Mapping the Barwon Catchment

Before the arrival of John Batman and his party on the shores of Port Phillip Bay in 1835, the indigenous tribes of the Barwon catchment walked the land, following traditional "songlines" which had evolved over thousands of years. The songs and stories of the many tribes, described the land and the physical pathways they used to cross the countryside, enabling them to navigate long distances, passing safely through unfamiliar territory. I discussed songlines in my previous post.
Europeans on the other hand, saw the land very differently to the indigenous population and used very different navigation techniques. The Europeans too used maps, however they drew their maps on paper, measured distance, calculated elevations and aligned everything according to compass bearings. And they way they travelled was vastly different too. Whilst many still walked, others rode horses and drove bullock drays and it wasn't long before the paths of the songlines became the bullock tracks of the squatters. They in turn were followed by the surveyors with their chains and newfangled theodolites who marked out the roads of the selectors and villagers.
The settlers were also quick to start applying their own mapping techniques to their new surroundings. The squatter's runs were plotted out and the bullock tracks which linked them with the towns which began to pop up, were marked as vague wavy lines.

Section of Surveyor Alexander Skene's 1845 map of the Geelong District
showing early tracks and the names of squatters and early landholders
across the catchment. Original image held by the State Library of Victoria

The more the number of settlers increased however, and the more they extended the boundaries of their settled districts, the more maps were created. Not only did these maps indicate direction and location, but there were also administrative maps, electoral maps, geological maps, maps which indicated individual land ownership (an unfamiliar concept to the indigenous peoples), weather maps and many other types of maps besides. Soon the entire colony had been layered with maps and amongst the earliest of these maps were survey maps.
In order to better administer the vast areas of the new colony, the land was formally divided for the purpose of administering the sale and distribution of land. From the late 1840s until the 1890s, the government progressively undertook a comprehensive survey of the  Colony of Victoria, reclaiming the squatters' leaseholds and breaking up the thousands of acres into village allotments and farm-sized blocks. To aid administration, county boundaries were established and within each county the land was subdivided into civil parishes.

Portion of the Victorian Counties Atlas, 1874, showing those counties which fall
within the Barwon Catchment. Image taken from the State Library of Victoria

Initially, the county boundaries were by necessity ill-defined and changed according to need. The following description from the Geelong Advertiser 17th July, 1841, claiming to give the first official description of Grant County's limits, shows both how they changed over time and - like the Wathaurong whose lands it covered - how the new settlers also used the natural landscape to define boundaries.

The Coast Line from the mouth of the Werriby(sic), Port Phillip, round to a point bearing south of the sources of the Barwon [Barwon Heads]. An imaginary line from that point to the sources of the Barwon [the Otways]. the Barwon from its sources to its junction with the Native Hut Creek. The Native Hut Creek from that junction to the Buninyong and Melbourne road(sic). The line of that road to the Werriby, and The Werriby River to its mouth.

By 1871, the 37 Victorian counties as we know them today were in place. Counties and their accompanying civil parishes were - and still are - used entirely for real estate purposes, enabling the physical description of a piece of land.

Section of 1881 Victorian civil parishes map. Original image held by the
State Library of Victoria

With European settlement came the English system of government. Having been declared a separate colony from New South Wales on 1st July, 1851, Victoria needed to put a government in place, however it was not quite the system we have today. The original Victorian parliament was unicameral - having only one house. Called the Legislative Council, it was composed of 16 electoral districts from which 30 members were chosen. Ten were nominated by the Lieutenant-Governor and 20 were elected from the eligible voting population. To be eligible to vote a person had to be a male British citizen over the age of 21 who paid more than £10 per annum in rent or held the freehold for property valued at more than £100. Once again the colony was mapped and divided. This time for electoral purposes. The Wikipedia map below shows the original electoral districts and I have indicated the general area of the Barwon catchment within the black box.

Electoral districts of the original Victorian Legislative Council, 1851.
Original image from Wikipedia

Within a handful of years however, electoral boundaries were being shuffled and in 1856 a second or lower house - the Legislative Assembly - was introduced, resulting in the system we have today.
State electoral districts for both the upper and lower houses of the Victorian parliament have continued to change in response to the growing population. Today there are 88 electoral districts, each corresponding to a seat in the Legislative Assembly. These are combined into eight districts from which five Legislative Council members are elected, giving a total of 40 members in the upper house.

Current boundaries of the state electoral districts (lower house) which
cover the Barwon catchment. Original image from Wikipedia

In 1901, the cartographic landscape of the Barwon catchment changed once again with the advent of Federation. The Colony of Victoria became the State of Victoria and was divided for the purpose of voting into federal electoral divisions. These were (and still are) different to the electoral districts of the state government. The electorates of Corangamite, Ballarat and Corio are all, at least in part, within the catchment.

