FORMER MORWELL TO MIRBOO NORTH RAILWAY ARTEFACT SCATTER
ZONE 55E: 443958; N: 5762766
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Statement of Significance
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FORMER MORWELL TO MIRBOO NORTH RAILWAY ARTEFACT SCATTER - History
The Morwell to Mirboo North Railway line opened in 1885, initially terminating at Darlimurla, and extending to Mirboo North in 1886. A siding was established approximately 500m north of the area of interest, that being the Hazelwood Station (siding), however; this was closed in 1953 following destruction of many of its facilities in the 1944 fires. The Morwell to Mirboo North Railway ceased operation in 1974. A detailed history of the area of interest described above is unknown.FORMER MORWELL TO MIRBOO NORTH RAILWAY ARTEFACT SCATTER - Interpretation of Site
The former Morwell to Mirboo North Railway Line Area of Potential extends for approximately 2.5km through the project area. Although a series of isolated features were identified along the alignment of this former railway line, these features were not considered to exhibit any archaeological value. These surface features include several historical galvanised metal buckets featuring bullet holes, disused timber and concrete railway sleepers, metal infrastructure, some of which is attached to rectangular shaped timber pillars, concrete piping fragments and associated features, concrete features, disused railway track materials and a rail bridge/culverts in the form of a water crossing, and corrugated iron sheeting, some of which is attached to rectangular shaped timber pillars. A number of historical galvanised metal buckets are scattered across the area. These buckets appear to be disused, damaged household buckets that have since been used as firearm targets. These buckets do not appear to be consistent with the design of many other common historical household buckets, and may be homemade. Consequently, these features are difficult to obtain a relative or absolute date, but it is unlikely that these galvanised buckets are associated with the rail line, but have instead been placed here by the present, or past occupant of the land. As a forementioned, this area contains several deposits of railway infrastructure. The first component of the Morwell to Mirboo North railway line opened on April 10, 1885, initially running between Morwell and Boolarra prior to the remainder of the line to Mirboo North opening the following year (Victorian Railways, 2022). Numerus timber and concrete railway sleepers are present across this area, many of which are stacked together in a series of piles. A metal feature is also present, which is attached to a large timber feature resembling a railway sleeper. Several large, broken piping features and associated features are also present, ), in addition to disused steel railway tracks and corrugated iron sheeting, some of which is attached to large timber posts, some of which resemble railway sleepers. It cannot be assumed that all of the features within the area if interest originate from the immediate vicinity of the rail alignment, or the closest former station/siding. The nature of deposition of all of the aforementioned features indicates that this area may have functioned as a ‘drop off’ or ‘dumping’ area for rail infrastructure during the removal of the railway, as dismantling plants were used to dismantle the railway and transport the removed infrastructure along the rail line. Consequently, it is possible that some of this infrastructure may have been deposited at this location during the dismantling process. A local historical source suggests that the first part of the railway line to be dismantled was the section in proximity to Applegates Road in Hazelwood, which was carried out almost immediately after the final train service in June of 1974 to allow for the immediate expansion of the Morwell Open Cut. It is also noted that tenders remained open for the purchase and removal of the railway infrastructure until May of 1975. It is possible that the small portion of the alignment that was dismantled in 1974 to allow for the open cut expansion may have been discarded rather than sold, as the tender for the purchase and dismantle of the remainder of the rail alignment remained open for approximately one year following this. Consequently, it is possible that the features identified within this area may be discarded infrastructure from the northern section the railway that may not have been subject to tender (Grand Ridge Rail Trail, 2008). It is also possible that some, or all of these features were introduced to the area by a third party at a later stage. Nonetheless, it is highly likely that the features within this area do not originate from one discrete area of the railway line but may have instead been collected from different locations along the alignment between Morwell and Mirboo North, even if those separate locations are confined to one section of the railway, such as the section in proximity to Applegates Road. Both timber and concrete railway sleepers are present within this area. These features exhibit potential to provide information on relative dates of the construction and maintenance of the Morwell to Mirboo North Railway. The literature suggests that in Victoria, timber railway sleepers were used exclusively until at least 1930 (EHSANZ, 2019) and as such, the original infrastructure of the Morwell to Mirboo North railway