Mottram Hut

Parent Place or Precinct

16177 Huts, D'Entrecasteaux National Park

Values

• Mottram Hut is a good representative example of a former drover’s hut located in the southwest of the state that is associated with the early development of the pastoral industry.
• Mottram Hut is part of a collection of modest vernacular structures, constructed using simple techniques and materials which have developed as a response to the basic requirements for shelter in remote areas along the southwest coast of Western Australia.
• Mottram Hut is valued by the Mottram family who constructed the hut in 1975, on the family’s original pastoral lease, and who have continued to use and maintain the hut until the present day.

Physical Description

Mottram Hut is located in the area to the southeast of Broke Inlet. It is constructed of vertical sheets of corrugated iron on a bush timber structural frame and has a low pitched corrugated iron roof. There are no windows or doors, but a timber awning shutter is located on one side of the structure. The hut is open on one side in the manner typical of droving huts of the area, with a fireplace with a large, corrugated iron chimney on the open side. There is a system for collecting rainwater from the roof into a tank adjacent to the hut. There is a large water storage tank on one side. Internally the Hut is unlined with an earth floor. There is a rudimentary bathroom.

History

The following documentary evidence is based on the Heritage Assessment: Huts in the D’Entrecasteaux National Park, prepared for the Department of Conservation and Land Management, by Heritage and Conservation Professionals, February 2000. The D’Entrecasteaux National Park is associated with the early European use of southern coastal areas in Western Australia, for both pastoral leases and coastal recreation. Leases for cattle grazing were granted to European settlers, including the Bussells (from Vasse) and Scotts (from Nannup). Cattle were moved to coastal areas for summer grazing before returning to their inland properties. There are 62 squatters’ huts located throughout D’Entrecasteaux National Park. Some of the older huts were built by pastoralists who brought cattle to the coast for summer grazing and by the former Forests Department for staff involved in forest assessment or staffing fire lookouts. However, families or groups of friends currently use the majority of the huts on a private basis, with few available to the public. The first Mottram lease was established in 1873 at the mouth of the Meerup River. In the 1900’s a 1600ha lease was run between Mottram Lake (now known as Lake Maringup) and the beach at Coodamurrup. Another lease of 400ha was also held at Broke Inlet and 1200ha at Cliffy Head (known as Banksia Flats Station) During the early years, a hut was built closer to the mouth of the Broke Inlet for use during musters. When the South West Highway was built, cattle were driven by horses along this road to Crystal Springs and Banksia Flats Station. In later years, cattle were trucked to Crystal Springs and then driven into the station by horses. Mottram Hut was built in 1975 by the Mottram family as a drover’s hut, used for shelter during summer coastal grazing practices on the original lease. The hut was constructed to replace an existing drover’s hut located on Banksia Beach, a few kilometres away, which was not suitable due to the windy conditions. Cattle were driven from the home property located near Manjimup to Banksia Flats Station in the summer months via horseback. The cattle were grazed until mustering in June when they were returned to the farm. The Mottram’s continued to practice summer coastal grazing until 1989 when the adjoining D’Entrecasteaux National Park was extended to include the Banksia Flats Station. Following this, no animals were allowed to cross the National Park, therefore, blocking access to the coast. The Mottram family undertook a formal agreement with CALM which gave them access to and use of Mottram Hut until 2015. D’Entrecasteaux National Park was gazetted in 1978. Included within the Park boundaries were a number of different leaseholds and reserves as well as vacant crown land. The various leases and reserves implied different forms of land use, but all pastoral leases, for example, were resumed by CALM (DPAW) on creation of the Park. In 1980, legislation was introduced to provide means to remove shacks from public land for environmental reasons. In 1983, State Cabinet endorsed a position paper on coastal planning and management in Western Australia. The report set out broad policies for coastal areas and included a policy that indicated that squatter settlements were not considered acceptable. Squatter shacks that have been retained in the D’Entrecasteaux National Park were the subject of a study completed in December 2000 by Heritage and Conservation Professionals (a study which excluded Donnelly River Mouth). Management strategies for some of these huts maintain them as shelter and accommodation for park visitors, but also allow owners to use the huts, and have a locked section for their personal items. A previous management plan for D’Entrecasteaux National Park allowed lifetime leases to the hut owners near the mouth of the Donnelly River. However, lifetime leases were determined illegal and the hut owners indicated that they did not wish to be bound by the conditions of a 1987 management plan that precluded them selling or transferring ownership of the huts. In 1990, the hut owners negotiated new occupancy licences for their huts. In 2016, the owners are continuing to negotiate their role as custodians of the hut and surrounds.

Condition

Good

Uses

Historic Themes

Creation Date

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Tram Line

Historic Themes

Creation Date

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Statement of Significance

• The site of the former Tram Line has historic value for its association with a peak period of commercial activity in Broome in the first half of the 20th century. • The site of the former Tram Line has historic value for its association with the pearling and livestock industries which helped to establish and develop Broome and the surrounding region. • The heritage trail established in 2016 which follows the path of the former tram line has social value for visitors and members of the local community for demonstrating links between places within the town site. • The former tram line has social value for members of the Broome community for its association with past activities and practices which were widely known and experienced until 1966.

