OLD BEECH FOREST ROAD OVERHEAD BRIDGE
655 OLD BEECH FOREST ROAD GELLIBRAND, COLAC OTWAY SHIRE
-
Add to tour
You must log in to do that.
-
Share
-
Shortlist place
You must log in to do that.
- Download report
Statement of Significance
This record has minimal details. Please look to the right-hand-side bar for any further details about this record.
-
-
OLD BEECH FOREST ROAD OVERHEAD BRIDGE - History
Promoting settlement in the Otway Ranges
A series of land acts were passed in the 1860s in an attempt to create small farm
holdings, whilst at the same time tecognising the pioneering effortS of the squatters.
Under the first land act, the 1860 Land Sales Act, three million acres were surveyed
into allotments of between 80 to 640 acres. No person could select more than 640
acres annually, and the land had to be paid for outright, or half paid and halfleased.
Subsequently more land was made available for selection under the Land Act (J 862)
and the 1865 Amendment Act. Then in 1869, most land - including unsurveyed
land - became available for selection under the Land Act. (Sheehan, 2003: 19)
The Otway Ranges, in south west Victoria, were first opened to agricultural
selection in 1884, under the La"d Act 1884, when allotments were selected from pre
survey maps prepared by the Lands Department (Minchinton 2011:2). Within ten
years more than 200 allotments had been taken up (Houghton 2005: 1).
Yet it wasn't until the arrival of the railway, during the 1870s, that Victoria's
isolated south western region was considered penetrable. Until this time, the Otway
Ranges were virtually impassable and as such, were oflitcle economic value. The
introduction of the railway provided the first all weather, fast and reliable transport
service into the area, which as Houghton noted was 'characterised by dense timber
and high rainfall' (Houghton 2003:5).
Narrow gauge railways
The role of the Colonial government in surveying the area in 1884 and 1889 was
instrumental in the change from the design of a broad gauge to a narrow gauge
railway, with the resulting decrease in cost. Although initially against the policy of
the Victorian Railways, narrow gauge railways were eventually recommended for
sparsely settled disuicts including Beech Forest (J 902), Gembrook (I 900) and
Whitfield (1899) and Walhalla (J 910), were eventually built as narrow gauge lines.
The fourth line, initially recommended as narrow gauge was built as a broad gauge
line at Warburton. The Beech Forest line, is therefore not the earliest nor the latest,
but constructed at the peak of construction in the sparsely settled areas.
During the 1890s pressure rose to find the means to construct cheap railways to the
underdeveloped parts of Victoria, as the government realised that the cost of
providing communications to the outlying communities by means of railways was
excessive for the small populations served. In 1894 the Parliamentary Standing
Committee on Railways considered the use of narrow gauge railways. The idea was
opposed by the Victorian Railways (VR) in that it would introduce a non-standard
operating regime, which would without doubt incur extra costs, especially when
stock had to be transferred between the two gauges.
In 1895 the Committee recommended that narrow gauge lines be only introduced
in sparsely settled areas. The first of the four narrow gauge lines, between
Wangaratta and Whitfield opened in March 1899. It was followed by the Upper
Ferntree Gully to Gembrook line in December 1900, the Colac to Beech Forest line
in March 1902 and the Moe to Walhalla in May 1910. The Colac to Beech Forest
line was extended to Crowes in June 1911 (see Houghton 2003:6 and Thompson
2004:2).
An initial broad gauge line from Colac to the top of the Otway Ridge had been
constructed in 1884 but it was abandoned due to the high cost in laying the broad
gauge, especially in such difficult terrain. The construction of the narrow gauge
railway was delayed until 1900 when the initial section between Colac to Beech
Context Site Number 013. Remains over overhead bridge. pan of former ColacBeech
Forest-Crowes railway line
Forest was developed. It was completed by March 1902. by which time some
44.7km ofline had been laid. The line was extended to Crowes. some 22.5km west
of Beech Forest from 1909-1911. Not only d.id the narrow gauge railways open up
of these isolated communities. they too provided a vital service for pioneer se[t1ers.
allowing food produce and people to travel into and out of the region. The ColacBeech
Forest-Crowes railway was an immediate success providing access to the
forests. With [his. timber could be harvested and sent out as ' palings. mining props
and laths. charcoal. sleepers. posts. piles. barrel staves. furniture and carriage timbers
and sawn timber for building purposes' (Houghton 2012:21).