Federal seats within the Barwon catchment. Original image from Wikipedia

Of course, beneath the federal and state levels of government is local government. In the 19th century, local government stemmed from the need to raise funds for roads and infrastructure, consequently a series of "road districts" were gazetted across the colony. Within a few years, the road districts were transformed into shires which along with cities and boroughs today make up the various municipal districts of the local government system. Not surprisingly, as with state and federal electorates as well as county and parish boundaries, the banks of the creeks and rivers of the Barwon catchment often formed the boundaries of these early shires too. Also in keeping with other levels of government, the number of municipal districts has changed over the years. For instance, in 1915, the Shire of Meredith was amalgamated with that of Bannockburn.

Country Roads Board map, 1961 showing parish boundaries. Original image held by the
State Library of Victoria

In 1994, sweeping changes saw the amalgamation of many smaller shires and city councils in to a lesser number of much larger shires and cities. Where before the catchment contained perhaps as many as many as 15 shires and cities, after the amalgamations, this number fell to around six.
The outbreak of the Victorian gold rush in August, 1851 also saw a flurry of map making. Every digger wanted to know the best route to get to the diggings. As I have written before, there were claims, counter claims, insults and outright lies hurled back and forth between parties with vested interests in promoting their route to the diggings. Maps could not only be used to inform the general public (as below), but also to deceive as Geelong discovered when interests in Melbourne published a "false map".

The relevant section of a reasonably accurate "Digger's road guide to the gold mines of
Victoria and the country extending 210 miles around Melbourne", 1853. Image taken from
the National Library of Australia

 As well as the topography of the land and the roads and tracks which crossed it, the gold rush led to an intense interest in what lay under the surface of the soil. In 1852 Alfred Selwyn was appointed as Mineral Surveyor for the Geological Survey of Victoria and with one assistant and a tent-keeper, set about completing a comprehensive geological survey of the colony. Soil types were assessed, rock deposits dated and the potential presence of minerals noted. Over the years, the department expanded and exists today under the portfolio of the Department of Energy and Earth Resources in the Department of Economic Development, Jobs, Transport and Resources.

Adaption of the 1909 Geological Survey Map of Victoria. Image held by the
State Library of Victoria

Finally, another topic which has always been of particular interest to those living in the Barwon catchment. Rainfall. How much? How little? When? Where? Once again, the indigenous tribes had intimate knowledge of seasonal changes in climate and climate-dependent resources. The European settlers were equally as interested. They needed to know when to plant their crops and where to find water for their stock in different seasons.
Meteorological recording began in Melbourne as early as 1840 and regular, coordinated data collection began in 1854 with the establishment of the Victorian Meteorological Office. The first official report of rainfall data (I could locate) for Geelong appeared in the Victorian Government Gazette dated 21st August, 1857 for the April-June quarter of that year, although references were made elsewhere to earlier data.
Today, rainfall measurements are taken at various points across the Barwon catchment, including Weeaproinah in the Otways, near the headwaters of the Barwon River which has the highest average rainfall in the state. By contrast, the lowlands along the lower reaches of the Barwon, Leigh and Moorabool Rivers lie in the rain shadow cast by the Otway Ranges and receive a significantly lower annual rainfall.

Overview of long term rainfall averages for the Barwon catchment. Graph taken
from the Australian Bureau of Meteorology

Over the years since European settlement, many maps have been produced for many different reasons, dividing the catchment in a multitude of ways. Maps to direct. Maps to divide. Maps to quantify. Maps to persuade, even maps to deceive...

Branching out - Bowman's Bridge

During the course of my recent research into all things bridge-related, I came across a couple of bridges which, whilst no doubt important in their day, have now fallen into disuse, as have the sections of road on which they were built. Both are now private property, however I was lucky enough (along with local historian Marg Cooper and my mother) to gain access to one of the bridge sites to see what remained.
The site in question was Bowman's Bridge, a small, timber and masonry structure which crossed the steep-sided channel of Deep Creek - a tributary of the Leigh River at Bamganie. Deep Creek is a short creek, measuring about 6.5km in length which rises beside Bamganie Road, about 5km south of its intersection with the Meredith-Mt Mercer Road then follows a southerly course to its confluence with the Leigh River a few hundred metres upstream from where Woodbourne/Williamson's Creek also joins the Leigh.

View of Deep Creek a few hundred metres below the bridge

With permission gained prior to starting, a short wander across the fields brought us to the banks of the creek which, we agreed showed signs of significant water flow in the past, but at present, like many creeks in the area, contains only intermittent pools of water. We had been warned by the property owner, that there wasn't much of the bridge left to see and only knew roughly where to look, however we did know that the old road which ran to the bridge began at Bamganie Road beside the one time site of the Bamganie State School and traveled directly west, crossing Deep Creek but stopping short of the Leigh River.
Called Bowman's Road for several members of the Bowman family who had taken up land between Deep Creek and the Leigh River, it provided access for the family who came and went via the road, crossing Bowman's Bridge in the process and for their children who walked to school along the same path. After reaching the creek, we walked upstream only a short distance before we spied a large pile of rocks on the bank which clearly had not ended up there by chance.

