The regular tram behind Mapleton descends the horseshoe curve.    Photograph courtesy Trevor Robinson collection

This is the part of the route that controls the load and traction on the line. Conventional locomotives cannot negotiate it, which is why the Shays were needed. It is rumoured that on one occasion a conventional locomotive, Maroochy, an 0-4-2 tank engine, did manage to get through and reach Mapleton, but there were a number of near derailments as it inched its way round the curve, the flange of the leading wheel climbing the outside rail on several occasions.

The wheels of our train screech in protest as we climb this section. The wheels on the inside of the curve need to rotate slower than those on the outside, but of course they must turn at the same speed, as they are fixed to the axle. This results in either the inside wheel slipping on the rail or the outside wheel sliding as the curve is negotiated, hence the friction and noise. The flexible joints in the drive shafts growl as they rotate, and the gears grind with the effort. The exhaust sound of the engine, though, is quite subdued, a rapid muffled puffing that gives the impression that the loco is taking the climb in its stride.

Looking out to the right, we can see the engine crew at work as the loco is at quite an angle to our carriage on this curve. If the trains were longer, say 35 wagons, a person riding on the last one would be able to wave to our driver as the engine steamed past in the opposite direction, less than 40 feet away but about 20 feet higher.

Once round the horseshoe curve, our train passes through a cutting carved through solid volcanic rock and then heads north along a ridge running north-east from the main escarpment.

We climb around a spur which overlooks the horseshoe, and then cross a bridge which is immediately followed by another cutting, with deep rock walls on both sides. The gradients in this section average 1 in 20, and some of the curves are nearly as sharp as the horseshoe. There are many cuttings, ledges and embankments to negotiate, and we have glimpses of views to the right-hand side of our Mapleton-bound tram down the green valleys.

 We climb around two more spurs and cross two more bridges before entering a remarkable curved cutting where the gradient eases. Just past this cutting the line straightens out and is almost level. Our tram stops here briefly to allow the passengers to enjoy the view which extends over Image Flat and down the Petrie Creek valley to the Pacific Ocean. This spot has been used in the past as a place where the tram could be stopped if steam pressure had fallen, so that the fireman could attend to his boiler and build up pressure.

At this point the ridge has turned through a right-angle and now runs north-west. Continuing on, we climb along its side until we reach the end. Then our tram turns through 180 degrees and heads south-east. A ledge for the line has been cut around the end of this ridge, and passengers can enjoy magnificent views down the Petrie Creek valley to the east, then to Mount Cooroy in the north, and then west across a gully to the main escarpment of the Highworth Range.

We continue to climb along the side of this ridge, turning south, then west and south again. We swing right through 170 degrees across a curved bridge, at the point where the ridge joins the Highworth escarpment, and then head north, climbing along that escarpment to the summit at Doig's Point. [All embankments, cuttings and ledges described in this section still exist, and some timbers from the bridges remain in position. The bridge at the horseshoe curve, with two main bearers still in place is usually overgrown, but is revealed during dry spells.]

At the last major curve, there is a short dead-end siding for loading cane grown on the top of the range above, and brought down by slide.

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, track curvature has equalled nearly seven complete circles. We have crossed five bridges, numerous culverts and many cattle grids which are installed at property boundaries.

The train crests the Highworth Range at Doig's Point, where it passes under an overbridge carrying the Kureelpa Falls Road, at a point about 48 chains from the Mapleton Road turn-off near the Dulong Lookout. At the overbridge, our tram has travelled 4 miles 56 chains from Nambour, and has climbed to an altitude of 800 feet.

There is a short dead-end siding long enough for about four cane trucks on the Nambour side of the overbridge, and a long siding on the western side of the bridge, where our tram comes to a stand. This siding is long enough to allow loads from the Mapleton direction to be brought to this point in two parts.

The locomotive has been working hard, and on the uphill trips to Mapleton the fireman always takes advantage of the short stop at Doig's Point to clean his fire, breaking up the clinker and levelling the firebed.

The tramline now makes its way around the cane farms in the valley to Kureelpa Hall. Our tram rolls north down Doig's Bank, a hard climb when travelling towards Nambour, with a grade of 1 in 33. As the gradient eases, we swing left to the north-west across a curved embankment which leads to a three span bridge across a creek at the 5 mile mark. The creek is in a gully, and the bridge is about 15 feet high. The next section follows the creek on its southern side. It is straight and nearly level, so the driver releases the brakes, but keeps the regulator cracked open, to overcome the friction of the gearing and maintain momentum. 

