IDA BAY RAILWAY

H E R I TA G E I M PA C T A S S E S S M E N T

PA U L J O H N S T O N A R C H I T E C T S + H E R I T A G E C O N S U L T A N T S

I D A B AY R A I LWAY

2

Ida Bay Rai lway Her i tage Impact Assessment


H E R I T A G E I M P A C T

S T A T E M E N T

PA U L J O H N S T O N

A R C H I T E C T S + H E R I T A G E C O N S U L T A N T S

Upper Level City Hal l Market Place Hobart Tasmania

GPO Box 521 Hobart 700103 6231 15410402 908 751

paul@paul johnstonarchitects.com

www.paul johnstonarchitects.com

ISSUE : DA 21/12/2020

Authors: Paul Johnston Alex Jose

Contents

1.0 INTRODUCTION 3

2.0 OUTLINE DESCRIPTION OF THE PROPOSAL 3

3.0 CONTEXT 4

4.0 EXISTING SIGNIFICANCE ASSESSMENTS 5 5.0 STATUTORY CONTROLS 7

5.0 ASSESSMENT OF HERITAGE IMPACT 8

6.0 HERITAGE IMPACT STATEMENT 19

7.0 RECOMMENDATIONS 19

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A Visitor Centre is proposed for the site of the Ida Bay Railway Depot to facillitate access to the Art Installation.

The works include a Visitor Centre structure for visitor management to allow ticketing, orientation, refreshments and toilet facilities. Associated carparking and busparking as well as pedestrian movement across the site and toward the Art Instalation, is also proposed.

The Visitor centre is located adjacent the Central Locomotive Workshop with the main carparking area on the high ground to the south.

Visitor Centre

Visitor circulation to the site is from the carparking area, down to the Central Locomotive Workshop and through the former office area of the Workshop and into the visitor centre. Visitors are then guided across the main railway alignment and clearing, into the bushland to the west where the Art Installation is located. The same circulation path is experienced on return.

The Visitor Centre is a low curved wall structure with large window openings. The floor is raised above the ground and a long ramp extends to ground level adjacent the Central Locomotive Workshop. Viewing platforms within the Visitor centre allow for interpretation and appreciation of the rail history of the central workshop and surrounding buildings.

2.0 OUTLINE DESCRIPTION OF THE PROPOSAL1.0 INTRODUCTIONDarkLab Pty Ltd. have proposed an Art Installation titled ‘Transformer’.The Art Installation is located on crown land west of the site of the Ida Bay Railway depot and is accessed by visitors across the depot site.

The site is within the Ida Bay State Reserve managed by the Tasmanian Parks and Wildlife Service with the Southport Lagoon Conservation Area Management Plan 2006.

The depot is within lot 8 of the Central Plan Register associated with the Tasmanian Heritage Register entry for the site and contains the original railyard, workshops, worker accommodation and railway infrastructure.

Paul Johnston Architects and Heritage Consultants have been engaged by DarkLab to provide a Heritage Impact Assessment on the proposal and prepare a statement to accompany an application for Development Approval. Paul Johnston Architects and Heritage Consultants have previously completed a Conservation Management Plan (CMP) for the site in 2020.

This HIA is based on the statutory regulations of the Historic Cultural Heritage Act 1995. Subsequently, this HIA has proceeded in accordance with the articles and definitions set out in The Burra Charter, the Australia ICOMOS Charter for Places of Cultural Significance 2013, and is guided by the Heritage Impact Guide of the State Heritage Office of the Government of Western Australia, Nov 2012. Please note that this assessment does not consider the implications of the Aboriginal Heritage Act 1975.

This assessment has been based on the architectural drawings provided by Cumulus Studio, project number J20895-SK01 - SK09, dated 04/12/2020. Landscape drawings by Playstreet, project Ida Bay Landscape Drawings 20084 DA, dated 27/11/2020. Civil and Services drawings by JMG Engineers and Planners, project no. J203120PH C01-3, dated 3/12/2020. DarkLab shed location plans and elevations, dated 10/12/2020.

fig.1 Detail of architectural drawing J20895-SK02, showing the extent of planned works at the site

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3.0 CONTEXT

DESIGNED BY

PLOT DATE

PLOT DETAILS

DRAWN BYSCALES @ A1 PROJECT NO.

REVISIONDWG NO.

TITLEPROJECTAccepted

This document must be signed “Approved” by JMG to authorise it for use. JMGaccept no liability whatsoever for unauthorised or unlicensed use.

DO NOT SCALE.

The recipient client is licensed to use this drawing for itscommissioned purpose subject to authorisation per note above.Unlicensed use is prohibited. Unlicensed parties may not copy,reproduce or retransmit or amend this document or any part of thisdocument without JMG's prior written permission. Amendment ofthis document is prohibited by any party other than JMG. JMGreserve the right to revoke the licence for use of this document.

Copyright © All rights reserved. This drawing and its intellectualcontent remains the intellectual property of JOHNSTONE McGEE &GANDY PTY LTD (JMG).