Physical Description

There is no evidence of the former tram line in the majority of its former route linking the two jetties. There are remnants of tram tracks and siding within the Broome Heritage Precinct which is the location of the former Customs House and Sailmakers Shed. The remnants are located to the east of the former Sailmakers Shed and consist of two stone and concrete tram/rail sidings, the slab of the former Fisheries Inspector’s Office and the slab of a former Good’s Shed.

History

The Broome Tramway ran from the old Broome Jetty to Chinatown (1.6 kms) to the location of Streeter’s Jetty. Originally it was a 2ft (600mm) gauge and was completed in 1896. The rail was converted to 3ft 6inches (1050mm) in 1908 and the original horse drawn carriage was replaced with a small steam engine. The tram tracks were damaged during WWII, consequently in 1948 the line to Chinatown was removed but the spur line around the jetty and the meatworks was retained. A diesel engine replaced steam in 1949 and it remained operational until the closure of the old jetty in 1966. The tram lines were gradually removed from the streets of Broome after this period. The tram was an essential service for delivering goods to and from the port. Pearl shell and animal carcasses were all loaded on to the tram for shipment and in return, the goods brought by ship were unloaded onto the tram for delivery into town. The tramway that ran between the jetties traversed the edge of the foreshore along Hamersley Street, south of Anne Street, where the remains of a siding, goods shed and the Fisheries Inspector’s Office still remain near the Old Customs House, now the Broome Museum. In 2016, a self-guided walking trail was launched in the Broome town site from Streeter’s Jetty in Chinatown to the site of the Old Jetty at Town Beach. The trail includes 13 historic locations roughly along the route of the former train line.

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Tramcar

Parent Place or Precinct

03592 Bedford Park Precinct

Uses

Historic Themes

Creation Date

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Bullaring Tram Houses

Uses

Historic Themes

Creation Date

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Statement of Significance

The place demonstrates a means of settlement.

Physical Description

The two trams form an "L" shape and have an ablution block at the juncture. Each tram has been converted into 3 rooms; kitchen, bedroom, living room. In 1960 when Seimons transported them to the site over the road from the Store, the trams cost £100 each from the WA Tramways.

Integrity/Authenticity

Integrity: Redeemable

Condition

Good

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Mason and Bird Heritage Trail and timber bridge

Values

· The place is rare as a small scale timber bridge in Western Australia. · The place is valued by the community as it forms part of a recognised heritage trail.

Physical Description

Ÿ Timber foot bridge over the Munday Brook. Ÿ The bridge was restored in 1989. Ÿ The bridge is a full timber pile driven bridge, The jarrah and wandoo timber piles underneath the decking are original. The Original timber decking has been replaced. Ÿ It is not longer used by the tramway or road traffic. It is used as a footbridge for the Mason Bird Heritage trail. Ÿ One of the timber piles is believed to exhibit a convict workers mark.

History

Ÿ Built by the Mason Bird Company timber millars in 1871/1872. It was built to continue the road used to haul timber as part of a tramway system to transport timber to the timber mills. The tramway was the second railway built in Western Australia (the first being at Vasse in 1860). It was located from the Company timber mill at Carmel through the Bickley Valley to a company landing at the Canning River. The track was made of jarrah rails set in jarrah sleepers. Teams of horses pulled the wagons. Ÿ The Mason Bird Company was a major employer of timber workers from 1864 to 1882. Its exports were significant to the early development of Western Australia. Ÿ It is believed to be one of the oldest all timber pile driven bridges in Australia. Ÿ The bridge is an important feature along the Mason Bird Heritage Trail.

Integrity/Authenticity

High

Condition

Good - was restored in 1989.

Uses

Historic Themes

Creation Date

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Statement of Significance

·         The trail has historic value for its association with the Mason Mill which was the first industry in the district which lead to the establishment of a community in Carmel. ·         The trail has aesthetic value as a trail through a relatively undisturbed stretch of state forest. ·         The bridge has research value as a rare example of a tram track constructed of timber.

Physical Description

Bituminised track through native bushland joining Masonmill Road and the Bickley Outdoor Recreation Camp following the route of the former Mason and Bird tramway. On the trail is a bridge constructed of rough-hewn timber. The bridge is a solid framework including four sets of braced legs/columns standing in the river with the timber deck supported on the frame. The timber deck includes timber rails. Extends across the stream with timber boards and rails remaining

