The main line and its branches
The total route mileage built
for this tramway was about 23 miles. This was composed of:
● the main line from the Moreton Central Sugar Mill in Nambour to the end of rails in Mapleton (10 miles 78 chains), plus
Some of this mileage had been removed before the Maroochy Shire Council
purchased the line and extended it to Mapleton in 1915. In particular, most of
the Image Flat sub-branches were gone, and some if not most of the
Dulong branch.
The Mapleton line had proper passing loops at Perwillowen Junction (Burnside), Image Flat Junction (Highworth), and at Story's Siding at the foot of the Blackall Range. There were sidings long enough to stow half a train at Jakat's (near Petrie Creek), Doig's Point (at the Kureelpa Falls Road overbridge), and at the Kureelpa Hall.
There were twelve bridges to be negotiated on the main line to Mapleton, not including the overbridge at Doig's Point. The first was a substantial bridge over flood-prone Petrie Creek on the outskirts of Nambour. There was then one small bridge over Whalley Creek at Burnside. There were two small bridges on the Highworth Range just before the horseshoe curve, a larger one as part of that curve itself, and two more smaller bridges further up the escarpment. The road overbridge was at the top of that range, and carried the Kureelpa Falls Road over the tramline.
There were two quite substantial bridges between there and Kureelpa, in Doig's paddock. There were two more quite long bridges, close together in the valley at the foot of the Blackall Range, just before Pope's siding. The first of these crossed a small creek, the other crossed the South Maroochy River, itself not much morethan a creek except in times of heavy rain.. The twelfth bridge was curved and inclined, high up on the Range just below Mapleton.
A still-existing embankment and abutments on the property of Richard and Betty Dykes of Kureelpa indicate that there may have been another bridge half-way up Christie's Bank, about fifteen feet high. The engineering reports and contemporary accounts make no mention of this. Each branch had bridges of its own, which are described below.
Cattle grids were installed where the tramline passed through the fence lines of farms. There were numerous drains through embankments, usually through pipes 12 to 18 inches in diameter (sometimes larger) or wooden box drains. One of the latter still exists in good condition on the Dulong branch behind the school reserve of the Kureelpa State School [now the Blackall Range Independent School].
The maps reproduced here are cadastral maps from the Department of Natural Resources and Mines of the Queensland State Government.
These are Copyright The State of Queensland (Department of Natural Resources and Mines), 2005. The Department of Natural Resources and Mines gives no warranty in relation to the data (including accuracy, reliability, completeness or suitability) and accepts no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of the data.To these maps have been added updated data (streets and housing allotments) by the Mapping Department of the Maroochy Shire Council. These additional data are Copyright Maroochy Shire Council, 2005. The Maroochy Shire Council gives no warranty in relation to the data (including accuracy, reliability, completeness or suitability) and accepts no liability (including without limitation, liability in negligence) for any loss, damage or costs (including consequential damage) relating to any use of the data.
The writer has superimposed on these maps a dotted line showing the route of the tramway and its branches, and highlighted this line in yellow to assist identification. The route as marked has an accuracy of better than five metres either side of the track centre line. This dotted line is Copyright John R. Henley, Nambour, 2007.
User Licence No. USR:2005/979 has been granted by officers of the Department of Natural Resources and Mines, and the Maroochy Shire Council, permitting use of the maps on this web site, provided that they are uneditable PDF (Portable Document Format) files. Adobe Reader or Adobe Acrobat Reader will be required to view them, and is available here.
The following description will be divided
into the following sections:
1. The Nambour lines near the Station and the Mill
MAP OF THE LINE FROM NAMBOUR STATION TO THE EASTERN END OF WINDSOR ROAD
The alignment as originally built in 1897 between the Nambour Station, the Moreton Central Mill and Arundell Avenue ran to the east of the Mill and then south. It turned to the west and crossed over the QR's North Coast Line at a level crossing where Arundell Avenue also crossed the QR
The gate
keeper at this level crossing was a Mrs Cronk, wife of a QR ganger. At that
time the North Coast Line was at ground level, and the tramline crossed the QR
at a diamond crossing. Numerous problems arose between the operation of the
horse-drawn cane trucks and the QR as they crossed each other's tracks, and
the existence of Cronk's Gate and the reported reluctance of Mrs Cronk to open
it for cane traffic became a contentious issue.
To
avoid having to use the level crossing, in 1898
the Mill relaid the tramline to cross the QR in the station yard itself. The
tram route then ran
parallel to the QR on its western side in a southerly direction to cross Arundell Avenue, whereupon it curved
right to cross the Petrie
Creek bridge. Not long after, the QR eliminated the down-gradient south of Nambour Station to Arundell Avenue by building a high embankment for their main line, taking it
over Arundell Avenue instead of across it.