Date

Approved Date

Accepted

Date

03/12/2020

TURNING PATHS.DWG

49-51 Elizabeth Street, Launceston, Tas

ACN 009 547 139

117 Harrington Street, Hobart, Tas (03) 6231 2555(03) 6331 7044

www.jmg.net.au [email protected] [email protected]

REMARKDATEREV

ABN 76 473 834 852

PRELIMINARY PRINT

SAFETY IN DESIGN REPORTIn accordance with the Workplace Health & Safety Acts and Regulations JMG haveconsidered the potential hazards and risks that are specific to this design.

The following risks which are unique tothis design have been identified:

This report does not relieve contractors from their responsibilities under the Act to identify,report, mitigate and manage all aspects of risk and safety.

SAFETY IN DESIGN REPORTIn accordance with the Workplace Health & Safety Acts and Regulations JMGhave considered the potential hazards and risks that are specific to this design.

The following risks which are unique tothis design have been identified:

This report does not relieve contractors from their responsibilities under the Act to identify,report, mitigate and manage all aspects of risk and safety.

Matt Clark

Chris Males

Grant Atherton

P11:1000

RWHCJM

C01

J203120PHSITE PLAN

PROJECTDARK LAB ART INSTALLATION328 LUNE RIVER ROAD

NIL

NIL

DarkLab, supported by the Australian Government, Tasmanian Government and MONA recieved Federal funding grants to develop artwork installations in Far South Tasmania after the January 2019 bushfires that affected the area.

Artist Doug Aitkin has been commissioned to create a large-scale artwork titled ‘Transformer’ that responds to its immediate natural environment. Doug Aitkin is an American artist and filmmaker who defies definitions of genre and uses a variety of mediums in his art. His art has been featured across the globe in institutions such as the Museum of Modern Art, the Serpentine Gallery in London, the Vienna Secession, and the Centre Georges Pompidou in Paris. His art is contextual and responds to the surrounding environment through large-scale installations.

“Transformer presents an innovative crossover of contemporary art, architecture and ecology. Situated at the end of the road in the Huon Valley, the sculpture will function both as a spectacular destination, and a starting point for the visitor to discover the natural landscape of the region.Visitors journey to the Huon Valley to see the artwork and then further their exploration of the natural beauty of the surrounding region. Each and every moment of the sculpture will change continuously with the surrounding light and weather conditions, attracting repeat visits to the region,” (source: Doug Aitkin)

Ida Bay Railyard Depot

Ida Bay Railway was constructed between 1919-1922 in order to transport limestone ore from quarries in the west to ships in Ida Bay which were then taken to the Electrona Carbide Works. A railyard with workshops and workers accommodation was established at the junction of the railway and Lune River road circa 1945. In 1975 the quarries ceased using the rail line for transportation and in 1977 the railway was purchased by the Tasmanian Government and established as a tourist railway. Ida Bay railyard depot was used as the main entrance and ticket station to the tourist rail, and tourism operations continued on and off at the site until a derailment occurred in 2018. The rail is currently not in operation.

Ida Bay Railway was chosen as the site location for the artwork and visitor centre due to its setting within natural bushland, views out to wilderness areas, and the existing road infrastructure. The decision was made to locate the visitor centre next to the central workshop so as to minimise impact on significant heritage features whilst maximizing the ability for the development to facilitate interpretation of the site’s historical use.The carpark location was chosen to minimise impact on existing mature eucalypts and other vegetation, as well as reduce its visual impact on the site. (source: DarkLab)

fig.2 above Civil engineering plan J203120PH-C01, showing the distance between the artwork and the Visitor’s Centre

fig.3 left Artist’s concept drawing for the Transformer artwork

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4.0 EXISTING SIGNIFICANCE ASSESSMENTS

The Ida Bay Railway has been recognised at a state level for its cultural heritage significance with its entry onto the Tasmanian Heritage Register.

The Tasmanian Parks and Wildlife Service manage the Ida Bay Railway through the Ida Bay State Reserve and the Southport Lagoon Conservation Area Management Plan 2006.

4.1 Tasmanian Heritage Register

Ida Bay railway is listed on the Tasmanian Heritage Register (THR) as place no. 8215.The Tasmanian Heritage Register Data Sheet that accompanies the listing of Ida Bay states that the site meets the following criteria of the Historic Heritage Act 1995:

a) The place is important to the course or pattern of Tasmania’s history. b) The place possesses uncommon or rare aspects of Tasmania’s history. c) The place has the potential to yield information that will contribute to an understanding of Tasmania’s history.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.f) The place has a strong or special association with a particular community or cultural group for social or spiritual reasons.

The THR data sheet refers to a larger area than is covered in this HIA. This HIA is not concerned with the entire extent of the railway and its associated built heritage. This CMP is concerned with that part of the CPR identified as Lot 8. This Lot area contains the original rail yard, maintenance workshops and storage for associated rail machinery. Therefore, the data sheet’s assessment of significance includes information that is not applicable to the subject site for this HIA.