would have included timber sleepers. The presence of concrete sleepers suggests that in some sections of the railway, timber sleepers may have been replaced with concrete sleepers. Given that the Morwell to Mirboo North railway line was decommissioned in 1974, these concrete sleepers would have been laid at some stage between 1930 and 1974. A training booklet issued by the Victorian Railways Institute in 1947 also outlines details of concrete railway sleepers, but notes that only ‘a small number of concrete sleepers are under test in track’ (Victorian Railways Institute, 1947). Given that concrete sleepers were not used on a large-scale until the late 1960s – early 1970s, it is likely that these sleepers are the product of maintenance carried out on the Morwell to Mirboo Railway line between the 1950s and the early 1970s. A metal feature is also present within this area. This metal feature is attached to a large timber feature resembling a railway sleeper. Victorian Railway Plans of the standard drawing of railway gates dated October 1957 indicate some consistencies with this metal feature, including a collar welded around the top, a ‘zig zag’ configuration of the framing, piping used as the outer framing of the feature, and a post of unserviceable rail used as a pillar for the gate. It is noted that the use of old railway sleepers as fence posts was a regular occurrence and was practiced often enough for formal plans to be issued by Victorian Railways. It is also noted, however, that this metal feature is not exactly consistent with the plans outlined in the attached report in Figure 27 and although some variation is expected the possibility that this metal feature is not associated with the railway must also be considered, particularly as historical farm gates are quite similar. However, given the context of this metal feature within the former railway alignment and in direct association with historical railway sleepers (both in proximity and attached to the metal feature itself), it is considered likely that this metal feature is a gate mechanism associated with the former Morwell to Mirboo North railway. Several large, broken piping features and associated features are also present within this area. The largest of these piping pieces features a distinct pattern of bolt holes at the end, which is largely consistent with a plan of the bell mouth of a column outlined the details of ‘girders, wind bracing and cast iron columns’ in a plan of the extension of the Ballarat Engine Shed, issued by Victorian Railways. Similarities between these broken piping features and historic water cranes are also noted. During the times of widespread use of steam trains water cranes were erected along railway alignments to top up the trains’ water reserves. The Morwell to Mirboo North rail line accommodated light class steam locomotives, in addition to some diesel trains and as such, a water crane would have been required at some point along the rail line (Grand Ridge Rail Trail, 2008). The distinct features of the bell mouth and metal bracings of the piping features are consistent with those of historical water cranes used in other areas of Victoria and Australia in the late 19th and early 20th Centuries. Designs of water cranes differ, however; Figures 32 and 33 in the attached report provide good comparison images that show features largely consistent with those shown in Figures 28 and 29. Figure 30 in the attached report appears to be the inverse of the metal bracings shown in Figure 29 that has detached from the piping feature. Although the exact function of these broken piping features has not been confirmed, the context of these features within the former railway alignment, their direct association with other historical railway infrastructure, such as timber and concrete sleepers and metal features, and consistency with features showing on historical railway plans and other railway infrastructure (specifically, water cranes), it is considered likely that these broken piping features are associated with the former Morwell to Mirboo North railway. Several pieces of to disused railway track are present within the area of interest. These tracks are largely covered with deadfall and overgrown shrubbery and as such, the length and number of steel tracking is unclear, however; given the context of these features within the former railway alignment it is considered highly likely that these tracks once formed part of the Morwell to Mirboo North Railway. Large amounts of corrugated iron sheeting are present within the area of interest, some of which is attached to rectangular shaped timber pillars consistent with timber rail sleepers. As aforementioned, the location of the former Hazelwood Station (siding) lies approximately 500m to the northeast of the area of interest. This station featured a wooden passenger platform with combined waiting room and ticket office, a goods platform and nearby a gatekeepers cottage (Whitehead, 1974). It is also documented that the passenger platform was reduced in size in December of 1942, the office was replaced with a small ‘waiting shed’ and in 1944, bushfires destroyed the platform and waiting shed (Whitehead, 1974). Although it is reported that the platform was not rebuilt, there is no documentation on whether or not the goods platform or gatekeepers cottage survived the fires and if not, whether they were re-built. Whilst it is outside of the scope of this report to conduct a