If you wander along the John Street heritage precinct, you will come across a quaint monument with a large wagon wheel reminding you of when the horse was king on the Yerranderie Road.
The Camden Teamster’s Memorial is on John Street, Camden. The memorial is between Macaria, a Victorian gentleman’s townhouse, and Tiffins Cottage, an early Victorian cottage. (I Willis 2023)
Before, motorised transport teams of between 13 and 16 horses pulled wagons along the Yerranderie Road that were no more than a goat track in places, up and down steep inclines, through bushfires, floods and droughts.
The Teamsters Memorial, an item of public art, is a tribute to the memory of these horses, the men who worked with them, and the district’s industrial and mining heritage.
Australian Town & Country Journal 30 August 1911
What was a teamster?
These hard-bitten characters could handle a team of up to 16 horses pulling a wagon loaded with up to 15 tons of ore.
Wikipedia defines a teamster as someone who drives a team, usually of oxen, horses, or mules, pulling a wagon in Australia, sometimes called a bullocky. In 1912, the term carrier was used to describe the teamster.
These men, and they were only men, were skilled horsemen with a tough, dangerous job. Teamsters were out in all weather, working dawn to dusk, and some died on the job.
Photograph from The Australasian Journal (Melbourne) published 1 October 1932.
The Camden teamsters carried ore from the Yerranderie Myall gold & silver fields to the Camden railhead between 1900 and 1925.
At its height, Yerranderie had a population of around 3000 people, with 16 mines extracting silver and lesser amounts of gold and lead. Between 1900 and 1926, over £2 million of silver was extracted from the Yerranderie fields.
Royalty on the Yerranderie Road
In the early days of mining operations, the teamsters were at the height of their reign. They were the royalty of the district and commanded their authority over the mine owners at Yerranderie. Without their services to cart ore from Yerranderie to the Camden railhead, mining operations at Yerranderie stopped.
The teamster would load his wagon at Yerranderie, unload at the top of the Bluff (at Nattai) and go back for another load. On his return to the Bluff, he would reload the remainder and head to the Camden railhead. This process would take about five days.
One of the information boards on the side of the memorial (I Willis 2023)
The horse teams
The horse teams would be between 13 and 16 horses carting a flat-top wagon with a load of 13 to 16 tons of ore.
In 1908, there were 54 horse teams on the Yerranderie Road carting to the Camden railhead.
Bennetts of St Marys NSW built a common flat-top wagon type used by the teamsters.
The going rate for carting ore was £2/ton. (1908) The rate varied little across the years the Yerranderie fields were operational.
The high cost of cartage meant that only the highest grade ore could be sent for refining at Sulphide Corporation at Cockle Creek on Lake Macquarie via the Camden railhead.
Lower-grade ore remained at the Yerranderie mines as waste. Partial treatment of the ore was tried with varying success.
One of the information boards on the side of the memorial (I Willis, 2023)
There was a serious attempt by the mine owners to bypass the stranglehold of the teamsters from 1906. The mine owners tried to have the state government build a light tramway to the top of the Bluff and, at one stage, from Thirlmere to Yerranderie (1910). The NSW Government was never really interested in any of these proposals.
In 1904, the idea of using camels to cart ore was floated. The idea did not last long.
The authority of the teamsters started to wane in the pre-war years, and there were moves to unionise and fix cartage rates by the Australian Carrier’s Union (1913)
Others plying the Yerranderie Road
The Yerranderie teamsters were not the only ones plying the Yerranderie Road.
There was a daily mail coach that ran between Camden and Yerranderie. The passenger fare was 12/6 one-way from Yerranderie to Camden (1908), which had come down from a height of 30 shillings.
Camden News, 9 November 1911
Bullock teams occasionally appeared on the Yerranderie Road, carting cedar logs extracted from the Kowmung area of the Blue Mountains (1911).
Bullock team on the Yerranderie Road coming up The Bluff carrying bales of wool (Facebook)
A local ecology
The teamsters and the horse teams supported a local ecology of farmers growing hay, blacksmiths at The Oaks and Camden, breeding horses, wheelwrights, wagon makers, and many others.
The memorial
The memorial has a rear wagon wheel, a front axle and two hubs. These are mounted on a steel frame set in a concrete base. The wheels are timber construction with a steel rim. There are three metal information boards.
Construction was completed by Eric Henderson of Ungarie, formerly a teamster who worked for Cook & Co.
The memorial was opened in 1977 by 95-year-old Mrs Jean McCubbin, the widow of a former teamster.
The opening of the Teamster’s Memorial in 1977. (Camden News 24 April 1977)
The memorial plaque commemorating the opening in 1977 (I Willis 2023)
The memorial was restored in 1995 and 2003.
Wheelwright Neil Johnston working on the wagon wheel from the memorial in the 2003 restoration project. (CHS)
The mythology of the horse team
The memorial is a wonderful, evocative reminder of times in the district when the horse was king.
A teamster and horse team on the ascent out of Burragorang Valley on the Yerranderie Road. The horse team is pulling a loaded flat-top wagon with silver ore. At the rear of the horse team is a passenger coach. (early 20th century, WHC&M)
Updated 29 December 2023. Originally posted on 21 December 2023 as ‘Camden Teamsters Memorial, when the horse was king on the Yerranderie Road’.
In July 1923, the first sod was turned at North Sydney, marking the commencement of the construction of the Sydney Harbour Bridge.
The crowd at the turning of the first sod for the construction of the Sydney Harbour Bridge in North Sydney in 1922 (SRNSW)
When construction started after the speeches and ceremonies, there was the destruction of over 500 houses in the North Sydney area. Neighbourhoods in Waverton and Milsons Point were destroyed.
Harold Cazneaux ‘The Old and the New’ 1920s NGA. This image shows some of the destruction of the houses necessary for the bridge’s construction.
Commissioning the bridge
When the bridge was commissioned in the early 1920s, it was the largest construction project ever undertaken in Australia. It was a bold concept and design and captured the Sydney imagination. It joined two parts of the emerging city and crossed the picturesque Port Jackson waterway.
The Sydney Harbour Bridge at night in 1961 (SRNSW)
Historian Peter Spearritt’s The Sydney Harbour Bridge A Lifestates that the idea of linking Dawes Point with the North Shore was first proposed in 1815 by ex-convict and government architect Francis Greenway. The first bridge sketch appeared in 1857 when the NSW Commissioner of Roads and Bridges, WC Bennett, proposed a pontoon. Other ideas included a tunnel under the harbour. Meanwhile, ferries plied between both sides of the harbour carrying millions of passengers yearly.
JE Bradfield
In the 1890s, a Sydney University-educated Queenslander joined the NSW Department of Public Works. He was engineer JE Bradfield. He was an enthusiastic bridge supporter and profoundly impacted the bridge story and the Sydney transport system.
Linking Sydney and North Sydney became political in the 1880s. Between 1880 and 1909, it was the subject of two Royal Commissions and advisory board reports.
JE Bradfield c1920s HC Krullti (NLA-136648686-1)
Bradfield put his first proposal for a Sydney Harbour Bridge in 1909. After a study trip to North America and England, his ideas were incorporated into the 1922 enabling legislation, theSydney Harbour Bridge Act1922 (NSW), passed by the New South Wales parliament.
In 1922 tenders were invited for both an arch and a cantilever-designed bridge, with English engineering firm Dorman, Long and Co winning the tender for their arch design. The bridge was to cost over £4 million.
Before construction began, hundreds of houses and businesses were demolished. Tenants were evicted while landlords received compensation. Construction started in 1923, and excavations began in 1925.
Nation-building project
There was great public interest during the construction of this nation-building project, with daily updates in the Sydney press and further afield. The construction of the Sydney Harbour Bridge was the great engineering wonder of its day.
The Sydney Harbour Bridge under construction in 1930 (SRNSW)
The two arches, one each from either side of the harbour, grew in height and were visible all over Sydney. The arches were eventually joined in 1930. The bridge deck was completed by the end of the following year.
Bridge Opening
The notoriety of the bridge was assured when Francis De Groot, from the New Guard, stole the moment and cut the ribbon with his sword at the official bridge opening in 1932. Just as NSW Premier Jack Lang was going to cut the ribbon de Groot rode through on a borrowed horse and captured all the glory – for that moment, anyway.
Francis De Goot at the opening 1932 newspaper clipping (Pylon Lookout)
Postage stamp, Australia, 1932 – Sydney Harbour Bridge (Australia Post)
At the time and later, the bridge was celebrated in song, poetry, stories, novels, postcards, paintings, photography, cartoons, commemorative booklets, biscuit tins, jigsaws, teapots, coffee cups, salt & pepper shakers, calendars, tea towels, cake icing, construction kits, pamphlets, brochures, newspaper supplements and even a bottle stopper.