The site of Bowman's Bridge

A little further investigation convinced us that we had found the relatively intact remains of the bridge's eastern abutment - a masonry structure formed from local uncut stones, cemented together and supported by a raised embankment.

The remains of the eastern abutment

The bank on the opposite side of the creek also showed signs of where the bridge had been. There was no trace of masonry, however we did find timbers with large bolts attached and it was clear that the bank - which was quite a bit higher on this side - had been carved away to make a cutting which brought the roadway on the western side, level with the bridge.

Burnt timbers with rusted bolts, originally part of the bridge

Whilst there is little remaining, it is possible to trace the history of the bridge through the newspapers of the day. The initial contract to build a small bridge on the site was awarded to W Watson in June, 1876 for a price of £11/15/-. Problems soon emerged however when it was brought to council's attention three years later that the western approach to the bridge was too steep and slippery for horses to keep their footing. By October, a cutting had been formed to ease the situation, however it was reported to council that the work of  Hugh McColl was not up to the required standard.

The cutting on the western approach to Bowman's Bridge

As was usual with timber bridges, over the following thirty years, Bowman's Bridge required ongoing maintenance. In 1903, J Elliott was awarded a contract for £2/19/6 to fix it and in 1908 it was suggested that timber from a disused bridge near the old post office could be used*. In October, 1913 the Meredith Shire engineer (CCP Wilson) declared that Bowman's Bridge was in such a poor state, it was almost beyond repair, but that good timber from recently-replaced Cooper's Bridge over the Moorabool River could be used to reconstruct it.
The repairs (if they eventuated), were only temporary and by early 1914, the shire was calling for tenders to replace the bridge. There seems to have been few takers for the job however, as tenders were set to be called once again in March, 1915. Finally, the following month, the council accepted the tender of William Smith to erect a timber bridge on Bowman's Road for £75. At this point, as with my previous posts, the trail goes cold, however I can only assume since the tender was accepted, that the bridge was rebuilt at this time, meaning the remains now visible date from that period.

The view looking east from the cutting

What I don't know is, regardless of whether the bridge was rebuilt or not, how long it stood for or when Bowman's Road was finally closed to the public.

*A post office first opened in Bamganie in 1877 amidst significant public demand, at (as far as I can tell), the original site of the primary school off Glentive Road which crosses Woodbourne Creek nearby. The timber may have come from a bridge at this crossing.

Branching out - the Old Five Mile Bridge

In the earliest days of settlement, establishing reliable river crossings was crucial to the growth and prosperity of the new Colony of Victoria. Initially, fords and breakwaters were established and punts or small boats could be used to ferry passengers across larger rivers. Eventually, bridges were built, however they were expensive to construct and maintain and were always at the mercy of the elements. Economic realities then as now, often meant that the longest-lasting or strongest bridge was not necessarily the one built.
 Wood was cheap and readily available and timber bridges were quick to build. The downside however was that they had an effective lifespan of around ten years before substantial ongoing repair and maintenance was required. Stone was another plentiful building material - especially across the basalt plains through which the rivers of the Barwon catchment run - however it was expensive and time consuming to build in stone. As a result, scores of smaller creek and river crossings made do with fords or timber bridges.
One way to minimise costs was to construct bridges from a combination of building materials. Bluestone abutments were commonly used to support a timber deck - as was the case of the Blue Bridge over the Moorabool River on the Yendon-Egerton Road - or they could be added later to reinforce a crumbling embankment. The latter was the case when repairs to the original timber bridge at the Leigh Grand Junction were required.
There were of course, other factors to consider too. During the summer months, timber bridges were at risk from bushfire and constant exposure to water meant rot was a permanent problem. Stone structures were less likely to be affected by fire and were impervious to water, but all bridges were to a greater or lesser extent susceptible to flood damage. Over the years these factors have resulted in a number of bridges across the Barwon catchment which reflect not only the ravages of age and the environment, but also provide a visual time line of changing construction materials and building techniques as progressive repairs were implemented.
The first example which comes to mind is the Old Five Mile Bridge which crosses Sutherland Creek's west branch on the Steiglitz Road from Geelong. Today, the bridge sits disused and all but unnoticed beside the modern, two-laned Ken Middleton Bridge which now carries all traffic. The old bridge however is a time capsule which represents the evolution of bridge maintenance in the Borough of Steiglitz and the shires of Meredith and Bannockburn.

