CENTRAL COAST

This report was commissioned by Gosford City Council on August 1, 1996 in order to investigate and assess the remains of an old timber wharf located on lot 7 SP 42059, No 207 The Entrance Road and corner of Bonnal Road, Erina; as outlined in the Technical Brief of July 18, 1996.

This site designated, 'Site of Public Wharf, The Entrance Road and Erina Creek. Erina' is identified under Gosford Local Environmental Plan No183 (Environmental Planning and Assessment Act, 1979); and is listed as Heritage Item No 161. The site is recognised as a 'relic' under the Heritage Act of New South Wales (1977) and has been previously examined by Vic Tysoe, Council's Manager Flooding and Drainage; by Beryl Strom, member of the Council's Heritage Committee; and by Rod Howard, Heritage Advisor.

The site is to be disturbed by the construction of a levee bank around the Erina Industrial and Residential Area (bounded by Bonnal Road, Winani Avenue and Barralong Road). The levee bank is to protect the area in the event of flooding from Erina Creek.

1.2 METHODOLOGY

The site and surrounding area were first researched with the emphasis being on plans, illustrations and largely secondary source material. The information was then compared to what was actually found to survive on the site (and surrounding areas) in regard to the nature, probable extent, integrity and potential of the archaeological remains.

The above was then assessed in terms of cultural significance, resulting in the Statement of Significance.

The assessment formed the basis of the recommended options listed in this report regarding the actual remains, conservation options and interpretation.

1.3 ACKNOWLEDGEMENTS

Officers of, or connected with, Gosford City Council who have examined the site before this report was commissioned and have provided their comments in regard to the site under study: Mrs Beryl Strom, historian; Mr Ron Howard, Heritage Advisor, (both members of the Heritage Advisory Committee); Mr Vic Tysoe, Manager Flooding and Drainage who has done all in his power to facilitate this work.

Mr Garry Noble, representing the owner of the land adjacent to the Creek, for providing access, use of a shed and advice on likely contacts etc., regarding the history of the site.

Particular appreciation is acknowledged regarding the 1981 publication by the Gosford District Historical Research Association of 'Gosford Model Farms' 1885: A Review. The facsimile reproduction of the posters, maps, views etc., presented with commentary has proven a valuable resource to researchers of the Gosford and Erina districts. This work has been invaluable in the role it played in the identification of key sites in relation to the public wharfs of Erina.

2 STATEMENT OF SIGNIFICANCE

The Erina Public Wharf, as survives, is of high local significance due to its past role in river transport, a focus for the community and commerce before the improvements made to roads and vehicular transport. The significance of the site will increase as Erina grows in importance.

The Wharf, representing the second known public wharf of the area, was located just off The Entrance Road (formerly Tuggerah Beach Road), a sign that road access to Erina was merging in importance with river transport at the time of construction. The timbers are also rare survivals of the timber-getting phase of the broader district, a period richly documented photographically.

As virtually nothing survives above ground of the first known public wharf, formerly located at the end of Lingi Street (once Wharf Street), the remains of the second known wharf assumes greater heritage importance as a tangible link to the past. However, the remains are in danger of oblivion due to natural processes and apart from one or two timbers beyond conservation in situ.

1.3 SUMMARY

The wharf remains represent the second Erina Public Wharf; the first known public wharf being at the end of the present Lingi Street, having been established before 1864.

The date of the remains of the present wharf is after 1886: provisionally, circa 1900 to World War I. A more accurate date may be found by consulting the collections of the NSW Department of Planning and surveyor's books held at the Archives Office of NSW (See recommendations in the Bibliography). Work on the site may turn up material more diagnostic than survives above ground.

The remains, as seen, represent the bearers of the deck of the wharf. Without further action, the last vestiges would be expected to survive another twenty or so years. If kept from the air in a wet environment the timbers could last hundreds of years.

3.0 RECOMMENDATIONS

The safety in view of serious periodic flooding is a legitimate concern and the significance of the remains of the Wharf not sufficient to warrant any degree of risk-taking. The following options are offered in order of 'best practice' by ICOMOS standards, as reflected in the Heritage Act of New South Wales (1977):

3.1 OPTION 1

Engineer the levee bank over and around the wharf remains, reinforcing the area behind if there is any concern regarding potential weakness.

Discussion. Although from a heritage point of view, this option would be regarded as 'best practice', from an engineering point of view there is some doubt that this could be achieved with the guarantee of the long-term viability of the very substantial levee wall.

3.2 OPTION 2

Retain in situ only the five timbers which project out onto the water, making it simpler to build the levee bank around these features.

The best memorial for the Wharf would be to let it remain just where it is, even if it can no longer be seen: the rationale being the satisfaction of knowing that proof of its existence still survives on site and could be exposed again when technology was available to economically preserve the remains for viewing..

Bury or position the transverse logs under similar conditions. To have the timbers treated, or conserved would cost an astronomical amount.

Discussion. As for item 3.2. The levee bank, because of its height and need to withstand high floodwaters, needs a strong and wide footing. This will require substantial excavation into the present bank and

waters' edge. The bank is undermined by between 300mm to 750mm, held together by the roots of the Casuarina glauca, so that the banks along the wharf could be said to be unstable, particularly in the event of serious flooding.

3.3 OPTION 3

Remove the logs under archaeological supervision (to record and analyse) in accordance with the following procedure:

(a) Remove the Swamp Oaks (Casuarina glauca) over the wharf remains first because some of the roots have penetrated the wharf timbers. Roots penetrating the timber should be sawn off, not pulled out.

(b) Scrape the earth carefully from over the wharf remains so as to expose the timbers.

(c) It is at this stage that the supervising archaeologist should record the extent of the timbers embedded in the bank and take soil and stone samples, also any artefacts which may come to light. The archaeological recording etc., should not take longer than a few hours. The machinery could be employed on other sections of the proposed levee bank while the recording takes place.

(d) Remove the timbers without undue scarring (the timbers will be very soft on the outside and easily damaged by the metal scoop). If necessary, the scoop should lift the timbers by rope rather than direct contact with the metal.

(e) The archaeologist should number the timbers according to their former position.

(f) The timbers should then be stored in a shady spot and be kept moist by covering with, for example, old carpet saturated in water from the creek and then be covered lightly with a few scoops of soil and saturated again. The pile should be checked every few days in case of rapid drying. These measures could be avoided by repositioning the logs immediately upon excavation, see (h).

(g) The reaction of timbers from such contexts is difficult to predict once open to oxygen and drying; generally fraying and splitting are to be

expected. Salts and minerals lodged inside the timber will be brought to the surface, causing further deterioration. To professionally preserve the timbers would require thousands of dollars and several years to achieve. Sealing the untreated timbers would not be appropriate for timbers from such a context. The best option would be to return the timbers to similar conditions. See (h).

(h) The owner/developer of a proposed hotel next to the site has expressed interest in using the timbers on site, incorporating them into a new wharf but without any load-bearing function. In other words, the timbers would be shifted a few metres upstream, partially buried, as found now, and appearing to be part of the new structure. The old wharf would be memorialized by the use of interpretative plans and photographs, as part of the hotel development.

NOTE. The best course of action would be to relocate the wharf timbers as soon as they are removed from their original positions. The owner/developer has expressed willingness to co-operate in this. This procedure would avoid the possible damage outlined in (g).

(i) Failing (h), the timbers should be buried next to the creek where under near oxygen-free conditions they could be expected to last for centuries.

NOTE: During the course of the proposed levee bank work it might be found that one or two timbers could be retained in situ without compromising the efficacy of the levee bank. Though unlikely, this should remain an open option in addition to the above.

4.0 HISTORICAL PHASING OF THE ERINA WHARVES

4.1 INTRODUCTION

Early wharf sites were generally chosen by those needing a convenient spot to load and unload people or goods without thought as to the future development of a settlement or the construction of roadways, in fact the site of early wharves often determined the direction of roads and pattern of settlement. The first known public wharf at Erina represents a development which only partially took place (in reference to the originally planned town of Erina) but fulfilled the needs of the people living in the district at the time. The second known public wharf was sited near The Entrance Road at a time when roads and vehicular transport were in the ascendancy and river transport in decline.

4.2 PHASE 1 1820s to 1885

The first wharf or landing area was determined by the early settlers and timber-getters of the area, taking advantage of the natural features of the creek and the surrounding land: where the flow of the water was slow, deep and the land fairly flat for loading and off-loading.

Willoughby Bean was the first known grantee settler at Erina, having selected around 2000 acres in the year he arrived in the Colony. He arrived as a free man at Sydney on the 26/27th January 1824, in the 183 ton brig, Courier from London via St Jago, the Cape of Good Hope and the Derwent, Van Diemens Land. Bean was 28 years old and unmarried at the time. He seems to have lost no time getting to the Brisbane Water district, as it was known then.