The cover of the Pan Giant edition (1960) of Dymphana Cusack and Florence James’s romantic novel Come in Spinner (DoS)
The bridge story was recorded by photographers Harold Cazneaux, Henri Mallard and Frank Hurley, while artists Grace Cossington, Ure Smith, and Margaret Preston put a different slant on the story.
Harold Cazneaux – Arch of Steel 1947 (NGA)
Pylon Lookout
Bridge visitors could go up the Pylon Lookout from 1934. A 1950 advertisement proclaimed:
See Sydney from the Harbour Bridge Pylon Lookout. The highlight of a trip to Sydney is your visit to the Pylon Lookout. The Pylon Lookout has dozens of attractions to interest youngsters, school-children, youths and adults. Among the many features are…unusual souvenirs…See ’The Magic Picture’ – only one in the world – amusing, historical… Open every day 9.30am to 6pm.
The pylon lookout has been marked on this image by Lorenze Rychner (2018)
Few visitors realize the bridge can be crossed on foot in about 20 minutes and that the southeastern pylon is open to the public, rewarding a fairly short climb up a flight of stairs with wonderful, 360-degree views from a viewing platform. I’ve taken many visitors up there, and nobody has yet been less than enthralled.
Once inside the pylon, whether on the way up or down, one can study the fascinating displays showing how and when the bridge was constructed, what life was like for those who built it and what impact the bridge had on life in Sydney.
One of the crazy brave, and illegal activities taken up by young, energetic Sydneysiders as a rite of passage was to climb the bridge at night in the 1960s and 1970s. After scaling the man-proof fence and climbing up the inside on one of the girders, the young adventurers could walk up and along the top of the bridge arch. The result was a magnificent view of the Sydney night-time city skyline. Eventually, the BridgeClimb was opened in 1998, and everyone could legally take in the views.
Specs
One of the most unusual things linked to the harbour bridge is the official unit of measurement – one Sydharb. It is used to measure volume and is equivalent to 500 gigalitres and is the volume of water in Sydney Harbour.
An aerial view of Sydney Harbour with the bridge in 2009 (Wikimedia)
And just for the pedants and the record, the bridge was opened in 1932. It contains 6 million hand-driven rivets. The bridge toll was 6d. for a car, and for a horse and rider 3d.
The bridge is the world’s longest steel arch bridge. It is 1149 metres long, height 141 metres, width 49 metres, 134 metres above sea level and 16 men died during its construction. It took 272,000 litres of paint to give the bridge its first three coats, and the four pylons are only for decoration. (australia.gov.au)
Watch a video on the Sydney Harbour Bridge.
Made by the Cinema Branch 1933. Directed by Lyn T Maplestone. Officially opened on 19 March 1932, the Sydney Harbour Bridge was a massive engineering undertaking that transformed the city. This short film documents the construction of one of the world’s great landmarks in its various stages. It provides a fascinating glimpse of life around Sydney Harbour and Circular Quay in the twenties and thirties. The Cinema Branch regularly filmed events of special interest to the nation. There were at least 3 different films on the progress of the bridge. Sydney’s Harbour Bridge was filmed over several years and edited to celebrate the opening.
Video on the construction of the Sydney Harbour Bridge
Produced by the Sydney Division of the Institution of Engineers Australia on the 75th Anniversary of the Sydney Harbour Bridge (2007) Production by the Audio Visual Unit, UNSW.
Iconic status
The bridge has achieved iconic status and has transcended from being a symbol of Australian nationalism in the 1930s to a Sydney and Australian brand instantly recognisable the world over.
Camden Museum and Alan Baker Art Gallery add over $1.7 million annually
New research shows that cultural and heritage tourism is worth around $6.4 million per year to the Camden LGA.
The story of the Camden-Campbelltown train, the locomotive affectionately known as Pansy, generates a considerable amount of nostalgia amongst day-trippers and other visitors to the Camden LGA. The railway engineering heritage still visible across the former train route includes this bridge, railway cuttings and other engineering works. This image shows the train approaching crossing the Nepean River railway bridge in 1910. (SLNSW)
This figure is drawn from data sourced from Destination NSW (2018), which states that the average daily spend of a day tripper was $140 per day. The proportion of day-trippers that constitute cultural and heritage visitors is 9% of all day-tripper visitors.
According to .idCommunity (2023) demographic resources, in 2020-2021, there were 509,000 day-trippers to the Camden LGA per year. Cultural and heritage visitors comprise around 45,000 day-trippers of the total number of day-tripper visitors annually. These day-trippers are worth $6.4 million to the Camden economy.
Within these figures, the volunteer-run Camden Museum is one of the most prominent destinations with around 6000 day-tripper visitors per year, worth around $840,000 to the local economy each year. The Alan Baker Art Gallery has about 6500 day-tripper visitors annually, worth around $910,000 to the local economy annually.
The Alan Baker Art Gallery is located in the former gentleman’s townhouse of Macaria, which is a valuable part of the built heritage of the Camden Heritage Conservation Area. This gallery and the building form part of the John Street heritage precinct, which includes the former police barracks, courthouse and Sarah Tiffan’s cottage and the former CBC Bank. (ABAG, 2023)
What is cultural and heritage tourism?
Destination NSW (2019) defines cultural and heritage tourism as:
Ted Silberberg explains cultural and heritage tourism as ‘a tool of economic development that achieves economic growth through attracting visitors from outside a host community, who are motivated wholly or in part by interest in the historical, artistic, scientific or lifestyle/heritage offerings of a community, region, group or institution’
Source: Cultural Tourism and Business Opportunities for Museums and Heritage sites, Tourism Management, Ted Silberberg, 1995.
St John’s Church and Cemetery is one of the most important cultural and heritage sites in the Camden LGA. Dating from the 1840s and funded by the Macarthur family of Camden Park, the church dominates the town and the Nepean River floodplain from its ridge-top location. The church is visible from many points around the area. The vistas from Camden Park House and Garden are an integral part of the Cowpastures story and the gentry estates that dominated the area until the town was settled in the 1840s. The church is critical in the area’s sense of place and community identity. (I Willis, 2021)
How important is cultural and heritage tourism?
Destination NSW (2019) quotes research from Tourism Australia that
‘rich history and heritage’ was the 4th most important factor for the Domestic market when choosing a holiday destination, and 6th most important for the International market.
According to the National Trust of Australia (2018):
Globally, heritage tourism has become one of the largest and fastest growing tourism sectors, with the United Nations World Tourism Organisation estimating that more than 50%[1] of tourists worldwide are now motivated by a desire to experience a country’s culture and heritage[2]
Of all international visitors to Australia in 2017, 43% participated in a cultural activity and 33.9% in a heritage activity. Cultural and heritage segments have grown at 7.5% and 11.2% respectively over the past four years.
Source: 1. Tourism Research Australia, IVS YE September 2017. 2. United Nations World Trade Organisation, 2016 Annual Report
Cultural and Heritage Tourism in Camden
The Camden township is a site rich in heritage and history and a visitor destination with huge potential.
The Camden LGA is an active participant in cultural and heritage tourism with a host of visitor attractions in the and is outlined in the Macarthur Visitors Guide (MVG 2020). The guide is complemented by the Camden Heritage Walking Tour guide (CHWT 2023), the Camden Scenic Drive (CSD 2020) and the Visit Camden Official Visitor Guide (CVIC 2022).
Camden Council is responsible for the most critical cultural and heritage tourism planning instrument. The Camden Heritage Conservation Area, Argyle Street, and John Street precincts are within it. (DCP 2019) The DCP (2019) outlines the conservation area’s character elements, objectives and controls.
Camden Council (2023) provides valuable information on its Heritage Planning webpage and lists all the local heritage items on the local and state heritage inventory (CC 2020).
Storytelling
Within cultural and heritage tourism, storytelling is an essential feature of the visitor experience.
The vivid description of ideas, beliefs, personal experiences, and life-lessons through stories or narratives that evoke powerful emotions and insights.
The National Trust of Australia (2018) maintains that storytelling is a new global trend and
found that what encourages a visitor to a certain destination is its ability to engage in unforgettable and truly inspiring experiences that touch visitors in an emotional way and connects them with special places, people and cultures.
Camden storyteller Ian Willis (2023a) has written extensively about the local history of the Camden area, with an outstanding example being the Camden History Notes blog. He has published many other articles and stories in newspapers, newsletters, journals and books (2023b).
The outstanding storytelling organisation in the Camden LGA is the Camden Historical Society (CHS 2023a). The society’s activities include the biannual journal Camden History (CHS 2023b), monthly public lectures, and numerous book publications. (CHS 2023c). The Camden Museum archives provide much raw material for local storytelling. (CHS 2023d)
The Camden Museum Library building is one of the many cultural and heritage tourism sites in the Camden LGA. The archives of the Camden Museum provide much of the raw material for Camden storytelling. The museum holds many artefacts that add to local stories and provide a rich experience for museum visitors. The Camden Library occupies the building in John Street Camden and has a rich collection of local interviews and stories on its website. The building is home to the Camden Area Family History Society and its archives. The Camden Museum Library building is part of the rich built heritage of the John Street precinct and is an example of adaptive reuse. (I Willis, 2008)
The Camden Area Family History Society (CAFHS 2023) is a crucial storytelling organisation which draws on raw material from extensive archives and keen volunteer members.