4.2 Southport Lagoon Conservation Area Management Plan

The 425 hectare Ida Bay State Reserve is managed for the protection of its historic, recreational and natural values. A narrow gauge railway, built around 1920, and extensively upgraded in the 1940s is located within the State reserve. It runs along the southern shore of the Lune River estuary and terminates at Deephole Bay. The railway was originally established to transport limestone from Ida Bay quarries to vessels berthed first within the Lune River estuary, and later at Deephole Bay. The railway has, discontinuously since 1981, been operated under a lease agreement as a tourist attraction, and it is due to reopen in late 2006. This plan fosters the further development of this commercial tourism operation, while protecting the values of the State reserve. (SLCAMP 2006, p. v)

The Managment Plan refers to the Tasmanian Heritage Register’s summary statement of significance to determine which heritage assets have significance.

The Southport Lagoon Conservation Area Management Plan 2006 (SLCAMP) is the current reference document for the conservation of the Ida Bay Railway. The Management Plan includes the following description of the railway:

fig.4 CPR 1088 showing the extent of the Ida Bay Railway. The subject site Lot 8 is shaded in yellow.

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4.3.1 STATEMENT OF SIGNIFICANCE

The Ida Bay Railyard Depot site is of historic cultural heritage significance as a place facilitating the mining industry associated with the important historical development of hydro electricity in Tasmania.

The site has the ability to demonstrate the development of a Post War mining transport depot integrating rail, road and sea transport in a remote location. It comprises intact workshops, railway alignments and associated structures as well as a largely intact small industrial workers village that demonstrates the introduction of migrant workers into Australian industry during the 1940s period of labour shortages.

The retention on the site and in storage of a significant amount of railway operational equipment associated with operation of the site during the mining period, including rare Malcolm Moore locomotives, contributes to the high level of intactness of the depot. Its continued operation as a place for the maintenance of railway since 1919 is significant.

The history of the site also relates to the early environmental movement with the destruction of the entrance of Mystery Creek Cave in 1920 to create Blaneys Quarry, which was serviced by the Ida bay Railway from 1930. The Ida Bay Railway was used since 1946 by early cavernering groups to access the karst landscape of the Lune Sugarloaf and explore the extensive limestone cave systems, increasing the awareness and appreciation of the natural values of the landscape, which finally resulted in its inclusion into the Tasmanian World Heritage Area.

The community of the southern coastal area of Tasmania has an on-going close association with the place with some members of the community having personal experience of relatives working at the Depot and others using the place for recreation. The municipal councils of the district were largely responsible for the acquisition of the place by the State Government with the aspiration for it to be retained as a heritage site and the working railway supporting a district tourism industry. The formation of conservation groups to assist in the operation of the railway during this period is significant and continues today with the Ida bay Railway Preservation Society. These community groups demonstrate the close association of the place with the community.

4.3 CONSERVATION MANAGEMENT PLAN 2020

The Conservation Management Plan for the Ida Bay Railyard Depot 2020 included additional assessment of the heritage significance of the site. This analysis and assessment is intended to complement the existing significance assessments included in the THC data sheet and Southport Lagoon Conservation Management Plan. It is not intended to replace the existing significancen assessments

The new statement of significance is included here. Refer to the CMP for the associated analysis.

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5.0 STATUTORY CONTROLS

5.1 TASMANIAN HERITAGE COUNCIL

Ida Bay Railway is entered on the Tasmanian Heritage Register (THR) as no. 8215 and is subject to the Historic Cultural Heritage Act 1995, administered by the Tasmanian Heritage Council (THC). In respect to proposed works to the place, the Historic Cultural Heritage Act 1995 states under section 39.2, that the Heritage Council:

(a) is to have regard to the likely impact of the proposed heritage works on the historic cultural heritage signi cance of the relevant registered place or heritage area; and(b) may have regard to any representations made in respect of the application; and(c) is to have regard to any matters prescribed by the regulations for the purposes of this subsection; and(d) is to have regard to any relevant works guidelines; and(e) may liaise with the relevant planning authority.

5.2 TASMANIAN PARKS AND WILDLIFE SERVICE

The Ida Bay Railway is currently managed by the Tasmanian Parks and Wildlife Service under the Ida Bay State Reserve. A Reserve Activity Assessment (RAA) is required when developing a proposal for development on Parks and Wildlife managed land.

A section of the Ida Bay Railway is listed under the Tasmanian Wilderness World Heritage Area. The current proposal site of the Ida Bay Railyard Depot is not part of this listing.

5.1.1 Works GuidelinesThe Historic Cultural Heritage Act 1995 relies on the THC Works Guidelines for Historic Heritage Places 2015 in accordance with clause 39.2 (d) of the Heritage Act. The proposal’s impact on the heritage values of Ida Bay Railway Depot will be assessed using the following provisions:

6. Demolition, Relocation and Moveable Heritage8. New Buildings9. Alterations, Additions and Extensions

5.3 2020 CONSERVATION MANAGEMENT PLAN

A Conservation Management Plan was prepared for DarkLab by Paul Johnston Architects and Heritage Consultants in 2020. This CMP includes 31 policies that set out the manner of the retention and enhancement of significant fabric, spaces and landscape, by guiding changes to the place and specifying conditions for change management where adaptation, new construction and demolition are acceptable.The policies provide the basis for managing the setting to significant elements that collectively form the character of the place.The policies also set out the administration of heritage management that require continuing expert advice, documentation of change and further investigation.