Sign still in place at the bridge

According to the description given by the Victorian Heritage Database, all of the piers, raker piles (angled beams supporting the piers) and some of the timber stringers (beams running the length of the bridge under the deck) are original. The stringers are showing obvious signs of decay. Other beams are newer replacements. To my untrained eye, the crossheads which sit across the top of the piles look newer and clearly the steel girders are also a later addition, as presumably are the crossbeams which they support. Likewise, the deck which is constructed of steel and concrete topped with bitumen would have replaced original timber. The abutments on either bank are reinforced with what appears to be relatively modern concrete slabs, held in place by steel girders driven into the bank and timber posts. Behind the slabs is more timber and concrete.

View underneath the bridge, looking north which shows the timber stringers
showing signs of decay and the original piles along with the newer steel beams
and deck

The problem however, is knowing which repairs occurred when and what is meant by "original". As far as I can tell, there has been a bridge on the site since 1857 when the Victorian Government Gazette gave contract details for a bridge to be built "over Sutherland's Creek on the road to Steiglitz" or 1858 when Roads and Bridges Office in Melbourne called for tenders for "the construction of a bridge over Sutherland's Creek. Approach to Steiglitz gold-field". In view of the latter comment, perhaps the latter date is most likely whilst the earlier date may refer to Hope's Bridge on the same road near Gheringhap.
 It was re-decked in 1871, again required repair in 1873 and then in 1874 was declared unsafe even for ordinary traffic, but little more is mentioned in the newspapers until the spring of 1880 when the Moorabool River and surrounding waterways experienced the largest flood in recorded history to that date.
Several bridges were described as having been washed away, including the Five Mile Bridge. Naturally, it was necessary to rebuild and it was common practice to cut costs by reusing any salvageable material, although whether this occurred here I do not know. With the rebuild underway, it was discovered in March, 1881 that the new structure was being built on soft, loamy, clay soil and in order to secure it, the bridge would have to be partially dismantled and then reconstructed using a significantly greater amount of timber than originally anticipated. The council considered the issue and called for tenders to either repair the existing structure or build a new one. Ultimately it was decided that the better option was to build a new bridge, however rather than replicate the existing 24 ft bridge, it was decided that the new structure would be 12 ft wide. The contract was eventually awarded to E Kennealey whose tender of £114 was accepted. In addition to completing the job, Kennealey also agreed to purchase some of the used timbers from the previous structure, however the following year, with payment still owing, the council abandoned the agreement.

Looking north along the deck of the old bridge. The new Ken Middleton Bridge
can be seen to the left of the picture

It is perhaps also worth noting that the shire engineer in charge of the project would have been Allan Robinson, a gentleman who had held this position since the earliest days of the Meredith Shire in 1864. During the 1880s however he faced allegations of laxity and carelessness in the completion of his duties. Finally at the insistence of the council, he tendered his resignation in September, 1888.
All this reconstruction however was ultimately for naught. In February, 1883 the creek flooded once more and the bridge was destroyed a second time. By September the shire was again calling for tenders for its reconstruction, indicating that a 66 ft wooden bridge over Sutherland's Creek was required. At this time, engineer Robinson had been given a leave of absence pending a council decision on his continued employment and it was left to the acting (and unqualified) engineer Mr J Murphy to deal with the matter. Murphy appealed to the engineer of neighbouring Leigh Shire - none other than CAC Wilson - to draw up plans for the bridge, however Wilson who was on leave at that time, sent one of his sons (possibly Frederick who later served as shire engineer to Meredith) to take the levels. The younger Wilson upon assessing the situation felt that it would be impossible to sink piles deep enough to stabilise the bridge, as the surrounding rock was too hard and too near the surface.

Section of an 1865 geological survey map showing the bridge site. The area is
composed of Post Pliocene clay, gravel and mud (green) and Silurian rock (grey)
with nearby patches of Miocene clay, gravel, shale and sand (brown). Original
image held by the State Library of Victoria

How this issue was resolved, I cannot discover, however it is certain that the bridge was reconstructed. On this occasion, the contract was awarded to F Lee and the works completed presumably without incident. There was a slight mishap however only a few years later in January, 1886 when a carter who was removing a house from Steiglitz township, clipped the handrail of the bridge causing unspecified damage to this and other parts of the bridge.
The bridge was almost destroyed yet again in 1898. This time however, the threat was fire, not flood. Fortunately, the coach service from Geelong to Steiglitz happened to be passing and the driver noticed smoke billowing from under the deck. He quickly raised the alarm at a neighbouring farm and the fire was extinguished before it could take proper hold of the timber decking. It was supposed that a camper had failed to properly put out a campfire underneath the bridge.