The Back Then feature of The District Reporter provides the most popular storytelling platforms. Here local storytellers include Ian Willis (2023c), John Wrigley, Julie Wrigley and others who tell interesting and exciting local stories about the past in each issue.
The Back Then section of The District Reporter 18 November 2022.
On the Camden Town Centre edges are two white concrete posts with numbers and letters. What are they, and what do the letters mean?
These white concrete posts are mileposts from when the Hume Highway ran up the centre of Camden along Argyle Street. The letters indicate destinations and the numbers are distance in miles. These items are part of Camden’s engineering heritage.
A concrete milepost on the southern end of the Camden Town Centre on the road verge of the former Hume Highway, now the Old Hume Highway. (I Willis, 2021)
The letters: M is Mittagong, S is Sydney, L is Liverpool, and C is Camden. The distance is a mile: an imperial unit of measure from before the time of metric measurement. The mile here is a statute mile which is 5280 feet or 1.609 km, as opposed to a nautical mile used in air and sea transport and is different.
The English mile
Mileposts dated back to the Roman Empire and were placed alongside the Roman roads. Distances were measured from the city of Rome. The mile originated from the Roman mille passus, or “thousand paces,” which measured 5,000 Roman feet.
The first mileposts along English roads appeared in 1593 and were standardised in England under the reign of Elizabeth I. The English mile was a different length from the Scottish mile and the Irish mile. These measures were not standardised in the British Commonwealth and the US until 1959. (Sydney Morning Herald, 22 August 1935. https://www.britannica.com/science/mile)
In the colony of New South Wales, the first sandstone milestones were located on the Parramatta, Liverpool and South Head Roads from 1816 on the instructions of Governor Macquarie. Milestones provided accurate reference marks along with the expanding public road system for travellers on coaches. (Crofts and Crofts, 2013)
Macquarie Obelisk
In the colonial period, Governor Macquarie’s Obelisk of Distances was erected in 1818 as the official starting point for all distances in NSW. It was located in what was then the centre of Sydney and is now Macquarie Place. The monument was also ‘a symbolic peg’ as the furthest extent of the British Empire in the early 1800s.
Obelisk of Distances in Macquarie Place Sydney was designed by Francis Greenway and built-in 1818 under the orders of Governor Macquarie c1926 (SLNSW)
The placement of milestones in colonial NSW set a precedent. They were placed along the left-hand or southern side of the roadway, with the destination facing Sydney. The posts were meant to be seen by travellers coming from either direction to measure their distance from Sydney for the benefit of stagecoach drivers. They also ensured the driver was on the correct road, as many were bush tracks. (Crofts and Crofts, 2013)
Concrete mileposts
The two concrete mileposts in Camden were part of the road improvements by the NSW Department of Main Roads in 1934.
The decision to implement a programme of mileposting followed the first annual conference of state road authorities in February 1934 held in Melbourne. The meeting decided to adopt uniform national procedures for mileposting and road warning signs for roadworks, among other matters. It was felt that uniformity of services would help interstate travellers. (DMR, 1934)
A concrete milepost on the northern entry to the Camden Town Centre on the roadside verge of the former Hume Highway ran along Argyle Street Camden. (I Willis, 2021)
In 1934 the department allocated £134 to the program in the Sydney area. (DMR, 1934)
The DMR Main Roads magazine stated that
In the days before the advent of the motor vehicle, when travel by road was slow and was done on foot, on horseback, or in horse-drawn carriage, few things gave greater service, or were more eagerly looked for, than the mileposts. (DMR, 1934a)
According to the Department of Main Roads, mileposting before 1934 provided signs that gave directions and the distance of important towns. Mileposts had lost their importance to the traveller because the car speedometer gave ‘progressive mileage’ stated a departmental report. (DMR, 1934a)
Road maintenance
Mileposting in 1934 was implemented with one specific aim.
The purpose of the mileposts now is to provide a convenient system of reference marks along the road for the use of those whose responsibility is to maintain the roads in a proper state. (DMR, 1934a)
The stated purpose was for the milepost to be a reference point along the road to give a precise position for any roadwork needed. Information to travellers was only secondary. (DMR, 1934a)
Mileposting to 1934 had been haphazard, with much work generated at a local level and many gaps. Road maintenance was a secondary consideration, with information for travellers paramount. Much work was ‘incomplete’. Groups of mileposts were only based around important towns, sometimes following main roads and sometimes not. (DMR, 1934a)
The 1934 mileposting project was partly triggered by the 1928 classification of all roads in NSW into state highways, trunk roads and ordinary roads.
The 1928 changes saw The Great Southern Road through Camden renamed the Hume Highway in 1928. The 1929 Razorback Deviation shifted the highway to the east, away from the former Great South Road (now Cawdor Road). (DMR, 1934a)
Different types of mileposts were used in 1934 for different purposes. Concrete posts were used in Sydney and country towns like Camden, and timber posts were used elsewhere.
Specifications and drawings for mileposts as outlined in the Department of Main Roads journal Main Roads (May 1934), where the DMR mileposting project was detailed for all roads in NSW (Main Roads 1934a)
There was a strict protocol for the letters and numbers on the posts, with letters and numbers incised and painted black and distances measured from the post office, sometimes not. Posts were placed on the left-hand side of roadways leading from Sydney or the coast, as they were in colonial times.
Posts were located with a clear view from the roadway of 200 feet with specific instructions on distances from roadways and locations for cuttings and embankments. On bridges, the mileposts were clamped to the handrails.
In mid-1934, the NRMA suggested the mileposts on the different highways should be painted in various colours. (Kiama Reporter and Illawarra Journal, 20 June 1934) The suggestion was not taken up.
One supplier of the concrete mileposts was the Hume Pipe Coy (Aust) Ltd. (Main Roads, August 1938)
Wooden Mileposts
In the Camden area, the Camden Heritage Inventory states there were wooden mileposts along Cawdor Road, formerly The Great South Road. They pre-date the concrete mileposts.
Timber milepost c1927 on the verge of The Great South Road, now Cawdor Road. (2021 I Willis)
In a 2002 survey for the Heritage Inventory, the three Cawdor Road timber mileposts were intact.
The posts were local hardwood cut by a sawmill in Edward Street in the late 1920s and delivered to The Great South Road (Cawdor Road) site by Camden teamster Les Nixon. (NSWSHI)
In a recent search, I could only locate one intact timber milepost in fairly poor condition.
This timber milepost c.1929-1934 is located on the former Hume Highway at South Camden, now Remembrance Drive. This milepost is located on the 1929 Hume Highway Razorback deviation that moved the main road from the Great South Road, now Cawdor Road. (I Willis, 2021)
This timber milepost c.1929-1934 is located on the former Hume Highway at South Camden, now Remembrance Drive. This milepost is not on the Wollondilly Shire Council heritage inventory. The milepost is on the roadside verge adjacent to the Camden Valley Inn. (I Willis, 2021)
References
CROFTS, R. & CROFTS, S. 2013. Discovering Australia’s Historical Milemarkers and Boundary Stones, Sydney, Roberts and Sandra Crofts.
DMR 1934. Department of Main Roads Ninth Annual Report for the year ending 30th June 1934. Sydney: NSW Legislative Assembly.
DMR 1934a. The Mileposting on Main Roads. Main Roads, 5.
Updated on 15 August 2023. Originally posted on 13 November 2021 as ‘Capturing the distance of the past’.
What is under your feet and totally ignored? What do you walk over every day? What is essential in an emergency? What provides access to critical utilities? The answer lies under our feet. What is it? Give up yet?
The answer is the humble utility inspection cover.
Gas Cover Durham Argyle Street Camden 2016 (I Willis)
Utilities like electricity, water, gas, sewerage, communications and others are essential in any community. Camden has acquired the utilities as time has progressed over the past 150 years to the present. Argyle Street has several utilities buried beneath the street and footpaths. Their histories provide valuable insight into the town’s development and progress, particularly in the 20th century.
The arrival of electricity, gas, and water was part of Camden modernism and its influence. These utilities have transnational origins beyond the township and illustrate the linkages between the town and the wider world.
For example, the supply of clean drinking water in Camden was linked to an outbreak of scarlet fever in the later 19th century. Contagious diseases were a significant health concern in the 19th century and were an ever-present worry in daily life. Clean drinking water had a significant influence on the development of public health.
I was walking along Camden’s Argyle Street, and it struck me that utility inspection covers are a historical statement in their own right. They are an entry point for the utility service as they also provide an entry to the stories surrounding the utility’s delivery.
Even the different logos for utilities illustrate the changes in the history of a telco or electricity supplier. A cover might be a statement about a utility supplier that is now defunct. The utility cover is made of different materials – cast iron, concrete, and others.
