Tasmanian Heritage Register

Datasheet

103 Macquarie Street (GPO Box 618)

Hobart Tasmania 7001
Phone: 1300 850 332 (local call cost)
Email: enquiries@heritage.tas.gov.au
Web: www.heritage.tas.gov.au

Name: Evandale to Launceston Water Scheme THR ID Number: 11063

Status: Permanently Registered Municipality: Northern Midlands Council
Tier: State

Location Addresses Title References Property Id

4 CAMBOCK LANE W, EVANDALE 7212 TAS 47879/15 7789219
10 CAMBOCK LANE W, EVANDALE 7212 TAS 47879/12 7789171
6 CAMBOCK LANE W, EVANDALE 7212 TAS 47879/14 7789200
12 CAMBOCK LANE W, EVANDALE 7212 TAS 47879/11 7789163
WHITE HILLS RD, EVANDALE 7212 TAS 38076/1 6395365
WHITE HILLS RD, EVANDALE 7212 TAS 36474/1 7751018
WHITE HILLS RD, EVANDALE 7212 TAS 107326/1 1888486
WHITE HILLS RD, EVANDALE 7212 TAS 227393/1 1888478
, TAS 139554/100 0
1-3 BARCLAY ST, EVANDALE 7212 TAS 155644/1 7625484
24 HIGH ST, EVANDALE 7212 TAS 22382/1 6390847
234 RELBIA RD, RELBIA 7258 TAS 130808/2 1881946
236 RELBIA RD, RELBIA 7258 TAS 35943/1 7514688
228 RELBIA RD, RELBIA 7258 TAS 130686/1 1881938
200 RELBIA RD, RELBIA 7258 TAS 32517/1 7358689
483 HOBART RD, YOUNGTOWN 7249 TAS 26973/1 7249124
22 RELBIA RD, RELBIA 7258 TAS 126290/1 1896312
94 RELBIA RD, RELBIA 7258 TAS 197183/1 7769031

Monday, December 3, 2018 Page 1 of 8

ELWS historic photo ELWS Aquaduct and ELWS Aquaduct and ELWS Aquaduct and
adjacent road 1 adjacent road adjacent road 3
Allport Library and DPIPWE John Dent DPIPWE
Museum of Fine Arts

ELWS Aquaduct and ELWS Bridge ELWS Collapsed ELWS Excavated

adjacent road 4 Abutment Morven Tunnel Shaft No 6
DPIPWE DPIPWE DPIPWE B Sansom

ELWS Historic ELWS Shed on Site of ELWS Site of Kings ELWS Shaft 2
markert Morven Convict Station Meadow Convict
DPIPWE DPIPWE Station DPIPW
DPIPWE

Interior of Tunnell ELWS Springvale ELWS Springvale

showing white survey Tunnell Tunnell 2
marker No copyright on file DPIPWE
T Webster

Setting: Initially conceived in 1834, the 1836-8 Evandale to Launceston Water Scheme (ELWS) was devised to
supply water to Launceston from the South Esk River at Evandale via more than 20km line of tunnels and
open aqueducts, to be built on a gradient that would allow gravity to deliver a continuous flow of water to the
city.
The tunnel components of the Scheme were to occur beneath the present village of Evandale and comprised
two separate attempts at tapping in to the South Esk River and transferring water through to the North Esk

Monday, December 3, 2018 Page 2 of 8

 catchment around Springvale Creek.
A single aqueduct was thence to follow a meandering line through the landscape from Springvale Creek to
Windmill Hill in Launceston, where it could be reticulated throughout the city by pipelines. The southern
section of the aqueduct route currently passes through rural farmland to the east of Launceston Airport
whilst the northern section of the route has been substantially built over by the subsequent C19th and C20th
urban development of south-eastern Launceston.
Refer Evandale to Launceston Water Scheme Overview Map at Appendix B . [For copy see related
documents]