Within four years Willoughby Bean, landholder at Brisbane Water, had cleared 30 of his 2000 acres, 25 of the 30 acres were 'in cultivation,' according to the 1828 Census of New South Wales. In the Census, he was listed as William Bean and under the names of his staff, his name was incorrectly abbreviated as 'Wm' but in two cases as 'wily' and 'willy' (for Willoughby) suggesting that is what people called him at the time, hence the assumption of 'William' in the 1828 Census.

The 1828 Census reveals something about Bean's early activities in the area. He had four horses (transport and investment). Apart from 25 acres in cultivation, he had 220 cattle (206 in 1829 according to his own census) grazing on the land under the direction of two stockman, one was government assigned, the other an ex-convict. Bean also ran a dairy, having a dairyman assigned by the government. Five of his staff are known by name and must have lived on the property:

James Barratt, arrived in 1826, aged 34, on a life sentence and was assigned as a labourer to 'Willy Bean'. Catholic.

Henry Harris, arrived 1822, aged 29, on a seven year sentence and became one of Bean's stockmen. Protestant. He was a free man by the time of the Census.

Miles Magrath, arrived 1825, aged 40, on a seven year sentence. He became Beans dairyman. Catholic.

Thomas Rogers, arrived 1820, aged 28, on a life sentence and was assigned as a stockman. Catholic (or Protestant, depending on source).

Joseph Wilkins, arrived 1828, aged 52, on a fourteen year sentence. He was assigned to 'Wily Bean' as a house servant on the same year he arrived.

Willoughby Bean's Erina Creek property was called Amboise, according to Mr Charles Swancott (1946), located about 'five miles' from Gosford where he also conducted magisterial business. The question deserving further examination is; was his homestead on the same site as Donnison's?

Bean described ca1830 that his 'cottage' was situated about fifty yards from two huts where between eight and twelve convict servants lived (some mentioned above). The store was described as a temporary log hut of split slabs with a roof of bark, situated between his cottage and the convict huts. As an example of how well behaved the convict servants were, the English washer-woman could hang out the washing on the garden fence rails (post and rail construction) without fear of theft.

Bean became insolvent in 1830 probably because of the spectacular fall in the value of livestock; he notes that the value of cows had dropped to between 5% to 10% of their value from when he first took up the land. Bean's property was sold by order of the Supreme Court.

The land was conveyed to Richard Jones of Sydney in 1834. Jones sold the land around 1841/1842 to W. H. McKenzie. By an oversight, another deed had been issued to Bean in October 1834. Attempts were made to claim this land in 1842 in the name of Bean's, again, insolvent estate and McKenzie discovered that there were two titles to the same land.

The matter was partly resolved in 1844. McKenzie had his money returned. It was shown that Bean had expended 2000 pounds on the property between 1824 and 1830 and his title was upheld by Governor Gipps on May 2, 1844. The land became Henry Donnison's anyway because of a purchase on the Estate debt in 1831 and payment of substantial quit rents. Donnison's title was not fully secure until 1883, long after his death.

Henry Donnison arrived at Sydney on 29/30 July, 1828 on the brig Ellen at the age of 39 with his wife Margaret, also aged 39. At that time they had two daughters, Hannah 9 and Eliza 4. A third daughter Laura was born in 1830. Donnison and his wife were described in the 1828 Census as merchants living at Hunter Street, Sydney. It is likely that Donnison got to know Willoughby Bean in Sydney, they were both members of the Jockey Club: in 1829 both signed a petition in support of Governor Darling. Bean probably introduced Donnison to the benefits of Erina.

Donnison had occupied the land since about 1831 (after Bean's insolvency). Donnison established a tree felling and timber supply business in 1834, a pioneer in this type of trade. He had his own ship, the Laura and had his own carting team. It is likely that his homested complex was one established by Bean.

A fire on his Erina estate broke out on January 16, 1837. The fire was a disaster but provides us with clues as to the appearance of the administrative centre of the Estate, or homestead complex. The overseer's hut was near the stockyard, there were barns, a store and 'shops', a blacksmith's shop, stables, dairy and sheds (probably Bean's dairy), pig sties and fowl houses: all destroyed by fire including supplies, animals, tools and utensils. A kitchen was also destroyed.

The 1841 Census reveals that the Donnison house was built of stone but this is doubtful (mistakes of this nature were all too common in such surveys). His daughter testified in 1852 that the family had lived in a 'small cottage' on the estate since 1832.

In the 1841 Census there were 51 males and 22 females living on his estate. The demand for timber fell during the 1840s depression and by 1844 he only had seven pairs of sawyers working on his estate. Donnison died in 1847. His wife died in 1852, the year that ownership was confirmed on the basis of 'possession'. Donnison's daughters leased out portions of the estate to timber-getters, sawyers boatbuilders etc. Two of the daughters left for England in 1867, a third daughter married the Rev. Rogers. Finally, an undisputed title to the property was gained in 1883 when the sisters sold the land to William Joyce Hobbs of Summer Hill. Hobbs gained a Torrens Title on 20 August 1886.

For the purpose of this study, the part played by the Donnisons involved timber-getting, milling, boat building, light agriculture, dairying etc. Erina Creek was the only means of getting material to market and there was a need for landing facilities. The landing place was not far from Donnison's house (the site of Bean's farm?). Bean and Donnison would have needed landing facilities for their cattle, dairying and agriculture as early as the 1820s and 1830s, perhaps the Lingi Street wharf may date from this time.

The earliest reference to the wharf comes from the Gosford Court House Day Book, 1861-1881. On May 17, 1864 there is mention of a road about to be opened from Gosford to Erina Wharf etc. (Swancott, 1946). An 1864 survey (not seen) of roads shows Donnison's house and several small cottages or huts (also an area marked off as 'Black Town', see Appendix, page 42). Mrs Beryl Strom suggests that plan R.6592.1603 (Department of Lands) regarding the road widening section near Bonnal Road, may shed further information on the area.

4.3 PHASE 2 1885 to the Early 1890s

The Donnison daughters sold the land to William Joyce Hobbs in 1883 who had the title converted to Torrens in 1886. Considering that promotions for the 'Model Farms' began in 1885, it seems that Hobbs was one of the prime-movers for the sales. Late in August 1886 Hobbs sold the land to Thomas James Thompson of Sydney. Thompson had already been associated with the promotion. (See "Gosford Model Farms" publication for details). The booklet created for the promotion of land sales of the 'Model Farms' holds the key to the identification of the principal wharf areas up to 1885, and even what appears to have been the original Donnison homestead (page 15 of the Gosford District Historical Research Association's '"Gosford Model Farms" 1885: A Review').

A number of views photographed for the 'Gosford Model Farms' promotion were taken in 1885 and redrawn for better definition in the printing process of the booklet. One depicts the first Wharf at the end of the present Lingi Street (page 11), composed of no more than a long log with small timber stairs leading to the water and another one leading to a store built on a rubble stone platform. A cottage is seen directly behind the store. Another view (page 34) shows two shipbuilding yards, one on the east side and the other on the west side of Erina Creek. The earlier Wharf may be seen in the background (note the store).

The other important wharf of the time, the Model Farms, or Chertsey, Wharf is also shown (page 14) and seems to be nothing more than a timber nailed to an old tree stump alongside a highish bank. Judging by an article in the Gosford Times of February 6, 1886 this Wharf and a refreshment hut of sorts was built after the photograph of 1885 was taken:

'At length Chertsey Wharf--a small platform of red gum logs--is reached, and the party land.....Some fifty yards from the wharf is a pretty little bower, which contains a refreshment counter more than amply supplied with refreshments both solid and liquid.....' (page 45).

We can be certain that the Lingi Street wharf is referred to as the Erina Wharf of the time because the Gosford Times article mentions:

'...Mr Boyd announces that he is about to go up the river to Erina, where some township lots are yet left unsold. Accordingly all those who wish to go to the township sale embark on the Leisure Hour, and in a few minutes are landed at Erina Wharf' (page 45, emphasis mine).

The sale of Model Farms and Erina township lots did moderately well until the disastrous economic depression of the early 1890s, when land prices plummeted as a result of over-speculation and poorly backed investments. There was massive unemployment and development atrophied.

4.4 PHASE 3 EARLY 1890s to circa 1919

The question of this study is now, when was the second Erina Public Wharf built and why?

The economy began to recover during the mid to late 1890s but development passed Erina by, apart from, mainly, timber-getting, milling and boatbuilding (Dunn and Verden etc), principally because of the rural nature of the area and relative isolation. Because of location, Erina even missed out on the tourist boom experienced along the lake shores and seaside areas of this period.

One industry did take off, a natural development of timber-getting--steam sawmilling. Captain George Henry Howard, an Englishman (ca1851-1919). Already engaged in the timber trade and owning a series of ketches for transporting timber to the Sydney market from the late 1870s, he set up his own steam-powered mill along the Creek, known as the Pioneer Sawmilling Company. The mill operated until the late 1920s, just before the full brunt of the Great Depression. George Henry Howard's son William J. Howard established his own steam sawmill, Erina Sawmills Ltd by 1905, across the road from his father's mill. The Pioneer Sawmill site was later redeveloped by Hylton Moore as a sawmill and who in turn sold the business to E.G. Clarke some decades ago.