Understandably, the QR was very concerned with having the trams crossing its tracks near the Nambour Station, in between the passage of freight trains and North Coast expresses, and regarded its safe-working procedures as prejudiced. As soon as they heard that the Shire Council had purchased the tramlines west of the North Coast Railway in 1915, they insisted that the diamond crossing which allowed the trams to cross their right-of-way should be closed immediately.
A new
tram route from Nambour Station was therefore laid between the Moreton Mill and
the QR main line, heading south on the eastern side of the North Coast Line.
It then turned left, followed by a large sweeping right-hand curve, and passed
underneath the QR at Arundell Avenue. There was at the time a QR siding into
the Mill yard, and the trams were permitted to pass over this at a diamond
crossing, provided that the locomotives 'cock-a-doodle-dooed' on their
whistle first.
At Mill Street, a facing junction connected the Mapleton Tram with the rest of the Mill’s two feet gauge network, so that rolling stock from the Mapleton branch could be used on other Mill lines to the east, e.g. to Bli Bli and Coolum.
The tramway facilities at Nambour Station consisted of a headshunt terminating near a shed owned by the
ACF-Shirley's fertilizer company, and a spur leading to a loading platform
shared with the QR.
This
spur had once been a loop, but one set of points was soon removed. To transfer
goods to and from the QR, a tram would pull forward past the spur's points into
the headshunt, and then set back along the spur. The loading platform between
the tram and QR tracks was of a height that allowed goods to be moved across
with a minimum of lifting. Also, the QR tracks were lower, so that the floor
heights of tram vehicles and QR wagons were roughly level. Shunting the train so that it could
return to Mapleton had to be done manually or by tow rope once the loop was
lifted, and gravity was often called on to lend a hand.
When the 1915 alignment was made, the old route running down the western side of the QR
was retained as a dead-end siding 21 chains long, serving a sawmill owned by the
Mill company and nearby cane fields. It was joined to the Dulong branch by a set
of trailing points. It terminated in the vicinity of the south end of Price
Street, on the western side of the North Coast Line. About 10 chains north of
the junction with the Dulong line, a secondary branch 32 chains long curved
through 180 degrees and then crossed Petrie Creek to serve cane fields in the
vicinity of today's Doolan Street.
Trams coming from this area would cross the bridge over Petrie Creek and then curve
around to the north, stopping short of the Price Street dead end. They would
then set back down past the sawmill onto the line to Mapleton, until the loco
cleared the points at Arundell Avenue. Then the tram would come ahead, passing
under the QR overbridge and swinging left up the hill to the Mill yard.
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2. The main line from Arundell Avenue in Nambour to Highworth
MAP OF THE LINE FROM ARUNDELL AVENUE ALONG WINDSOR ROAD, WITH THE BRANCH TO PERWILLOWEN
Explanation of Map from right to left: At the centre right margin, the route from Nambour Station passes under the Arundell Avenue QR railway bridge. It crosses Petrie Creek and passes around two sides of the house once owned by a Mr Jakat. The line then crosses Perwillowen Road and runs west along Windsor Road to a point near the entrance to the Cooloola Sunshine Institute of Technical and Further Education (CSIT). At this point the Perwillowen Branch turns off, heading south-west to cross Whalley Creek, and then continues in a more-or-less westerly direction. The main line follows Windsor Road as it climbs towards Highworth.
After crossing Arundell Avenue, the tram route curved right to the south-west, and crossed Petrie Creek on a high trestle bridge of four spans. It then swung left, and then right again, circling around a house owned in the 1930s by a Mr Jakat. It then crossed Perwillowen Road via a level crossing and headed up Puddle's (Windsor) Road on its southern side. There was a storage loop here, with a cane derrick. It was generally known as Jakat's siding, due to the proximity of his house. Trams of up to 60 cane trucks would be brought to this point, but the tram would need to be divided here and many of the trucks left in the loop, for the locomotives could only manage about 25 fully loaded trucks up the slope from Arundell Avanue to the Mill. Whalley Creek was crossed by a low four-span bridge on the way along Puddle's Road, and this was one of the few stretches of straight and level track on the whole route. Just before the route began to climb, the Perwillowen branch turned off to the left. A loop was located here, too.
MAP OF THE CLIMB UP WINDSOR ROAD FROM THE ROTARY GARDEN VILLAGE TO HIGHWORTH
Explanation of Map from right to left: At the lower right is the junction between the Perwillowen Branch and the main line, near the entrance of today's Rotary Garden Village. The main line follows Windsor Road upgrade, along the crest of a spur. Soon after crossing Henebery Road there is a trailing junction to the Image Flat Branch. The Mapleton Tramline follows the Nambour-Mapleton Road on its southern side, in a short level section.