Description: Construction of the 1836-38 Evandale to Launceston Water Scheme (ELWS) was never completed. Prior to
its abandonment, work had progressed simultaneously on numerous elements of the Scheme. As a result,
current evidence of the Scheme comprises a range of archaeological features sited at intermittent locations
along the proposed 22km route, some which are contiguous with other features and some which occur
remote from any other feature. The relationship between neighbouring features is not always readily apparent
at each location, particularly in respect of the features around Evandale.
The two key end-points of the Scheme, being the intake portal on the South Esk River and the
reservoir/reticulation point on Windmill Hill, do not contain any evidence to demonstrate the Scheme. Works
either never commenced at these points or evidence of any works has been destroyed by subsequent
activity.
The ELWS is the largest industrial archaeological convict site in Tasmania . It was one of the most ambitious
engineering projects of the convict era. Other Tasmanian sites from the period include the Coalmines , the
convict tramway and the convict-built canals on the Tasman Peninsula and the 90 metres of underground
aqueducts at Port Arthur. These examples are not of the same magnitude and complexity. A national
example includes 'The Great North Road heading north of Sydney and the four kilometre Busbys Bore in
Sydney.
The Scheme encompasses three types of significant features:
(i) Tunnel & Shaft engineering works around Evandale, to transfer water from the South Esk to North Esk
catchments - refer to map at Appendices C, E, F.
Key elements include:
1836 - 37 Springvale Tunnel a short and simple adit excavated horizontally into the hillside (open &
predominantly intact in 2009) from where the tunnel from the South Esk was proposed to emerge at
Springvale and proceed in an open aqueduct to Launceston. No evidence of a dam or adit at the South Esk
end of the tunnel is known to exist.
1837 Morven Tunnel an adit excavated horizontally into the hillside from where the tunnel from the South
Esk was proposed to emerge and a line of 9 vertical shafts at approximately 150m intervals. The northern
tunnel mouth or outlet has collapsed to leave only a shallow and overgrown trench. The tunnel itself is
believed to have been entirely lined with brick.
It was proposed that on completion of the Scheme, the vertical shafts would function as vents that would
relieve any pressure build-up from water surge within the tunnel. For this reason they have been commonly
called shafts. However, it appears that several if not most were intended as separate construction points
along the tunnelwhereby simultaneously with the adit being driven from the northern mouth, shafts were
being sunk and tunnelling was proceeding horizontally in both directions from the base of each shaft.
Eventually the short tunnels out of each shaft joined with tunnels coming from the neighbouring shafts to
create a long contiguous tunnel. This process would have greatly accelerated the tunnels construction by
theoretically allowing up to 18 additional convict gangs to be tunnelling at any one time.
Of the 9 shafts constructed, horizontal tunnelling was commenced from the bases of several shafts. Work
on the northern section of the tunnel progressed further than the southern end. It is possible (but
unconfirmed) that several of the northern shafts may have interconnected and/or linked through to the adit
exit point. The proposed length of the tunnel was approx 1,400 yards (1,280.16m as surveyed) and it is
believed that up to 1.3km of tunnel may have been completed from Morven through to a point between Shaft
#5 and Shaft #6. The exact length of the constructed tunnel is unknown and remains an important research
question. It is thought to be at least 570m from the outlet portal to beyond Shaft #6 and possibly up to
1020m to beyond Shaft #3. It is thought that construction may not have commenced at the southern end.
There is no evidence of an inlet portal or dam at the river, and no evidence of tunnelling at the base of Shaft
#2. The actual extent of tunnelling between Shafts #6 and #2 is unknown and remain an important research
question.
The shafts are brick-lined (at least one only partially brick-lined) and of a circular cross section which ranges
from 1.06-2.13m (7 ft-3 ft 6 in) in diameter. (EHS, Evandale to Launceston Convict Water Scheme
1835-1838, 2008 p.11) Remains of eight shafts are known to survive. Two remain open, one of which has
been recorded as being approximately 24m deep (79ft) and the other has not been measured but is said to
be approximately 22.25m deep (73ft) (EHS 2008, p.11). Six shafts have been filled in or collapsed, suffering
varied degrees of disturbance.
(ii) Aqueduct engineering works between Springvale and Kings Meadows - refer to map at Appendix D.
An open aqueduct was proposed to follow the contours of the land from the outlet to Trafalgar and on to
Spring Vale near Evandale, through Marchington, below Greycliffe, across the Hobart Road near the Relbia
Junction very close to Franklin House, passing through Kings Meadows, and following Lawrence Vale Road
and Churchill Crescent to Windmill Hill.
The aqueduct was an unlined ditch, excavated by hand to a width of about 3.6m (12 feet) and a depth of
Monday, December 3, 2018 Page 3 of 8
 about 0.9m (3 feet). The excavated spoil from the ditch was used to create a raised bank on the downhill