The site of the Pioneer Sawmill is important because it also had a wharf and it was located just downstream from the second Erina Public Wharf.

It is thought that the second Wharf was constructed during this phase, due perhaps to silting further upstream and to the convenience of The Entrance Road. Bonnal Road was then known as Wharf Road.

4.5 PHASE 4 Circa 1920 to WORLD WAR II

The 1920s were boom years benefitting from the technological strides made during the course of World War I and the increasing popularity of motor vehicle. River transport declined as a result. The Great Depression put everything on hold until the recovery toward the late 1930s. At the close of the 1930s it was War again.

The progress and decline of the second Wharf is not well known. The Wharf would have become largely redundant, with the improved motor transport after World War II, except perhaps for recreational purposes.

4.6 PHASE 5 WORLD WAR II to PRESENT

The second wharf gradually sank into oblivion through lack of use and maintenance but remained a favourite fishing spot among locals.

In 1988 the Wharf was included under Schedule 8 of the Gosford Local Environmental Plan No 183. At the time, it was listed as 'Site of public wharf. The Entrance Road and Erina Creek. Erina' but it was not known which wharf it actually was.

Development over the last twenty or so years has made the prospect of flooding not only dangerous but potentially costly as well. Gosford City Council has determined to build levee banks around the Erina Industrial Area along the Creek in order to reduce the risk of a disastrous flood.

5.0 WHARF REMAINS AT THE CORNER OF THE ENTRANCE ROAD AND BONNAL ROAD

Elements of the Wharf remains were examined and numbered to produce the descriptions under this heading. The proposed removal of the elements will very likely produce additional information.

5.1 EXTENT OF WHARF

Elements of the Wharf may be found along the length of the bank of the Creek on this allotment. The core of the Wharf may be found at The Entrance Road, or east, end of the allotment and this probably represents the first and main part of the Wharf. Two outrigger beams were found toward the west end of the allotment and may represent an additional wharf facility, possibly in the case more than one boat needing to use the area at one time.

Core of Wharf at the east end: 13.150 m

West end remains (two outriggers): 15.500 m

Space between the two remains: 22.700 m

Total length of Wharf remains: 51.350 m

5.2 CONDITION OF WHARF

Of the original main core of the Wharf it is estimated that less than 20% of the original elements of the Wharf survive. Of the original elements, only about two are fairly intact.

Although the buried sections of the timbers can be expected to be reasonably well preserved, the exposed timbers show signs of advanced decay and (marine) borer attack, some of the exposed timbers retaining less than 50% of their original bulk. The underside of all the timbers, where most frequently submerged, show the greatest signs of deterioration. The three large timbers parallel to the bank all show signs of having shifted to some degree.

All the timbers have been considerably undermined and are largely held in place by Casuarina glauca roots.

5.3 WHARF ELEMENTS (SEE PLAN OF ENUMERATED ELEMENTS)

East End of Lot 7

The following numbering system, used to describe the elements of the Wharf, should also be used when the timbers are removed during the preparation work for the construction of the levee bank. The labels used should be of plastic or metal and the string of fishing line to prevent rotting.

(1) Outrigger squared beam, 290mm by 290mm approximately, set firmly into the bank and secured by a number of stones (12). This was one of probably four such beams holding up the deck of the Wharf, two others survive, (2) and (3) and are or were similar to the ones at the west end of the site, (4) and (5).

The water end, or termination, of the timber is squared off, indicating that was the original edge of the wharf, as confirmed by (2) where a fragment of the squared off termination survives. A rusted bolt survives at the water end of the beam, approximately 200mm from the termination. This bolt secured the outer edge decking timber of the wharf. The bolt at (2) has survived in better condition and the length indicates (when straightened out) that it secured an edge timber about 290mm thick: this approximates the width of beam (9) and the west end of (7) which the outrigger beams once supported.

A small timber (6), about 150mm wide and 50mm thick, was nailed on the upper surface of the beam at the bank end: this appears to have been a measure to chock up a decking timber of insufficient thickness.

As far as can be traced into the bank, the beam measures 474mm. The underside to present creek bed measures only 340mm because of silting and rubble falling out of the eroding bank.

NOTE: a hypothetical outrigger beam existed between (1) and (2) because the ends of two of the decking, or parallel to bank, timbers have no support under them).

PIERS: No trace of piers were found but such may have existed. It was evident that timber within the high tide level were the first to decay. Piers, or fenders, further out were said to have existed at some stage, (pers. comm. Garry Noble).

(2) Outrigger beam of similar size and function as (1), as revealed in the bank and by the exposed lower part of the bolt. The bolt (11) is best preserved here though bent at the top. The full upper length could be measured. The beam has rotted away along the lower half exposing the lower length of the bolt. A quarter of the upper half has also gone. Less than a quarter the bulk of the original timber survives, as exposed.

(3) Outrigger beam but has lost its original shape and bolt as seen at (1) and (2). Some time ago the beam was hit by a boat (pers. comm. Garry Noble).

(4) West End of Lot 7. Outrigger beam, related to (5), appears to be part of a smaller wharf to the west end of lot 7. Probably once similar to the other beams (1) to (3). The beam has lost much of its shape and even has Casuarina glauca runners along the upper side. This beam is located 22.700m further up stream from the main wharf remains

(5) Outrigger beam related to (4) but has not lost its squared shape. Similar to (1). This beam and (4) Appear to be part of a smaller wharf, though difficult to say because there may have been other outrigger beams long gone. The length of this feature [(4) and (5)] is 15.500m.

(6) East End of Lot 7. A small timber attached to the upper surface of beam (1) centrally positioned leaving a margin to either side of approximately 60-80mm.

As survives, it measures about 150mm wide and 50mm thick, the length is not known because it continues into the bank.

This timber functioned as a chock, to make up for a lack of thickness in the decking timber once positioned over it.

(7) A large log situated between (1) and (9) and on the Creek side of (8) running parallel to the bank. The log appears to have served the same function as (9).

Approximately 5.700m long, the east end measures 490mm by 370mm, depending on where the measurement is taken. The west end, 370mm by 270mm maximum, though is partly rotted. It is clearly an undressed trunk, not modified by squaring (though one side may have been adzed or cut to make the log rest better on the ground but the flatness may have been due to rotting). The east end of the log is cut at two angles, revealing how the original tree was felled, and represents the lower end of the trunk. The log tapers toward the west end where the termination is cut nearly straight.

From the log's context, it is evident that it has shifted from its original position once in line with log (9). Undermining may have caused it to roll over and forward toward the Creek. The log settled at least 200mm lower than its original position.

The function of this log and (9) seems to have been to anchor the wharf against the bank as a sort of counter balance weight. The logs were likely to have been largely hidden originally.

The logs rested in part on a bed of shale (15), building rubble and in places colourful pebbles (16), sandstone (14) and a type of slag (13). The 'slag' may be due to something apart from a furnace: there is a high iron content which has become redeposited over a clay material and a mixture of small stones and ash. The jagged appearance is due to the action of water as it undermined the timbers.

(8) This appears to have been a squared beam and may be the only timber left representing the deck as once seen. Unfortunately the exposed part is so worn by decay and the action of water that only a fraction of its original bulk, as seen, survives. The remainder rests buried on the bank-side of log (1): it seems that the log (1) has rolled over this timber and rested on the Creek side of it. This will need to be checked when the timbers are removed during the proposed levee bank work.

(9) This log had a similar function to (7) but is smaller in circumference. The two logs originally butted each other, end to end but this log is probably still in its original position. An outrigger beam hypothetically existed where the two logs butted, for such a joint would in theory need support. The logs now overlap by about 150mm due to the shifting of (7).

Only about 4.600m of this log has survived, the west termination clearly indicates a break. The log may have extended to outrigger beam (3) originally. The base of the log has decayed, a minimum diameter of 190mm is indicated. This log has lost at least 50% of its original bulk.

(10) This represents a bolt about 200mm from the termination of outrigger beam (1) and is positioned closer to the west edge of the beam. Although the bolt has lost its upper end, its full length can be calculated from bolt (11) in outrigger beam (2).

The function of the bolts at the termination of the outrigger beams appears to have been to secure the edge of the decking structure of the wharf, judging by (11) the timber would have been about 290mm thick. The bolt had a diameter of about 25mm.

(11) This bolt is found near the termination of outrigger beam (2) and is similarly positioned to (10). The lower emerging part of the bolt recalls the missing lower half of beam (2). The upper emerging part of the bolt, though corroded and bent, provides us with enough information to reconstruct the original dimensions of the two surviving bolts.