The policies include two plans that provide development and redevelopment guidelines for the site. Development policies for significant heritage fabric are outlined in the section ‘Heritage Fabric Illustrated Policies’. These policies and plans will be referred to in the following assessment of heritage impact of the current DarkLab proposal. Please refer to the full CMP for details.

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6.0 ASSESSMENT OF HERITAGE IMPACT 6.1 CHANGE TO EXISTING FABRIC

6.1.1 Overview

6.1.2 Removal of ‘lean-to’ sheds

The ‘lean-to’ sheds adjacent to the central workshop are proposed for demolition along with associated rainwater tanks.Their removal will facilitate a connection between the proposed visitor centre and the extant workshop. Some retention of early fabric is proposed.

CommentThe sheds relate to the railway sidings as well as their frontage to the road, and consequently are part of the function of the railway in both historical and recent times.The sheds have changed in form and location and structure as evidenced by early photographs and currently many parts of the sheds are in poor condition with evidence of adhoc arrangements and poor repairs.

INTRODUCTION

It should be appreciated that the proposed visitor centre, and its associated infrastructure such as access pathways and carparking is the first change of use beyond its role as a working railway for mining operations and tourism.In this respect, the Ida Bay Railway Depot, remains an intact collection of structures and spaces that retain the ability to demonstrate its cultural heritage significance.The construction of the Visitor Centre will be the first new building on site since the 1960s when the crib room was built. Previously, during the period of the use of the site for tourism, the existing industrial buildings were appropriated for alternative uses.

Fundamental to understanding the implications for the future of the place is the realization that the visitors to the Art Installation provide the basis for a rejuvenation of the place as a heritage site.

The Visitor Centre is proposed to be located adjacent to the existing Central Workshop, with visitor access passing through the former office/store and café at the front of the workshop. The location of the Visitor Centre enables a close relationship between the Art Installation and the Heritage site. This will enable visitors to the Art Installation to engage with the heritage of the site as well provide a historical context to the Art. In this respect, the visitor circulation across the site is largely guided by linking specific vantage points to appreciate the Ida Bay Railway Depot and thus provide an interpretation of the heritage of the place.

Importantly, development on the site is restricted sufficiently to allow for the continued operation of the site for railways, if only to a limited extent. This allows for both uses of the site to co exist and that heritage values are maintained and enhanced.

Change to existing building fabric and landscape elements are proposed.The proposed works require demolition of structures adjacent the Central Workshop to make way for the new construction.

These structures, whilst part of the history of railway operation on the site, were subject to change and adaption, and subsequently are not in good condition. Other fabric associated with the tourism operation of the train is proposed to be removed, and this is recommended in order to maintain the heritage values of the place as a relatively intact industrial depot village. There are however, remnants of early fabric that appear to be distinctive elements of the early operation of loading from road to train and their incorporation into the works is preferred if feasible.

A complete understanding of the role of distinctive fabric has not been possible during the course of this assessment and subsequently further analysis is recommended. In particular, the process of demolition may reveal a better understanding of the extent of historic fabric.

New openings through the former office/store are proposed and while this requires disturbance of heritage fabric, can be managed in order to facilitate access while viewing options can be managed through non heritage fabric.The removal of trees are proposed and consideration should be given for their retention if statutory requirements for carparking can be relaxed.

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Elements of these sheds have distinctive construction and have been identified as having possible early heritage fabric. However, there is varying amount of information indicating an understanding of the purpose of this fabric and how it may contribute to an understanding of the historical development of the depot. Therefore, while the heritage fabric may have some significance as being early in the development of the railway depot, this has not been confirmed.

Policy 17 requires the proposed development to not impact on heritage values and makes reference to the Development Guidelines which indicate that early fabric should be retained ‘where possible’.

Early fabric includes:• a galvanized sheet clad external wall lined internally with timber boards

with high level vented screen above,• a sliding door to a skillion roof shed adjacent the workshop fronting

the road with a floor structure constructed with large sized timber. This structure formed the road landing dock and store room. The sub floor structure and framing is proposed for retention.

ConclusionRemoval of built fabric attached to heritage fabric should be dismantled to avoid disturbance of finishes and fabric condition.Demolition work should proceed in a manner to reveal early fabric including the extent of sub floor structure and expert opinion gained on its function. Extant recording of fabric in situ undertaken progressively during demolition is required.The removal of a rainwater tank associated with the sheds is proposed. This tank is not heritage fabric, and its removal is acceptable.

Further survey on site is recommended to determine the extent of early fabric.Retention of the early fabric should be incorporated into the new work designed in a manner that supports interpretation. Retention of the loading bay fabric associated with the road landing structure and framing is recommended as indicated on the architectural drawings and as part of the restoration of the workshop frontage. Retention should include wall and roof structure as well as the sliding door however, the feasibility of this has yet to be determined.