There are very few trees in this area, most having been cut down by pioneering farmers. Two thick groves of rain forest have been left untouched, however. [Both still exist as reserves. In 1985 the closer one was named William Doig Park, and the one standing out on the skyline north of the tramline was named Andrew Doig Park.] Our tram swings around to the south-west and crosses a second creek by a twenty feet high two-span bridge at the 5 miles 24 chains mark, which is close to the second thick grove.

At this point there is a branch made of permanent track which extends to the north and north-west. This branch is joined to the main line by a set of regular points. It crosses two bridges and then becomes portable track as it runs north to cross Kureelpa Falls Road. The branch then becomes two spurs of portable track which service the cane paddocks running up to the edge of the escarpment. Though portable track, it has been left in its present position for many years. [Some steel sleepers and rail fittings are still in situ in 2005.] Other spurs from this Kureelpa branch were moved around as the need arose. They were connected to the main branch by riding points when required.

Our tram now heads south, climbing gradually, following the contour line and running along the western bank of the second creek crossed. A set of trailing points here leads off to the south for about 100 yards, where Mr Bailey Snr has a couple of cane paddocks on the southern side of the creek. Our train then swings to the right and begins to climb through Captain Jewett's farm. It circles around three sides of his house until it is facing north-west again.

Captain Jewett's house and stables [25 Angus Crescent] are on the top of a small ridge which runs west, then south to the Kureelpa Hall. His farm road is partially bordered by trees, and runs along the top of this ridge to connect with the Nambour to Mapleton Road at the Hall. Still climbing, our tram turns sharply to the left near the trees, and crosses Jewett's farm road on the crest of the ridge at the 6 mile point.

We now head south along the western side of the road [Jewett Road], and reach the Kureelpa Hall at an altitude of 820 feet and a distance from Nambour of 6 miles 20 chains. There are 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 100 yards to the west, in the side of the hill. At this point the line runs close to the Nambour to Mapleton road. 

We pass over facing points leading to the Dulong branch, which crosses the Mapleton road heading south-west. Only about 300 yards of this branch can be used by the Shays, as a bridge over a creek near the south-western corner of the Kureelpa school reserve has deteriorated to the extent where it would collapse under an engine's weight.   

As we travel along we pass over numerous cattle grids. We counted eleven between Kureelpa and Mapleton on this trip. The grids are put in at property boundaries and fence lines, as the tramline passes along easements through privately owned farms. As well as a number of waiting sheds on the route, we see various other small sheds, stands and boxes beside the track for delivery of supplies and mail, and pick-up of cream etc. on the way down. On reaching the hall, we come to a stop, and the guard delivers mail and groceries to waiting locals. 

The tram route from here to Mapleton was built by the Shire Council in 1915, and is 4 miles 58 chains long. It was surveyed to have a maximum uphill gradient against westbound loads of 1 in 20 and of 1 in 33 eastbound, with the sharpest curves to have a radius not less than 2 chains (132 feet). It was built with heavier rail of 30 lbs to the yard and 30 feet long, similar to those used in the Nambour - Kureelpa section..

From the west side of the Kureelpa Hall the track curves 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 away to the south-west, and skirts the southern side of this hill.

We are now at the top of Christie's Bank, and steam is reduced as the tram descends to cross a short but high embankment over a small creek, which passes through a 30 inch diameter concrete pipe under the train.

After a short climb from the creek, we pass through a deep cutting, cross a curved embankment and then swing right, following a low ridge. Our tram then circles left through a large U-bend of two chains radius totalling nearly 180 degrees, taking us round the end of the low ridge, and then resumes its descent into the valley of the South Maroochy River, dropping 114 feet below Kureelpa. [This area is now known as the Shamley Heath estate.] As we descend the bank, the fireman puts on the blower and takes advantage of the downhill run to build up his fire. The safety valves need to be on the verge of lifting by the time we stop for water at a paddock owned by Ernie Bailey, son of Mr Bailey Snr. Christie's bank is 29 chains (over one third of a mile) of 1 in 33 with three curves of 3 chains radius, and is the hardest section for eastbound trains between Mapleton and Kureelpa.

Water is lifted from the ground-level tank in Bailey's paddock by the locomotive's live-steam injector.

Following the contour lines, the route traverses four easy curves, and then runs south-west, towards the river. We pass a level crossing over a track used for timber-getting, and another shed and siding.