The southern end of the bridge showing the concrete abutments and scorched
timbers. The pile on the right has bitumen on its surface which appears to have
melted and dribbled down from above, but when I cannot tell

 There is little further mention of the bridge until 1902 when it was deemed unsafe for loads of over 1 ton. By 1915 things had reached crisis point and in March, it was decided to petition the government for the cost of a new bridge. The engineer at this time was CCP Wilson. I can find no further reference however to any attempt to secure funding for a new structure and in May, 1916 assessment by Bannockburn Shire Engineer ETM Garlick, revealed that four beams on the western (upriver) side of the bridge were completely rotten. Their replacement would provide a patch which would last no more than a year he claimed. Surprisingly then, only a few months later, the bridge was given a reprieve when it was declared that an expenditure of £91 would make it good for a further 12 years.

The bridge as it stands today showing original timbers in along with steel and
concrete additions

At this point, the online trail goes cold. I can find no further mention of what works were carried out on the structure or even whether a new bridge was built as deemed necessary in 1915. It seems likely that however old the original structure (various inquiries have proven fruitless), the steel beams would have been added as part of subsequent repairs as would the steel and concrete in the deck and abutments.

So far, the bridge has defied the odds, surviving fire and flood - most recently being threatened by a grass fire which moved through the area in January, 2014. The bridge continued in service until as recently as 2000/2001 when the Hansard papers for the November, 2000 sitting of the Victorian Legislative Council indicated that funds had been allocated for the construction of a new bridge at the site. An initial payment of $632,000 was estimated with a subsequent payment of $6,000 to follow in the 2000/2001 financial year.

Looking south over the new bridge, named for former Bannockburn Shire
engineer, the late Ken Middleton

Today the Five Mile Bridge stands almost unnoticed along side the newer, two-lane Ken Middleton Bridge which carries all traffic across the creek.

...Like son

My previous post highlighted the achievements of Leigh Shire engineer, Charles Anthony Corbett Wilson, however he was not the only engineer in his large family. One of his younger sons - Frederick - was appointed Meredith Shire engineer in 1893, but it was his eldest son Charles Corbett Powell Wilson who arguably went on to have the biggest impact on the infrastructure of the district.
CCP Wilson, was born in Geelong around 1857 and learnt his trade working with his father. Between them, father and son were responsible for the design and construction of dozens of bridges, roads, public buildings and civic facilities across the Western Districts of Victoria in the 19th and early 20th centuries, many of them involving the Barwon River and its tributaries.

Charles Corbett Powell Wilson, shire engineer to Leigh,
Meredith and Buninyong Shires

By the time he arrived in the Barwon catchment region, CCP Wilson already had significant experience in civil engineering, having served as engineer to the Portland Shire from 1889 until 1908. Upon leaving Portland, Wilson was appointed as engineer to the Shires of Buninyong and Meredith and then, two years later upon the retirement of his father in 1910, he also took up the position of Leigh Shire engineer.
Whilst much of the work undertaken by Wilson involved the maintenance of existing roads and bridges, like his father, he too was responsible for the design of a significant number of bridges and other civil structures, a number of which are still standing to this day. Building on the pioneering work of his father, he was a huge supporter of the use of reinforced concrete as a cheap, durable and low-maintenance building product and there are several bridges still standing today as testament to the validity of his thinking.
One of his earliest and most significant projects was of course, the Leigh Grand Junction Bridge about which I have written in detail in previous posts and which dates to 1910. Located at the boundary of the three shires he served, it is a fitting testament to his many contributions.

Leigh Grand Junction Bridge, August, 2015

At about the same time, Wilson was also responsible for the design of at least two other bridges in the region which were substantially similar in design and appearance. The first was what is now known as Cooper's Bridge over the Moorabool River on the Meredith-Steiglitz Road. By July, 1911 the Meredith Shire Council was calling for quotes to rebuild the timber bridge which stood at that time. Wilson's bridge was the fourth to stand on the site. Whilst attending the official celebrations held after the opening of his new bridge in May, 1913 the engineer noted that there had been a bridge on the site for 35 years and that it was his father who had been responsible for building the initial structure, including the bluestone abutments upon which the new bridge stood. (This latter, despite a recommendation by Wilson that a new location for the bridge should be chosen to allow for a less torturous alignment, a point echoed by the Minister For Public Works in his speech at the opening event.)
Wilson then went on to note that 17 years earlier, his brother had drawn up plans to have the second bridge replaced with a steel structure, however this was deemed too expensive by council who decreed that a timber structure should be built instead - a decision which undoubtedly resulted in the construction of the bridge which still stands today.

Cooper's Bridge aka the Moorabool Bridge, August, 2015

The bridge designed by Wilson was built from steel-reinforced concrete, using the original bluestone abutments from the first bridge. It was supported between the abutments by two concrete piers which were 39 ft deep, 16 ft wide and 1 ft thick. The piers were reinforced with 1 inch mild steel (a strong, flexible steel often used for bridge construction) whilst the 9 in concrete beams they supported were reinforced with recycled steel cable from the Melbourne tramways - a measure of economy which Wilson also used to good effect on the Leigh Grand Junction Bridge. This structure was over-topped by a 6 in concrete deck. The guard rails were constructed from water pipe and panels of cyclone fencing.
Whilst the guard rails have today been replaced with modern edging, the rest of the structure appears to remain much as described in 1913. In total, the new bridge cost a grand sum of  £763, of which £68 was the cost involved in removing the previous structure. The original bridge had cost the shire £700.