These are all mysteries that are waiting to be solved for the curious mind. Or just for the bored and idle with nothing better to do.
What about the Gas Cover from Durham above?
Durham Gas Cover
This is an inspection cover for the gas pipes using a Durham fitting probably around 1912. The Durham drainage fitting is a cast-iron,threadedfittingused on drainagepipes;has a shouldersuch as to present a smooth,continuousinterior surface. (Free Dictionary) The Durham patent system of screw-joint iron house drainage was manufactured by the Durham House Drainage Co. of York USA (1887).
The Durham cover is for the Camden gas supply, installed in 1912 by the Camden Gas Company. The gasworks was built in Mitchell Street and made gas from coal. There were many gas street lights in Argyle Street which were turned on in early 1912. The Camden News reported in January 1912 that many private homes and businesses had been connected to the gas supply network and were fitted for gaslighting.
Mr Murray, the gasworks manager, reported that construction at the gasworks had been completed, the retort had been lit, and he anticipated total supply by the end of the month. (Camden News, 4 January 1912) Throughout 1912 there was an ongoing dispute between Mr Alexander, the managing director of the Camden Gas Company, and Camden Municipal Council over damage to Argyle Street while laying gas pipes and who was going to pay for it. (Camden News, 12 September 1912)
In 1946 Camden Municipal Council purchased the Camden Gas Company. The gasworks was sold to AGL in 1970. (Peter Mylrea, ‘Gas and Electricity in Camden’, Camden History March 2008.)
NRCC
What is this cover for the NRCC? Does it still exist?
NRCC Inspection Cover 2016 Argyle St Camden (I Willis)
The NRCC does not exist anymore, and the logo stood for the Nepean River County Council. It was the electricity supplier for the Campbelltown, Camden and Picton area from 1954 to 1979 when it was amalgamated with Prospect County Council. This, in turn, became Integral Energy. Integral Energy was formed by the New South Wales Government in 1995 from the amalgamation of Illawarra Electricity and Prospect Electricity with over 807,000 customers.
NRCC office open 1956 Picton SLNSW
The Campbelltown office of the NRCC was located in Queen Street next to the Commonwealth Bank and in 1960 shifted to Cordeaux Street. By 1986 a new advisory office was opened in Lithgow Street. The council opened a new shop front at Glenquarie Shopping Centre at Macquarie Fields. There were shopfronts in Camden, Picton and other locations.
Logo Design
In October 1954, the NRCC approved a design for its official seal. Alderman P Brown suggested a logo competition, and many entries were received for the £25 prize. The winning design by artist Leone Rush of Lidcombe depicts electricity being extended to rural areas by a circular outline of “Nepean River County Council”. (Camden News, Thursday 4 November 1954.)
Former NRCC employee Sharon Greene stated that ‘It was like a small family business where everyone was happy to be there.’ (Camden Advertiser, 25 May 2009)
Former office manager, Kay Kyle, said that things in the office in 1959 were pretty bare when she started as a junior clerk.
She said:
‘We had no cash registers or adding machines, we hand wrote receipts and added the figures in our head for daily takings. That was a good skill to have. Eventually we received an old adding machine from Picton, but one day it added incorrectly so I wouldn’t use it again.’ (http://www.nepeanrivercountycouncil.com.au/nrccstories.html)
Former linesman Joe Hanger recalls working for the NRCC. He said,
‘In 1954 we were transferred to Nepean River County Council. They wanted linesmen and I went on the line crew and eventually worked my way up and got a pole inspectors job going around creosoting the poles. Eventually I got my own crew, mainly pole dressing. There were 7-8 in the crew. I was then made a foreman in about 1978.’ (http://www.nepeanrivercountycouncil.com.au/nrccstories.html)
Working in the outdoor crews could be dangerous, as Joe Hanger remembers.
‘In July 1974 I fell from a 40ft pole while doing work near The Oaks. We had to check out why a back feed to The Oaks was loosing voltage. We were looking for crook joints. The pole is still out there, near a bend just before the straight road into The Oaks. We had opened the air break switch behind us and the airbreak switch ahead, we forgot that the transformer was on the other side of the open point. I checked the pole and Neville Brown had gone along to the next pole to open the next section. I was standing on the low voltage cross arm and grabbed one of the wires and was struck by the electricity. Luckily my weight caused me to fall away. I ended up falling about 25 feet and just another pole lying on the ground. If I had the belt on it may have been a different matter. I had a broken leg, broken rib and a great big black eye. I was very lucky.’
Past organisations like the Nepean River County Council have staunch supporters. If you are one of them, join the Friends of NRCC.
Friends of NRCC
The telco inspection lid
This inspection lid is for the telco, which was the Postmaster-General Department of the Australian Government.
PMG Inspection Cover 2016 Argyle St Camden (I Willis)
The telco had a rich history of communications in Australia, starting in 1810 with the first postal service. In 1810 Governor Macquarie appointed Australia’s first postmaster Isaac Nicholls and the colonial government of New South Wales Government the first regular postal services, including rates of postage. The new Sydney General Post Office was opened in George Street in 1874.
The first telephone service was established in Melbourne in 1879.
At Federation, the new Commonwealth Postmaster-General’s Department assumed responsibility for telephone, telegraph and postal services. In the 1920s, the department took control of international short wave services and the Australian Broadcast Commission in the 1930s.
In 1975 the Postmaster-General Department was broken up, and the postal service moved to Australia Postal Commission (trading at Australia Post). Telecommunications became the responsibility of the Australian Telecommunications Commission trading at Telecom Australia. Telecom Australia was corporatised in 1989, renamed Telstra Australia in 1993, and partially privatised in 1999.
In 1992 the Overseas Telecommunications Commission (est 1946) was merged with Telecom Australia.
Telstra Inspection Cover 2016 Argyle St Camden
Telecom Inspection Cover 2016 Argyle St Camden (I Willis)
MWS&DB
Service Valve cover for water MWS&DB Argyle St Camden 2016 (I Willis)
The MWS&DB was the Metropolitan Water Sewerage and Drainage Board, today is known as Sydney Water. The organisation has gone through several name changes:
the Board of Water Supply and Sewerage from 1888 to 1892,
from 1892 to 1925 as the Metropolitan Board of Water Supply and Sewerage,
the MWS&BD from 1925 to 1987,
then the Water Board from1987 to1994, then finally as the
Sydney Water Corp Ltd (1995-1999) with Ltd dropped in 1999.
Deks G (Gas)
Deks Cover for gas in Argyle Street Camden 2016 (I Willis)
Deks was established in Australia by Mr George Cupit in 1947 and remained a family business until it became part of the Skellerup Group in 2003. Deks have a presence in 28 countries. They have supplied plumbing fittings, including flashings, fittings or flanges, for over 100 years. (http://www.deks.com.au/about/)
Malco W (Water)
Malco Cover for Water Argyle Street Camden 2016 (I Willis)
Malco Industries reported in the Sydney Morning Herald in 1951 that the company incorporated three separate businesses involved in heavy industrial activities on its site at Marrickville. There were three divisions (1) Malleable Castings was founded in 1915 and was claimed to be one of Australia’s leading producers of iron castings. (2) EW Fittings was incorporated in 1925 and made cast iron pipe fittings for water, gas, steam and oil. (3) Link-Belt Co Pty set up in 1949 and industrial transmission equipment. (Sydney Morning Herald (NSW: 1842 – 1954), Friday 6 April 1951, page 6)
Romwood SV
Service Valve Romwood Argyle Street Camden 2016 (I Willis)
Havestock Cover
Havestock Cover Argyle Street Camden 2016 (I Willis)
Walking over the Cowpastures bridge, you have a vista of the tranquil water of the Nepean River impounded behind the Camden weir. The tranquillity belies the raging torrent that can cover the bridge at flood times.
Plaque located in the Rotary Cowpasture Reserve in Argyle Street Camden adjacent to the Cowpasture Bridge commemorating the opening of the reconstructed bridge after the 1975 flood (I Willis 2021)
On the bridge’s western end is a small park where a plaque celebrates the 1976 reconstruction of the bridge. A flood had turned the timber bridge deck into a twisted mess twelve months earlier.
The plaque states:
Cowpasture Bridge
Originally opened in 1901 this bridge was extensively damaged by flood in June 1975.
Following repair it was re-opened by The Hon J JC Bruxner MLA, Minister for Transport and Highways, 9th April 1976.
Ald RB Ferguson, Mayor. Camden Municipal Council.
REA Rofe Esq. MLA, Member for State Electorate of Nepean.
AF Schmidt Esq., Commissioner for Main Roads, New South Wales.
Plaque, Argyle Street, Camden.
The twisted Cowpasture bridge timber deck after the 1975 flood closed access across the river for many months. (Camden Images)
Choke-point
The low-level Cowpasture bridge is a pinch point for moving goods and people across the river. Its closure at flood times has created a choke-point that disrupts daily life. Other low-level bridges in the local area at Menangle, Cobbitty, and Macquarie Grove Road have suffered the same problem.