Retention of the timber board wall is preferred should further analysis allow an understanding of its role in the operation of the place. However, without substantial evidence of its significance and without a feasible manner of integration into the works, the timber screen wall can be removed. Consideration should be given to its re use and retention on site.

fig.5 Lean-to sheds as viewed from the railyard. The blue painted corrugated steel door is evidence of the more recent connection between the sheds and the central workshop.

fig.6 Interior of the lean-to shed. The timber board wall in this image is identified as being of possible original construction.

fig.7 The blue-painted sliding door that is half covered by the verandah has been identified as being of possible original construction. The sliding door is also an example of the original sliding doors used for the central workshop.

fig.8 Detail image of the interior of the front loading bay shed. This area has been identified as being of possible original construction.

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6.1.3 Removal of verandah and existing ramps

The proposal includes the demolition of the front verandah, roof structure and entry ramps. CommentThe verandah and entry structure were constructed in 2006 as part of the café facility and are not heritage fabric. The multi pane window fronting the road appears to be original fabric related to the central workshop.Concrete steps to the entry door as well as sub floor structure to a landing are located under the existing verandah decking.

ConclusionRemoval is the verandah structure is recommended to reveal the original frontage to the Central Workshop.Removal of built fabric attached to heritage fabric should be dismantled to avoid disturbance of finishes and fabric condition.Demolition work should proceed in a manner to reveal early fabric including the extent of sub floor structure and expert opinion gained on its function. Extant recording of fabric in situ undertaken progressively during demolition.Retention of concrete steps and sub floor structure is recommended.Retention of the original multi-pane window is required and its relocation in original fabric is also recommended following a survey of existing non original openings.

6.1.4 New Openings in Central Workshop

New openings are proposed in the central workshop.These openings are located in the northern part of the shed in the former office and storage area.These openings in external walls facilitate visitor access from the carpark to the new visitors centre.Other openings are proposed in the side external wall of the workshop and through the plasterboard partition separating the former office/store to the workshop. These openings are designed for viewing the workshop from the visitor areas.The new openings are formed by protruding steel reveals that emphasise the transition between spaces.

CommentNew openings for access and viewing provide the opportunity for visitors to learn and appreciate the site. They form a major part of interpretation of the history of the place as well as the relationship between the new art installation and the heritage of the depot site.The disturbance of fabric should be minimized in order to achieve these outcomes. The proposed openings for access involve the removal of intact windows in both elevations. Retention of these elements as well as a substantial amount of wall and any structure will also allow for an appreciation of the space as a distinct room and indicate its original function as an office overlooking the workshop, and as a store for goods loaded from trucks in the adjacent loading bay. The window to the west that currently views the interior of the adjacent ‘lean to’ sheds, indicates the relationship of this room to the rail siding and demonstrates the role of this room in the operation of the depot.

fig.9 The front façade to the central workshop, with verandah and ramps to be removed.

figs 10, 11 Interior and exterior images showing window opening from the cafe into the lean-tos. This is proposed as the new opening to connect the existing workshop to the new visitor centre building.

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ConclusionThe new openings necessarily require the removal of fabric. This fabric includes lining material, structure and cladding. Openings for access need to be sufficient for the movement of people and it appears that there is sufficient room adjacent windows for access to be located and avoid the removal of windows. Subsequently, the retention of windows is the preferred heritage outcome.

The new opening in the side wall at the exit to the ramp provided for viewing, is adjacent an existing window that is also available for viewing. This new opening will require removal of structure as well as cladding and as the only new opening through original fabric into the workshop, this can be considered an intrusion into a relatively intact space. Subsequently, the new opening is not recommended.

The new opening into the workshop formed by the removal of plasterboard lining allows for the viewing of the workshop without the disturbance of fabric and is acceptable. On removal of the plasterboard, further investigation of original linings, including the ceiling and at junctions with side walls should be undertaken.

Note that the removal of the door and steps in this wall is not recommended.

The new opening from the former office/store formed by the removal of the plasterboard from the partition will be replaced with a perforated steel balustrade only. The original white-painted hardwood primary and secondary frames, as well as remnant original lining fabric is to be retained. A new opening for a viewing window is proposed to the western wall of the central workshop at the exit to the ramp taking visitors to the ground level adjacent the workshop. This new opening is adjacent the existing window.

fig.12 The interior of the current cafe with window opening to the east.

fig.13 The exterior of the eastern window opening into the cafe. Note that the original opening was larger than is currently being used for the window.

fig.14 The proposal includes a new viewing window from the access ramp into the central workshop. The new opening is adjacent to the window in the above image.

fig.15 above The interior door from the current cafe into the central workshop. The removal of this door is not recommended.

fig. 16 leftThe opposite view of the door and stairs leading from the central workshop into the current cafe. The removal of this door and stairs are not recommended.

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Restoration works recommendedRestoration of the frontage should be considered before changes to the exterior frontage are undertaken. The door to be replaced with a glass panel may be original and relate to the existing concrete steps beneath the existing deck. Before removal, an investigation should be undertaken to determine its sequence of construction. If it is evident that the door is of later construction then consideration should be given to cladding and lining the opening to match existing surfaces. Consideration should also be given to restoring the opening of the sliding door which now houses an ill-fitting window. Infilling this opening with fixed glazing would be acceptable as would returning the opening to a sliding door.Further restoration of the frontage with the reinstatement of the platform integrating with the loading bay should be considered.Replacement of the existing swing doors to the Central Workshop should be considered as the existing doors function poorly. Replacement with sliding doors designed to match the original sliding doors as evidenced in photographs and as found in the extant loading shed is recommended.