Not too far away and also dating to a similar era is the bridge at Sharp's Crossing on the Moorabool River near Sheoaks. The first bridge on the site was built in 1882 after a successful campaign by locals  who complained that the existing ford (possibly pre-dating the 1870s) became impassable each time the river flooded. Once completed, it was noted that the new bridge was not of the highest quality, but would do the job - and this was true as far as it went. Like most wooden bridges however, it had an effective working life of around ten years before it required on-going repair, and council reports show that from 1893 onward, Sharp's Crossing required re-decking, repairing or the installation of new planks on an almost annual basis.
By 1904 it was reported that the centre bearers of the western span of the bridge were completely rotten and it was recommended that this part of the bridge be removed and replaced with an embankment. There is no suggestion that this plan was adopted and the repairs continued until the end of 1914 when construction finally began on a new concrete bridge, designed by CCP Wilson. The project was completed by February the following year, however with increasing wartime austerity, it was deemed that the money required for a grand opening would be better spent on other road works and so the bridge was opened quietly, without the pomp and ceremony which accompanied the opening of the Grand Junction and Moorabool bridges. It was remarked none-the-less, that the bridge was the most handsome, strong and best-looking bridge on river.

Sharp's Crossing Bridge over the Moorabool River, November, 2011 with the
trademark pipe and wire handrails of a CCP Wilson design, still intact

And so it continued year after year. The newspapers of the day - which dutifully reported all council proceedings - are filled with the reports and recommendations of Engineer Wilson. In addition to major projects, there were culverts, drains, small bridges, roads and an array of civic projects and the shire engineer was expected to design them, supervise construction and maintain them all.
He is indicated as having "erected a new concrete bridge over the Moorabool River below Egerton" early in 1914, however I suspect his contribution was to re-deck the existing Blue Bridge (now heritage listed) which was originally constructed in 1870 with a timber deck atop a bluestone pier and abutments. Wilson's changes typically introduced a concrete deck, reinforced and braced with steel rails.

Section of the Blue Bridge on the Yendon-Egerton Road

Some of the smaller projects undertaken by CCP Wilson included bridges across Lal Lal Creek, the Yarrowee River on Whitehorse Road at Buninyong and another small bridge near Clarendon, to name just a few. This latter bridge which still stands on Hopgoods Road was - as far as I can tell - built in mid-1914.

Small concrete bridge on Hopgood's Road, Clarendon

It is an interesting illustration of the techniques used by Wilson in his work with pre-stressed concrete. Today, part of the bridge corner post has fallen away, revealing the steel within the structure. The cable steel he sourced secondhand from the Melbourne tramways and the gravel for the concrete came from local deposits often on the Leigh river. Everything was constructed onsite.

Detail showing both cable steel and bars of mild steel used in the construction

Another surviving example of a bridge designed by Wilson and which is still in use today, is a somewhat larger bridge on the Scotchman's Lead Road south of Ballarat, known as Franklin's Bridge. Completed in early 1914, it is over 100 ft in length and 16 ft wide and at the time of its opening, the Ballarat Star newspaper proudly declared that it was the finest bridge in the shire. The deck is supported by two concrete piers between concrete abutments and in typical CCP Wilson style, in its original form included pipe and cyclone wire hand rails. Today these have been replaced by a more modern metal equivalent. The bridge was completed using "day labour" and cost around £800.

Franklin's Bridge on the Scotchman's Lead-Napoleon's Road

In addition to these road projects, Wilson also designed numerous other public facilities, some of which still stand today. He was for instance, responsible for the installation of concrete swings, fences and a significant concrete swimming pool along with other features, in the Buninyong Botanic Gardens. The pool is now empty but is still standing and has been converted into an attractive sunken garden which blends nicely with its surroundings.

Sunken gardens in the old concrete swimming pool at the Buninyong
Botanic Gardens

Inside the garden

A view of the gardens from above

Following World War 1 Wilson was particularly keen to support ex-servicemen and to commemorate their sacrifice. Buninyong's World War 1 memorial was his design as were the soldiers' memorial halls at Dereel and Shelford, built in 1920. He also designed an extension to the Buninyong town hall, dating to around the 1920s.
And so it continued with CCP Wilson serving as shire engineer of Meredith until the merger of that shire with neighbouring Bannockburn Shire in 1915, after which he continued to hold joint positions with Leigh and Buninyong until the time of his death on the 8th January, 1938 at the age of 80. Despite ill health for some time prior, he had continued to perform his role as engineer to both shires as well as holding the role of shire secretary to the Buninyong Shire from the mid 1920s.
Today, despite nearly 80 years having passed since the death of this revolutionary engineer, his legacy remains in the form of the many structures he designed all those decades ago which continue to stand - perhaps much longer than CCP himself could ever have imagined.

