland Railway again commenced passenger running with three self-contained railcars, sharing the service with NSWGR 600-700 class diesel hydraulic sets. This situation continued until, with falling patronage, the South Maitland Railway withdrew its vehicles from service on 24 January 1967. The NSWGR service continued until the last weekday service was withdrawn on 26 May 1972. Originally laid as a single road, the line was duplicated between 1903 and 1912, to account for its increased usage by developing mines of the South Maitland field, which by that time extended as far south as the Aberdare Extended Colliery, south of Cessnock (the general location of the present Pelton Colliery). In this form, the line operated for coal haulage until the mid-1960s. Between that time and the early 1980s, most of the rail of the down-road was progressively lifted. Some residual track of the down-road remains in the vicinity of the Weston (Hebburn No. 1) exchange siding and across down-road bridges (eg: at Chinaman’s Hollow and over a permanent tributary of Swamp Creek in the study area). As a single road, the line survives and was used to lift coal from Pelton Colliery until fire closed that mine, perhaps temporarily. The line has been owned and maintained by South Maitland Railways Pty Ltd since 1917 and is anticipated to return to commercial traffic in the near future. The South Maitland Railway is noted as having been the last commercial steam railway in New South Wales and is inextricably associated with the long-term operation of the 10-Class locomotives built between 1911 and 1927 by Beyer, Peacock & Co exclusively for use on the line. There were only 14 ever built and all 14 still survive. They were the last commercial steam locomotives to run in Australia, having been replaced on the South Maitland Railway by Government diesel locomotives in 1983. The 10-Class locomotives are listed on the State Heritage Register. Physical Condition and Integrity Moderate.

Notes on Management and other comments The potential down road was not identified during archaeological monitoring of geophysical test pits undertaken under a Section 140 Excavation Permit (2005/S140/031). The permit was subsequently revoked and an exception endorsed by the Heritage Council of NSW for the proposed Hunter Expressway works which will impact the SMR (endorsed 13 September 2007). In accordance with the endorsed exception two copies of Monitoring and Archival Recording: Part of the South Maitland Railway Roads between Mcleod Road and Mitchell Avenue Level Crossings at Loxford near Kurri Kurri, NSW, prepared by Nexus Archaeology were forwarded to the Heritage Branch, DoP on 7 July 2008. No further management is required in relation to the historical heritage significance of the SMR. Date of Site Inspection Inspected by Umwelt initially in 2004. The site was inspected a second time by Umwelt in 2008.

Photograph Notes (Number, Aspect and Description) Refer to attached Plate.

2437/R01/Appendix 2

Sleepers and metal fragments of the former

down road, South Maitland Railway

RTA Historical Heritage Management Plan Inventory

Item Name Concrete Footings Location (MGA Grid Co-ordinates) 355889, 6371969

Assessed Significance Assessed as unlikely to have local significance and considered to have limited research potential.

Physical Description A series of concrete footings was identified during the Aboriginal archaeological survey for the Hunter Expressway (refer to Umwelt 2005b). The concrete footings may be the remains of an isolated farm shed or concrete edging or kerbing. Historical Themes This item cannot be identified or associated with a specific historical theme.

Listings (Statutory and Non Statutory) Not listed.

Statement of Significance Assessed as unlikely to have local significance and considered to have limited research potential based on a review of parish maps and land title searches and research undertaken for the HHMP. Historical Notes There was no evidence uncovered from historical research (review of parish maps, internet research and research in the Coalfields Heritage Group’s library) and consultation with the Coalfields Heritage Group to suggest that the footings are related to a particular homestead or farm. The footings are likely to be the remains of concrete edging or an isolated shed. Physical Condition and Integrity Poor condition and integrity.

Notes on Management and other comments This item will not be directly impacted by the Hunter Expressway, therefore no further management is required.

Date of Site Inspection 2005.

Photograph Notes (Number, Aspect and Description) Refer to attached Plate.