The line now climbed along the crest of a low spur towards Highworth, passing Mr Puddle's house on the right. Some cuttings were necessary in this section. Approaching Highworth, the grade stiffened. The tram route left the road alignment and swung left across a gully, heading west to cross another low spur. It forced its way through this spur in a long, deep, curved cutting, which turned towards the north-west. It is thought that this cutting may have been the site of the 'tunnel that would not stand', and thus became the 40 feet deep cutting. Nowhere else on the route seems to fit the description. The cutting has been filled in now, but slight traces of its existence still remain.
The line now crossed Henebery Road and levelled out near the Highworth School. At this point, the branch to Image Flat led off to the north.
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3. The main line from Highworth up the first range to Kureelpa Falls Road
MAP OF THE CLIMB FROM HIGHWORTH, ROUND THE HORSESHOE CURVE AND ALONG THE RANGE
Explanation of Map from right to left: At t
he lower right, the line crosses Henebery Road (here spelt 'Hennebury') and passes the trailing junction to the Image Flat Branch at Highworth. This branch, with its seven spurs, runs through country to the north of Highworth. It is discussed later. The main line follows the Nambour-Mapleton Road on its southern side, then crosses that road at the site of a level crossing and follows the northern boundaries of some housing allotments. There is a steep drop to the creek just to the north. The tramline then turns south, crosses the creek and back again, and then swings round through 230 degrees in the famous Horseshoe Curve, crossing the creek a third time. The route then climbs north along the spurs of the Highworth Range.The route now ran west along the level crest of the ridge which runs from Nambour Heights to the Dulong Lookout. As it was a level section between two lengthy and steep gradients, a crossing loop was installed there, known as Highworth Siding. The main line continued in a westerly direction parallel to the Mapleton Road, and followed the road quite closely on its south side (only ten yards or so from the fence) until it crossed the road at an unprotected level crossing.
From this point, the ridge became too steep, as it contains a large hill. The road to Mapleton ran up round the south flank of the hill, but the tramway forced its way round the north side, along a ledge cut along the steep slope and curving slowly to the right.
F. M. Murtagh's house was located on the summit of this hill. At this point the tramline was clinging to the steep south wall of a deep gorge, with Rocky Creek at the bottom of a precipitous slope about 70 feet deep. below A little way past Murtagh's house on the crest of this ridge, the tramline suddenly swung left through about ninety degrees and came around the end of the ridge to head due south. There is a waterfall at this bend, but it is usually only a trickle. The upper part of the waterfall is about 40 feet below the tram route, down a very steep slope.The creek performs a sharp S-bend upstream of the waterfall, and turns south-east into the ridge, leaving no room there for the tramway. The tram line therefore crossed to the opposite side of the creek and then back again over two single-span bridges, before swinging to the right to head west into the head of the gully. This is where the terminus of the line was in 1902, when cane had to be lowered to the tramway from the slopes above by means of 'flying foxes'.
When the line was
extended up the Highworth Range in 1903, a sharp bend was constructed at this terminus, designed to turn the tram route around completely. This was the location of the 'Horseshoe Curve', which had the smallest radius of curvature and the steepest gradient on the line. It therefore determined the type of locomotives that could be used and the loads that they could manage. In negotiating this curve, the line swings round on itself for 240 degrees, nearly three-quarters of a circle, with a radius of curvature of 59 feet (18 metres, less than the length of a cricket pitch), and a gradient of 1 in 18. Immediately after the sharpest part of the horseshoe, the line crossed a curved bridge over Rocky Creek to the northern side of the gully, and began its climb along the Highworth Range.This climb trended to the north along a very sinuous route, winding around three spurs into two gullies which were headed by small single-span bridges. At least three substantial cuttings through basalt rock were needed in this section.
The gradients averaged 1 in 20, and some of the curves were nearly as sharp as the horseshoe. The fall of the land was always to the right of an ascending tram. About halfway up the range, the line curved to the north-west, following the eastern side of a high spur. It then swung around the end of this spur through 180 degrees, and headed south-east along its western side. Soon the line turned south, then west to the point where the spur joins the Highworth Range proper. The tram route then headed north once more, still climbing, until it reached the summit of its climb at Doig's point, where it passed beneath the Kureelpa Falls Road overbridge in a deep cutting.At the overbridge, the tramline was 4 miles 56 chains from Nambour and had climbed to an altitude of 800 feet. There was a short dead-end siding long enough for four cane trucks on the Nambour side of the overbridge, and a long siding on the western side of the bridge, long enough to allow loads from the Mapleton direction to be brought to this point in two parts.