The eastern approach to the Cowpastures Bridge on Camden Valley Way with signage for the Cowpasture Bridge in the early morning (I Willis, 2017)
The access issue was only solved with the opening of the high-level Macarthur Bridge in 1973. The bridge is an essential example of Camden’s engineering heritage and was built as part of the local region’s NSW Askin Governments New Cities structure plan.
Economic importance of access
Access to the southern side of the Nepean River has been an issue since European settlement and the discovery of Wild Cattle in 1795. Governor Hunter named the Cowpastures in 1796, and it became a restricted reserve in 1803 to stop cattle poaching.
The issue of access across the river was illustrated in 1810 when a party led by Governor Macquarie visited the area. Macquarie wrote in his journal on 16 November 1810:
There being very little Water in the River at this time, we crossed it at the usual Ford in our Carriage with great ease and safety.
A bridge at last – ‘a paltry affair’
As the colonial frontier moved beyond the Cowpastures, there was increased traffic across the Nepean River, sometimes reported as the Cowpastures River. (SMH, 2 October 1861). The frontier conflicts between Europeans and Indigenous people calmed on the Cowpastures after the 1816 massacre. (Karskens, 2015) The process of settler colonialism and its insatiable appetite for territory increased traffic through the Cowpastures in the 1820s.
The river crossing required a more permanent solution for the increased traffic along the Great South Road. The first Cowpasture bridge was built in 1826, and then new bridges followed in 1861, 1900 and 1976. Each tried to solve the same access problem (SMH, 2 October 1861).
This sketch of the 1826 Cowpasture Bridge was attributed to Thomas Wore of Harrington Grove in 1842. St John’s Church is on the hill consecrated in 1849. Historic Sketch Discovered: Camden Village in 1842, The Sydney Morning Herald, Saturday, 10 June 1933, p.9 (illustrated is a previously unpublished sketch of an almost identical drawing to (Cowpastures) Bridge & Village of Camden.) http://trove.nla.gov.au/ndp/del/page/1151602
A low-level bridge was first raised in 1823 when Surveyor-General John Oxley of Kirkham objected to a bridge at Bird’s Eye Corner river crossing (Menangle). The final decision was to build a crossing halfway between the Belgenny Crossing and Oxley’s Macquarie Grove. (Villy, 62-63)
Work began on the low-level Cowpasture bridge in 1824 and finished in 1826. Construction was supervised by convict Samuel Wainwright and built below the crown of the riverbank. There was no shortage of sceptics, and a band of local ‘gentlemen’ thought the bridge would collapse in the 1826 flood. (Villy, 62-63) They were wrong.
A convict was stationed at the bridge as a caretaker to remove the bridge rails in flood. In 1827 a toll was introduced on the bridge, with the right-to-collect sold for £70. Crossing the bridge on a Sunday was forbidden; offenders were fined and cattle impounded. (Starr, 16-17)
Repairs were carried out on the bridge after floods in 1835 (Starr: 17), and in the 1840s ‘landowners, carriers and mail contractors’ complained. They were concerned that the bridge was submerged by floodwater ‘on every occasion’ and in a recent deluge, ‘the Bridge was sixteen feet underwater and the neighbouring flats, a complete sea for miles’. (Starr: 17)
Several memoirs described the bridge as ‘a very a paltry affair’ (Starr: 23) and a ‘primitive structure’ (Sydney Mail, 5 February 1913).
In 1852 a portion of the bridge washed away, and there were terrible floods in February and April 1860. There was a need to replace the ‘dilapidated’ bridge. (SMH, 2 October 1861)
The timber truss Camden Bridge across the Nepean River with Thompson’s Woollen Mill on the right of the image in 1861. (Camden Images)
Tenders were called in early-1860 for a new five-span timber truss bridge (NSW Government Gazette, 6 April 1860), and it was under construction by September. The construction tender was won by Campbelltown building contractors Cobb and Bocking (SMH, 21 September 1860; SMH, 2 October 1861), who also built the low-level timber truss bridge at Menangle in 1855. (RMSHC, 2019; Liston, 85)
A grand affair
There was much fanfare at the new bridge opening on Monday, 30 September 1861, at 3 pm. There was conjecture about the crowd size. The Empire claimed a crowd of 50 people, while the Sydney Morning Herald boasted 200 present. (Empire, 3 October 1861; SMH 2 October 1861).
Whatever the crowd, there were a host of speeches and Mrs Bleecke, the wife of Camden doctor Dr Bleecke, christened the new bridge the ‘Camden bridge’ by breaking a bottle of Camden wine on the timbers. Then, the crowd let out three loud hearty cheers (SMH 2 October 1861).
At the end of the official proceedings, the men, 40 in number, adjourned to the Camden Inn, owned by Mr Galvin, for a ‘first-rate’ sit-down lunch. The meal was accompanied by a host of speeches and much imbibement. Many toasts started with ‘The Queen’ and ‘Prince Albert’. The ladies were left ‘to amuse themselves as best they could until the evening’ (SMH 2 October 1861).
The festivities at lunch were followed in the evening by a ‘grand’ ball held at Mr Thompson’s woollen mill. The floor had been cleared on orders of Mr Thompson, and the space was decorated with ‘evergreens’ and ‘flowers’ and brilliantly lit by kerosene lamps. (SMH 2 October 1861)
According to the Sydney press, the Camden populace had ‘seldom’ seen an event like it. One hundred thirty-four people attended the ball. Festivities on into the night with a ‘great profusion’ of food and dancing, winding up at 4 am the following day. Locals declared they ‘had never spent a happier or pleasanter day’ (SMH 2 October 1861).
The railway to Camden
In 1882 when the railway line was built between Campbelltown and Camden, the track was laid across the timber bridge deck. This reduced the width of the roadway to 15 feet, and traffic had to stop when a train needed to cross the bridge. (Camden News, 27 June 1901)
According to the Camden press, passengers were regularly notified at Redfern Station (now known as Central Station) with a sign saying ‘traffic to Camden stopped at Camden bridge’ due to frequent flooding. The bridge’s timber deck was ‘well below the banks of the river’. (Camden News, 27 June 1901)
The existing 1860 timber truss bridge was constructed for light road traffic and continually posed problems for the railway. Only the lightest railway locomotives could use the bridge, and the heavy grades of the branch line at Kenny Hill meant that the train was restricted to a few cars. (Camden News, 27 June 1901).
In 1900 a new steel girder bridge was constructed to take the weight of two locomotives. The specifications for the bridge are:
five steel girder spans each of 45 feet on concrete piers;
178 feet of timbers beam spans;
making a total length of 403 feet;
the bridge deck was seven feet higher than the 1860 timber truss bridge deck;
construction was supervised by the Bridge Branch of the NSW Public Works Department;
Flood time was an exciting time for rail passengers going to Camden. When the bridge closed, railway passengers got an exhilarating boat ride across the flooded Nepean River. The train would stop at Elderslie Railway Station, climbing aboard the railway rowing boat. Passengers would take their lives in their hands and be ferried across the flooded river by the boatman. The rowing boat was given to the Camden Municipal Council in 1889 (Pictorial History Camden: 87)
This image shows the new 1900 Camden Bridge with concrete piers and steel girders, which replaced the 1860 timber truss bridge. (SLNSW) The bridge was opened in June 1901 by the NSW Minister for Works, the Hon EW O’Sullivan, assisted by the Member for Camden, the Hon John Kidd, at a ceremony at Camden Railway Station. (Camden News, 20 June 1901) This was followed by an official lunch at the Camden School of Arts for around 70 guests who purchased tickets. (Camden News, 13 June 1901)
Flooded Cowpasture Bridge in 2022
This photograph shows the Cowpasture Bridge under floodwater on 3 March 2022 on the eastern approaches along Camden Valley Way. The height of the Nepean River at the Camden Weir just downstream from the Cowpasture Bridge reached a peak this morning (3/3/22) of 10.01 metres at 9.42am, and the river level was falling at the time this photograph was taken. The Bureau of Meteorology’s river heights are classified by the Bureau of Meteorology as: 6.8 metres is minor flooding; 8.30 metres is moderate; 13.00 metres is major flooding. The river level at the Camden Weir in the days leading up to this photograph ranged from 1.8 metres on 27/2/22 to 2.3 metres on 2/3/22. (I Willis 2022)
This image was taken at the intersection of Camden Valley Way and Macarthur Road on the northern end of the Cowpasture Bridge, which was inundated by the Nepean River. The time was Tuesday, 9 March 2022, at 9.00am, when the height of the Nepean River at Camden Weir was 11.9 metres and classified as a major flood. (I Willis, 2022)
This image was taken at the corner of Camden Valley Way and Macarthur Road, towards the Cowpasture Bridge, on Thursday, 7 April 2022, at around 9.00pm. The Nepean River rose to a maximum of 12.21 metres at the Camden Weir mid-evening. The river rose quickly on Thursday, and the Cowpasture Bridge was closed at 12.30pm on Thursday, 7/4/22. The bridge was re-opened to traffic on Friday afternoon after the river had dropped below the level of the bridge decking. (I Willis, 2022)
Updated 28 April 2023, 9 April 2022, 3 March 2022, 19 November 2021; Originally posted as ‘Access Denied, flooding at the Cowpasture Bridge’ on 22 October 2021.