side of the aqueduct, which typically had a roadway 4.5m (15ft) wide running along its crest.
The aqueduct appears to have been completed for most, if not all, of this route, however north of Kings
Meadows there is negligible remaining evidence due to urban development. The most notable feature here is
the alignment of Lawrence Vale Road, whose winding route around the contours suggests it was
constructed in a cutting excavated for the aqueduct.
South of Kings Meadows, evidence of the aqueduct is intermittent. In some sections it is highly intact, even
containing (stagnant) water. In many areas the aqueduct has been filled in by farming activities. The raised
bank and former roadway remain evident over most of the route. On one property a 5 m height difference
between the aqueducts that follow the contour lines of the hills indicates the likely site of a mill.
From Windmill Hill water was to be reticulated through the city utilising 2.7km of 125mm diameter, and
11km of 75mm diameter, cast iron pipe. Properties would be connected to the cast iron mains using 25mm
diameter lead pipe. No evidence of this pipe network is recorded, and it appears probable that work on it was
never commenced.
(iii) infrastructure to support construction work-camps, roads, etc across the Scheme
Key elements include:
1836 Morven Convict Station believed to be the site of the primary construction camp for the two tunnels and
southern end of the aqueduct, the station is situated adjacent to the Springvale tunnel mouth. Historical
plans depict a range of accommodationhuts for convict miners, overseers huts, a blacksmiths shop, office
and food store. Archaeological evidence remains of some of these structures along with some evidence of
clay pits and site of brick kiln(s). The general area of the camp is likely to include artefacts from the
construction period, although there is some disturbance from an early C20th farming complex being built
across the general area.
These remains at Springvale, including the spaces between the known features, are extensive and help to
reveal information about the people who made up the early settlement (engineer, surveyor, convicts (miners),
oversees, soldiers, free settlers) and their social organisation. The site has the potential for further surface
and subsurface material.
1837-8 Kings Meadow Convict Road Station served as a construction camp for the aqueduct, but possibly
later served as a probation station as records refer to it being used for the Launceston Chain Gang (AOT,
CSD 2370). The station is situated around the midpoint of the aqueduct route, on a hilltop near Relbia Road.
Historical plans depict a large square complex typical of convict stations of the period, including 6 wards for
construction gangs made of squared logs, plus overseers quarters, ancillary facilities, and a superintendents
house. This complex was built on land leased by Anthony Best of Wellington Street , Launceston and owned
by Trustees of Elizabeth Paterson (The widow of William Paterson, she died in 1839 in England). The title
was later in the ownership of Mary Reibey (J. Dent pers. comm. 2009). The site and works were the source
of a court proceeding whereby the compensation claim won Best 140 pounds (Harris, S., 1988, p. 69). This
claim was also for road work and bridge works. In 1842 James Scotts Map shows a large building and
fencing on this site. The 1845 the Grant map shows a building on this site (Plan 1/77).
The station area has been ploughed and farmed over time, leaving no visible building remnants, however a
quantity of artefacts are evident on the ground surface in the general area.
Nearby are the remains of a bridge crossing Jinglers creek that is believed to date from the same period.
Minor infrastructure features across the Scheme there were 7 mill sites proposed along the route where the
aqueduct has a sudden change in level where the water would accelerate prior to passing a water wheel,
some of these level changes remain evident, plus a number of features such as wells which are apparent
close to other features. It is likely that there were many more huts, workshops, sheds, even brickworks
throughout the Scheme which have not yet been identified, especially in close proximity to the engineering
features.
Cultural deposits across the Scheme there is a high potential for archaeological artefacts associated with
construction and the life and administration of the convict workforce occurring across the Scheme,
especially in close proximity to the engineering features and camps.
The South Esk River at Evandale is 146m above sea level. The Outlet at the first tunnel at Springvale is
142.5m ASL, and the Outlet at the second tunnel at Morven is 145.5 m ASL. Windmill Hill is 60m ASL, giving
a total fall of approximately 86m (EHS, 2008, Evandale-Launceston Water Scheme 1836-1838 p.10).
Whilst the history of the entire ELWS is described within this registration , the registered area is limited to a
select range of features that form the primary remaining physical evidence of the Scheme and the areas of
highest potential to reveal information through archaeological investigation. It does not encompass the entire
route of the Scheme, nor does it include the location of every physical element that ever existed.
Details of the properties and individual features included in the registration are at Appendix G . [For copy see
related documents]