History

Road transport, rail transport, timber

Integrity/Authenticity

Level of Integrity - Moderate; Level of Authenticity - Moderate

Condition

Good In the early 1860s Benjamin Mason, a merchant of Perth, established a timber station on the Canning River at Mason's Landing. Timber from the surrounding area was pit-sawn and then transported on flat-bottomed barges via the Canning and Swan rivers to Fremantle or Perth. Realizing the limited potential that the area held compared to the thick stands of jarrah available in the Darling Range, Mason applied for a licence to cut timber near Bickley Brook, in what is today the suburb of Carmel. Upon obtaining his permit in 1864 Mason built his second timber mill, the Hills Station (also known as Mason's Mill). In 1870 Benjamin Mason took Francis Bird, a young architect newly arrived from England, as a partner. Bird put some £25,000 into the business and is considered to have been the designer of the timber tramway which stretched from Mason's Landing to the Hills Station. The 14km track was built by convict labour and took seven months to complete, at an estimated cost of £300 per mile. The tramway was opened by Governor Weld on February 8th, 1872, and was the second railway to be opened in the State. Part of the tramway included a timber bridge over the Bickley Brook. The timber from Mason's Mill was used in a variety of projects throughout Perth and surrounds. The company was one of the largest in the state but struck financial difficulties and was dissolved. The track ceased to be used as a tramway c1882. The track was known as 'Hardinge Road' after Thomas Henry Hardinge who owned property nearby. Evidence of the former track were still visible in the 1970s and a walk trail was established in 1988 as a bicentennial project. As part of the project the bridge was restored with the assistance of community groups, local businesses and the combined efforts of the City of Gosnells and the Shire of Kalamunda. The trail includes several other sites that are relevant to the development of the district and community of Kalamunda.

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Wrights Timber Tramway

Uses

Historic Themes

Creation Date

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Statement of Significance

The sites are of significance as they represent associations with the timber industry in the south west.

History

Timber cutting took place in the hilly country along the range in the mid 1890s through until World War One in 1914. The sleepers which were cut were used for export and local use. Western Australian sleepers were used on the London railway and some streets in London are paved with timber blocks. Before the railway extended south of Boyanup, a mill was located about 6-7 kms east of Boyanup, which was the end of the line. A timber tramway was constructed between Boyanup and the mill, with timber rails, and the trams were horse drawn. Cuttings were made through hills to accommodate the tramtrack.

Condition

Site

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Timber Tramways

Uses

Historic Themes

Creation Date

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Statement of Significance

The sites represent the timber industry and transport systems associated with transporting the timber from the forest to the mills, and the mills to the markets.

Condition

Site Only

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One Mile Jetty and Tramway

Child Places

• 26316 Tramway Bridge and Tramway
• 00467 One Mile Jetty
• 04590 Babbage Island Causeway Bridge
• 00467 One Mile Jetty
• 26316 Tramway Bridge and Tramway
• 04590 Babbage Island Causeway Bridge

Uses

Historic Themes

Creation Date

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Child Places

• 26316 Tramway Bridge and Tramway
• 00467 One Mile Jetty
• 04590 Babbage Island Causeway Bridge
• 00467 One Mile Jetty
• 26316 Tramway Bridge and Tramway
• 04590 Babbage Island Causeway Bridge

Statement of Significance

AESTHETIC VALUE. The bridges and tramway formation add interest to and enliven the 'Fascine' and Babbage & Whitlock Island's landscape. The regular appearance of the weathered piles and timber structure draws the eye as one approaches the 'Town Bridge' from either side on Olivia Terrace, and forms a strong linear image. The 'One Mile Jetty' has a similar aesthetic value. HISTORIC VALUE. The Carnarvon Tramway is of exceptional significance to the history of Carnarvon. It formed an integral part of the working nature of the town for almost one hundred years. It was initially the only major method of import and export of goods to the area - although that role was gradually usurped as the port activities declined with the advent of road transport. In part it dictated the areas of commercial development in the town for many years, and the Carnarvon town plan reflects this influence. SCIENTIFIC VALUE, The 'One Mile Jetty' has scientific value in relation to the study of marine life. SOCIAL VALUE. The Carnarvon Tramway is of extremely high social value for its strong commercial association with Carnarvon and the surrounding regional communities developed over many years; and also its recreational value through fishing, access to beaches, even as a port of departure for holidays in earlier times. The Carnarvon Tramway also contributes to the Carnarvon community's sense of place through its' visual landmark qualities. RARITY. The Carnarvon Tramway is now the most intact example of the former Public Works Department tramways serving coastal Western Australia. It was also the longest of its type. The Tramway is unique in still having restorable original fabric right through from the jetty to the receival points at the town. REPRESENTATIVENESS. The Carnarvon Tramway is of exceptional significance in this criterion. An original working locomotive and tramway formation is in working order. The opportunity exists to provide an interpretative experience for the complete circular process that formed the Tramway Precinct. CONDITION. The Carnarvon Tramway is in reasonable condition. The original fabric has deteriorated over time - particularly since the abandonment of regular maintenance procedures, and some portions (several culvert bridges) have been removed. INTEGRITY. The Carnarvon Tramway has a high degree of integrity. The Place has only ever been used for the original purpose for which it was designed, and thus has had very little in the way of intrusive changes. It has great potential for complete restoration. AUTHENTICITY. The Carnarvon Tramway has a high level of authenticity. All the bridges and the majority of the rolling stock are original Carnarvon Tramway facilities. However the new rail currently being laid (on the original formation) is generally being procured from other sources. Almost all the other fabric exists in its original locations. STATEMENT OF CULTURAL SIGNIFICANCE. The Carnarvon Tramway (the Place) has exceptional cultural heritage significance for the following reasons: • the Place has visual landmark qualities highly valued by the people of Carnarvon and of the Gascoyne Region of Western Australia; • the Place demonstrates a complete circular process developed to cope with and to overcome extreme pioneering transport hardships; • the Place is an integral part of the developmental history of Carnarvon and the Gascoyne Region; • the Place has a strong commercial association and familiarity with the people of Carnarvon and the Gascoyne Region; • the Place is representative of the work of the well-known Contractors Atkins and Law (1899-1900 works); • the Place contains major surviving evidence of turn of the century timber bridge (and jetty) design and construction techniques. • the Place is a valued recreational asset to the community. • the Place is a working and demonstrative example of a process that is in danger of being lost from the State of Western Australia.