In the climb up the Highworth Range from the straight below Murtagh's house (near the entry to the Horseshoe Curve) to Doig's Point, the tramline negotiated some 2450 degrees of curvature, the equivalent of nearly seven complete circles.Top List of routes
4. The main line from Kureelpa Falls Road to the Kureelpa Hall
MAP OF THE LINE DOWN DOIG'S BANK AND AROUND KUREELPA TO THE KUREELPA HALL
Explanation of Map from right to left:
From the deep cutting under the Kureelpa Falls Road overbridge, the main line runs north down Doig's Bank. It then crosses a creek and bears to the north-west, running along the south bank of the creek in nearly level country. It crosses Hereford Drive and then swings south-west, across a second bridge. A branch runs off to the north from the western side of this bridge. This branch is described laterThe tramline then ran around the valley to Kureelpa Hall. From Kureelpa Falls Road, the line swung north and descended a long, reasonably straight grade of 1 in 33, known as Doig's Bank. For up trams (heading to Mapleton), this descent gave the fireman a chance to build up steam after the long climb up from Highworth. At the bottom of Doig's Bank, the route swung left to the north-west across an embankment, and then crossed a three-span bridge at the 5 mile mark. The creek is in a gully, and the bridge was about 15 feet high. The next section was straight and nearly level, following the creek in a north-westerly direction on its southern side.
For down trams (heading to Nambour), Doig's Bank was sufficiently steep that some loads had to be brought up it in two sections. It is most likely that the tram would stop at the bottom of the bank, on the level stretch before crossing the three-span bridge. It would then be divided and wheels on the uncoupled section spragged. The first section would be taken up the grade to the siding at Doig's Point
and reversed into the longer of the two sidings. Then the loco would return light engine to the second section, bring it up the grade, and re-attach the wagons or trucks in the siding. The tram would then come ahead a short distance under the overbridge to the point where the downgrade commenced, where numerous wheels would be spragged for the descent to Highworth.From the western end of the level stretch, the tramline then swung around to the south-west and crossed a second creek by a two-span bridge at the 5 miles 24 chains mark. At this location a branch headed north towards the Highworth range escarpment. This North Kureelpa Branch was connected to the main line by a set of regular points.
The main line then headed south, climbing gradually, following the 800 feet contour line and running along the western bank of the last creek crossed. It then swung to the right and headed west, climbing through Captain Jewett's farm. It circled around three sides of his house until it was heading north-west again. Still climbing, the line turned sharply to the left and crossed Jewett's road on the crest of the ridge at the 6 mile point.
The route now ran south along the western side of the road [Jewett Road], and reached the Kureelpa Hall at an altitude of 820 feet and a distance from Nambour of 6 miles 20 chains. There were a shed and a dead-end siding located here, the siding to allow loads from Mapleton to be brought up Christie's Bank in two parts. Substantial earthworks were needed to provide enough flat land in this area for these facilities, the fill being removed from a borrow pit about 120 yards to the west, in the side of the hill. This is where the branch to Dulong headed south. At this point the line ran adjacent to the Nambour to Mapleton road.
5. The main line from Kureelpa Hall to Willandra Court
MAP OF THE LINE FROM KUREELPA HALL, DOWN CHRISTIE'S BANK TO SHERWELL ROAD
Explanation of Map from right to left:
The main line appears from the right, crossing Jewett Road before reaching the Kureelpa Hall. The facing points to the Dulong Branch took that Branch over the Nambour-Mapleton Road to a dead-end. In the manner of a zig-zag, the line then turned back on itself and headed south-east before turning south towards Dulong. The main line to Mapleton ran north-west, then north, down a steep bank called 'Christie's Bank' which led down into the valley of the South Maroochy River. Swinging around the end of a low spur in a semicircle, the line turned south-west and headed through what is now Shamley Heath estate towards the river. The river and a nearby creek were crossed by two long bridges. Just west of the South Maroochy River bridge, Pope's Siding ran off to the north a short distance, and then turned west. This siding is described later. The main line crossed what is now Willandra Place, and then turned south through ninety degrees to cross the Nambour-Mapleton Road. Continuing south, it soon swung south-west to cross Sherwell Road.The tram ro
From the west side of the Kureelpa Hall the track curved to the right across a low embankment, heading north and then curving left to skirt the northern and then western slopes of a large hill. The road to Mapleton turns south-west, and skirts the southern side of this hill. This is the top of Christie's Bank, and the line descended to cross a short but high embankment over a small creek, which passed through a 30 inch diameter concrete pipe under the train. After a short climb from the creek, the route passed through a deep cutting and then swung right, following a low ridge. It then circled left through a large U-bend of two chains radius totalling nearly 180 degrees, taking the line round the end of the low ridge, and then resumed its descent into the valley of the South Maroochy River, dropping 114 feet below Kureelpa. Christie's bank was 29 chains (over one third of a mile) of 1 in 33 with three curves of 3 chains radius, and was the hardest section for eastbound trains between Mapleton and Kureelpa.