6.1.5 Workshop alterations

The proposal includes the removal of all internal walls, linings and joinery to the former office/store and recent café including the plasterboard to the wall fronting the workshop. The stud frame however, is proposed for retention. The door within this wall is proposed for demolition along with the steps leading to the workshop.No new linings are included in the proposed documents.The external door fronting the road is proposed for removal and replaced with a glazed panel.The existing fixed opening into the side of the shed is proposed to be infilled with a fixed glazed panel.

CommentsWall linings, fittings and fixtures within the former office/store predominantly relate to the redevelopment of this room as a café including the wall adjoining the workshop which is a recent plasterboard sheet on a stud frame wall.Other linings such as the timber dado and ceiling may be of earlier origin.The door and steps providing access to the workshop appear to be original whereas the window is not original and evidence suggests this was originally a large opening with a sliding door.

ConclusionRemoval of the café fitting, fixtures, partitions and wall linings is acceptable.Removal of the plasterboard sheet is acceptable and the removal of the timber stud frame is recommended to allow for an appreciated of the original workshop structure.Consideration should be given to the retention of the timber dado lining.New linings should be set within the existing structure to allow it to be visible as currently arranged. The ceiling should be retained complete with simple timber cornices as it distinguishes this room from the larger workshop space.The door and stairs from the office/store through to central workshop are early fabric and should be retained.

fig.17 The door opening between the current verandah and cafe is to be removed as replaced with a glazed panel. This door may be original and before removal an investigation should determine its sequence of construction.

fig.18 The timber beam over the existing window was originally the location for a sliding door, similar to that still extant on the front shed. This beam should be retained, and the possibility of restoring the original opening and door should be explored.

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6.1.6 Infrastructure

New stormwater services are proposed for the development.Surface and sub surface stormwater is proposed to drain new hard surfaces. Some existing outlets are utilized and a new branch outlet is proposed for the new carpark. This drain will extend below the ground surface from the upper part of the carpark and extend across the site to discharge into the marsh land. A culvert under the existing rail line is proposed.Most of the existing stormwater infrastructure is retained including rain water tanks apart from those associated with the demolition of the ’lean-to’ sheds.New toilets and kitchen are proposed. No new on site waste water management is proposed.

CommentNew stormwater drains or sewer drains will require new trench excavation.

ConclusionRefer Policy 13Excavation should be monitored to ensure no disturbance of deposits occur and any artefacts are recovered.Excavation and culvert design under the rail tracks is required to ensure that the track remains accessible for a working railway in accordance with railway management regulations.Excavation beneath the Visitor Centre is to ensure there is no disturbance to the rail tracks.

Conservation works recommendedExposed timber to roof fascia and windows should be retained and conserved with a new paint finish only where the existing finish has failed. Oil based paints compatible with existing finishes with colours evidenced on site or in photographs are recommended.Retention of existing glass and the replacement of broken panes within existing timber frames is recommended.Internal finishes to timber should be retained.External paint finish to the galvanized sheet cladding should be retained.Repair work to the external cladding should be undertaken only to ensure weather protection to the interior. Strip repair to penetrations formed by the ‘lean-to’ roof structure should be undertaken with matching profile galvanized sheet salvaged from demolition.

fig.19 The doors of the central workshop onto the railyard are not original. Replacement of the current doors with sliding doors designed to match the original sliding doors is recommended.

fig.20 The connection between the lean-tos and the central workshop can be seen in this image. Removal of the lean-tos requires strip repair to the penetrations formed from this connection.

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6.1.8 Removal of Trees

Two trees are proposed for removal to allow for the new carpark. Refer to the Landscape drawing Playstreet 20084_DA-002.

CommentThe tree T4 is a mature eucalypt in close proximity to the accommodation huts. It forms along with other mature trees an indication of remnant vegetation retained during the course of the operation of the railway and subsequently forms an alignment with the gravel path access to the accommodation huts.The tree T6 is a mature eucalypt near the fence at the southern boundary of the site with the Quarry Master’s House.While the trees on the site are not considered to have heritage significance in their own right, they contribute towards the setting of the place and provide an understanding of the settlement pattern of the villager structure.Refer Policy 21 Setting of the CMP.

Conclusion Retention of the trees is recommended.Alternatives to the carparking restricted by both trees should be considered by either relocating carparking to area of no disturbance or by reducing the number of carparks.Removal of the trees is acceptable should no alternative exist due to statutory requirements for carparking. Should these requirements allow only one of the trees to be retained, preference should be for the retention of T4 as the carparking in this location also intrudes into the Conservation zone.

6.1.7 Removal of Station Huts

The existing huts arranged as a tourist ticket office and station are proposed to be removed.No location is proposed for their reinstatement.