History

Assessment 1995 This assessment refers to the Tramway Precinct in part, and makes particular reference to the items of fabric within the area leased by the Carnarvon Light Railway Association Inc.

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Tramway Bridge and Tramway

Parent Place or Precinct

04566 One Mile Jetty and Tramway

Uses

Historic Themes

Creation Date

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Parent Place or Precinct

04566 One Mile Jetty and Tramway

Statement of Significance

Aesthetic Value – Importance to a community for aesthetic characteristics through either design or setting. Aesthetic Value – Importance for its contribution to the aesthetic value of the setting demonstrated by a landmark quality of having impact on important vistas. Historical Value – Importance for the density of diversity of cultural features illustrating the human occupation and evolution of the locality. Social Value – Importance as a place highly valued by a community for reasons of social, cultural and education associations. Social Value – Importance in contributing to a community’s sense of space.

Physical Description

The bridge was originally built to connect the town to the jetty. It allowed wool and sandalwood to be transported by train between stores in the town and the jetty. The bridge was built with Aboriginal labour.

History

The Tramway Bridge is of exceptional significance to the history of Carnarvon. It formed an integral part of the working nature of the town for 85 years (1899‐1984) from its association and connectivity to the One Mile Jetty. It was initially the only major method of import and export of goods to the area – although that role was gradually usurped as the port activities declined with the advent of road transport. The One Mile Jetty’s connection to the town through the tramway in part dictated the areas of commercial development in the town for many years, and the Carnarvon town plan reflects this influence. The Tramway Bridge and Tramway formation add interest to and enliven both the ‘Fascine’ and Babbage and Whitlock Islands’ landscapes. The regular appearance of the weathered piles and timber structure of ‘Town Bridge’ forms a strong linear image and draws the eye as one approaches from either side of Olivia Terrace.

Integrity/Authenticity

Medium

Condition

Poor

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Statement of Significance

AESTHETIC VALUE: The bridges and tramway formation add interest to and enliven the 'Fascine' and Babbage & Whitlock Island's landscape. The regular appearance of the weathered piles and timber structure draws the eye as one approaches the 'Town Bridge' from either side on Olivia Terrace, and forms a strong linear image. The 'One Mile Jetty' has a similar aesthetic value. HISTORIC VALUE: The Carnarvon Tramway is of exceptional significance to the history of Carnarvon. It formed an integral part of the working nature of the town for almost one hundred years. It was initially the only major method of import and export of goods to the area - although that role was gradually usurped as the port activities declined with the advent of road transport. In part it dictated the areas of commercial development in the town for many years, and the Carnarvon town plan reflects this influence. SCIENTIFIC VALUE: The 'One Mile Jetty' has scientific value in relation to the study of marine life. Social Value. The Carnarvon Tramway is of extremely high social value for its strong commercial association with Carnarvon and the surrounding regional communities developed over many years; and also its recreational value through fishing, access to beaches, even as a port of departure for holidays in earlier times. The Carnarvon Tramway also contributes to the Carnarvon community's sense of place through its' visual landmark qualities. DEGREE OF SIGNIFICANCE, RARITY: The Carnarvon Tramway is now the most intact example of the former Public Works Department tramways serving coastal Western Australia. It was also the longest of its type. The Tramway is unique in still having restorable original fabric right through from the jetty to the receival points at the town. REPRESENTATIVENESS: The Carnarvon Tramway is of exceptional significance in this criterion. An original working locomotive and tramway formation is in working order. The opportunity exists to provide an interpretative experience for the complete circular process that formed the Tramway Precinct. STATEMENT OF CULTURAL SIGNIFICANCE The Carnarvon Tramway has exceptional cultural heritage significance for the following reasons: * visual landmark qualities valued by the people of Carnarvon and the Gascoyne Region of WA * demonstrates a complete circular process developed to cope with and overcome extreme pioneering transport hardships * is an integral part of the developmental history of Carnarvon and the Gascoyne Region * has strong commercial association and familiarity with the people of Carnarvon and the Gascoyne Region * contains major surviving evidence of turn of the century timber bridge (and jetty) design and construction techniques * is a valued recreational asset to the community * is a working and demonstrative example of a process that is in danger of being lost from the State off Western Australia,

Physical Description

The 1060’ timber bridge built circa 1899 connects the town of Carnarvon with the jetty. Whilst no longer in use it is an important part of the Olivia Tce and Fascine landscape. It is built with timber post , beam and plank and has deteriorated in condition to the point where not even pedestrian can use it. Several piles were renewed in 1914 and over the following few years, Piers 50 to 64 were strengthened in 1931 and the west end was extended (approx. 150m) east end (~45m) in 1943. Considerable repairs were carried out in 1981 after the bridge was damaged by a cyclone. A 5 metre section was cut out in June 1995 to allow a dredge to be moved. Bridles built in 1909 , as part of the conversion to 3’6” gauge, Comprised – eight bridges which were made of 2 x 15’spans and one of 22 x 15’ spans – designed to span three major drains. (PWD plan 7093) The remains of the two bridges bypassed in 1934 can be seen. Two other bridges were filled in – in May1995. Years of neglect have lead to the deterioration of these remaining bridges. The 1925 water tank at the jetty end is in fair condition – the tank having deteriorated but the timber stand is still essentially sound. Track relaid by the Carnarvon Light Railway Association comprises sleepers ex-North West Mining Railways and rail line from telegraph pole along the Geraldton to Mullewa railway.