Following the contour lines, the route traversed four easy curves, and then ran south-west, towards the river. In
Bailey's Paddock at the 7 mile 31 chains mark, there was a below-ground corrugated iron tank, gravity-fed with water from a spring. Locomotives always stopped here to refill their tanks, using their injectors to draw up water. This was accomplished by using a long rubber hose which was draped under the left-hand running plate when not in use.The line now crossed a wooden bridge of six 20 feet spans and one 30 feet span at the 7 miles 44 chains point, and then a second bridge over the South Maroochy River of four 20 feet spans and one 30 feet span at 7 miles 50 chains. The lowest point in the valley was between these two bridges.
Some 12 chains west of the second bridge, Pope's Siding (later, Story's Siding) led off to the north-west. The line now swung through ninety degrees to head south. It climbed up a short embankment and crossed the Nambour to Mapleton road by an unprotected level crossing.
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6. The main line from Willandra Court to the outskirts of Mapleton
Just south of the Mapleton Road crossing, a passing loop was installed known as Pope's Siding. If the morning cane tram heading to Mapleton was running late, it would be held in the loop so as not to block the down regular tram from Mapleton. Seventeen
chains beyond Pope's Siding, the line passed over Dulong [Sherwell] Road at another level crossing. From here, the line climbed up the Blackall Range following the contours, first south-west, then south, skirting the southern side of a small knoll, then west, up a low ridge, then along the range foothills, heading north.The average gradient on the Blackall Range in the 2 miles 27 chains from Dulong Road to the summit at Mapleton was 1 in 26. Most of the route was curved, many curves following each other with no straight sections in between. The curves were much less severe and the grades less steep than those on the Highworth Range.
There was another underground water tank at Amos' farm. This tank was only used by locomotives running short of water on the long climb, as the water was of variable quality. A sharp ninety-degree bend turned the track to the escarpment proper, and soon thereafter it turned north again along the side of the range.
Twenty-six chains past Amos' tank, there was the last bridge on the route, a curved 30 feet span with a radius of curvature of three chains and a gradient of 1 in 26. Fourteen chains further the line crossed the Nambour - Mapleton Road for a third time, at another unprotected level crossing. This crossing was just below the village of Mapleton at the 9 miles 60 chains mark, near the point where the road was heading in an almost northerly direction.
Following the crossing was the longest straight in this section, 8½ chains, climbing north along the side of the Blackall Range. The line was only moderately curved here, as it traversed a ledge on the side of the escarpment. There was one section where the grade eased for a chain or two, after which the route continued to climb, but levelling out.
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The route was now in the outskirts of Mapleton. The line
curved to the left, cresting the Blackall Range at the most northerly point at this end of its climb and swinging in a large semi-circle round the magnificent orange groves of the famous Sea View Orchard. This point, 10 miles 40 chains from Nambour and at an altitude of 1247 feet, was the summit of the route.Heading south-west, the line crossed Post Office Road and swung south, then south-east, skirting a swamp. It crossed Delicia road and passed a sawmill on the right. A short facing spur led into the sawmill, and another trailing spur ran for 15 chains up the north side of the Obi Obi Road as far as William Whalley's Mapleton General Store. The veranda of the store
served as a platform, allowing goods to be unloaded from vans and wagons directly into the store. Kegs of beer and other supplies for the Ocean View Hotel opposite were also unloaded there. The main line terminates at the Mapleton Station, directly over the road from the Mapleton Public Hall, and the end of rails is at a head shunt, 10 miles 78 chains from Nambour Station.At the Mapleton Station a loop line was provided to allow the locomotives to run around their trains during the frequent excursions. There were also
a short siding, an engine shed and an elevated steel water tank, which was filled from the adjacent Mapleton Creek by a steam pump, powered when necessary by steam from a locomotive. There were also a goods shed, a log dump, a yard for pigs and calves with a small shelter, and a stock race on the site. Top List of routes
8. The Coe's Creek Branch
This branch started from near Jakat's house at the intersection of Perwillowen Road and Puddle's (Windsor) Road. It followed Perwillowen Road in a south-westerly direction, and then turned south. Part of the present Coes Creek Road follows the old roadbed. It turned to the west when it reached Coes Creek, and followed the creek up into lands now owned by the Department of Primary Industries research station. Some bridge abutments at Coes Creek remain today. The total length of this branch was 2 kilometres (1 mile 20 chains), and it is possible that the rails were lifted early in 1921.