The bolts were originally about 580mm long and 25mm diameter. The head, or top, of the bolts appear to have been flat topped and countersunk. However, the resemblance of a countersunk head may have been due to the hammering received when lodged into the timber.

(12) Sandstone pieces used to wedge and secure outrigger beams into the bank. The sandstone is not naturally occurring in that form in the immediate vicinity, so is likely to have had the same source as the sandstone seen along both sides of the Creek; apparently dumped there as ballast from timber carrying vessels.

(13) Slag, conglomerations of iron, coke, stone, clay etc., used as part of the bedding for log (7) and probably shifted from higher up when the log collapsed. The deposit may not be slag in the strict sense but could have been an iron-based deposition which fused with the surrounding materials as the iron was redeposited. This deposit shouold be examined when the logs are removed and samples taken.

(14) Sandstone pieces as found along the Creek edges, not used as wedging. See (12). Some of these pieces now hold up the remaining timbers of the Wharf, seen because of the undermining. Some of the pieces are clearly spoils from a quarry yard (old Gosford Quarry?).

(15) Pieces of thick dark grey shale, almost glassy (due to volcanic activity?) and a sort of heavy ironstone appear to have been used as bedding along all sections of the Wharf. Some pieces contain fossils. These types of stone are often associated with coal mining, so may have originated as ballast from Newcastle.

(16) Although building materials are found all along the creek edge, most are very modern. This number represents the earlier materials found under the timbers of the Wharf. An earlyish sandstock brick was noted. There is also a deposit of coloured pebbles on the east side of outrigger beam (1).

(17) The Bank. This number represents the bank now partially over the remaining timbers of the Wharf to a height of about 480-500mm (varies). The build-up represents about fourty years or less of building activity, soil and rubble dumping and the deposition of silt and debris from periodic flooding. The deposits have been consolidated by the tree roots of the native tree, Casuarina glauca. In some places build-up of over 300mm can be seen above various plastic items. Recent bulldozing has pushed soil and rubble against the bank.

(18) Recent bulldozing of Lot 7, close to the site of the Wharf, has uncovered an untidy line of sandstone pieces. The deposit could be incidental but may define an area of fill, a path or edge of some sort. Though probably not of significance, this feature should be watched during work on the proposed levee bank.

6.0 RELATED SITES OF HERITAGE SIGNIFICANCE NOT PREVIOUSLY LISTED

In the course of this study a number of related sights were brought to light, in most cases they are below ground archaeological sites with, in some cases, surviving landscape features (such as creek banks).

(A) THE FIRST KNOWN PUBLIC WHARF

This site is located at the end of Lingi Street. The wharf is clearly marked as Erina Wharf on the 1886 'Gosford Model Farms' poster by Boyd and King of 96 Pitt Street, Sydney (Gosford Times supplement). The Creek is not accurately depicted in the 1886 poster. The location is confirmed in Boyd and King's 'Erina Township' subdivision poster of 1885, being at the water end of what is today known as Lingi Street. The Parish Map of Kincumber (16th Edition) shows Lingi Street but with a different name, 'Wharf Street'. The wharf was also called the Erina Steamboat Wharf.

The 'Gosford Model Farms' booklet of 1885 depicts (page 11 of the republished booklet) the wharf, a huge log with steps leading to the water and steps leading to what must have been a store, on a rubble stone footing. A timber house with skillion is to be seen behind. The view is taken from the north-east. A more distant view is to be found on page 34 of the booklet.

The earliest direct reference I have found dates to 1864, when a (proper) road leading from Gosford was constructed to it. There are references to an earlier constructed road. There is every likelihood that this spot had been used as a landing place since the 1820s, the days of Willoughby Bean and the Donnisons because of the need to send off produce and later, timber etc. The site was probably developed by the Donnisons because of the location of their farmstead and the natural easy slope from the creek to the land. It is possible that the wharf may have been upgraded soon after 1885, as there is some evidence that the Model Farms wharf was by 1886. When it was abandoned is not yet known. The reason for abandonment might have been due to silting or because of the increasing improvements to The Entrance Road which the construction of the Erina bridge (replacing the punt further downstream) must have encouraged.

The archaeology of this site is very likely intact, despite the construction of a huge levee bank in recent years (and other services nearby). Probable remains should include: the stone footings of the store; the footings of the house; a long-drop, or privy, pit; ashpits etc.

(B) DONNISON'S HOMESTEAD SITE

There is a fair amount of documentation regarding Donnison's from the days when he had his own store, huts for his staff and government servants, stockyards etc. The comments on his house range from stone house to small cottage. The homestead depicted in the Model Farms booklet (page 15) may have been Donnison's. The 'mammoth' orange trees lionized in the booklet of 1885 must have been a good forty or fifty years old, hence originally planted in the 1830s or 1840s, suggesting a long period of occupation.

The house and enclosed block is indicated on the 'Erina Township' subdivision plan, allowing for a fairly accurate estimate of location, not far north-west from the corner of Barralong and The Entrance Roads. The site is an archaeological site of: footings, burned structures(1837), ashpit and privy pits etc. It is not known how well the site has survived modern development.

(D) MODEL FARM, OR CHERTSEY, WHARF

In the 1885 Model Farms promotion booklet, an illustration depicts the wharf as a natural bank with a timber nailed to an old stump. However in the Gosford Times of February 1886 an article describes the wharf as 'a small platform of red gum logs'; possibly a development after the illustration was made (late?) in 1885. The wharf is indicated in the same posters as for (A).

The site was never developed and the scenery there today is not hugely different to that of the 1880s. In 1886 there was a refreshment 'bower' where people could take shelter from the rain, about fifty yards from the wharf.

(E) BOATBUILDING SITES

These are indicated on the promotional 'Erina Township' poster of 1885 and depicted in the Model Farms booklet (page 34). One was located at the termination of Barralong Street, on the south side; the other across the Creek, a little further downstream. One of these appears to have been associated with the Donnisons at an early stage. Boatbuilding also occurred at the Pioneer Sawmill.

(F) TIMBER MILLING SITES

One of the later mills, Pioneer Sawmills, is well documented. But there were several very early sites not yet documented.

BIBLIOGRAPHY

Only those books which were directly consulted are listed here. The parameters of the commission and time constraints regarding the commencement of the levee bank necessarily curtailed the scope of the research. Sufficient research was done, particularly in the analysis of maps and illustrative material, for the immediate needs of the commission. It is expected that issues raised in this report might lead to further research, most importantly in regard to related sites in the district such as the Donnison's homestead complex which may date back to 1831, the various ship building yards and timber mills.

Dundon, G. More Old Gosford and District in Pictures. Gosford. 1978.

Dundon, G. The Third Old Gosford and District in Pictures. Gosford. 1980.

Strom, Beryl and Allen. Gosford District Historical Research Association. 'Gosford Model Farms' 1885: A Review 1885: A Review. Gosford. 1981.

Sainty, M.R. and Johnson, K.A. Census of New South Wales: November 1828. Library of Australian History, Sydney. 1980

Swancott, C. Blue Gum Flat to Budgewoi. 1963.

Swancott, C. The Brisbane Water Story. 1961

Swancott, C. Gosford and the Kendall Country. 1966.

Swancott, C. Highlights of Central Coast History. ca 1972.

Suggested Further Research

The records of Erina Shire Council, 1906/1907-1936 (Gosford Municipality) -1946; the 1864 plan; surveyors' records, Archives Office of NSW. Material covered by eminent historian Charles Swancott should be reviewed: Brisbane Water Tickets of Leave, 1827-1841; Brisbane Water Letter Book, 1835-1838; Brisbane Water Depositions, 1841-1855; Brisbane Water Letter Book, 1838-1846; Gosford Letter Book, 1846-1874; Depositions, 1855-1872; and Day Book, 1861-1881.

Return

Erina

ARCHAEOLOGICAL ASSESSMENT ERINA CREEK WHARF SITE

CONCLUDING REPORT

BY DR ROBERT V J VARMAN

ARCHAEOLOGIST/HERITAGE CONSULTANT

FOR GOSFORD CITY COUNCIL

SITE WORK; OCTOBER-DECEMBER 1996: REPORT; FEBRUARY 1997

TABLE OF C O N T E N T S

INTRODUCTION....................................................................1

EXECUTIVE SUMMARY........................................................4

STATEMENT OF SIGNIFICANCE............................................5

SITE HISTORY.......................................................................6

RESEARCH RECOMMENDATIONS.........................................8

SITE ELEMENTS..................................................................10

DESCRIPTION OF WHARF ELEMENTS.................................12

STRATIGRAPHY..................................................................29

SITE JOURNAL....................................................................30

ACKNOWLEDGEMENTS.......................................................35

METHODOLOGY..................................................................35

BIBLIOGRAPHY....................................................................36

APPENDICES.......................................................................37

FOR SITE PHASING 1820S - WORLD WAR II SEE AUGUST 1996 REPORT

1.0 INTRODUCTION

1.1 PREFACE

The previous report, of August 1, 1996, was commissioned in order to investigate and assess the Erina Wharf remains located on lot 7 SP 42059, No 207, on the corner of The Entrance Road and Bonnal Road. This report is the consequence of physical work undertaken at the site during October 1996 by Gosford City Council, required under the Heritage Act of New South Wales (1977) and the Section 140, approved by the Heritage Office on September 12, 1996.