History

Assessment 1995 Architect/designer: Public Works Dept Builder: Atkins & Law Constructed: 1896-97, 1909 Alterations/Additions: 1909, 1934 The history of tramways in Carnarvon is tied with the role of shipping and jetties. Tramways have been part of Carnarvon life since at least 1892, when the PWD report shows expenditure for tramway repairs. A small service operated with a new 2ft gauge tramway 2 miles and 5 chains long being constructed by Atkins & law being completed by the end of 1900. The contract for this construction included the 1060 foot bridge across the Gascoyne. This followed the completion of the Long Jetty (4290ft) in 1899. However the operation of the tramway experienced many difficulties due to flooding, particularly across the low lying parts of Babbage Island. These problems, together with the inadequacy of the lightweight tramway to cope with the load shipped through the busy port, led to the conversion of the tramway to 3’6” gauge using 35lb rail in 1908-09. The new tramway was generally built along the old formation, which was built up and an additional 9 bridges were constructed. A 2’ gauge loopline from a platform near the root of the jetty was laid to the oil store and lighthouse quarters. With the new bridges the floodwater problems were much decreased. The heavier track also enabled the provision of a small steam locomotive which ensured more efficient handling of cargo. Two larger passenger cars were also provide which no doubt made the journey from jetty to town more pleasant. Until the 1930’s the port, and hence the tramway, was the transport for the local produce of fruit, wool and livestock. Supplies for the region, as well as Blood & Bone from Wyndham were imported in this way. By the 1960’s only bulk fuel traffic remained and so in 1965 the tramway closed as State Ships no longer called at the port. The rail was then sold to the Carnarvon Race Club.

Integrity/Authenticity

CONDITION. The Carnarvon Tramway is in reasonable condition. The original fabric has deteriorated over time - particularly since the abandonment of regular maintenance procedures, and some portions (several culvert bridges) have been removed. INTEGRITY. The Carnarvon Tramway has a high degree of integrity. The Place has only ever been used for the original purpose for which it was designed, and thus has had very little in the way of intrusive changes. It has great potential for complete restoration. AUTHENTICITY. The Carnarvon Tramway has a high level of authenticity. All the bridges and the majority of the rolling stock are original Carnarvon Tramway facilities. However the new rail currently being laid (on the original formation) is generally being procured from other sources. Almost all the other fabric exists in its original locations.

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Scotsdale Road Bridge

Condition

Very bad

Uses

Historic Themes

Creation Date

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Statement of Significance

Scarcity value: The activities of the Millar Brothers in the coastal district was once of major importance to this area. The built miles of tramlines and numerous bridges. While it is possible to approximate the route of mane of the tramlines (a large number of modern dirt roads in the area were once the tramlines), the survival of physical evidence is minimal. The Tramway Bridge is an important piece of physical evidence which has survived from this period. Historical Significance: The Tramway Bridge is an important piece of tangible evidence of the once thriving timber industry based around Denmark. The Millar Brothers’ Timber Industry made an important contribution to the economic growth of Western Australia and their presence in the Denmark region opened up this area for later settlement.

Physical Description

The timber bridge appears to span a small culvert. Construction is squared pit-sawn timbers for the framework and adzed planks for the decking. The massive nature of the supporting timbers has no doubt contributed to the survival of this bridge. The bridge is currently covered with a layer of soil vegetation which protects it from vandalism. A further inspection of the bridge could reveal evidence of tramline or show where they were once fixed.

History

Assessment 1996 The Millar Brothers first established their saw mills in the Torbay area in 1884. By 1892, they had depleted the timber in this area and the overseas markets had become unsteady. They pulled out of this area, dismantling their mills and the tramlines. In 1895, they secured the lease of 20,000 acres of karri forest located around the Denmark hills from the WA Land Company. They established new mill site on the Denmark river. The works at Denmark were of considerable size and the township of Denmark sprang up in conjunction with the timber milling activity. Fifty four-roomed cottages were built for workers, a store, a butchers shop, a blacksmiths shop, engineering works, a feed mill and offices were erected by the company. The company commenced operations with the construction of a spot mill, which was later replaced by several permanent mills. One of these mills was the Scotsdale No 3 Mill which was located along Scotsdale Road. An extensive system of tramlines was established to bring timber to the mills. As with Torbay, the area soon became depleted of workable timber. The brothers’ failure to obtain new leases in the deep River area meant that they were forced to close their operations in Denmark in 1905.