Camden Airfield has a number of historic hangars from the Second World War. They are called Bellman hangars.
They are a British designed transportable hangar that were erected at the airfield. Camden had six Bellman hangars by mid-1942.
A Bellman Hangar at Camden Airfield built in 1941 and used by the RAAF Central Flying School as part of the Empire Air Training Scheme to train aircrew for the European war campaign. These remaining hangars are part the unique aviation archaeology and heritage at the existing Camden Airfield. (I Willis, 2014)
Australia had very close links with United Kingdom at the time as part of the British Empire. The country relied heavily on the UK for its defence needs and Camden airfield played a small part in that story.
The tenders for the of the supply of the hangars, according to Dunn, were called in mid-1940 by the Australian Government’s Department of Supply and Development. Overall 283 Bellman hangars were supplied to a variety of sites across Australia and New Guinea. The final cost to the Commonwealth Government for the supply of the hangars was around £1,500 each.
Over 85 per cent of the Bellman hangars in Australia were supplied by Waddingtons (Clyde). Waddingtons got into financial trouble with the Bellman supply contract and under the wartime regulations the Commonwealth Government took a controlling interest in the firm. The government discovered that there were all sorts problems with supplying the hangars, although they were a ‘simple product’. The problems were eventually sorted out and the hangars were all supplied.
RAAF Training Squadron at Camden Airfield with one of the main aircraft used for training at the time a Tiger Moth in 1942. The control tower is shown to the left of the image and the Bellman hangars behind. (LG Fromm)
Under wartime regulations Waddington’s was a protected industry and supplied a variety of wartime contracts in the engineering field. They included railway wagons, ocean-going lighters, ‘Igloo‘ hangars, pontoons, landing barges, and buses. Waddingtons was completely taken over by the Commonwealth Government in 1946 and renamed Commonwealth Engineering Co Ltd. Interestingly, in the 1920s the principals of Waddingtons ran a business called Smith and Waddington which made ‘custom’ car bodies for imported chassis of Rolls Royce, Hudson, Wolseley and Fiat in a factory on Parramatta Road, Camperdown.
The Bellman hangars were only ever meant to be temporary, and they were supposed to be capable of being erected and dismantled by unskilled labour with simple equipment. Dunn maintains that the Bellman hangars were 95 feet wide (1 feet = 0.304 metres), 122 feet long, 17 feet high, covered an area of 10,000 square feet (1 square foot = 0.092 square metres), consisted of 60 tons of steel, at an average cost of £3,365 (erected), had 80 major components and could accommodate 5 Barracuda aircraft.
Waddingtons supplied Bellman hangars to around 25 airfields and other locations in New South Wales (from Camden to Temora), 15 in Queensland (from Cairns to Kingaroy), 17 in Victoria (including Ascot Vale and Port Melbourne), 4 in South Australia (including Mallala and Mt Gambier), 8 in WA (from Canarvon to Kalgoorlie), 3 in Tasmania (including Western Junction), 1 in the ACT (Kingston), 3 in the Northern Territory (including Gorrie and Wynellie) and Port Moresby in Papua New Guinea.
Initially Bellman hangars were designed in the United Kingdom with canvas panelled doors and canvas under the eaves, although steel-framed and clad doors were introduced after heavy snowfalls at Thornaby Airfield in the winter of 1937. The time taken to erect the UK hangar including levelling the ground, laying door tracks, erecting the steelwork and fitting the original oiled canvas Callender doors, was 500 man hours.
The British Ministry of Defence states that there are over 100 Bellman hangars still in existence in throughout the UK that were built around the Second World War in 2014. They were originally constructed by provide a fast, economical solution to a need for hangars. It is described as being a lightweight structure made from steel lattice frames, to form 14 bays giving an overall length of 53 metres and width of 29 metres.
The Airfields of Britain Conservation Conservation Trust states that Bellman hangars were only one type used in the United Kingdom during the war and between 1938 and 1940 over 400 were built for use. One of their disadvantages was their lack of roof height.
According to some reports there are 14 surviving Bellman hangars at RAAF Base Wagga, at least three at Point Cook (RAAF Williams), one at RAAF Base Fairbairn, Canberra Airport, four at HMAS Albatross, Nowra, a number at Auburn, Bankstown and Camden. For the enthusiast there is an interesting article on Bellman hangars on Wikepedia.
Updated 14 August 2021. Originally posted 15 July 2014.
Carpentry was an essential craft in all communities and has been practised for centuries. In the Camden area, the traditional trade of carpentry as it was practised had a variety of forms. Traditional trades were part of the process of settler colonialism on the colonial frontier in the Cowpastures.
In pre-settlement times, the first form of bush carpentry was practised by the Aborigines. They stripped bark from trees and used it for shelters that kept them from the natural elements and made weapons.
At the time of European settlement, many on the frontier had no formal trades skills and learnt bush carpentry from watching the Aboriginal people or experimenting themselves. The bush carpenter was a practical make-do pioneer who innovated with naturally occurring products from their local environment. They practised sustainability in a period when it was a necessity for their very survival and relied on their ingenuity, adaptability and wit.
A rudimentary vernacular domestic style architecture typical of frontier settlement constructed from available local materials. The farmhouse Illustrated here is the home of V Kill and his family in the Burragorang Valley in 1917 with some intrepid bushwalkers. The cottage is slab construction with a dirt floor and no electricity. The cottage is surrounded by the vegetable garden which is carefully tended by the family. (Camden Images)
Some of the bush carpenter’s spirit and tradition arrived with the early European settlers and owed some of its origins to the English tradition of green woodworking. This traditional practice dates back to the Middle Ages and is linked with coppicing, a traditional form of woodland management. The craftsmen led a solitary existence in the woods and made a host of items from unseasoned green timber, including furniture, tools, fencing, kitchenware and other things.
The bush carpenters were amongst the first in the Camden area to erect building structures. Like other rural areas of Australia, the Camden area’s landscape has been defined by the bush carpenter’s huts and sheds. One example was illustrated in Peter Mylrea’s Camden District (2002), the so-called Government Hut erected at the Cowpastures in 1804.
This view of the Government Hut in the Cowpastures at the Nepean River crossing illustrates the rudimentary form of construction on the colonial frontier in 1804. (State Library of NSW SSV1B / Cowp D / 1)
The early settlers who built these basic shelters did so without the manufactured products of the Industrial Revolution. Either through cost or just a make-do attitude, they built rudimentary vernacular buildings that lasted for decades. In later times settlers’ structures were improved with the introduction of galvanised iron after the 1820s.
There were many examples of huts and farm sheds being erected in other parts of the Camden district, remote from major centres, like the Burragorang Valley. Post-and-rail fencing and a host of other structures put a defining character on the rural landscape. There is still evidence of bush carpentry in and around Camden.
The former farm shed c1900-1910 apply renamed the barn is popular with weddings and other activities at the Camden Community Garden. This farm shed illustrates the rudimentary type of construction practiced as a form of bush carpentry in the local area. (I Willis, 2018)
The bush carpenter’s tool kit usually did not have specialised tools and would have included saws, axes, adze, chisels, augers, hammers, wedges, spade, and other items. Their kit was meant to cope with all the contingencies of the rural frontier that were typical of the remote parts of the Camden district.
The formal trade of carpentry and joinery has a long history going back centuries centred on the guilds. Guilds appeared in England in the Middle Ages, and according to the website London Lives 1690-1800, their purpose was to
defend the interests of the trade, regulate the quality of workmanship and the training of new members, and provide support and welfare for their members.
In London, they were established by charter and regulated by the City authorities. Guilds in London had considerable political power and were one of the largest charitable institutions in the City. Carpenters were organised in the Carpenter’s Company, one of 12 powerful London guilds. Guilds were a mixture of apprentices, journeymen and master craftsmen, with no women.
In the colony of New South Wales, carpenters were formally trained artisans have examples of their work in colonial mansions of the grand estates and the many local towns and villages across the Camden district. These artisans used milled timber and other manufactured products of the Industrial Revolution that were readily available and that their clients could afford.
Camden’s carpenters were a mixture of journeymen and master craftsmen, who had served their apprenticeship in Camden and elsewhere. John Wrigley’s Historic Buildings of Camden (1983) lists 38 carpenters/builders who worked in Camden between the 1840s and 1980s.