History: In the first 25 years of settlement at Launceston, fresh water for domestic use had to be carted into the city
or obtained from wells containing poor quality water. Water was generally drawn from the North Esk River,
which was sometimes brackish, or from Cataract Gorge or the South Esk River, both of which were difficult
to access and therefore expensive. Following a petition to Governor Arthur from eight leading Launceston
citizens, a decision was made, in the early 1830s, to construct the Evandale to Launceston Water Scheme
(ELWS).
It was intended that this water scheme would supply urban services in Launceston, as well as irrigation
services for land to the east of the water course. The water was also intended to drive a number of water
Monday, December 3, 2018 Page 4 of 8
 wheels at seven mill sites. In November 1833, the Legislative Council pledged the sum of one thousand
pounds for the provision of a clean water supply to Launceston.
In 1834, Lieutenant Governor Arthur appointed Deputy Surveyor Captain Edward Boyd to 'direct the
necessary operations' (Harris, S., 1988, p.18). Captain Boyd surveyed the area, assisted by convict James
Blackburn (architect /engineer/ surveyor). Blackburn was an 'astute judge of engineering matters' (Harris, S.,
1988, p.22), and was seconded from his usual tasks to assist with solving Launceston's water problems.
Blackburn later became an overseer of convict labour carrying out the water scheme. In 1841, based on the
merits of his work throughout Van Diemens Land, and praise by others involved, Blackburn received a free
pardon.
The water scheme design was to be a great engineering feat, following the contours of the land for more than
22km, on a carefully designed gradient of a 16 inch fall per mile (1:3960) so as to ensure the water would
run fast enough, but not too fast so as to erode the race and included seven rapid fall sites to power mills or
possible water wheels (Barker, G., 2001, p.5). The race was to be 12 feet wide and 3 feet deep, with a clay
base and with a 15 feet wide road adjacent. Cheyne to Arthur 29 October 1836 in Barker, G., 2001, p.5 and
Harris, S., 1988, p.49). Cheyne reported that: The whole length of the canal is not quite thirteen miles
(Harris, S., 1988, p.49). Boyds initial plans provided for three storage reservoirs along Windmill Hill to feed
different areas of Launceston (Barker, G., 2001, p.6). As early as July 1836 Cheyne had ordered cast iron
and leaden pipes from England for Launcestons water supply and it is unknown if these were laid in advance
of the schemes completion (AOT CSO 5/66/1463 p.1).
The ELWS is the largest industrial archaeological convict site in Tasmania . It was one of the most ambitious
engineering projects of the convict era, comparing in magnitude and complexity in Tasmania with the
Saltwater River Coal Mines, the Tasman and Forrestier convict tramway, the convict-built canals on the
Tasman Peninsula, 90 metres of underground aqueducts at Port Arthur, and nationally, The Great North
Road heading north of Sydney, Great South Road in NSW and the 4 kilometre Busbys Bore in Sydney.
Remnants of the ELWS are a rare surviving examplefrom anywhere in Australiaof an engineered major public
utility from the early colonial period. Other Australian examples of major engineering works are limited by
settlement in the other States being barely established by the mid 1830s (e.g. Melbournes water scheme
also designed by Blackburn in the 1850s).
On the 10th March 1836 Lieutenant Governor Arthur turned the first sod at Riverview . Alexander Cheyne RE
was the engineer in charge with William Dawson a qualified surveyor appointed as his Superintendent of
Works (Evandale Historical Society pamphlet).
Preliminary work began on the southern section of the Scheme in 1836, with the construction of the Morven
Convict Station near Springvale. The Station appears to have been the camp for two gangs. One gang to
excavate a tunnel through the hillside to an intake dam or portal on the South Esk River, and the other to
commence excavating the aqueduct northward toward Launceston. Accommodation was provided for the