This report should be read in conjunction with my report Archaeological Assessment: Erina Creek Wharf Site, Erina of August 1996.

The site work involved the removal of soil, fill and wharf remains to a little under high tide mark. This task was executed largely through mechanical means by men highly skilled in such work, the finer work around the timbers was done by spade. It is to the credit of the team working at the site that the results were as good as if the site had been excavated by a team of archaeologists.

The work on the construction of the levee bank began on October 23, 1996 and continued for some time after. This report presents the results of the site excavations and the recovery of timbers and artefacts.

The recovered timbers have been stored on site. Under the conditions of the Section 140, the applicant (in this case the author of this report) becomes responsible for the recovered items. The timbers are to be reused on site, any remaining timbers are to be buried on site.

1.2 EXECUTIVE SUMMARY

As expected, the buried portions of the timbers were found to be in near-perfect condition, though not as extensive as initially anticipated. The timbers were set on top of layers of pre-existing fill of dredged creek sand, sandstone ballast and an upper layer of coal and shale, with artefacts which could not be earlier than the 1890s and more likely later. In consideration of all the evidence, a construction date of around World War I to about 1920 is suggested with a bias for a later date rather than an earlier one.

The dredged fill over and around the timbers are near contemporary with the fill below. Representative stratigraphy still survives on site, but all timbers which were part of the wharf have been removed. The timbers recovered will be coupled (non-bearing) with new timbers in a new wharf arrangement on the site. Surplus timbers will be buried in the vicinity. A couple of the better preserved timbers may be used indoors as part of the new development. Tests conducted on the timber suggest, to date, that the solid parts of the timbers are stable and sound.

The extensive fill deposits reveal that the creek was once much wider than at present. The depth of the fill was found to extend below the present low tide mark, so the reclaimed area was more than just mud flats. There remains the possibility that there was an intermediate period Erina Wharf (built after the Lingi Street wharf was closed and before the present site was established.

Gosford City Council has fulfilled its obligations in regard to the Heritage Act of New South Wales (NSW) and the Section 140 specifically prepared for the site. Under the terms of the Section 140, the applicant became responsible for the recovered items, though Gosford City Council will no doubt take a keen interest in the future of them and the site.

The wharf remains are proof that the creek water and the conditions created by it are very deleterious to untreated timber. The exposed sections of the timber which were just above general high tide were the best preserved. This explains why no posts, or pylons, have survived.

1.5 STATEMENT OF SIGNIFICANCE

Since October the significance of the site has diminished by the removal of the timbers from their original positions. However, a good portion of the stratigraphy is still represented on site and it is known that a few timbers and artefact debris associated with the construction phase of the wharf (but not part of it) has survived further in from the creek. The recovered timbers will be reused on site.

The Erina Public Wharf site is of high local significance due to its past rôle in river transport, a focus for community life and commerce before the era of universal vehicular transport.

The timbers are rare survivals of the timber-getting phase of the history of the Central Coast area and are a testimony to the past flora of the district and the timber-getters who opened up the area for later development.

2.0 SITE HISTORY

2.1 DATING THE WHARF

The wharf context and site history is to be found in the August 1996 Erina Wharf report under the Phasing section, pages 13 to 22. The excavations and some new information found by Mrs Beryl Strom have enriched our knowledge of the site but we still do not know the exact date of construction.

The site, represents the second known public wharf of the Erina district, though there is some room to suspect that an intermediate wharf site may have been involved. The wharf location at the corner of the Entrance Road and Bonnal Road indicates that road access to Erina was merging in importance with river transport at the time of construction.

Artefacts in the form of broken pieces of an unglazed chimney pot, were found under and at the sides of Outrigger beam 1. These artefacts must be contemporary with the levelling of the site, installation of the timbers and dumping of the dredged Creek sand. As there was no soot or signs of weathering on the chimney pot, it is assumed that the pot was broken before it was ever used. The pot probably broke during off-loading from a boat. Unglazed chimney pots of that style belong to the 1890s to 1920s period but more commonly from the turn of the Century in urban areas.

As the upper fill is contemporary with the wharf construction, material found in it must also be contemporary unless there are signs of creek water or dredging damage. Diagnostic items originating from the fill deposits were rare. However, one bottle found, an entire 'torpedo' bottle, had the following embossed letters on it:

"Starkey's 140 Phillip St Sydney" (cordial manufacturers).

Starkey's (Ltd) was listed in the trade directories of the time as being in Phillip Street between around 1912 and 1930 with a factory at Redfern and later?, Stanmore. Though with a Sydney address on the bottle, the bottle was almost certainly made in England. Torpedo bottles, or Hamilton patent designs had been registered as early as the 1790s in England. The decline in popularity was gradual, though falling out of favour in Australia between 1900 and World War I; the rounded base meant that the bottle could not be placed on a flat surface without a special holder. The bottle can be fairly safely dated to the earlier part of the 1912-1930 period, though may not have been discarded immediately.

Other fragments of bottles could be dated between the turn of the century to about the 1920s. One needs to be careful when dating bottles because some designs were so popular that they remained unchanged for decades. In consideration of the various items recovered, a safe date of around World War I and circa 1920 is indicated.

Material of a later date was found higher in the stratigraphy, probably from the days when the site was still used as a wharf. There was some evidence of site activity around World War II, as testified by a beer bottle base with the date '1942'. The surface deposits were mainly of building materials and modern food containers.

Another substantial outcome of the examination of the stratigraphy of the site is that the greater part of it is reclaimed land. The fill is mostly dredged sand and sandstone ballast (signs of shellfish on the stones) with a thick layer of shale and coal-like material sandwiched between the dredged material. The fill continued well below low tide level, indicating that the bend of the creek was once considerably wider than it is now.

Mrs Beryl Strom, historian, with outrigger beams. illustration

Illustration requires reformatting

2.2 FURTHER RESEARCH RECOMMENDATIONS

*As heritage protection is a requirement of law for items registered under the Heritage Act of New South Wales, Councils are often obliged to have areas assessed before projected works commence. Often source documents are difficult to obtain because they are scattered over many institutions in various locations (Archives Office of New South Wales, Mitchell Library, Lands Department etc). It would be a worthy project to begin to bring together copies of documents relating to the Gosford district in one place: maps, land grant documents, aerial photographs would be a good beginning.

*Future research should involve the nearby the Pioneer Sawmills wharf which is within sight of Erina Wharf, several outrigger timbers still survive there.

*The name 'Woodport' should also be researched to see if the name had wider application than is thought, perhaps as in a Woodport wharf.

*A plan found by Mrs Beryl Strom, historian, showed a wharf site on a bend closer to the main road. This may simply have been a 'guestimate' on the part of the map-maker. Considering the evidence that the creek bend was once much wider and the 'present' wharf built on top of the fill, it might yield evidence of a former intermediate period wharf; that is, a wharf built after the first Erina Wharf at Lingi Street (once called Wharf Street) and before the present one under study.

3.0 SITE ELEMENTS UNCOVERED

3.1 WHARF REMAINS AT THE CORNER OF THE ENTRANCE ROAD AND BONNAL ROAD

In the August 1996 report, elements of the Wharf remains were examined and numbered to produce the descriptions under this heading. The August descriptions are retained to aid understanding and the additional information added below each feature.

Illustration requires reformatting

Above. Views of the Wharf from the east looking west-ward. Photograph taken on October 23, 1996.

3.2 EXTENT OF WHARF

August 1996

Core of Wharf at the east end: 13.150 m

West end remains (two outriggers): 15.500 m

Space between the two remains: 22.700 m

Total length of Wharf remains: 51.350 m

October 1996

No evidence was found to suggest that the wharf area was any larger. The east end began with outrigger beam 1. The core of the wharf remained as recorded August. Timber was found, as abandoned, before the second layer of fill was added to the site to secure the wharf timbers.

The spacing of the timbers westward from the east-end core area suggests that:

(a) There was a continuous simple platform, or deck, supported by the outrigger beams, from the core wharf. This would allow materials and supplies to be off-loaded away from where the passengers were.

(b) The outrigger beams westward of the core wharf were actually to steady large poles, onto which boats could be moored, rather than decking supports. The uneven spacing of the outriggers may support this theory.

3.3 WHARF ELEMENTS

East End of Lot 7

The following numbering system, used to describe the elements of the Wharf, has been expanded to include the new timbers found during the October excavation.

3.3 (1) Outrigger Beam

August 1996

Outrigger squared beam, 290mm by 290mm approximately, set firmly into the bank and secured by a number of stones (12). This was one of probably four such beams holding up the deck of the Wharf, two others survive, (2) and (3) and are or were similar to the ones at the west end of the site, (4) and (5).