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Statement of Significance

1] The old Scotsdale Tramway Bridge has historic heritage value. The Millar Brothers first established their saw mills in the Torbay area in 1884. By 1892 they had depleted the timber in this area and the overseas markets became unsteady. They withdrew from this area, dismantling their mills and the tramlines. In 1895, they secured a lease of 20,000 acres of karri forest located around the Denmark hills from the WA Land Company. They established a new mill site on the Denmark River. The works at Denmark were of considerable size and the township of Denmark sprang up in conjunction with the timber milling activity. Fifty four-roomed cottages were built for the workers, a store, a butcher’s shop, a blacksmith’s shop, engineering works, a feed mill and offices were erected by the Company. The Company commenced operations with the construction of spot mills, which later were replaced by several permanent mills. One of these mills was the Scotsdale No. 3 Mill which was located along Scotsdale Road. An extensive system of tramlines was established to bring the timber to the mills. The timber bridge remains are typical of culverts built by Millars for their network of bush tramways. This part of the network was 24km long. On the bush tramways the first engine pulling trucks departed the yards at 6.00am, followed by the others at 15 minute intervals. A day’s work did not finish until all the logs were in the mill, resulting in a 12 hour working day for the men. Although the Tramway Bridge is marked as a feature on one of Denmark’s Heritage Trails, its covering of soil and vegetation makes it difficult to find, therefore affording it some protection from both vandals and the elements. It is currently under no immediate threat. However at some stage a more extensive assessment of the bridge needs to be made. This assessment would necessitate the removal of the protective covering of soil and vegetation and should be carried out by a qualified archaeologist. An investigation of approaches to the bridge could also be made at the same time. It is recommended by the National Trust that the bridge be re-covered once the assessment has been carried out. 2] Although the rail lines are no longer in place, the track has considerable significance as it shows the alignment of the original Millars railway track, which led to the bridge across the Denmark River. It also has significance as it acted as a connection between the Denmark Agricultural College and the town for over 50 years.

Physical Description

The ruin of the tramway bridge is important as tangible evidence of the once thriving timber industry based around Denmark. The timber bridge appears to span a small culvert. Construction is squared pit-sawn timbers for the framework and adzed planks for the decking. The large bolts were all hand made. The massive nature of the supporting timbers has no doubt contributed to the survival of this bridge. The durability of the timber is admirably displayed as the bridge is currently covered with layers of soil and vegetation which probably protects it from vandalism.

History

1] The Scotsdale Tramway Bridge remains are not easy to find. The visitor should be aware that they are very close to Scotsdale Road and not on the Harewood Forest Walk. To locate the ruins one should take the Scotsdale Road from Denmark for about eight kilometres. On the right is a small parking area inviting people to take the Harewood Forest Walk. Next to the carpark is a Heritage Trail Sign No. 7. The bridge is up Scotsdale Rd 25 metres (away from Denmark) and in the gully formed by the side of the road. The timber bridge appears to span a small culvert. The bridge was constructed of squared pit-sawn timbers for the framework and adzed planks for the decking. The massive nature of the supporting timbers has no doubt contributed to the survival of the bridge. The bridge is currently covered with a layer of soil and vegetation which protects it from vandalism. A further inspection of the bridge could reveal evidence of tramlines showing where they were once fixed. 2] The Old Aggi Track is the only remnant of Millars original Albany- Denmark Railway left in the town area. It starts past the Bowling Club and is on the north side of the South Coast Highway. It ends at the Old Agricultural College driveway. It was used by the Agricultural College students to walk into town. It conveniently started near the back door of the student dormitory. Students used this track for over half a century.

Integrity/Authenticity

Integrity: Low Degree

Condition

Very Poor

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Derby Tramway Woolshed

Condition

Good.

Uses

Historic Themes

Creation Date

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Statement of Significance

Consider the tramway as an integral part of the port system in terms of future development for interpretive or tourism purposes. It should be considered in association with proposals for the causeway, the wharf, the cattle race, and the stock route to Myall's Bore.

Physical Description

The Derby Tramway was constructed in 1885/6 across the causeway from the town to the existing jetty. The jetty and tramway were upgraded in 1893. In the 1890s the tramway was extended up Loch and Delawarr Streets to the quarry, probably for the purpose of transporting fill for the upgrading of the causeway. Documents indicate various changes in the extent of the tramway over the period of its history but it is likely that for the major part of the twentieth century only the section between the Johnston and Loch Streets intersection and the jetty remained in use. In the 1950s some of the remaining track was removed, leaving only the portion required for shunting purposes extending up Loch Street. In 1963 a new jetty incorporating tramway facilities was constructed. This tramway terminated at a new goods yard located adjacent to the jetty and the line across the causeway was no longer used. Various buildings related to the tramway have been constructed throughout the period of its history. The main town depot associated with the tramway is located at the intersection of Loch and Elder Streets and from here the tramway extended across the causeway. Various buildings have been constructed in the town depot of which two remain. The existing woolshed was originally constructed in 1900 and underwent significant alterations in 1957. The existing goods shed was constructed in 1957 as an extension to an earlier goods shed dating from circa 1890s which no longer exists. The goods shed in the goods yard adjacent to the jetty was relocated from Wyndham in 1962. Early trams were horse drawn and Clydesdale horses came to be associated with the tramway. In 1938 the first diesel engine is believed to have been used in Derby. No records have been found to indicate the use of steam engines.