CommentThe ticket office huts were moved from their original location adjacent the remaining accommodation huts where they formed a line of seven huts.The removal of the ticket office verandah structure is supported in the CMP.Refer Policy 16

ConclusionRemoval of the station huts is recommended as long as they are relocated to the positions indicated in early photographs and as required on site adjacent concrete drainage slabs.The verandah structure, fittings and fixtures and internal connections, between the huts should be removed in a manner that does not disturb original fabric.Care should be taken in relocation so as to not disturb the heritage fabric of the buildings.

fig.21 above This image is of the original location of the station huts on the workers accommodation row. They should be relocated to their original placements.

fig.22 leftThis image shows an existing concrete slab that was a base for one of the original huts. More evidence of their exact original locations may be evident in the landscape.

fig.23 The proposed carparking will require the removal of two trees in this area. Rentetion of these trees is recommended.

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6.2 NEW FABRIC

6.2.1 Overview

6.2.2 Visual Impact of the proposed Visitor Centre

The proposed visitor centre is a rectangular box form single-storey structure curved in plan and elevated above the ground. A linking structure connects through to the central workshop via a single entry point in the existing café. A ramp extends to the ground level in between the new structure and the Central Workshop.

The new building will have a low pitch roof form, made of sheet metal materials, and be set back from the existing building. Associated with the new visitor centre will be site works including new service infrastructure, car parking, visitor access pathways and new plantings. A new workshop shed is proposed for the concrete former tennis court in order to facilitate the management of heritage railway assets.

The assessment of the heritage impact of the new building will refer to the CMP for the place and in particular Section 8.4, Managing Change to the Place and specifically Policy 17 New Buildings and the Development Guidelines Plans A and B from the CMP. These plans were designed in order to maintain the visual relationship between the buildings that form the industrial village.

The relationship between these existing buildings is considered to be fundamental to the significance of the place.The visual appreciation of the place external to the site, however, is considered less significant as historically the place addressed the street in a utilitarian manner. In this respect, the relationship between the Central Workshop, rail track siding and road frontage is able to demonstrate this functional aspect, and thus is significant in understanding the place.

The proposed Visitor Centre is located to the north-west of and adjacent to the existing central workshop. As a single-storey structure with low pitch roof, its height is restricted to the eaves gutter level of the existing central workshop except for an extended steel skylight central to the roof width. The building can be considered as an elongated and slightly curved box form.It will be connected to the existing Central Workshop through a single entry point in the side of the former office/store and café.

The new building will be clad and roofed in unpainted galvanized sheeting, with a concrete masonry footing sub floor. The building has large areas of framed glazing, and a recessed balcony with timber lined walls and a glazed balcony.New openings in the walls of the Central Workshop are proposed with steel reveals that form framed portals.

CommentThe Visitor Centre is located outside of the Conservation zone and generally within the Redevelopment zone.While the building is located adjacent the Central Workshop, it maintains setbacks to the rail yard frontage of the workshop, as required by the Development Guidelines, and is also setback to the side elevation of the workshop. The building also is located to the side of the Workshop frontage to the street.The height of the proposed structure, apart from a projecting roof light, maintains the restricted height as required by the Development Guidelines.New portal structures that form the openings in the walls of the central workshop provide a threshold to the experience of entry from old to new.

fig.24 Detail of architectural drawing J20895-SK06, showing the front elevation of the new visitors centre alongside the existing central workshop.

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ConclusionThe proposed Visitor Centre is located to allow the prominence of the Central Workshop to be maintained.The setback from the side wall allows for an understanding of the external form of the workshop as well as it distinction as a separate structure.Maintaining a clearance from the frontage to the Central Workshop allows the relationship between road and rail to be maintained. Maintaining a clearance from the siding rail track will allow this area to be appreciated as part of the rail depot site.The height restrictions allow the prominence of the Central Workshop to be retained despite the projected roof light which is sufficiently discreet and of a size that will not impact on prominence of the workshop.The proposed building tends to compliment the industrial character of the existing sheds, with minimal embellishments and simplicity of form, while clearly identifying itself as a new structure distinct from the original industrial buildings. The external materials for the building also compliment the industrial character of the railyard depot without reproducing existing materials.

The Visitor Centre building replaces the ‘lean-to’ sheds that were part of the operation of the railway. The proposed Visitor Centre, while differing in form and materials, recalls the simplicity and directness of the original sheds. In this respect, the character of the place is maintained despite the change of use. Its alignment with adjacent rail track siding draws attention to this heritage fabric and thus provides the opportunity for appreciation.

The portal reveals that form the openings in the Central Workshop walls emphasis the transition between new and old spaces and contribute to the visitor experience of the heritage place.

6.2.3 Carparking

The proposal includes new carparking infrastructure. The majority of the parking will be located to the south of the existing buildings, in vacant land between the workers accommodation huts and the quarry managers house. Oversized vehicle and trailer parking is located to the north of the existing central workshop.

CommentPolicy 22 Carparking in the CMP requires carparking to be located on the periphery of the site in order that carparking does not intrude into the setting of the place. While the infrastructure for parking has limited visual impact, it should be appreciated that carparking facilitates the location of vehicles which have considerable visual impact into the setting of places. The parking of large vehicles in particular will contribute to significant visual impact.Consideration should also be given to limiting the extent, size and height of signage.