Branching out - a grand old bridge

The Leigh Grand Junction Bridge which today crosses the Leigh River east of Mount Mercer, is the second bridge to stand on this site. The 40 year history of the first bridge is described in my two previous posts here and here. The second bridge will be the focus of this post.
By 1908 it had become clear that the first bridge - built in 1873 - was in desperate need of replacement. In November that year, Buninyong Shire got the ball rolling when they approached the Leigh Shire to discuss the issue. The following month, the Leigh Shire engineer (presumably CAC Wilson) reported to council that the bridge was in bad repair and should be replaced by an iron girder bridge.
Over the next year and more, decisions were made, costs determined and most importantly, plans were drawn up. The end result however was not the iron girder structure recommended, but rather a revolutionary, steel-reinforced prestressed-concrete bridge. The technology was relatively new to Victoria as the first concrete bridge had been completed just over a decade earlier in 1899.


Charles Corbett Powell Wilson, civil engineer. Image held
by the State Library of Victoria

This revolutionary design was the brainchild of Charles Corbett Powell Wilson, shire engineer from 1908 for both Meredith and Buninyong, and then, from 1910 upon the retirement of his father CAC Wilson, for Leigh Shire also. CAC was a pioneer in the use of concrete to build bridges and no doubt passed this interest on to his eldest son.
 Between them, these two men were responsible for the design and construction of scores of bridges and a vast array of community facilities across the three shires. For over 90 years from 1864 to 1938 they served as engineers in one shire or another and amongst their contributions were a number of bridges which spanned the Barwon, Moorabool, and Leigh Rivers and their tributaries (post to follow). Few however, were as impressive as the Leigh Grand Junction Bridge.


Leigh Grand Junction Bridge looking downstream, photograph taken
by Colin O'Connor, Copyright Department of the Environment

By the time the bridge was completed in the first months of 1911, the total cost had been reckoned at £1,118 of which the government agreed to pay £150. The remainder of the cost was to be divided between the three shires, with Buninyong paying half and the other two shires one quarter each. As per my previous post, after significant debate, this was the eventual outcome.
As to the bridge itself, the end result was a concrete structure with a carrying capacity of 30 tons. Coming in at 165 feet in length, it was however only 8 feet wide - a single lane. Unusually for bridges in the area, it stood some 35 feet above the river below (or by today's measurements: about 50.3m long, marginally less than 2.5m wide and over 10.5m high). The significant elevation was a necessary requirement due to the Leigh River having quite a steep, narrow channel at this point.
Today, the Leigh Grand Junction Bridge is one of the oldest surviving examples of a true concrete-reinforced girder bridge in Australia and not surprisingly, is heritage listed.


Looking upstream from the picnic area

Structurally, the bridge has four spans, each 38 feet 6 inches in length, which are supported by three slender piers and at its northern end, by a bluestone abutment, with concrete serving at the southern end. The columns of these piers are reinforced with "mild" or low-carbon steel (suitable for many purposes, including bridge-building) and are further strengthened by interconnecting diaphragms (concrete panels) at two levels.
In a clever move of both economic efficiency and structural enhancement, the steel used to reinforce the four T-section, concrete girders which span the bridge was recycled cable from the Melbourne tramways. The girders are connected to the piers below by distinctive triangular fillets and the whole is topped by a concrete slab sealed with bitumen, flanked by metal guard rails.
Protection during times of flooding is provided by cut-waters - triangular projections on the upriver face of the outermost column of each pier, which reduce pressure on the bridge during times of high water flow.

Bridge detail. Click to enlarge

As a further measure of economy, the mortar used in the construction process was made onsite by local council workers using sand taken from the river, with outside contract labour used only to construct the temporary timberwork required during construction. In total, completion of the bridge took about four months.
Aesthetically, the Grand Junction Bridge was described by the media of the day as "light and graceful". It was noted that the site had been a popular picnic spot in previous years and it was felt that the new bridge would increase the natural beauty of the area - already known for its impressive rock formations and lush growth -  and would encourage picnickers to return once again.