As far as can be traced into the bank, the beam measures 474mm. The underside to present creek bed measures only 340mm because of silting and rubble falling out of the eroding bank.

NOTE: a hypothetical outrigger beam existed between (1) and (2) because the ends of two of the decking, or parallel to bank, timbers have no support under them).

October 1996

When uncovered, this outrigger beam was found to be 2.160m long. The breadth and width was 280mm by 280mm. This beam and beam (2) are the only outriggers to have survived where their full original length could be measured.

The buried part of the timber was found to be in an excellent state of preservation. The fill evidently protected the timber from the effects of creek water and air.

The beam rested on fill originating as Creek dredging with a thin surface layer of coal and shale, the products of the (Newcastle) coalfields. A thicker deposit of the latter was found at the north end of the beam. The stones used to secure the beam along the sides were of sandstone retrieved from the Creek during the dredging for fill. Of particular significance was when fragments of the terracotta chimney pot were found underneath the beam when it was shifted. These were parts of the same pot fragments found next to the beam in August.

This beam represented the eastern termination of the wharf.

No evidence of the hypothetical outrigger beam was found between this beam and that of beam (2).

Illustration requires reformatting Above. East end of Wharf complex, showing beam (2), log (9).

3.3 (2) Outrigger Beam

August 1996

Outrigger beam of similar size and function as (1), as revealed in the bank and by the exposed lower part of the bolt. The bolt (11) is best preserved here though bent at the top. The full upper length could be measured. The beam has rotted away along the lower half exposing the lower length of the bolt. A quarter of the upper half has also gone. Less than a quarter the bulk of the original timber survives, as exposed.

October 1996

The beam was found to be well preserved where protected by the fill deposit. It measured 2.880m long, which represents its original length because part of the south end (Creek side) termination had survived. Only this beam and Beam (1) have survived with indications of their original length.

The difference in length, about 720mm, has no significance in terms of function: it shows that the construction was fairly make-do with material at hand. The width and breadth (sides) also showed great variation, in this case 400mm by 250mm, the beam rested on its wider edge.

No other nailing or fastenings were found on any of the outrigger beams.

Illustration requires reformatting Outrigger beam (3) in position after the removal of the fill deposit. View from the east side. The exposed section was found to be highly deteriorated but the buried section was in near-perfect condition.

3.3 (3) Outrigger Beam

August 1996

Outrigger beam but has lost its original shape and bolt as seen at (1) and (2). Some time ago the beam was hit by a boat (pers. comm. Garry Noble).

October 1996

Despite the fact that the south, or Creek, end of this beam was rotten and damaged, this beam is longer than the two complete ones. The beam was found to be 3.020m long, and the sides 400mm by 300mm. The beam also rested on its wider side.

As with (1) and (2), the buried section of the timber was found to be in near-perfect condition.

3.3 (4) Outrigger Beam. West Half of Site.

August 1996

Outrigger beam, related to (5), appears to be part of a smaller wharf to the west end of lot 7. Probably once similar to the other beams (1) to (3). The beam has lost much of its shape and even has Casuarina glauca runners along the upper side. This beam is located 22.700m further up stream from the main wharf remains

October 1996

This beam was different to all the other outrigger beams in that it was round-sectioned rather than squarish. The timber was also badly preserved, even the buried section. It was located 2.330m west of outrigger beam (23).

The shape, state of preservation and close location to (22) suggest that it may have been introduced at a later stage. The poor preservation may be due to the type of timber used (not determined) but perhaps more so to having been dug in after the fill had been laid down, providing less protection to the wood.

3.3 (5) Outrigger Beam. West Termination of Site.

August 1996

Outrigger beam related to (4) but has not lost its squared shape. Similar to (1). This beam and (4) Appear to be part of a smaller wharf, though difficult to say because there may have been other outrigger beams long gone. The length of this feature [(4) and (5)] is 15.500m.

October 1996

This outrigger beam was well preserved and represents the western termination of the wharf complex. It is still up to debate whether the outriggers west of (3) represent a continuation of the main wharf for off-loading heavy cargo or if the outriggers were supports for a series of poles where boats were moored. The newly found outriggers (22) and (23) discount the theory that a smaller wharf may have existed at the western end.

3.3 (6) Small Timber Associated with (1)

August 1996

A small timber attached to the upper surface of beam (1) centrally positioned leaving a margin to either side of approximately 60-80mm.

As survives, it measures about 150mm wide and 50mm thick, the length is not known because it continues into the bank.

This timber functioned as a chock, to make up for a lack of thickness in the decking timber once positioned over it.

October 1996

Surprisingly, this thick plank-like timber turned out to be 1.300m long. The bulk of it was under fill rather than under a timber. It is possible

that it was intended as a chock but may have shifted during construction. Another interpretation might be that it was simpler not to trim the timber and was meant only to raise the height of timbers (7) and (8).

3.3 (7) Retaining or Counterweight Log

August 1996

A large log situated between (1) and (9) and on the Creek side of (8) running parallel to the bank. The log appears to have served the same function as (9).

The function of this log and (9) seems to have been to anchor the wharf against the bank as a sort of counter balance weight. The logs were likely to have been largely hidden originally.

October 1996

As most parts of this log could be seen before the October work, little else was noted when it was lifted from its former site. Although it may have retained the fill behind it, it may also have served as a counter- weight for the heavy overhanging timbers of the wharf. The latter interpretation may explain the shortness of the outrigger beams.

3.3 (8) Decking Timber.

August 1996

This appears to have been a squared beam and may be the only timber left representing the deck as once seen. Unfortunately the exposed part is so worn by decay and the action of water that only a fraction of its original bulk, as seen, survives. The remainder rests buried on the bank-side of log (1): it seems that the log (1) has rolled over this timber and rested on the Creek side of it. This will need to be checked when the timbers are removed during the proposed levee bank work.

October 1996

Although the west end of this timber had rotted away, the timber still measured a length of 6.010m. The breadth and width measured 225mm by 170mm at the east end where it had been well preserved. Although thick for decking, it approximates the thickness of the planks seen on some old wooden bridges. The buried timber (20), although the sides measuring 300mm by 120mm-300mm, may have been intended for the same purpose but was never needed.

3.3 (9) Retaining or Counterweight Log.

August 1996

This log had a similar function to (7) but is smaller in circumference. The two logs originally butted each other, end to end but this log is probably still in its original position. An outrigger beam hypothetically existed where the two logs butted, for such a joint would in theory need support. The logs now overlap by about 150mm due to the shifting of (7).

October 1996

No new data emerged when this log was removed. It had a similar function to log (8).

3.3 (10) BOLT

August 1996

This represents a bolt about 200mm from the termination of outrigger beam (1) and is positioned closer to the west edge of the beam. Although the bolt has lost its upper end, its full length can be calculated from bolt (11) in outrigger beam (2).

October 1996

No other bolts or metal fasteners were found on site, not even the remains of a nail. Nails are one of the best age indicators.

3.3 (11) BOLT

August 1996

This bolt is found near the termination of outrigger beam (2) and is similarly positioned to (10). The lower emerging part of the bolt recalls the missing lower half of beam (2). The upper emerging part of the bolt, though corroded and bent, provides us with enough information to reconstruct the original dimensions of the two surviving bolts.

October 1996

No new information. See (10).

3.3 (12) Sandstone Used to Wedge Timbers.

August 1996

Sandstone pieces used to wedge and secure outrigger beams into the bank. The sandstone is not naturally occurring in that form in the immediate vicinity, so is likely to have had the same source as the sandstone seen along both sides of the Creek; apparently dumped there as ballast from timber carrying vessels.

3.3 (13) SLAG

August 1996

Slag, conglomerations of iron, coke, stone, clay etc., used as part of the bedding for log (7) and probably shifted from higher up when the log collapsed. The deposit may not be slag in the strict sense but could have been an iron-based deposition which fused with the surrounding materials as the iron was redeposited. This deposit should be examined when the logs are removed and samples taken.

October 1996

This was found to be a localized phenomenon when the coal, shale etc., merged with some rusting metal objects under the timber. This conglomeration was in direct contact with the Creek water, resulting in the appearance of slag.

3.3 (14) Sandstone Ballast

August 1996

Sandstone pieces as found along the Creek edges, not used as wedging. See (12). Some of these pieces now hold up the remaining timbers of the Wharf, seen because of the undermining. Some of the pieces are clearly spoils from a quarry yard (old Gosford Quarry?).

October 1996

Proof was found that the sandstone in the fill deposit came from the creek. When the Creek was dredged the stone came up with the sand and was deposited on the land together. The stone is typically multifaceted, not normally as seen in nature. Some specimens show signs of smoothing and cutting, in short the stone is a waste product of a quarry where quarrying and shaping takes place.