Yet despite the use of these lines and the communities they served. the narrow gauge
lines generally suffered heavy financial losses throughout their lifetimes and were
closed as soon as conveniently possible (see Anchen 2012:3).
Linking the Otway's by rail
The formation was used as an important transport corridor for the people and
industries of the West Otway Ranges at a time when road transport was primitive.
The railway served the area economically for sixty years. cartying freight in and out.
particularly as outwards loading of bulk commod.ities that provided the bulk of the
revenue derived From the line. The function of the railway was also to act as a
transport conduit for the wider region with railheads connecting with road transport
to the coast on the other side of the Otway Ranges.
Construction took place in two periods of activity with the initial 48 kilometres
from Colac to Beech Forest between 1900 and 1902. followed by a further 22.5
kilometres to Crowes between 1909-1911 . The railway was an immediate stimulus
to the development of the region through providing fast. convenient and alr weather
access to the region. Fifteen bridges were constructed along the entire length of the
Colac-Beech Forest-Crowes line. Houghton notes that earth filled embankments
were preferred on economic and maintenance grounds. with timber bridges being
only used in wet areas and over the more 'substantial watercourses and very steep
gullies' (Houghton 2012: 14).
The bridges were built to a standard VR narrow gauge design and were constructed
from Northern Victorian and Gippsland timber. Although originally built from
loCal timber, this was eventually found to be too soft and other timber was
employed. The use of timber bridges was confined to the wettest areas, the steepest
gullies and more substantial watercourses where earth fill was a liability. Bridges
were constructed of timber from northern Victoria, the local hardwood proving to
be toO soft in comparison. Bridges were built ro a standard Victorian Railways
design for narrow gauge lines.
The line has, throughout its life had numerous changes brought abour through
floods, bushfires, washaways and earth-slips. Natural disasters have taken their toU
on the infrastructure. Curtings and embankments have had to be cut back or
modified in response to damage, and buildings, stations and sidings needed constant
maintenance and some replacement. Generally the modifications were carried out
with similar materials and methods to the original construction.
OLD BEECH FOREST ROAD OVERHEAD BRIDGE - Interpretation of Site
Site is part of the former Colac-Beech Forest-Crowes railway line, with the mile stone indicating the distance from Melbourne. Closure of the line during the 1960s lead to the abandonment of the line and the removal of the railway and associated infrastructure. The bridges were built to a standard VR narrow gauge design and were constructed from Northern Victorian and Gippsland timber. Although originally built from local timber, this was eventually found to be too soft and other timber was employed. The use of timber bridges was confined to the wettest areas, the steepest gullies and more substantial watercourses where earth fill was a liability. The bridge was constructed to allow the property owner access to entire parcel of land that was divided with the construction of the railway.
OLD BEECH FOREST ROAD OVERHEAD BRIDGE - Archaeological Significance
Low -medium potential to contain archaeological deposits. Unsure as to what remains at top of embankment (private landowner- no access).
OLD BEECH FOREST ROAD OVERHEAD BRIDGE - Historical Significance
The remains of the overhead timber bridge is of historic importance through its association with the Colac-Beech Forest- Crowes railway line that contributed to the settlement of the Otway region.
Heritage Inventory Description
OLD BEECH FOREST ROAD OVERHEAD BRIDGE - Heritage Inventory Description
The site comprises the remains of a railway bridge constructed as a part of the former Colac-Beech Forest-Crowes railway line. It is of VR design and was instaled to allow the property owner access to land on both sides of the railway. All that remains of the bridge is the lead onto the eastern side, two supporting piles and one diagonal brace (original brace has been replaced - date unknown), The supporting piles are 4 metres in height, and15cm wide. The lead into the bridge was unable to be accessed.
-
-
-
-
-
OLD BEECH FOREST ROAD OVERHEAD BRIDGEVictorian Heritage Inventory
-
-