2437/R01/Appendix 2

Close up of Concrete Footings

RTA Historical Heritage Management Plan Inventory

Item Name Old Timber Church Other Names/s

Location (MGA Grid Co-ordinates) E362316 N6367112 Corner Location

Assessed Significance Assessed by Walker and Pike (1995:87) as “Evidence of a small rural community of Buchanan”.

Physical Description The church is located on 874 Buchanan Road, Buchanan. The church is described in the EIS as “weatherboard church building, gabled corrugated iron clad roof. Small front porch and side porches. A simple design that suggests that it might have been from a catalogue. Used as a second hand car parts storage area’. (Walker and Pike 1995:87).

Historical Themes Developing Australia’s Cultural Life

Listings (Statutory and Non Statutory) No listing provided in Walker and Pike (1995).

Statement of Significance Assessed by Walker and Pike (1995:87) as “Evidence of a small rural community of Buchanan”. Historical Notes No detailed history was provided for the old timber church, Buchanan in the Walker and Pike (1995).

Physical Condition and Integrity Standing and intact.

Notes on Management and other comments This item is outside the Hunter Expressway road corridor and is not within land owned by the RTA. It is close to proposed works and will be protected and managed under the HHMP during construction works.

Date of Site Inspection Initial recording by Walker and Pike (1995) was 22 September 1994. The site was revisited in September 2007 from a distance as it is not on land owned by the RTA NSW.

Photograph Notes (Number, Aspect and Description) 5188: View to SW – Old Timber Church centre of scene to left of white church. 5189: View to W NW – Church centre of screen, note rusted corrugated roof.

2437/R01/Appendix 2

Old Timber Church - 874 Buchanan Road View to SW

Church centre of scene

2437/R01/Appendix 2

Old Timber Church - 874 Buchanan Road View to WNW

Church centre of scene, note rusty corrugated roof

RTA Historical Heritage Management Plan Inventory

Item Name Firing Range Stop Butt – Greta Army Camp

Location (MGA Grid Co-ordinates) 348940, 6379542

Assessed SignificanceVery high representative significance at a local and State level.

Physical Description The earth formation and Stop Butt of the Firing Range, which was an attribute of the Greta Army Camp, is regarded as an essential component of the original military development of the area and, indeed, represents one of the few features of use of the Greta Camp area that is unequivocally associated with the military and at the same time remains substantially intact. The Firing Range is within close proximity to the boundary of the road corridor for the Hunter Expressway (refer to Section 4.0 of HHMP for further description). Historical Themes

2. Peopling Australia Migrating

2.4.2 Migrating to seek opportunity Migration Greta Army Camp

Listings (Statutory and Non Statutory) Cessnock Local Heritage Study

Statement of Significance This item was assessed in Umwelt (2009b) as ‘Very high representative significance at a local and State level’. Refer to Umwelt (2009b) for a detailed significance assessment.

Historical Notes Troop training in the Hunter Valley culminated in the 1940’s during World War II when some 15,000 troops were encamped in the region. The site at Greta was chosen as an army training camp due to its location near major road and rail links and established in 1939 (Keating 1997). Six hundred acres of land on the property of ‘Dunoon’ was acquired along with a number of adjoining properties to form a 1350 acre campsite and 1580 acre firing range (Keating 1997). The army camp was essentially self contained with infrastructure including sleeping huts, a hospital, mess halls, kitchens, ablutions, workshops, store houses, boiler rooms, lecture halls, offices, barber, meat houses, a sawmill and a number of other buildings as well as targets and earth firing mounds, concrete stop-butts, flags, signals, roads and sheds at the firing range (Kass 1994, Keating 1997). The camp had the capacity to house up to 6300 men at a time and was one of the largest and training camps in Australia during World War II. After the end of the World War II Greta Army camp gradually became used as a holding centre, initially for Prisoners of war (up to 1947) and later for migrants (beginning 1949). The camp was closed by early 1960 and the infrastructure removed; though selling what building and materials they could, much of the infrastructure was salvaged by locals or dropped into a local disused mine shaft (Keating 1994). There are no known remains of the Greta Army Camp within the Hunter Expressway. Physical Condition and Integrity Good physical condition and integrity. Notes on Management and other commentsThe Firing Range Stop Butt is outside the Hunter Expressway road corridor but within its close proximity This item will be protected and managed in situ under the HHMP during construction works. Date of Site Inspection 2008

Photograph Notes (Number, Aspect and Description)Refer to Attached Plate.