The scenario goes something like the following. The boats to transport timber were designed to take very heavy loads, when the timber was taken out at Gosford for the local market or for further transport up or down the coast, the boats rose high out of the water. To stabilize the boats, ballast was loaded in for the return trip. Logically the stone would have come from the old Gosford quarry. Some boats were sailed direct to the bigger ports such as Newcastle (accounting for the shale, coal-like material, even fossil stone--all found near seams of good coal but useless commercially). The boat would return to Erina Creek for another load of timber. The ballast was thrown along the banks of the Creek to make room for the timber but a lot of the ballast material ended up in the Creek through carelessness or after a heavy storm.

The proof that the stone found in the dredged fill came from the Creek is that several of the stones still had the remains of shellfish over the surface. A large flattish type of oyster was common once.

3.3 (15) Coal Mining Spoils

August 1996

Pieces of thick dark grey shale, almost glassy (due to volcanic activity?) and a sort of heavy ironstone appear to have been used as bedding along all sections of the Wharf. Some pieces contain fossils. These types of stone are often associated with coal mining, so may have originated as ballast from Newcastle.

October 1996

Curiously, the fossil material was found mostly along the edge of the Creek, though the shale and smaller pieces were part of a deposit that was thicker in some places (east end) than in other places. It is possible that the larger pieces were left for the out side when the material was dumped on the site.

3.3 (16) Building Material

August 1996

Although building materials are found all along the creek edge, most are very modern. This number represents the earlier materials found under the timbers of the Wharf. An earlyish sandstock brick was noted. There is also a deposit of coloured pebbles on the east side of outrigger beam (1).

October 1996

No diagnostic materials turned up in the fill deposits, except for pieces of brick from the dry-press process. The latter material has a broad date between the 1870s and 1980s....

3.3 (17) The Bank

August 1996

This number represents the bank now partially over the remaining timbers of the Wharf to a height of about 480-500mm (varies). The build-up represents about forty years or less of building activity, soil and rubble dumping and the deposition of silt and debris from periodic flooding. The deposits have been consolidated by the tree roots of the native tree, Casuarina glauca. In some places build-up of over 300mm can be seen above various plastic items. Recent bulldozing has pushed soil and rubble against the bank.

October 1996

The deposit was found to be a surface deposit of only about 300mm thick. Below that began the fill layer contemporary with the building of the wharf.

3.3 (18) Small Line of Stone

August 1996

Recent bulldozing of Lot 7, close to the site of the Wharf, has uncovered an untidy line of sandstone pieces. The deposit could be incidental but may define an area of fill, a path or edge of some sort. Though probably not of significance, this feature should be watched during work on the proposed levee bank.

October 1996

This turned out to be an incidental localized feature. The line was found not to extend further.

Illustration requires reformatting Above. Discarded decking beam (19) found at the base of the upper fill layer. Note outrigger beam (3) next to the creek. Timber off-cuts (19A) found on both sides of (19). Boat repair or building site? View from north.

3.3 (19) Decking Timber

This timber was unearthed when the fill was being removed from beam (3). The timber was roughly in line with (3) and set back from it a little way. The timber turned out to be 4.445m long and the sides 300mm by (varying between) 120mm and 150mm. It is thought that it could have been intended as a decking timber but ended up being surplus to need.

Another interpretation is that it could have been the runner for a boat being built or being repaired. The timber was found with a slope toward the Creek. On either sides of the timber were found lengths of timber off-cuts, some of which rested near the base of the main timber and sloped upwards at an angle. More off-cuts were found nearby, also at various angles. The off-cuts would have acted as stays while work was going on about the hypothetical boat.

Whatever the interpretation, it is clear that this section was not filled in at the same time as the area surrounding it, otherwise the off-cuts would not have been found at angles. The torpedo bottle was found near to this feature.

The remarkable feature of this timber was its state of preservation, almost in mint condition. This timber may be used in the interior of the new development but should not be cut up in any way.

3.3 (19A) Timber Off-cuts

This number is used to represent the timber off-cuts. Though most were not in a very good state of preservation, the following were measured:

1.700m by 140mm by 80mm.

1.800m by 205mm by 110mm.

2.770m by 185mm by 130mm.

The latter timber may have had a different function being longer than the others. At one end there was a loop or broken mortise of some sort, though the feature could be explained by a natural timber 'knot' which had fallen out.

3.3 (20) Sleepers

Several sleepers turned up in the fill which may explain the process of work on the site. It seems that the fill was extended to the line of work during the construction of the wharf. The sleepers were left along the temporary bank created by the fill. When the wharf footings were completed, fill was deposited over the remaining area with the sleepers still in place. The sleepers were probably off-cuts also, two cross-sections were measured; 210mm by 70mm and 280mm by 100mm.

3.3 (21) PVC Drain Pipe

This was recorded as a site feature because it was the only one likely to remain in situ during the construction of the levee wall. It was located 6.050m from Beam (3) to the east and 1.450m from (22) to the west.

Illustration requires reformatting Outrigger beam (22) with PVC pipe (21) just beyond. This was an unexpected discovery. The beam was almost perfectly preserved. Rocks lined the beam on the other side. View from the west.

3.3 (22) Outrigger Beam

This was a surprise find. The timber was found to be of the same type as (1), (2), (3) and (5). A neat row of stone was found along side it after it had been lifted from its place, a feature which may survive the work on the levee. The timber was fairly well preserved because it was concealed entirely by the fill.

The discovery of this timber, along with (23), has implications on the extent of the wharf precinct, though perhaps not on the nature of the wharf in that area. It could have supported a deck but other evidence is lacking. It may have supported mooring poles.

3.3 (23) Outrigger Beam

This was also an unexpected find. The interpretation of this timber is as for (22). The condition of this beam was not as good as found elsewhere.

Illustration requires reformatting (24)

3.3 (24)

When the overburden was removed a scatter of timber was noticed. The skill in which the timbers were exposed is worthy of note. An archaeological team would be hard challenged to do better. What in effect was exposed was a 'frozen moment'. The timbers were off-cuts and casually scattered in a low pile over the shale/coal fill. They were probably used for odds and ends on site during the construction of the wharf. The pile was preserved by the fill deposited over it when the footings of the wharf was completed.

The 'frozen moment' pile of wood off-cuts which was prefectly preserved under the dredged fill piled over it during the construction of the Wharf. The pile rests on the shale/coal layer. All the wharf timbers were found to rest on the base of this layer. The small stones seen represent shale, probably originating from Newcastle.

4.0 STRATIGRAPHY

The stratigraphy associated with the wharf still survives further out from the Creek. The following is a schematic representation:

surface deposit of building material, heaped top soil and modern rubbish. Casuarina & weeds

0mm-----------------------------------------------------------------------------------------------------------------------

greyish sand built up since the construction of the wharf and later developments.

220mm-300mm (varies)------------------------------------------------------------------------------------------------

a layer of fill dredged from the Creek, composed of Creek sand and sandstone ballast. Some of the sandstone had traces of shellfish remains on them. A dry-press brick. This layer is contemporary with the construction of the wharf.

520mm (varies)-----------------------------------------------------------------------------------------------------------

Coal, anthracite, shale, glassy stone, fossils--a distinct dark layer.

860mm-900mm(varies)---------------------------------(Base of wharf timbers)------------------------------------

Layer of darkish grey sand, washed or dumped onto the site. This layer can be mistaken for a natural creek environment layer.

1000mm-1100mm (approx)---------------------------------------------------------------------------------------------

Fill layer of dredged Creek sand and stone ballast

To a depth well below low tide mark.

Below. Drain excavation near shed showing the typical shale/coal layers sandwiched between the dredged fill layers.

Illustration requires reformatting

5.0 ERINA WHARF SITE JOURNAL

July 23, 1996

Received the Technical Brief, For Archaeological Assessment of 'Old Erina Wharf' Site at Erina from Mr Vic Tysoe, Manager Flooding and Drainage, Gosford City Council, dated July 18, 1996.

July 24, 1996

Initial research on the wharf site. Prepared a submission and fee proposal. Proposal sent to Gosford City Council on the 25th.

July 31, 1996

Received verbal notice from Mr Tysoe that my submission was successful. Official notice in the mail.

August 2, 1996

First site visit to the wharf site on the corner of Bonnal Road and the Entrance Road. The corner block had been bulldozed, except for the corrugated iron shed at the east end. Mainly fairly recent building materials on the surface, bricks, cement, tiles, stone, timber, cement steps, and scrap metal mixed in with modern cultural rubbish. No early deposits disturbed. The block was fenced with a high mesh wire fence. About nine pieces of timber from the wharf could be seen. Along the bank grew Casuarina glauca (Swamp Oak), perhaps about 30 to 40 years old. Just outside to the east of the block and shed was a boat ramp made of various materials. Next to the ramp some native remnant plants. Took photographs and preliminary measurements.

