Old Maitland

BRIDGES, ROADS AND DAYS OF OPPRESSIVE TOLLS
Newcastle Morning Herald 17th August, 1929

The first road constructed in the district was that between the present site of Morpeth, then known as Greenhills, and Wallis Plains, but it was little more than a clearing to enable drays and carts to proceed to and from the little wharf at Greenhills. Later, when the bullock team traffic developed, stone was quarried by the chain gangs in the vicinity of the road and the softer parts of the roadway were made more durable.

The road between Newcastle and Wallis Plains was completed early in 1823. It too, was little better than a clearing, except that all of the low spots over which surface water poured in wet weather were corduroyed and layered with gravel or stone. In this way some of the very low stretches of the road were built up high enough to be free of water, while hollow logs were used for culvert purposes. The bridge over Ironbark Creek was in existence in that year, but it was a very primitive construction.

In 1829 the main road from Sydney through Wollombi to Wallis Plains was opened up, having been constructed by convict labour. Another road passed through Cessnock and Bishop's Bridge to Wallis Plains, and later was constructed though Lorn and Bolwarra estates to the Paterson district. It branched off from High street into Hannan-street, West Maitland, and crossed the river at the foot of that street, across the river being carried on by means of a punt until the opening of the Belmore Bridge in 1869.

The roads and streets in the settlement itself were made and maintained by the convict gangs. Gravel was procured at the old junction of Wallis Creek with the Hunter River, in the vicinity of Brown's Monumental Works, from the river in the Horseshoe Bend, and also from the river along Oakhampton, and was carted by the convicts to various parts of the highways to be spread. The gravel carts were drawn, not by horses, but by convicts, and the stories of the cruel treatment of these unfortunates is a black record in the history of the district.

Out beyond Lochinvar the cutting down of Harper's Hill is associated with the most appalling stories of floggings and ill treatment of the convicts and old timers in the early days told of a flogging tree, the ground around which was said to have been deluged with blood. The tree remained for many years with the iron staples to which the convicts were hastened for flogging purposes, a mute reminder of the cruelties of the convict system. The memory of the man responsible for such treatment was held in execration in that district.

Jutting from the right bank of Wallis Creek at a point about 150 yards upstream from Victoria Bridge three or four old logs may be seen, parts of the girders of an old bridge. The remains of the original piles are also in evidence. Prior to the erection of that bridge to link up the two little settlements now known as East and West Maitland, a boat was kept at a point near the creek junction with the river to ferry passengers across the creek. Near it was a great fallen tree with its upper surface 'levelled'. The tree spanned the river and was used as a sort of footbridge. The idea of constructing a bridge was conceived in the fertile brain of a Scotch pioneer, Alexander McLeod, the owner of a 2000 grant near the present village of Lochinvar. He wrote to the Colonial Secretary, Mr. Alexander McLeay, proposing that he should build a bridge over the creek and keep it in good repair for 10 years, provided the Government allowed him to levy tolls at the same rate as was charged at South Creek, Windsor.

The reply of the Colonial Secretary is a historical document, and worthy of reproduction. It stated -

"Your proposal of the 5th ultimo to build a substantial bridge, &c, having been submitted to the Governor, I am directed by his Excellency to intimate to you that is is accepted on the following conditions - 1. That you are to receive the

customary tolls, the amount of which will be specified hereafter, during seven years from the day of the bridge being opened for the use of passengers. 2. That you are to keep the bridge in repair at your own expense, and to deliver it over to the Government at the expiration of the abovementioned period. 3. That you are to build an inn and establish a stockyard for the accommodation of the public, for which purpose five acres of land will be allowed you, on you marking a selection, if no objection exists to your receiving the spot selected. If you accede to these terms, I have to request that you will inform me to that effect, after which you will be at liberty to proceed with the work as soon as you think proper."

McLeod lost no time in proceeding with the work of constructing the bridge, and on September, 1827, advised the Colonial Secretary that the bridge would be open for traffic on September 15, 1827. He asked to be supplied with a table of the tolls to be levied at the bridge, but was staggered by the official reply, which stated that the Executive could not authorise any scale of tolls until they were sanctioned by an Act of Council. McLeod had taken into partnership a friend, Peter McIntyre, and the pair proceeded with the opening of the bridge on September 15.

The first tollkeeper was Thomas Deering, and he was succeede by Joseph Daley, who remained in charge until the bridge was thrown open to free traffic in 1831.

The rates charged were regarded as oppressive. Convict servants, children proceeding to school, people going to church, the sick, the police, whether on or off duty, and all classes of traffic were penalised. There was a general display of resentment by the settlers and it was accentuated by the fact that McLeod had two sandbanks in the bed of the creek removed, ostensibly for the purpose of clearing the stream for the passage of barges carrying shells to be burnt for lime-making in connection with the erection of the Union Inn, which was part of McLeod's agreement with the Government. One of these banks was near the bridge and the other was near the mouth of the creek, and both served as fords, except when the creek was in flood. McLeod also cut away the big fallen tree that had been used as a footbridge for some years, so that traffic might be directed to the bridge and toll money into his pocket.

The more venturesome among the settlers refused to pay the tolls, and there were some lively scenes, which were followed by Court proceedings. In October 182, McLeod and McIntyre sold their interests in the bridge for £688 to Lieutenant-Colonel Dumaresq and Captain Dumaresq, but the colonel had a third interest prior to that purchase by reason of a loan to McLeod. One of McLeod's first acts after the transfer was to refuse to pay the toll for using the bridge himself.

A commission of inquiry was held concerning the toll question, and the right of McLeod and McIntyre, which had been transferred to the Dumaresq brothers. Finally, the brothers received £600 in compensation from the Government, and the tolls were abolished.

The bridge was built of timber beams, carried on stout piles, and the slabbed flooring was coated with earth and gravel. It was evidently of the low-level type, permitting the creek in flood to flow over it, as is the case with some bridges over the Hunter, notably, Melville bridge. McLeod selected as his five acre grant that piece of land at the corner of Newcastle and Melbourne Streets, and on it he erected the inn and stockyards in accordance with the terms of his agreement.

The old bridge weathered the times until 1850, when it was in such a dangerous state that it was deemed advisable to replace it. A new bridge was erected on the site of the present Victoria bridge, and was officially opened by Major Crummer, Police Magistrate, on June 21, 1832, in the presence of a large attendance of residents.

The bridge of 1852 was replaced by the present Victoria bridge in more recent years.