Integrity/Authenticity

Intactness of fabric: Fair, some fabric remaining from 1900, has lost timber platform. Alterations: Rebuilt with alterations 1957

Condition

Fair - Requires conservation

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Tram Stop Poles

Uses

Creation Date

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Statement of Significance

STATEMENT OF SIGNIFICANCE adopted at the Ordinary Council Meeting on 19/09/2006 A Statement of Significance was not separately adopted by Council with the listing of the Tram Stop Poles. Council instead resolved to add to the Scheme Heritage List, by including selected places from the Municipal Heritage Inventory, following stakeholder and community consultation. The entry in the Adopted MHI (2001) for the Level 1 place is as follows: + Historically and socially significant as a remnant of early light poles used as tram stops and for the remnant advertising for a night club from the 1960's. + Significant as a rare example of light poles once common throughout the City. + Socially significant as examples of Nightclub advertising sign from the 1960's. The statement of significance in the Local Heritage Survey adopted by the Council of the City of Perth on the 28 March, 2023 is consistent with the above.

Physical Description

Metal pole with angled light pole attached. Higher up on the pole are the electrical fittings for the tram lines. The pole on the corner of Hill and Hay Streets still has the shade for the light fixture which is not in situ on the pole closer to Adelaide Terrace. This pole has also been painted green.

History

Trams were introduced in 1899 and were run by separate local councils. In 1913 the State Government took over the operations. At that time tram routes totalled 23 miles (37 km) and they were powered by coal with electric motors. The poles are early light poles which were used as tram stops. The poles located on Hill Street were on the route which travelled from the line from Hay Street and went into East Perth along Hill and Wittenoom Street to Plain Street. This line opened in 1901. The tram depot was located in East Perth where the present East Perth train station is now located. In 1950 motor buses replaced the trams and trolley buses, which had been introduced in the 1930s. By 1958 all trams had stopped running.

Integrity/Authenticity

Medium

Condition

Average

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Fremantle Municipal Tramways Car Barn (fmr)

Parent Place or Precinct

25225 West End, Fremantle

Uses

Historic Themes

Creation Date

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Statement of Significance

The former Fremantle Municipal Tramways Car Barn Façade, 1 High Street (1905) situated at the western end of High Street near the Roundhouse was designed in the Federation Free Classical style of Architecture. The place constructed during the gold boom period within the West End Conservation Area of Fremantle has historic significance associated with the car barn's former importance as the hub of the local transport system. The place is a significant landmark in the West End of Fremantle. The place is of social significance as evidenced by its classification by the National Trust. The building is not highly intact and recent fabric is not significant.

Physical Description

Original section of building comprises two storey façade only. There is a recent (1980s) multi storey face brick residential structure behind which extends through to Croke Lane. Building has a zero setback from the pavement. The two storey rendered brick façade has a parapet, central pediment and a simple entablature with 'Fremantle Municipal Tramways' in stucco above. The ground floor facade has contemporary metal framed glazing and an original stucco arched walkway on the west side with ashlar effect pilasters and a smooth rendered gable above. The first floor facade features pilasters and a decorative central parapeted pediment with stucco archways over timber double hung sash windows. A Heritage Assessment was prepared in March 2010 by the City of Fremantle for a DA submission to Council for proposed external painting to the façade.

History

High Street was named by Surveyor General Roe - as was customary in English towns, the main street of the town was named High Street. Eastward from William Street the roadway was completed by convict labour after the Town Hall was built in 1887. High Street around the Town Hall closed to traffic in 1966. The High Street Mall was trialed in November 1973 and made a permanent pedestrian mall in 1975. The car barn was erected in 1905 as the tramway system was developed. In 1911 the Fremantle Municipal Tramways and Electric Lighting Board became owners of all of Lot 6 (part of which they had already acquired in 1906). The 1908 plan shows that the lot had already been allocated. The building had two storey section facing High Street and a one storey car barn behind for the trams. Designed by J. Herbert Eales, only the facade now remains. The original barn contained five tracks, one of which was used for cleaning. Currently (2002), Café, office, Residential in attached units. A Heritage Assessment was prepared in March 2010 by the City of Fremantle for a DA submission to Council for proposed external painting to the façade.

Archaeology

Site of early police station and stables (c. 1852).

Integrity/Authenticity

Medium degree of integrity (original intent partially clear, current use compatible, high long term sustainability). Medium degree of authenticity with some original fabric remaining. (These statements based on street survey only).

Condition

Condition assessed as good (assessed from streetscape survey only).

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Statement of Significance

The building has a special historic value as the base for the tram services running from the foot of High St, which served the population spread to the eastern areas of the municipality at a time of rapid expansion. This is the last remaining evidence of this service. The facade has environmental importance in relation to the west end of High St where demolition has already eroded the coherence of the street. The bulk and form of this facade in visual proximity to the historic Round House is an essential element in the integrity of the Victorian streetscape and the western end of high st,.

Physical Description

The tram service was introduced to Fremantle city area in 1905 and this is the date of the erection of this building. This is a two storey brick structure with stuccoed facade and corrugated asbestos roof. Unsympathetic alterations have been made to the ground floor entrances.