August 11, 1996

Examined the context of the wharf to find the sites of the Model Farm, or Chertsey Wharf and west side of the Creek. Also the stretch of the Creek along Bonnal Road to Lingi Street. Found some well preserved remnants of the natural flora and the site of the first (?) Erina Wharf at the end of Lingi Street. Back to the site for some more recording. Began the writing the report. Fax to Mr Vic Tysoe who phoned the following day to arrange a meeting on site.

August 13, 1996

Meeting on site with Vic Tysoe and Gary Poll at 2.15. The son of the owner, Mr Garry Noble, also joined the meeting (they own(ed) the whole stretch along the Creek to the bend in Bonnal Road). The Nobles plan to build a family hotel on the site. We examined the wharf remains and discussed possibilities. There was no way that the timbers could be saved in situ because of the way the stone had to be set on a firm and deepish footing. Proposed to bury or reuse the timbers on site in a new wharf setting (the old timbers coupled with the new).

August 14 to 16, 1996

Continued on the research, report and plans.

August 18, 1996

Site visit to take some more measurements and collect samples. Several fossils found in relation to a coal dump in the stratigraphy.

August 19, 1996

Completed the illustrations, text and produced three bound copies of the report (42 pages) for Vic Tysoe, Beryl Strom and the Heritage Office.

August 20, 1996

Contacted by Damaris Bairstow of the Heritage Office regarding a technicality. Had been dealing with Cath Snelgrove before this. Delivered report to Gosford City Council. Fax to Vic Tysoe.

August 21, 1996

Prepared a Section 60. Visited Mrs Noble of Matcham for her to sign the Section 60 as owner.

August 26, 1996

Informed by the Heritage Office that we need a Section 140. Prepared the new application and delivered it to Mrs Noble for signing. Sent the following day (and was contacted by Gary Poll. Sent faxes to Gary Poll and Vic Tysoe).

August 28, 1996

Site meeting at 3.30 with Beryl and Allen Strom, Central Coast historians. Very stimulating meeting. New evidence in regard to the land subdivisions and perhaps another wharf site. Found out that the wharf remains are not strictly covered under item 161 (however the Section 140 covers such circumstances-contacted the Heritage Office).

September 12, 1996

Section 140 approved (Damaris Bairstow).

Site visit, met Garry Noble. Work had begun earlier in the day on a drain at the west end of the site, Garry warned them of the heritage restrictions in regard to outrigger No 5. No damage done. Faxed copies of the Section 140 to Vic Tysoe and to Mr Blair.

September 20

All the Casuarinas cut down along the bank except for a small group near the main part of the wharf. Noted that at high tide the water came to within 60mm of the top of outrigger beam 1. The upper 60mm was the best preserved, suggesting that the water encourages rot. The implication is that, were there any supporting piers they would have vanished long ago, though the bases may be preserved in the mud. Gary Noble thought he remembered piers of some sort.

September 30, 1996

Site visit to check the progress. A large square hole dug to the east of the iron shed revealing along the profiles a fill sequence: 0mm-700mm fill of sandstone (sand and clay); 700mm-1000mm then succeeding to a coal/shale deposit, the base seeming like a dark mud; 1000mm-1300mm fill of sandstone again. The rest was obscured due to flooding from a recent storm. More Casuarina felled.

October 21, 1996

Site visit to find that the remaining Casuarinas had been removed except for the stumps, as advised. Long piles of sand and clay piled about four metres from the edge of the Creek. Took photographs. Returned Mr Blair's call in the evening (new grandson) to arrange details regarding the next day.

October 22, 1996

Site supervision from 12.30. The operator of the earth moving equipment carefully removed the soil and tree roots from over the wharf timbers. The work was so skilfully done that not one timber was damaged, despite the tree roots. Two other officers on site co-operated in every respect.

A surprise to all on site was the shortness of the outrigger beams. Where the water did not penetrate the length of the beams, the beams were well preserved. A long, squared, perfectly preserved timber was discovered set well back from the bank: from the thickness and width and length, it appeared to have been one of the decking timbers (matched a very rotted one, timber 8). The timber with some smaller ones criss-crossing it looked as though it had been dumped in a small hollow on the site and then buried. A whole torpedo bottle was found 'Starkey's 140 Phillip St Sydney, probably about 1912 to World War I period. Other fragments of bottles seemed turn of the century to ca 1920. There was some evidence of site activity around World War II (beer bottle base '1942'. A number of railway sleepers were also found in the bank but nothing of a constructional nature.

The stratigraphy was extremely interesting. The logs had been set on the shale and coal layer (overwhelming evidence found the next day). The soil around and above the timbers was very evidently dredgings from the Creek; mainly creek sand and medium sized sandstone pieces, some with the remains of oyster shells attached (hence the conclusion regarding the dredging). Under outrigger 1, another fragment of the terracotta chimney pot was found, suggesting a 'Federation' era date.

Mrs Noble visited the site and took some photographs.

Illustration requires reformatting

October 23, 1996

The operator of the back-end loader is a genius, the earth was so carefully removed along the length of the block along the Creek that no archaeological team could have bettered the work. A group of small timbers at the west end of the site were left as found. It appears that the timbers were discarded on the bed of shale and coal and then the sand and sandstone were dumped over the timbers. It was a case of the perfect 'frozen moment' from the past. The remaining timbers were carefully lifted out and stacked in the shed.

Garry Noble had been on site since the morning and proved invaluable in assisting the back-end loader operator to manoeuvre the logs into the shed for temporary storage (broken nose when one of the timbers flipped up). Garry thought some of the sandstone at the west end of the site were more squared than usual and seemed in some sort of formation. This was more than likely the result of packing stone against one of the timbers. Outrigger beam 3 had been more roughly packed but the outline was very clear once the timber had been lifted out (the impression may well survive the work for future generations to see).

Beryl Strom arrived on the site, as the last few timbers were shifted to the shed, took photographs and inspected the site thoroughly. Later Vic Tysoe and Gary Poll made a site visit, discussed the future plans for the timbers and the hotel construction with Garry Noble.. A 6th form student from Erina High School came to the site as part of a careers program.

-----------------------------------------------------------------------------------------------------

6.1 ACKNOWLEDGEMENTS

My sincere thanks is extended to the representatives of Gosford City Council, especially Mr Vic Tysoe, Mr Gary Poll, Mr Tony Blair and the skilled men who worked on the site for their complete co-operation. It is difficult to image an archaeological team doing a better job of removing the overburden of soil and fill to the base level on which the wharf timbers rested and shifting the timbers carefully to the storage location.

My thanks to Mr Garry Noble who ably assisted in the removal of the timbers, for providing room on the site shed for the temporary storage of the Wharf timbers and for keeping an eye on the site from August to October. Also to Mrs Loren Noble for her co-operation, enthusiasm and for signing the Section 140.

My greatest appreciation must go to Mrs Beryl Strom, historian and Mr Allen Strom, the main authors of the 1981 publication "Gosford Model Farms" 1885: A Review. Mrs Strom shared her knowledge of the area and brought to light several documents which helped fill crucial gaps in the site history. Mr and Mrs Strom visited the site on several occasions.

6.2 METHODOLOGY

The site had been researched under the provisions of the initial commission and the results compared to what actually was found on site. The conclusions were assessed and formed the basis for a Statement of Significance, Recommendations and a section 140 Application (Heritage Council of New South Wales).

The site methodology was to remove the Casuarina at ground level so that greater care might be taken when removing the stumps over the Wharf timbers below. The soil and fill were removed to the upper level of the timbers and then away from the sides. The operator of the front-end loader was so skilled that spade work could be kept at a minimum.

The timbers were recorded, photographed and numbered. The timbers were then carefully lifted out and stored in the nearby shed, without removing excess soil. A representative log fragment was chosen as a 'control': cut in three pieces and placed in an open weather environment, a wet environment and a dry hot-house environment so as to monitor the stability of the timber. (After five months all three samples have shown no appreciable deterioration).

7.0 BIBLIOGRAPHY

Only those books which were directly consulted are listed here. It is hoped that issues raised in this report and the previous report of August 1996, might lead to further research, most importantly in regard to related sites in the district such as the Donnison's homestead complex which may date back to 1831, the various ship building yards, timber mills and wharves. Again, my thanks to Beryl and Allen Strom for highlighting aspects of the past and sharing knowledge not yet found in any publication.

Dundon, G. More Old Gosford and District in Pictures. Gosford. 1978.

Dundon, G. The Third Old Gosford and District in Pictures. Gosford. 1980.

Sainty, M.R. and Johnson, K.A. Census of New South Wales: November 1828. Library of Australian History, Sydney. 1980

Strom, B and A. "Gosford Model Farms" 1885. A Revue. Produced and Published by Gosford District Historical Research Association. 1981.

Swancott, C. Blue Gum Flat to Budgewoi. 1963.

Swancott, C. The Brisbane Water Story. 1961

Swancott, C. Gosford and the Kendall Country. 1966.

Swancott, C. Highlights of Central Coast History. ca 197-

Suggested Further Research

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