ConclusionCarparking is generally located within the Hillside zone and will have no impact on heritage significance of the place. However, part of the car park extends into the Conservation zone, where potential impact into the village may occur. The carpark extension should be limited to avoid the opportunity of parked cars and signage to impact on the visual setting of the place.Large vehicle parking is located partly in the roadside verge adjacent the Development zone. While large vehicle parking is located outside of conservation areas, consideration should be given to locating this parking to prevent the visual intrusion into the immediate setting of the Visitor Centre.fig.25 The existing

central workshop and lean-to sheds facing Lune River road. The new visitor centre will be located in place of the current lean-to sheds.

fig.26 Extent of carparkingfig.27 Existing workers row and trees

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6.2.5 Landscape

Visitor pedestrian movement across the site is allowed for by paths and walkways and ramps.New plantings are planned for the area around the visitor centre and carparking. Paving to a new courtyard is proposed adjacent the Visitor Centre. A gravel path is proposed for visitors from the courtyard across the frontage of the Visitor Centre and adjacent the rail yard and extends across the rail track.A waste storage structure is proposed for the site located at the fence boundary to the Quarry Master’s House and will be screened with planting.No new fencing is proposed for the site, however, it is assumed that the existing security fencing erected recently will be removed.

CommentLow level structures necessary for the pedestrian movement of visitors are necessary infrastructure for the use of the place as a heritage site Paths and walkways are all low level structures and ramps are designed at a grade that handrails are not required.The gravel path and bluestone paving extend over railway track.Consider exposing the railway track in the courtyard and adjacent the Visitors Centre as part of an Interpretation of the heritage of the site.Planting is typically low level and located at entry places and the courtyard.The waste storage structure is a necessary part of the infrastructure for the site. Its location will have least visual impact into the setting of the place.Refer in the CMP to Policy 31 Landscape.

The new railway asset shed is proposed for the concrete slab of the former tennis court.

CommentThis shed will facilitate the storage and management of historic items of heritage value. No trees are removed for this shed.

ConclusionThe shed is located remote from the industrial village and Conservation zone in the woodland zone. It will have no visual impact on the heritage values of the site, and will facilitate the ongoing preservation of the historic railway.

6.2.4 New Railway Shed

ConclusionAdjust the location of the path to allow the railway track to be viewed.Ensure that landscape paving and paths do not disturb the rail line.Refer Policy 15.The gravel path that extends over the rail track should be designed and constructed to enable periodical use of this rail line.The proposed low level structures necessary for the operation of the site for pedestrian movement are acceptable as they will not impact on the visual appreciation of the place or the setting. Low level planting will assist in integrating structures with the existing landscape of the site and is acceptable. However, planting and gravel pavement proposed for the road frontage to the Central Workshop should be designed to allow for the appreciation of this area as a loading bay.

fig.28 Proposed courtyard and landscaping around the new visitor centre.

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6.2.6 New Construction and potential impact on heritage fabric

The Visitor Centre proposed for the site is located adjacent the Central Workshop.The floor of the structure is elevated above the ground and a concrete footing wall extends to the perimeter of the building.

CommentThe building footprint is located over a railway track which is to be conserved.

ConclusionEnsure that the footing structures to the Visitor Centre do not disturb the rail line.Refer Policy 15.

fig. View of the Central Workshop and rail line from the west looking east. This area will have new construction related to the movement of pedestrians through the site.

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5.0 HERITAGE IMPACT STATEMENT 6.0 RECOMMENDATIONSThe proposed Visitor Centre for the Transformer art installation located on the site of the Ida Bay Railway Depot, allows for the juxtaposition of history, nature and ecology and this enables the heritage site to be appreciated by a wider section of the community. With pedestrian movement across the site, the visitor is actively engaged with the site in a direct form of intimate interpretation where visitors can appreciate the heritage values of the place. The integration of heritage and art is then a unique opportunity for the rejuvenation of the place.

The proposed visitor centre is a prominent structure on the site, however, it is located outside of the designated Conservation Zone, allowing the relationship between the village structures to remain. The height of the structure is managed so as to not impose on the prominence of the Central Workshop. It is designed in a manner to recall the simple utilitarian structures of linear railway sheds.

The close co existence of the new use with the heritage site necessarily requires a level of change to the place that will require intervention in heritage fabric, however this is managed and disturbance minimized and the opportunity for restoration allows for the place to retain its ability to demonstrate. In particular, the proposal allows for the continued operation of the railway into the future which is recognized as an important aspect to the cultural heritage values of the place.

The clearing of debris on the site should be undertaken prior to any work on the site.

This should be undertaken in strict accordance with the CMP including the production of a detailed Asset Management Plan.

Further fabric investigation on site should be undertaken prior to any demolition and as fabric is revealed during demolition. Consideration of the feasibility of incorporating early fabric into the works should be undertaken should fabric be significant in understanding the development and operation of the railway.

Further design should be undertaken to determine the feasibility of retention of existing windows proposed for removal.

A photographic extant recording should be undertaken of the site and specifically all items for demolition or removal, prior to demolition works.

Date post:	21-Nov-2021
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