Top List of routes9. The Perwillowen Branch and its sub-branches
The Perwillowen branch left the Dulong line at a junction near the end of Puddle's Road and at the point where the main line turned north-west and began the climb up to Highworth. This branch then headed south-west and west for more than a mile. Near the junction there was a bridge over Whalley Creek where the waters cascaded over a rocky bar. About ten chains west of this bridge, there was a spur 40 chains long running off to the north-west. This was called the Burnside Spur and was apparently removed quite early, but later rebuilt around 1925.
The
main branch then headed in a direction a little to the south of west, and then
climbed almost due west along a long, sloping hillside. It crossed to the southern side of Burnside Road near the top of this gradient.
Originally the line descended in a more-or-less south-westerly
direction towards Perwillowen Creek, crossing it via a timber bridge and then
heading roughly west past what is now the northern end of Briggs Road. In making
this descent, horse-drawn trams had to negotiate a classic zig-zag, with top
points and bottom points. When the locomotive Moreton
was tried on the line, it was found that it could not negotiate the steep
grades of the zig-zag, and a deviation was built in about 1910. From near where
the line crossed the Burnside Road, the new alignment swung around to the
south-east, descending around a ridge, and curving around the end of the ridge
to the west where it approached the site of the former bottom points, but at a
slightly lower level, between these points and Perwillowen Creek.
>The line then levelled out and crossed the creek at a new bridge site, about thirty yards downstream from the former crossing. It is likely that the timbers from the original bridge were relocated to build the new one nearby. The new alignment took the longer way around, curving as it did around the eastern end of the ridge rather than zig-zagging down its southern slope, but the gradients were still rather steep.
The line then ran west along
flat ground on the southern bank of the creek towards its terminus near Briggs
Road. About halfway along this flat section, a junction, trailing to outbound
trams, connected with a spur heading east-south-east. A cane derrick was located
near this junction. This spur remained on the south side of the creek, and then
climbed steeply up the side of a low ridge towards Perwillowen Road, passing
through cane fields in a gentle S-bend.
It reached the road near the summit of the ridge, and may have crossed the road and headed south-east for a short
distance.
At a point where the creek made
a Z-bend,
the main branch, continuing straight on from the junction, crossed a substantial
bridge to the northern bank of the creek. At this point another trailing spur
ran to the north and north-west, climbing steeply, and there was a short back
shunt at the junction. The main part of the line then headed west, and passed
along a ledge cut out of the creek bank. Just before the line reached Briggs
Road, there was a third junction. One spur ran north-west for about ten chains,
and the other crossed back to the southern side of the creek and ran west for a
similar distance. Both spurs terminated where the country became too steep.
In 1918 it was suggested that the main tramline to Mapleton be deviated to better serve the Perwillowen district. In a proposal put by the Officer in Charge of Surveys of the QR, this was to be achieved by building 3 miles 20 chains of new line from just before the existing terminus of the Perwillowen Branch. There would have been a cutting and an overbridge at Burnside Road. The line was then to climb a ridge and then the side of the Highworth Range, passing under the Mapleton Road through a cutting 35 to 40 feet deep. It seems that the proposed line was then to connect to the existing route to Mapleton just beyond the horseshoe curve. The ruling gradient was to have been 1 in 20, but the sharply curved horseshoe section below Murtagh's house would have been eliminated. This could possibly have allowed the Mill's conventional locomotives to reach Mapleton if needed by the Council.
At that time, the
country to be traversed was used for banana plantations, and Perwillowen
farmers believed that they could increase production if a tramway service were
provided. They offered to pay for a complete survey, but the Shire Council was
doubtful that such a line could pay for itself. It was thought that the
suggested realignment would allow conventional locomotives to run up to Mapleton
but, considering the 1 in 20 grades, that is unlikely. One Councillor suggested
a one mile branch instead, and this was reported in The
Chronicle on 13th September 1918. Nothing came of either proposal.
Over the years the bridges became decrepit. In the late 1930s, when the westernmost bridge near Briggs Road became too unsafe for locomotives, it remained in use for cane trucks pulled by horses or pushed by manpower. Similarly, when the second bridge near the site of the former zig-zag became unable to support the locomotives, they continued to work up to it. When the Shire Council closed the Mapleton Tramline and sold it to the Moreton Central Sugar Mill at the end of 1944, the mill lifted the track beyond Burnside Road. They retained the rest of the Perwillowen branch however, and it remained in use by locomotives until the 1960s, when it was closed and the rails lifted.