detailed analysis of smaller features such as bolts and screws, plans issued by Railway Victoria outline the use of both unserviceable rail sleepers/posts, large treated redgum (and other species) timber posts, variations of fish bolts and corrugated iron sheeting in the construction of passenger and goods platforms, sheds and staff living facilities (Victorian Railways 1947). A fish bolt similar the designs outlined in such plans is shown in Figure 38 of the attached report. . As such, it can be assumed that these rectangular shaped timber pillars and attached corrugated iron sheeting are associated with the former Morwell to Mirboo North Railway, however; it remains unclear whether these features formed part of the platforms or buildings associated with the former Hazelwood Siding, and further archaeological investigation would be required to confirm this. At the southern end of the area of interest a short crossing over what appears to be an artificial waterbody and drainage channel. This crossing/culvert appears to be a basic design to facilitate drainage. Early plans of the Parish of Hazelwood dated 1883 do not give any indication of a waterbody or tributary, however; a plan of the Morwell to Mirboo North railway indicates that as at 1885, a series of bridges were present along the alignment, including several in proximity to the Hazelwood Station. As there is no evidence of a redirection or interruption of the original rail alignment in this area and the bridge/culvert is well established beneath a significant amount of soil, it can be assumed that this feature was installed during the construction of the railway. It is also possible that the artificial waterbody was expanded/maintained following the installation of the railway. The former Morwell to Mirboo North Railway Line Area of Potential extends for approximately 2.5km through the center of the southern portion of the project area, terminating at the Eel Hole Creek Diversion. Although a series of features were identified along the length of this alignment, these isolated features are not considered to exhibit any archaeological potential or contribute any new information to our understanding of the area, or our understanding of rail transport in Victoria. However, one discrete area in the mid-section of the rail alignment (area of interest) features a dense scatter of surface features. Many of these features, including disused timber and concrete railway sleepers, metal infrastructure, concrete piping fragments and associated features, concrete features, disused railway track materials and a rail bridge/culverts in the form of a water crossing, and corrugated iron sheeting are likely associated with the former Morwell to Mirboo North Railway, although it is noted that due to the nature of the deposition of these features across the area and the form in which the former railway was dismantled, it is highly likely that these features are a representative sample of infrastructure used along the alignment of the former railway as a whole, rather than a representation of an isolated area. It is considered that these features likely represent infrastructure used from the railway’s construction in 1885 through to its demolition in 1974. This site provides a good example of the nature and characteristics of rail infrastructure used in country Victoria in the late 1800s and early-mid 1900s, and has potential to provide more information on the type and nature of buildings present, and the type and nature of buildings materials, timber resources and other rail infrastructure used along the alignment of the former Morwell to Mirboo North Railway between 1885 and the mid 1900s.
Heritage Inventory Description
FORMER MORWELL TO MIRBOO NORTH RAILWAY ARTEFACT SCATTER - Heritage Inventory Description
The former Morwell to Mirboo North Railway Line extends through the center of the southern portion of the project area, terminating at the Eel Hole Creek Diversion (Map 3a of attached report). This area is the former alignment of the railway line that once extended from Morwell to Mirboo North and was identified as an area of archaeological potential during the desktop assessment for it’s potential to exhibit surface or sub surface archaeological material associated with the former rail line. The field survey of the former Morwell to Mirboo North Railway Line began where the rail line exits the project area at McNabbs Road to the south and proceed northeast. At the southern extent of the rail corridor the alignment of the former railway was immediately evident, and in this area is characterised by a narrow, artificially raised linear landform. In the mid-section of the survey alignment, several historical features were observed on the ground surface spread across an area measuring approximately 91m long and 30m wide. These features include several historical metal buckets featuring bullet holes, disused railway sleepers, metal infrastructure, some of which is attached to rectangular shaped timber pillars, corrugated iron sheeting, some of which is attached to rectangular shaped timber pillars, concrete piping fragments and associated features, concrete features and disused railway track materials. The area in which these features are located is marked by a row of mature pine trees. All of the aforementioned features are considered to be directly associated with the former Morwell to Mirboo North Railway Line.
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