History

Assessment 1983 Construction 1905 Architect/builder J.H.Eales

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Electricity Substation, Fremantle (fmr)

Uses

Historic Themes

Creation Date

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Statement of Significance

Refer to Heritage Council of Western Australia's Register of Heritage Places - Register and Assessment

Physical Description

Refer to Heritage Council of Western Australia's Register of Heritage Places - Register and Assessment

History

Refer to Heritage Council of Western Australia's Register of Heritage Places - Register and Assessment

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Statement of Significance

Scientific Importance: The development of power utilities in Fremantle parallel with those of Perth, yet on such a different financial and technical base if of interest. The separate development, the competition and conflict and the eventual amalgamation of the two systems is a very interesting story. This building is a manifestation of this saga. Environmental Importance: The building has to some extent lost its mellowness and patina due to external painting. The colour does meld in to the overall Fremantle off white colour and the bracketing along the street frontage does tie in with other nearby buildings. Thereby conflict is avoided. Historical Importance: This building is an excellent example of 1930’s industrial architecture, practical, functional and devoid of any decoration, as a reflection of the harsh economic realities of the Depression. The building is a fine expression of the links between practicality of the industrial revolution on the one hand and the flamboyance of the art deco period that followed.

Physical Description

The Sub-station is a mass brick building with a main hall approx.. 25m x x 16.5 m x 8.5 m high. Inside the hall is a mezzanine extending full length of the building 5.5m wide, accessed by a single flight 1.8m wide stair. Internal piers match the piers supporting the mezzanine and extant gantry. The gable ends are brick, the roof is now zincalume sheeted with a vented ridge, supported by timber trusses at 2.8m centres, with a ceiling of ‘Caneite’ some panels of which appear to be of an unusual ventilating pattern. The mezzanine floor is concrete. Internal wall finish was red brick which has recently been painted and the granolithic floor has been raised to conceal engine beds and sumps by means of pastel clay brick pavers. Eternallymm the finish is red brick facework, with rendered framing, strig courses and parapet along the street frontage over the entry. The words ‘SEV Substation 1932’ are rendered onto the pediment. The street frontage has unusual bracketing supporting the eaves overhang. At the rear was an open work-storage area, now enclosed. Some of the original timber doors remain.

History

Assessment 1993 Construction 1932, Alterations/additions 1939 & 1988 In 1929, the Fremantle Municipal Tramways and Electric Lighting Board reported that the output of electricity by the plant was inadequate eve for present needs. and that the site owned at the time in Queen Victoria Street. Was too valuable for use as a substation. A new site was selected on the corner of Parry and quarry Streets as it was felt that the new station did not have to be located on a main thoroughfare. The 1930 documentation suggests that this land was acquired by the Board from the Fremantle City Council which used the property at the time as a Municipal Yard. In September 1930, the Board reported that the property had been purchased. The September 1931 Report indicated that a loan had been negotiated for the erection of the new building together with the purchase of the necessary equipment. Due to the prevailing economic circumstances it was decided to return part of the loan and halt the building till the economy had recovered. The 1932 Report regers to acute problems with the supply of power such that the plans were drawn up and tenders were called for the construction of the new Sub-station. The building was completed in 1933 but considerable delays were reported with the installation of equipment until September 1934. Of interest in these reports is the documented figures including increased demand for electric power at the time and the huge reduction in tramway revenue to the Board.

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No 1 Tram

Parent Place or Precinct

01459 Gwalia Townsite Precinct

Uses

Creation Date

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Baldivis Tramway Reserve

Parent Place or Precinct

09198 Beeliar Regional Park & Adjacent Areas

Uses

Historic Themes

Creation Date

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Statement of Significance

Baldivis Tramway Reserve is associated with the group settlement scheme of the 1920s. Baldivis Tramway Reserve may have archaeological evidence relating to both construction of the Tramway and the group settlement scheme itself.

Physical Description

The former tramway reserve is located directly east of Kogolup Lake, and is approximately 1.75 km in length, and 60 m in width.

History

Construction of the Tramway started around 1920. It was a private line, used for the development of the Peel Estate, a group settlement scheme. However, by 1925 the line had been pulled up and the following year the group settlement was abandoned.

Integrity/Authenticity

INTEGRITY: Site only AUTHENTICITY: Site only

Condition

Site Only

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Kalgoorlie Tramways

Uses

Creation Date

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Mount Hunt-Lake Douglas Dam Traverse

Uses

Historic Themes

Creation Date

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Formation Rd existing alignment

Uses

Historic Themes

Creation Date

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Statement of Significance

The place has associations with the timber industry in the Tuart forest in the 1920s.

Physical Description

There is a street sign in place, and the track is a level cleared pathway through the forest. The section covered in the listing is the alignment where the original sleepers remain along the side of the road, and the gate post near the 'huge tuart stump'.

History

The tram tracks were constructed for the horse drawn trams to transport the felled Tuart from the forest, to the Wonnerup Mill. The forest was milled between the 1840s and the 1970s. The early tracks of formation road ran parallel to the main Vasse to Bunbury road. The tram tracks were operative between 1921 and 1928. The tracks run parallel with the Vasse to Bunbury road. A gate post remains in close proximity to a huge Tuart stump, the remains of tree cut down in 1926, which still has the chock block holes.

Condition

Remnants

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Manjimup-Deanmill Tramway

Creation Date

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