RTA Historical Heritage Management Plan Inventory

Item Name Richmond Vale Railway Tunnel 139 Other Names/s

Location (MGA Grid Co-ordinates) E365629 N6361815

Assessed Significance Regional significance for rare historic and associative values (based on Walker and Pike 1995:64). “The complete Richmond Vale Railway system from Hexham to Pelaw Main represented one of the most important privately owned and developed railways in Australia. It is part of the network of private railways which served the South Maitland Coalfields”.

Physical Description Excellent condition (no hairline cracks on southeast entrance). The elliptical shaped tunnel is made from machine made bricks – that are very similar to Fernleigh Rail Tunnel. Mortar is slightly sandy and possibly high cement and lime fraction in mortar. Remains of in situ rail and sleeper at entrance. Electrical conduit on right wall. On slopes there are some remains of sleepers under sediment on NW and SE entrance. Historical Themes 3. Developing local, regional and national

economies. Transport Mining

Listings (Statutory and Non Statutory) Richmond Vale Railway is listed on the Cessnock Local Environmental Plan 1989 and the Draft Cessnock Local Environmental Plan 2009.

Statement of Significance Regional significance for rare historic and associative values (based on Walker and Pike 1995:64). “The complete Richmond Vale Railway system from Hexham to Pelaw Main represented one of the most important privately owned and developed railways in Australia. It is part of the network of private railways which served the South Maitland Coalfields”. Historical Notes “The Richmond Vale Railway runs from Hexham Loco Depot to Richmond Main Colliery and to Pelaw Main and includes a link between them. The listing includes all the reservations for the routes, both with and without railway tracks, and includes embankments, cuttings, culverts, bridges, tunnels, level crossings, platforms, station structures, signals and other communication systems, gatekeepers’ houses and other structure once necessary for the Railway’s operation. Some of the railway tracks remain between RM Colliery & Pelaw Main, but many of the others have been removed. However, the railway route is discernable in the landscape, sometimes as a 4 wheel drive track.” (Pike and Walker 1995: 52). Physical Condition and Integrity The tunnel is excellently preserved. It is constructed with bricks and lime mortar. No hairline cracks on southeast entrance. Only a few bricks suffering decay. The tunnel is blocked off and there is no current access for vehicles. Vandalism has not impacted on the tunnel. Notes on Management and other comments The Tunnel is outside the Hunter Expressway road corridor and will not be directly impacted by the Hunter Expressway. This item is close to propsed works and may be at risk by potential vibration from ground disturbing works. This item will be protected and managed under the HHMP (including monitoring for vibration during proposed construction works). Date of Site Inspection September 2007

Photograph Notes (Number, Aspect and Description)See attached plates.

2437/R01/Appendix 2

Richmond Vale Railway Tunnel 139 – View to SE The NE entrance of the tunnel

2437/R01/Appendix 2

Richmond Vale Railway Tunnel 139 – Close up of railway track at NW entrance of cutting

2437/R01/Appendix 2

Richmond Vale Railway Tunnel 139 – View to SE Close up of sleeper

RTA Historical Heritage Management Plan Inventory

Item Name Old Shop Camp Road Other Names/s Old Shop 009

Location (MGA Grid Co-ordinates) E348612 N6380304

Assessed Significance Assessed by Walker and Pike (1995:39) as “Evidence of a major land use gone which was of significance to the history of Australia’s post war migration programme, and to the economy of the local town of Greta”. Associative significance at a regional level as assessed by Walker and Pike (1995:39).