The pre-WW2 tradesmen used hand tools and traditional construction methods, which is evident in any of the town’s older buildings and cottages. Take particular notice when you walk around central Camden of the fine quality of artistry that has stood the test of time from some of these traditional tradesmen.
The hand tools used by the Camden carpenter changed little in centuries of development and refinement. The tool kit of the mid-1800s would have included hammers, chisels, planes, irons, clamps, saws, mallet, pincers, augers and a host of other tools. It would be very recognisable by a 21st-century tradesman. Master carpenter, Fred Lawton’s tool kit, is on display at the Camden museum (TDR 19/12/11)
A display of hand tools at the Camden Museum. This display illustrates the range of tools that made up the carpenter’s toolkit for his job. Shown here is a range of saws, hammers, augers, planes, adze, and other tools. (2021 KHolmquist)
Hand tools were utilitarian, and some had decorated handles and stocks, particularly those from Germany and British makers. By the early 19th century, many hand tools were being manufactured in centres like Sheffield, UK, and these would have appeared in the Camden area. Carpenters traditionally supplied their own tools and would mark on their hand tools to clearly identify them. Many of the hand tools became highly specialised, especially for use by cabinet-makers, joiners and wood-turning.
The Camden carpenters listed in the 1904 New South Wales Post Office Directory were JP Bensley, John Franklin, Joseph Packenham and Thomas Thornton, while at Camden Park, there was Harry ‘Herb’ English. According to Herb’s nephew Len English, Herb English was one of a number of generations of the English family who were carpenters in the early years of the 20th century in the Camden area. It was a family tradition for the sons to be apprenticed in the trade to their father and work at Camden Park. This practice followed the training principles of English carpentry guilds under a system of patrimony.
Camden carpenter Herbert English working at Camden Park in the 1920s. This image illustrates the use of hand tools here showing the use of the chisel, mallet, handsaw and square. English is cutting a rebate with the chisel after marking the cut out with his square. He would have supplied his own tools and kept them sharpened at the end of the working day. (Camden Images)
Len English’s grandfather, William John English,e was apprenticed to his father, James, and worked at Camden Park between the 1890s and 1930s. William lived in Luker Street, Elderslie, where he built his house and had his workshop, where Len recalls playing as a lad. William’s son, Jack Edward English, was apprenticed to his father (William) in the family tradition, also worked at Camden Park and later in Camden and Elderslie during the 1930s and 1940s. During this period, Jack and his brother, Sidney, both worked with local Camden builders Mark Jenson and Mel Peat (TDR19/12/11).
On 18 September 1982, the Governor of New South Wales, His Excellency Air Marshal Sir James Rowland AC, KBE, DFC, AFC, opened the new brutalist style office extensions for Campbelltown City Council.
Gosford architects Grenfell, Fraser, and Associates designed the office extensions and, when combined with the 1964 building, created one of the most important modernist precincts in the Macarthur region.
The cover of the official programme at the opening of the new administration building in 1982. (CCC)
Unprecedented growth
Mayor Thomas stated at the official opening that the city had undergone ‘unprecedented’ growth and embraced ‘enormous changes’ since 1964. (Official programme)
The city’s population growth had grown from 24,000 (1963) to 43,000 (1974), and by 1980 was 120,000.
The council’s administration was ‘strained to the limit’, and there was a risk of fragmentation of council departments. The architects recommended a new single building to accommodate council staff to avoid this.
The architects presented three sites for the council’s consideration: the existing civic centre site, Camden Road opposite the Campbelltown Catholic Club, and the Macarthur Regional Growth Centre.
The Campbelltown City Council administration buildings. The 1964 Modernist tower is on the left, and the 1982 Brutalist extension is on the right. The image shows how the architects integrated the design of the 1982 extension on the civic centre site. This image was photographed from Campbelltown Railway Station by John Nobley in 1983. (CCL Fairfax Collection)
Moral obligation
After considering the three options, the council felt it had a ‘moral obligation’ to the existing Queen Street commercial precinct to remain at the civic centre site.
The new office building would act as an ‘anchor of confidence’, and the site would remain as the northern gateway to the commercial precinct. It would set a standard for future development in the area. (Official programme, 1982)
The council requested the architects design a ‘four-storey administrative building’ of around 2000m2 with an associated pedestrian plaza, landscaping and parking within the civic centre precinct.
In 1980 the civic centre precinct consisted of the 1966 single-floor community hall, the 1971 single-storey library building, a single-story women’s rest centre, a service station, the former fire station and a two-storey ambulance station. (Official programme, 1982)
The council needed to acquire the service station on the corner of Queen and Broughton Streets to complete the project.
Campbelltown City Council 1982 brutalist administration building showing the architectural detail and exposed concrete exterior finish to the building. (I Willis, 2020)
Dominant form
The primary design constraint on the civic centre site was the 1964 office tower of 1400m2 containing the council chambers and the administration offices. (Proposed Civic Centre Development, Grenfell, Fraser and Associates, 1980)
The building completely dominated the precinct and was ‘considered as the major visual element in any design’ because of its height’. The architects described it as a “high rise” curtain wall construction with external sun shading’. (Proposed Civic Centre Development, Grenfell, Fraser and Associates, 1980)
Architects Grenfell, Fraser and Associates felt that the new building extension had to integrate with the 1964 office tower in a functional and aesthetically pleasing fashion.
The architectural detail of the Campbelltown City Council 1982 administration building shows the exposed concrete finish to the exterior of the building. (I Willis, 2020)
The spirit of the past
The architects stated that the design of the new building extensions and its ‘scale, proportion and detailing’ recognised ‘the legacy of the district’ :
‘The “colonial” pitched roof on the new extensions reflects the graceful simplicity of colonial architecture, and the simple proportions, “depth” façade detailing and pitched roof echo the features of “old” Campbelltown buildings’. (Official programme, 1982)
A perspective of the Campbelltown City Council 1982 administration building with the pedestrian plaza in front of the building. The roofline is visible on the top level of the building. (I Willis, 2020)
The building design inspired Mayor Thomas to draw on the past and ‘old Campbelltown’ as an inspiration for his address.
The new building was a metaphor for the area’s pioneering spirit.
The mayor stated that the new building illustrated how the spirit of the Campbelltown pioneers had not ‘suppressed the basic community character of Campbelltown’s early days’.
‘The spirit of the hardy pioneer bred of early settlers is woven into the fabric of our history and community life of today’, he said.
‘The City of Campbelltown has an ancient heritage in terms of the nation’s history, and this is being matched by a vital modern record of achievement’, said the mayor.
Mayor Thomas said
The wisdom and vision of another progressive Governor of this State, Lachlan Macquarie, almost 160 years ago, formed the nucleus of the closely-knit community which continues to grow in size and stature. The spirit of the hardy pioneer breed of early settlers is woven into the fabric of our history and community life of today. (Official programme)
Scale, proportion and detailing
The new office building was set at the rear of the civic centre site and kept a ‘lower profile to Queen Street, consistent with the general two-storey nature of the older buildings’. This design provided ‘an intermediate scale’ to help its integration with the existing higher 1964 building. (Official programme, 1982)
The building materials for the project ensured that the external finish blended ‘aesthetically with existing buildings and landscape and are architecturally pleasing’, and the ‘finishes are dignified, tastefully chosen and dignified’. (Official programme, 1982)
The proposed building used reinforced concrete as the main structural element, with ‘precast concrete with exposed aggregate finish’ to the exterior walls with anodised aluminium window frames. The internal walls were concrete blockwork with cement rendering.
The new design ‘provide[d] a building of similar bulk possessing a horizontal fenestration opposed the vertical nature of the existing building’ to act as a ‘counterfoil’ to the 1964 office tower. (Proposed Civic Centre Development for Campbelltown City Council feasibility study. Grenfell, Fraser and Associates, 1980)
At the end of the design phase, the architects believed the proposed scheme was both ‘aesthetically and materially adequate’ and ‘integrated functionally and aesthetically’ with the civic auditorium. (Proposed Civic Centre Development for Campbelltown City Council feasibility study. Grenfell, Fraser and Associates, 1980)
Campbelltown City Council 1982 administration building showing the architectural detail and the exposed concrete exterior finish. (I Willis, 2020)
Brutalism grew out of the early 20th-century modernist movement that is sometimes linked with the dynamism and self-confidence of the 1960s. The characteristics of the style are straight lines, small windows, heavy-looking materials, and modular elements with visible structural elements and a monochromic colouring.
The brutalist style appeared in the post-war years in the United Kingdom and drew inspiration from mid-century modernism. The style represented the new town movement and appeared in modernist UK cities like Milton Keynes. Brutalism was common in the Sydney area in the late 1960s and 1970s and an integral part of the 1973 New Cities of Campbelltown, Camden, Appin Structure Plan.
The cover of The New Cities of Campbelltown, Camden, Appin Structure Plan 1973 (The State Planning Authority of New South Wales)
Consequently, the Campbelltown area has several brutalist-style buildings, including Airds High School (1974), Glenquarie Shopping Centre (1975), Campbelltown TAFE College (1981), Macarthur Square (1979), Campbelltown Hospital (1977), and Campbelltown Mall (1984).