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10. The Image Flat Branch and its sub-branches
The main line appears from the lower right, crossing Henebery Road (here spelt 'Hennebury'). On reaching the main Nambour-Mapleton Road there was a trailing junction leading to the Image Flat Branch. This branch crossed the Nambour-Mapleton Road and turned through a semicircle to head north-west, down a fairly steep gradient. The branch then again turned through a semicircle, and headed north-east down a long ramp, specially built around 1910 to enable the steam locomotives to be used. On the apex of this second semicircle was a set of trailing points leading south-west for a short distance. Bill English Jnr reported that the universals on his loco 'bumped' on this curve, so there may have been a kink in it. The line levels out at the bottom of the ramp, and then splits into three spurs. One runs east for an indeterminate distance, another runs north to the end of Perry Road, and the third runs north-west into the Gaylard property. This third spur itself has two tiny spurs of its own, plus one long one with sections forced through rocky knolls, and one which was possibly made with portable track. This third spur was removed by 1910, but the Perry Road spur was not lifted until 1946.
The Image Flat branch, originally a light line for horse working only, was upgraded in 1909 to allow the Shay to be used on it, and to open up more land. It left the Dulong line by a trailing junction at Highworth, 2 miles 48 chains from Nambour, and headed north across the Nambour – Mapleton Road at a point just west of its present intersection with Henebery Road. It turned 180 degrees from the Dulong line on a curve of about 150 feet radius in the vicinity of the old Highworth State School reserve, and headed north-west down a reasonably steep slope. Soon a right-hand curve of about 140 degrees turned it north-east. At this curve, a short spur ran down towards a creek, heading south-west. The main branch then descended down a long, straight embankment, that had been built as a ramp up to the curve. This ramp had reduced the previous gradient of 1 in 12 or perhaps even 1 in 10 to something more manageable for the locomotives, about 1 in 30.
Then the route levelled out and
curved gently to the left to reach a junction. One line ran north, while the
other ran almost due east for about half a mile, crossing another creek on a
bridge before terminating in the midst of cane fields, north of the present
Nambour Heights. The northern line soon branched again. One branch ran
north-east and crossed a creek at a small bridge, from which it climbed along
the creek's western bank and then swung round 110 degrees to the left, then
through a similar angle to the right, to reach
its terminus near the south end of Perry Road, about 1 mile 16 chains from Highworth.
The other branch continued north
and crossed the same creek at a second, but higher bridge with a substantial
embankment on its northern approach. It then ran north-west for 68 chains along
the northern slopes of a gentle ridge of the Highworth Range. This section was
built by 1905 to reach Finbury, a new settlement for Finnish immigrants cane
farming on land owned by G. L. Bury, who was Chairman of the Board of Directors
of the Moreton Central Sugar Mill at that time. This branch reached a creek when
approaching its terminus. It crossed this creek by a high bridge, the rails
being at least 30 feet above the water, the approaches to the bridge being by
earth abutments, quite massive at the south-eastern end.
The rails continued on for only
about 20 chains past this bridge, although a portable line ran about 15 chains
south-west from the bridge. The land in this area is rugged and stony, and
appears to be quite unsuitable for sugar cane. Nevertheless, that is what the
Finns grew there, but by 1907 their seven-year leases had expired, and most of
them took advantage of that to leave the district. Soon after, the branch was
lifted, and the area was turned over to potato farming, then to dairying.
No locomotives worked the branch to Finbury, only horses hauling screw-braked cane trucks.
Noel Gaylard currently owns the
Finbury area, and his family have been there since 1900, when they arrived
contemporaneously with the first party of Russian Finns. The Gaylards, though,
bought their land, rather than leasing it from Mr Bury. Noel has offered the
following information regarding horse working of the line.
"On bridges, there were
longitudinal boards placed for the horses to walk on. Only one horse could be
used at a time, one which had learned how to place one hoof in front of the
other on the boards. Blinkers would be necessary. On some high bridges, the
horses could be trained to accelerate the trucks towards the bridge. Then the
horses would be unhitched at speed and would veer away from the track, while the
cane trucks coasted under their own momentum across the bridge to the other side."
Such manoeuvres would have been
decidedly risky. It would seem to make more sense to keep the horses away from
the bridges, and for men to push the trucks manually across them, one at a
time. After all, many of the trucks had brakes which could be screwed down to
prevent them running away. Nonetheless, the procedures described above are given
as reported. The eastern spur and half of the Finbury line were removed before
the sale of the Dulong line to the Shire Council in 1914.
The rest of the Image Flat branch was worked until the closure of the
Mapleton line.