Physical Description Blue and white timber shop – at back is the remains of a second shop based on the description in Walker and Pike (1995).

Historical Themes 2. Peopling Australia

Migrating 2.4.2 Migrating to seek opportunity Migration

Listings (Statutory and Non Statutory) No listing provided in Walker and Pike (1995).

Statement of Significance Assessed by Walker and Pike (1995:39) as “Evidence of a major land use gone which was of significance to the history of Australia’s post war migration programme, and to the economy of the local town of Greta”. Associative significance at a regional level as assessed by Walker and Pike (1995:39). Historical Notes Served the Greta Army camp

Physical Condition and Integrity Renovated and cladded. Repainted blue and white. Sills look different. 1940’s construction.

Notes on Management and other comments This item is outside the Hunter Expressway road corridor and is not within land owned by the RTA. It is close to proposed works and will be protected and managed under the HHMP during construction works.

Date of Site Inspection Initial recording by Walker and Pike (1995) was 22 September 1994. The site was revisited in September 2007 from a distance as it is not on land owned by the RTA NSW.

Photograph Notes (Number, Aspect and Description) 5212: View to West – Old Shop

2437/R01/Appendix 2

Old Shop Camp Road – Facing West

RTA Historical Heritage Management Plan Inventory

Item Name Illalong Quarries Other Names/s

Location (MGA Grid Co-ordinates) E348363 N6381702 E384331, N6381651

Assessed SignificanceThis item was assessed by Umwelt (2009b) as having no heritage values.

Physical Description The quarries are shallow and full of rubbish. They contain no workings or infrastructure and are basically shallow pits in the ground.

Historical Themes Not applicable.

Listings (Statutory and Non Statutory) Cessnock Heritage Study

Statement of Significance These items were assessed as having no heritage values (Umwelt 2009b).

Historical Notes Quarries likely the source of road making material associated with the formation of the carriageway of Tuckers Lane.

Physical Condition and Integrity Poor condition and no integrity.

Notes on Management and other comments These items are outside the Hunter Expressway road corridor and not within land owned by the RTA. They are close to proposed works and as not considered heritage items will not be protected during proposed works. No further management is required for these quarries.

Date of Site Inspection September 2007

Photograph Notes (Number, Aspect and Description) 5213: NNE Illalong Quarries 5215: NW, Illalong Quarries

2437/R01/Appendix 2

Illalong Quarries Facing NNE

2437/R01/Appendix 2

Illalong Quarries Facing NW

APPENDIX 3

Exception Correspondence – Heritage Branch, DoP

APPENDIX 4

Useful Contact Details for Management of Unknown

Heritage Items

2437/R01/A4 1

Appendix 4 - Contact Numbers for Historical Heritage Management Plan Heritage Branch, Department of Planning Dr Siobhan Lavelle Senior Heritage Officer (Archaeology) Conservation Team Heritage Branch, Department of Planning (DoP) Phone: (02) 9873 8500 Fax: (02) 9873 8599 Email: siobhan.lavelle@planning.nsw.gov.au Street Address: 3 Marist Place PARRAMAT TA NSW 2150 Postal Address: Locked Bag 5020 PARRAMAT TA NSW 2124 RTA Heritage Officer Denis Gojak Senior Environmental Specialist (Heritage) Environmental Branch Phone: (02) 9588 5754 RTA Senior Environmental Officer Dave Ledlin Senior Environmental Officer Environmental Services Section Hunter Operations and Services Phone: (02) 4924 0281 (x30281) Fax: (02) 4924 0351 Mobile: 0411 126 989 Environmental Management Representative Design Phase Ken Holmes KMH Environmental Mobile: 0438 046 261 Construction Phase Geoff Mance KMH Environmental Mobile: 0439 034 270

APPENDIX 5

Example of Site Monitoring Recording Sheet

Umwelt (Australia) Pty Limited2/20 The Boulevarde

PO Box 838Toronto NSW 2283

Ph. 02 4950 5322Fax 02 4950 5737