convict workers, as well as an office, brick kiln, gaol, store, hay shed and blacksmith's shop. Supposedly
designed to accommodate up to 110 convicts, Harris contends there were up to 300 men at this site over
the two years of workings (Harris, S., 1988 p.80). Bricks were manufactured on this site for the later Morven
Tunnel at Evandale. In 1837 a fire destroyed part of the convict accommodation at the station, but this was
presumably rebuilt as the site continued to be used for the scheme. Dawsons hut at Springvale was
demolished in 1988 but footings remain on the site.
At Springvale, work on both the tunnel and aqueduct commenced in March 1836. By October the tunnel had
been driven 160 yards and about five miles of aqueduct formed from the southern end of the aqueduct
(Harris, S., 1988, p.50). It has been suggested that the tunnel was excavated by skilled miners because of
the regularity of the pick marks and careful trimming ( Webster 2000). Historically, it is known that at least
one quarryman and well sinker convict Henry Gould, from Henly Warwickshire, worked on the scheme (HTG
30.06.1837 p.553).
Additionally by October 1836 a new station was formed at the mill site approximately four to five miles from
Launceston (later known as the Kings Meadows Road Station) to employ a Chain Gang already stationed
there to work on the canal and another out station at another mill site approximately six and a half miles
from Launceston with bricks being made (possibly for mill fluming) (Harris, S. 1988, p.51). Five miles of
canal had been partially formed at the southern end of the line adjoining the tunnel and half a mile of
benching in Launceston had been brought to an advanced state (Harris, S., 1988, p.51). The Kings
Meadows Station was occupied at least until February 1838 and the only known Plan is dated June 1838
(CSO 5/45/1019 p.208 in Harris, S. p.94).
In February 1837, the newly appointed Lieutenant Governor Franklin inspected Windmill Hill, the aqueducton
which construction was well-advanced, the Morven Convict Station and Springvale Tunnel (Harris, 1988, p.
53). The Springvale Tunnel was abandoned in favour of an alternative route further east , near the latter-day
Evandale Railway Station (Evandale History Society Inc., n.d.). The reason for the change is unknown,
though it is likely that the original tunnel became too difficult because of the nature of the rock through which
it is cut. The Cornwall Chronicle noted that there were many deaths from blasting (CC 22. 11.36). The tunnel
had not needed to be lined nor shored which, in conjunction with the fact it remains open 170 years later,
suggests the rock strata is dense and stablethus difficult to cut through with the available technology and
workers.
The second tunnel, known as the Morven Tunnel, was more successful. Commenced in 1837, works on the
Morven Tunnel comprised a horizontal adit and nine vertical shafts placed approximately 150m apart. It
appears that the shafts may have been incorporated in the design to expedite tunnelling operations. Once a
Monday, December 3, 2018 Page 5 of 8
 shaft was excavated down to the proposed level of the tunnel, the gangs could commence tunnelling in each
direction from the base of the shaft. In theory, this would allow up to 18 additional gangs to be excavating
different parts of the tunnel at any one time.
The vertical shafts and tunnel were brick-lined, suggesting the ground strata were less dense and more
susceptible to collapse than at Springvale. The deepest measured Shaft #2 is 24.07m and is only partially
brick-lined until they reached rock, and it is estimated that Shaft #6 is 22.25m deep. The level of the Outlet
(east of Cambock) is within one metre of the river level and this depth is most likely caused by erosion and
fill over time (Barker, G., 2001, p.5). Frederick Firth described the Outlet in 1843: The Crown between the
Shaft i and the mouth of the tunnel k is falling in (AOT GO 33/48/p.546-54 in Harris, S., p.63).This is now
known as Shaft #9 and the Outlet.
Works progressed until December 1837. It is unclear why the works were abandoned. Various hypotheses