Locomotive driver Bill English Jnr claimed that a curve
on the Image Flat branch was even sharper than the Mapleton line’s horseshoe
curve, and caused the universals on the Shay engines to knock, as they were
rotating outside their designed limits. Also,
he stated that if more than two trucks were being pulled by the engine, the
first one would be pulled off the line on this problematic curve.
An examination of aerial photographs and a ground inspection of the remains of the formation have not been able to identify any curves as acute as this. However, it is possible that one of the curves contained a kink that sharpened the radius of curvature for a few metres or so, causing the reported difficulties.
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11.
The branch north of Kureelpa
PARTIAL MAP OF THE BRANCH FROM THE MAINLINE AND HEADING NORTH
Explanation of Map from right to left:
From the deep cutting under the Kureelpa Falls Road overbridge, the main line runs north down Doig's Bank. It then crosses a creek and bears to the north-west, running along the south bank of the creek in nearly level country. It crosses Hereford Drive and then swings south-west, across a second bridge over Surprise Creek. A branch runs off to the north from the western side of this bridge. This branch runs parallel to Surprise Creek and crosses Murray Grey Drive. Then it swings north-west, then west, and crosses Shorthorn Crescent. It turns towards the south-west, descending towards another creek that forms the rear boundaries of the allotments through which the tram route now passes. These allotments date from about 1980, when the old farms in the area began to be subdivided into rural-residential blocks. The line swings sharply to the north to cross the creek, and then continues north (off the map), climbing steadily to cross Kureelpa Falls Road, where it continues across paddocks to the edge of the escarpment.As far as we know, this branch and its spurs has not been described elsewhere. No records of it have been found, possibly because it was built and paid for by the farmers themselves, not by the Moreton Mill nor the Shire Council. Yet the remains of two bridges in Kureelpa itself indicate that it was built to the same standards and using the same hardware as those bridges on the main line.
Mr Ted Schroder, who lived in the area when the tram was in operation, states that this branch closed in the mid-1920s. Neither it nor its spurs was mentioned either by C. C. Singleton, who visited and drew a map of the line in 1937, nor by Bill English Jr, who began work on the line as a fireman in 1939, and on whose remembrances much of the published information on the operations and procedures of the Mapleton Tramway is based. The evidence presented here for this branch is based on the memories of local residents, and the many artefacts remaining.
The main branch extended from near the main line's bridge over Surprise Creek and headed north. It was composed of normal track, and connected to it with a set of regular points. This branch headed north along the western bank of Surprise Creek, swung to the north-west , then west, then south-west, then west again. A sudden swing to the right of about 120 degrees took it across a creek on a substantial bridge. It then struck north, and crossed Surprise Creek on another substantial bridge. The two bridges on this part of the branch were designed to similar standards as those used on the tramway's main line to Mapleton, but the bolts are of a smaller cross-section. The size of the bearers, weight of the rails and the evidence of lumps of coal found nearby indicate that locomotives were used on this branch as far as the second bridge, but probably not far beyond.
Adjacent to the site of the northern approach to the bridge, a number of portable rails, steel spacers, clamps, nuts, washers and bolts are still lying together in a small stand of trees. The rails and some spacers are severely corroded, but a few of these relics are in good condition for their age. From here north towards a crossing of Kureelpa Falls Road, the track appears to have been portable, judging from the artefacts remaining along the route. There are no earthworks remaining, but evidence from a metal detector indicates that the line followed the contours of the land though steadily climbing, and, once laid, was left in position.
Heading north from the Kureelpa Falls Road crossing, there were two spurs of portable track. One ran east up a fairly steep grade, parallel with the road, and then swung left in a semicircle to service a large paddock. Little of this spur remains, but there are enough portable track bolts and clamps still in the ground to enable it to be easily followed with a metal detector.
The second spur ran north over two substantial bridges, and continued for about 350 metres towards the edge of the escarpment. Both bridges were destroyed in bushfires, but the bearers remained unburnt where they were embedded in the ground. Erosion has revealed the burned stubs protruding at the present time.
After sugar cane ceased to be grown in this area, the farmers took up dairying and the land was used for grazing. For some unknown reason, this portable spur was simply abandoned when no longer required. One would have thought that the farmer would have lifted and sold the track for which there was a ready market, but in this case it was left where it was. Over the years the rails rusted and came loose from the steel sleepers or spacers. Slashing equipment knocked many loose. At some point the owner decided that the sharp steel pieces of rail were dangerous to his cattle, and the rails were thrown into a nearby gully or stacked along fence lines. Some are still there.
Many of the steel sleepers are still in situ. Many protrude from the ground or are level with the surface, and can be followed using one's eyes alone, if the grass is short. High grass in the area obscured these relics for many decades, but they were revealed by the 2004 drought.
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12. The Dulong Branch