Now we reach Bailey's paddock at the 7 mile 31 chains mark, and our train comes to a stand next to a below-ground corrugated iron tank which is gravity-fed with water from a spring. We have been travelling for over an hour and the locomotive needs a drink to prepare it for the hard climb to our destination. The fireman drops the end of a hose from the engine into the tank, and the driver uses the injector to suck water up to replenish his supplies.

Trains travelling in both directions always stop at this tank to take on water, for full tanks add extra weight to the locomotive to assist with adhesion to the rails. Many of the passengers take the opportunity to step out and stretch their legs while the tram is stopped.

Soon we are off again, and by the time we are up to speed we cross 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. These timber bridges are at the line's lowest point in the valley. [Substantial timbers of these bridges, both piers and bearers, are still in position.]

Some 12 chains west of the second bridge, shortly before the line turns sharply south and crosses the Nambour to Mapleton road on the level, we pass over the points to Pope's Branch. In 1920, 15 chains of used rails were laid by the Pope brothers as a small branch line running north-west, then west, to service their cane fields. Mapleton is about one mile from here in a straight line, but 500 feet higher, so we have to travel three miles by tramway.

Later, two farmers, Mr Story and Mr Crowther extended the siding westwards along the sides of a ridge to a length of 66 chains. The Shire Council provided the rails and fastenings, possibly from the lifted Coe's Creek branch, and Story and Crowther agreed to maintain it. Costing 800 pounds, it has three bridges and two cattle pits, and has been renamed Story's Siding. Its main purpose will be to haul cane and get timber out from the eastern slopes of the Blackall Range escarpment.

The line now climbs up a short embankment to cross the Nambour to Mapleton road [at a point on the present Mapleton Road just west of the intersection with Willandra Place] and levels out. A loop line with a shelter shed is located here, known as Pope's Siding. Now the line swings south-west and begins to climb. Seventeen chains beyond Pope's Siding, the line passes over Dulong [Sherwell] Road at a level crossing. From here, the line ascends the Blackall Range following the contours as much as possible, 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 is 1 in 26. Most of the route is curved, some curves following each other with no straight sections in between. The curves are much less severe than those on the Highworth Range.

Soon we pass another underground water tank at Amos'. This tank is only used by locomotives running short of water on the long climb, as the water is of variable quality. A sharp ninety-degree bend leads us to the escarpment proper, whereupon we turn north again along the side of the range.

Twenty-six chains past Amos' tank, we pass over 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 on our train whistles for the Nambour - Mapleton Road level crossing, just below the village of Mapleton. We cross the Mapleton Road for the third time at the 9 miles 60 chains mark, near the point where the road is heading in an almost northerly direction.

Following the crossing is the longest straight in this section, over 8 chains, as we climb north along the side of the Blackall Range. From here on, the line is only moderately curved, traversing a ledge on the side of the escarpment. There is one section where the grade eases for a chain or two, after which the route continues to climb, but levelling out.

Soon our train begins to curve to the left, cresting the Blackall Range at the most northerly point at this end of our climb and swinging in a large semi-circle round the once-magnificent orange groves of the famous Sea View Orchard, now greatly reduced because of gall-wasp infestation. This point, 10 miles 40 chains from Nambour and at an altitude of 1247 feet, is the summit of our route. A large packing shed is located here, and the view eastwards to the Pacific Ocean is spectacular.

Our driver eases back on the regulator, and we roll gently south for half a mile, crossing Post Office Road, passing cane farms, orange orchards and the swamp on our left. Our driver whistles for the level crossings at Delicia Road and, seven chains further on, the Obi Obi Road. We pass a facing siding going off to the sawmill on our right, and cross the Obi Obi Road near the Mapleton Public Hall.

The wheels clatter over a series of points, and we come to a stand at the Mapleton station, directly opposite the Hall. Our little train has travelled 10 miles 78 chains from Nambour in an hour and three quarters.

Leaving our carriage and looking about the station yard, we see a short head shunt at the end of track, a loop line, a short siding, and a spur leading back north, diverging from the main line. Beside this spur is an elevated steel water tank, which is filled from the adjacent Mapleton Creek by a steam pump, powered when necessary by steam from a locomotive. There are also a goods shed, engine shed, a log dump, a yard for pigs and calves with a small shelter, and a stock race on the site.

There was a blacksmith's shop on the corner of Delicia Road and Obi Obi Road, but now it has been converted into a packing shed, with a short siding running into it, long enough for one wagon.