have been proposed including the appointment of a new Governor with different priorities , a clash of
personalities, a rise in the payment of convict labour, the transfer of more convicts to road works in 1838,
and possibly conflict between the colonial administration, (based in Hobart) and the Launceston community
over the Scheme. Compensation claims were initiated in 1837 and the Colonial Government enacted
legislation for a water rate to be levied on Launceston residents (G Barker, 2001, p.4). Northern community
members had voiced outrage when informed they were to be taxed for their water to pay for the Scheme
when Hobart was provided water free of charge. The cessation of works is most likely a complex
combination of all the above factors but clearly based on the lack of political will.
In February 1837 Anthony Best at Long Meadows requested compensation for damage to his property and it
was later reported in the Cornwall Chronicle that he was successful in his claim (CC 19/01/1839). Also later
in 1837 after the cessation of the scheme Dr J.R. Kenworthy (acting for his father-in-law, Captain Arthur
Barclay of Cambock estate) applied for compensation from the government. Compensation was sought by
these landowners whose properties had been subject to construction works. The claims prompted the
Legislative Council to levy water rates on households in Launceston in an effort to recover compensation
costs. Public outrage ensued as no such rate had been levied on the existing Hobart and New Norfolk
schemes. A committee was formed to fight the proposal on the no taxation without representation principle .
This represented the first attempt to gain municipal self-government in Launceston.
In 1838 following termination of the Scheme, Cheyne proposed the Kings Meadow Station be developed as a
hospital, but it is not known whether this occurred (Cheyne to Montague 21/12/1838). In the late nineteenth
century the Morven Station at Springvale was developed as a farm by the Chugg family, who resided on the
site for over 100 years, and were known for their breeding of Clydesdale stallions.
Many of the Morven Tunnel shafts were filled in with farm rubbish , or simply collapsed, and only two remain
apparent on the surface. Much of the aqueduct line within the farm areas has been filled in or levelled
progressively through ploughing. The aqueduct line within the Launceston urban area has been built over by
development, although Lawrence Vale Road was constructed along the aqueduct route itself .
In 1988 the Evandale Bi-centennial Committee and Engineers Australia, supported by NEGP, researched
the Scheme and in 2000-2001 restored Shaft #2. Engineers Australia installed a historic plaque on Shaft #2
located at 24 High Street Evandale as a historic marker for the ELWS. Various videos, models and
publications have been commissioned to celebrate the history of the ELWS and historical tours are
conducted regularly.
Biographical notes on key persons associated with the Scheme are included in Appendix H . [For a copy
see related documents)
Statement of The 1836-38 Evandale to Launceston Water Scheme is of heritage significance in a national context as
Significance: a rare example of a major public utility that was designed and partially constructed at an early stage in
(non-statutory Australias history.
summary) The 22km system of tunnels and aqueducts designed to supply the town of Launceston with water for
domestic consumption and power represents a substantial and innovative feat of engineering for the
available skills and technology of the period. The use of convict labour reflects the national reliance on
transportation of convicts to provide the labour for essential public infrastructure during the early
nineteenth century.
The remnants of the Scheme constitute one of the largest industrial archaeology sites in Tasmania .
There is high potential for the remnants of the engineering works to provide knowledge of early design
and construction practices whilst the remnants of the associated convict stations will contribute to
knowledge of convict labour and life in early colonial Tasmania .