Conclusion
The new 1982 office extension reflected how the winds of change from population growth had reshaped the Campbelltown area since the construction of the 1964 modernist office tower.
Campbelltown City Council 1982 Administration building showing the exposed concrete exterior. (I Willis, 2020)
Acknowledgements
The author would like to acknowledge the assistance the local studies librarians at the Campbelltown City Library provided in completing this blog post.
Updated on 8 May 2023. Originally posted on 10 June 2020.
The image attracted a host of likes and shares and comments like Phil Hall ‘What a delightful photo’ and Christine Mcmanus ‘It’s very charming’.
What is the appeal of the picture?
The picture has an aesthetic quality partly produced from the soft sepia tones of the image, and partly from the subject, which together gives the photograph a dreamy quality.
The ethereal presence of the image is hard to describe in words and the camera is kind to the subjects, who are well-positioned in a nicely balanced frame.
A couple relaxing on the Mount Pleasant Colliery railway at Stuart Park, North Wollongong in the early 1900s (Lost Wollongong Facebook page, 3 July 2016) The Royal Australian Historical Society caption says: ‘Photographer Aileen Ryan Lynch taking a photograph of M. Carey at Stuart Park Wollongong, March 1919’ (J Scott/RAHS)
The viewer of the picture is a time traveler into another world based on the New South Wales South Coast and is given a snapshot of a moment frozen in time. The observer has a glimpse of a world after the First World World in the present. For the viewer it as a form of nostalgia, where they create a romanticised version of the past accompanied by feelings that the present is not quite as good as an earlier period.
The world in the picture, a mixture of pleasure and for others despair, apparently moved at a slower pace, yet in its own way no less complex than the present. The picture speaks to those who choose to listen and tells a nuanced, multi-layered story about another time and place. It was 1919 in the coastal mining town of Wollongong.
The viewer is told a story about a setting that is full of meaning and emotional symbolism wrapped up in the post-First World Years. The picture grabs the viewers who pressed a Like on their Facebook pages. These social media participants found familiarity and comfort in the past that is an escape from the complicated present.
In response to today’s COVID-19 crisis, we are turning to old movies, letter writing and vintage fashion trends more than ever. Nostalgia is a defence mechanism against upheaval.
Escaping the Spanish flu pandemic?
The image is full of contrasts and unanswered questions. Why are the young couple in Wollongong? Why did they decide on Stuart Park for a photo-shoot? Are they escaping the outbreak of Spanish influenza at Randwick in January 1919? Does the NSW South Coast provide the safety of remoteness away from the evils of the pandemic in Sydney?
The female photographer is a city-girl and her male companion is a worldly reader of international news. They contrast with the semi-rural location in a coal mining area with its workman’s cottages and their dirt floors, and the hard-scrabble dairying represented by the post-and-rail fence in the distance.
The railway is a metaphor for the rest of a world outside Wollongong. The colliery railway is a link to the global transnational industrial complex of the British Empire at Wollongong Harbour where railway trucks disgorge their raw material. On the other hand, the female photographer’s stylish outfit provides an entry into a global fashion world of women’s magazines, movies and newspapers.
The elegantly dressed couple in their on-trend fashion contrast with the poverty of the working class mining villages of the Illawarra coast. Photographer Aileen is described by local historian Leone Flay as ‘dressed for town’, contrasts with the post-and-rail fence on the railway boundary projects the hard-graft of its construction in a landscape of marginal dairy farming.
The remnants of the Illawarra Rainforest that border the railway point to the environmental destruction brought by British imperial policy and its industrial machinery. This contrasts with a past where the Dharawal Indigenous people managed the lush coastal forests that once covered the area along the banks of the nearby Fairy Creek.
Peeling back the layers of past within the picture reveals several parts to the story: the photographer Aileen Ryan; the coastal location of Stuart Park; and the commercial world of the Mount Pleasant Colliery Railway, and ecology of the Illawarra Rainforest.
Aileen Ryan, photographer
The young female photographer in the picture is Aileen Ryan, a 21-year old city-girl, who spent time in and around the Wollongong area in February and March 1919. Aileen was born in Waverley, Sydney, and was educated at St Clare’s Convent.
At 19 years of age, Aileen gained paid work when most women were restricted to domestic duties. She joined the New South Wales Public Service in 1917 as a typist and shorthand writer. As an independent young working woman, she was worldly-wise and expressed herself through her ability to fund her relatively-expensive hobby of photography. The young Aileen’s hand-held bellows camera hints her grasp of the latest technology.
In 1927 she marries FW Lynch at Clovelly and in 1942 during the Second World War she was seconded to the Directorate of Manpower. She was appointed superintendent of the New South Wales division of the Australian Women’s Land Army, which was disbanded in 1945. She died childless at Waverton in 1983.
Stuart Park, the location
The site of the photo-shoot was located on the colliery railway which skirted the southern boundary of Stuart Park. The park, which was declared in 1885 under the Public Parks Act 1884 (NSW), lies between the railway, Fairy Creek to the north and North Wollongong Beach to the east. The area was originally purchased from James Anderson and is an area of 22.27 hectares.
The park was named after colonial politician and Scotsman Sir Alexander Stuart who was the Member for Illawarra in the New South Wales Legislative Assembly at the time. The park was run by a trust until 1920 when control passed to the Municipality of Wollongong.
The popularity of Stuart Park, including many families from Camden, owed much to the presence near North Wollongong Beach, which was popular for swimming and surfing from the 1920s. The caravan park was unfortunately closed in 1964, but re-opened in 1966, due to public pressure. It eventually closed permanently in 1970. The park now has a sports oval, had a kiosk dating from the 1940s and was popular with day-trippers.
Illawarra Rainforest, the ecology
The site location of the photograph next to the railway was once completely covered by Illawarra Rainforest, remnants of which can be seen along the railway line.
The rainforest type is a rich ecological community characterised by bloodwoods, stinging trees, figs, flame trees, beech, cedar, and other species. The more complex rainforest communities were located along the creek boundaries and on the southern face of escarpment gorges protected the from the prevailing north-easterly winds.
the most complex (species rich) forest type in the Illawarra. A broad definition of this forest is a “Dense community of moisture loving trees, mainly evergreen, broadleaved species, usually with the trees arranged in several layers, and containing vines, epiphytes, buttressed stems, stranglers, and other Iifeforms” (Saur, 1973, p.l.).
Illawarra Rainforest on the Sublime Point Walking Track below Bulli Tops lookout 2000 (N Cubbin)
The Illawarra Rainforest extended along the coastal and up into the escarpment from the northern parts of the Illawarra south to Kiama, the Shoalhaven River and west to Kangaroo Valley.
The primary threats to the rainforest ecology have been clearing for farming, mining, urban development, and related activities.
Mount Pleasant Colliery Railway, a transnational conduit to the globe
The Mount Pleasant Colliery was opened by Patrick Lahiff in 1861 and was very successful. Two years later the company built a horse tramway with two inclines down the escarpment from the mine to Wollongong Harbour. They eventually upgraded the tramway to steel railway in the 1880s and to convert to standard gauge.
The Mount Pleasant Colliery Inclines were similar to the adjacent Mount Kiera Mine Incline of 1880 shown in this image (WCL & IHS) The picture shows the remnant rainforest that was part of the ecology of the Illawarra escarpment.
The construction of the tramway raised the hackles of the locals and was only built after the state parliament passed the Mount Pleasant Tramroad Act 1862 (NSW). The mining company went bankrupt in 1934 and the mine was taken over by Broken Hill Pty Ltd in 1937 and renamed the Kiera Pleasant Tunnels.
The locomotive shed at Mt Pleasant Colliery, 1904. Note the engine on the right, built-in Sydney that year. (Courtesy of JLN Southern Collection & Illawarra Heritage Trail)
The coal mine eventually closed in 1955.
Mount Pleasant Colliery Railway near Brighton Beach approaching Belmore Basin in Wollongong NSW 1900s (WCL & IHS) Mount Kiera is shown in the background behind the mining town of Wollongong.
A mural illustrating the history of the Blue Mile Tramway walk showing the village of Wollongong, coal handling port facilities at Belmore Basin and Brighton Beach adjacent to it with Wollongong Lighthouse on the harbour breakwater. The Mount Pleasant Tramway is clearly seen going off to the north along the coastline. (I Willis 2020)
The Blue Mile Pathway and other attractions of the Wollongong coast have proved popular with Camden families. They have been going to Wollongong and the South Coast for beach holidays for generations.
Updated 11 May 2021, 17 April 2020, originally posted on 1 April 2020.
![The New Cities Plan 1973[1]](https://camdenhistorynotes.files.wordpress.com/2016/07/the-new-cities-plan-19731.jpg)
Camden History Notes 
You must be logged in to post a comment.