Significance:

The Heritage Council may enter a place in the Heritage Register if it meets one or more of the following criteria from the
Historic Cultural Heritage Act 1995:

Monday, December 3, 2018 Page 6 of 8

a) The place is important to the course or pattern of Tasmania’s history.

The Evandale to Launceston Water Scheme is of heritage significance in a national context in demonstrating the
engineered design and construction of a major public utility during the 1830s. Of specific relevance is the scale and
complexity of the design, a 22km network of tunnels and open aqueducts to bring water to a major township
(Launceston) for both domestic use and to power mills, the use of tunnels to transfer water from one catchment into
another, and the use of convict labourwhich played a major and essential role in the construction of public
infrastructure across Australia during the early nineteenth century . It comprises a range of engineering features and
the broader infrastructure of workers camps, roads, bridge, wells and brickworks. It demonstrates wider aspects of
undertaking major capital works in the early nineteenth century, and aspects of convict management including penal
philosophies of work programs that isolated and separated convicts from the established communities. Construction
of the Scheme demonstrates the growth, and growing service needs, of Launceston as the major centre in northern
Tasmania at this time, whilst the process of the Schemes inception, development and abandonment reflects aspects
of the political and administrative environment within colonial Tasmania and early steps toward Launceston becoming
self-administered.

b) The place possesses uncommon or rare aspects of Tasmania’s history.

The Evandale to Launceston Water Scheme is of heritage significance because its remnants are a rare surviving
examplefrom anywhere in Australiaof an engineered major public utility from the early colonial period . Other Australian
examples of major engineering works from this period include the Great North Road and Great South Road in New
South Wales, but are limited elsewhere as settlement in the other States were barely established by the mid 1830s.

c) The place has the potential to yield information that will contribute to an understanding of Tasmania’s
history.

The surface and subsurface features and deposits of the Evandale to Launceston Water Scheme constitute the
largest industrial archaeology site in Tasmania. There is high potential for the remnants of the engineering works to
provide knowledge of early design and construction practices whilst the remnants of the associated convict stations
may provide knowledge of convict labour and life in early colonial Tasmania . The information from this site may also
contribute to wider engineering and industrial archaeological research frameworks within or outside of Australia .

d) The place is important in demonstrating the principal characteristics of a class of place in Tasmania’s
history.

e) The place is important in demonstrating a high degree of creative or technical achievement.

The remnants of the Evandale to Launceston Water Scheme demonstrate a high degree of technical design by its
engineers, being a gravity-powered system that was to utilise brick-lined tunnels with vents/surge shafts to transfer
water from its source in one catchment to another catchment, thence cost- effective open aqueducts to convey water
a substantial distance to the Launceston, and well-situated reservoirs atop Windmill Hill were to serve as the final
distribution point with the drop from the Hill generating a reasonable mains pressure. The design also allowed for 7
water-powered mills to be serviced by the Scheme.

f) The place has a strong or special association with a particular community or cultural group for social or
spiritual reasons.

The Evandale to Launceston Water Scheme has a strong and special meaning for two key community groups . The
first is the community of professional engineers across Australiaevidenced by Engineers Australia involvement in
investigation of the Scheme during the late twentieth century and placing of a marker recognising the importance of
the Scheme in 2002. It also has special meaning for the regional communityevidenced in the activities of the Evandale
Historical Society and Northern Midlands Council to promote awareness of the Scheme through publications and to
actively conserve the site through research, surveying and conservation works such as were undertaken in 1988, 2002
and continues today.

g) The place has a special association with the life or works of a person, or group of persons, of importance in
Tasmania’s history.

The Evandale to Launceston Water Scheme is of historic heritage significance for its association with the convict
engineer and architect, James Blackburn, who assisted with surveys of the area, and oversaw convict labour.
Blackburn designed many of Tasmania's early buildings such as Holy Trinity Church in Hobart . Blackburns
engineering and architectural achievements establish him as Tasmanias leading proponent of design for the colonial
period (1833-49). The scheme is also associated with Alexander Cheyne who built the GlasgowEdinburgh canal , and
who became a controversial figure in Tasmanias early history ; and William Dawson, who was a convict overseer for
the Scheme and subsequently became a well known surveyor of Tasmanias remote areas and roads .

h) The place is important in exhibiting particular aesthetic characteristics.

Monday, December 3, 2018 Page 7 of 8

PLEASE NOTE This data sheet is intended to provide sufficient information and justification for listing the place on the
Heritage Register. Under the legislation, only one of the criteria needs to be met. The data sheet is not
intended to be a comprehensive inventory of the heritage values of the place, there may be other heritage
values of interest to the Heritage Council not currently acknowledged.

Monday, December 3, 2018 Page 8 of 8