Rock face and picnic area downstream of the bridge today

Of course, an event such as the building of a new bridge - especially one which was so crucial to movement between three shires - could not go unremarked. Naturally, there was an official opening. This took place on 6th May, 1911 in the presence of such dignitaries as the Mayor of Buninyong, the presidents of each of the three shires and a large contingent of locals, all of whom were in imminent danger of losing their hats  to the roaring gale which was, in the words of The Ballarat Star, "howling furiously about the high wall of rock, and stirring the sluggish waters below into unwonted activity".
So, under less than ideal conditions, the Acting Commissioner of Public Works declared the bridge open. A ribbon - placed with some difficulty by Mr Wilson - was then cut by Mrs Edgar, wife of the acting commissioner before the company enjoyed a luncheon served by the ladies. Naturally this was accompanied by the expected round of toasting and mutual back-slapping which seem to be traditional on such occasions.
Thereafter, with the exception of some discussion of the bridge with respect to the necessary adjustments to shire boundaries, the media appears to make no further mention of its existence. After the trials and tribulations over the 40 year lifespan of the previous bridge, this speaks volumes for the quality and the endurance of this revolutionary bridge which over 103 years later still survives as a tribute to the engineering skill and vision of CCP Wilson, shire engineer.

Branching out - pushing the boundaries

...and so the Leigh Grand Junction Bridge was built. It was a joint effort - as described in my previous post - by the shires of Leigh, Meredith and Buninyong, however as with all infrastructure, it required maintenance...and that was where things became a little tricky.
As I outlined, after contributing its allocated share to build the bridge, the Shire of Meredith declined to make any further contribution towards its upkeep - a state of affairs which continued until 1911 when the time came to replace the original bridge.
But on what basis did the shire argue that the responsibility was not theirs?
There were two arguments. The first relates to the vexed issue of shire boundaries and will be the primary focus of this post. According to the media of the day, the bridge was built a little north of the point at which the three shires met; Buninyong to the north and Leigh and Meredith Shires to the south, the latter two divided by the Leigh River.
Complications arose however, as the boundaries between the three shires moved over time. This was not an uncommon occurrence and the Victorian Government Gazette records regular boundary changes over the years - including some changes to the area in question.


The site of all the debate

But to go right back, it is perhaps most useful to establish some original boundaries, beginning with the Buninyong Road District (predecessor of Buninyong Shire) which was proclaimed in 1858. At that time it was noted in describing the extent of the new District that part of its southern boundary (which extended either side of the Leigh River for over 18 miles) included the northern boundary of the Mount Mercer Pre-emptive Right.
Later survey maps indicate that this part of the line became the eastern end of the Dereel-Mt Mercer Road. Further entries in the Victorian Government Gazette indicate that this remained the southern boundary of the Buninyong Shire until at least 1869. The line crosses the Leigh River about 700m south of the eventual site of the Grand Junction Bridge.
Next, the Meredith Road District was proclaimed in 1863. The description of its northern most extent on the Leigh River is somewhat unhelpfully indicated as the southern boundary of the Buninyong Road District. So far so good, however in November 1870, things got a little more complicated when it was recommended by the government that a part of Buninyong Shire be detached and instead added to the Meredith Road District.
Why? Well, one possible reason arises from confusion over rates. Land owners within a given shire or road district paid rates to that entity, however land allotments were originally surveyed and titles issued within civil parishes grouped into counties. Since shire boundaries did not necessarily follow parish borders, this meant that in some cases the property of a given land owner, whilst inside a single parish, could fall under the jurisdiction of two shires.
According to the Geelong Advertiser of 10th December, 1869 this was exactly the case for one particular landowner who had received rates notices for the full extent of his land holdings from both the Buninyong Shire and the Meredith Road District - and he wasn't happy! So the suggested boundary change may have been an attempt to resolve such issues.


Small weir below the Leigh Grand Junction Bridge

The section of land (relevant to this post) which was to be ceded to the Meredith Road District was described as extending from Williamson's Creek down to the "current boundary" which presumably was the southern border of Buninyong Shire as described above. This course of action was recommended by the government. I did not find official evidence of its having been enacted, however anecdotal evidence suggests it was.
For the purposes of the Grand Junction Bridge however, it meant that rather than lying entirely within the Shire of Buninyong, by the time the bridge was built, it was now partly within the Meredith Road District. Simple!
Well, no, not really because (as Meredith Shire would later claim), at the time of construction, some or all of the land gained in 1870 was returned to the Shire of Buninyong with the opening of the bridge in 1873. The reason for this was not mentioned as far as I can see and there seemed to be some doubt as to how much land it was. Regardless, by 1881 when the bridge was in need of repair, Meredith Shire claimed it was not liable for the cost as the bridge did not fall within its boundaries (and indeed claimed it never had). Notably at this time, Leigh Shire whose land never extended as far as the bridge at any stage, agreed to pay one quarter of the cost and felt that Meredith Shire should do likewise.
A vain hope. Meredith did not contribute. The wrangling may however have drawn the attention of the state government for in 1882 the two shires (Buninyong and Meredith) were told to sort out their boundaries. They were asked to come to an agreement on a common boundary which followed a survey line, thereby avoiding the original issue of allotments divided between shires. The problem by this time however, was that Buninyong were now opposed to "any severance of their shire" and would only agree to return the territory up to the original boundary. Forgive me if I'm wrong, but didn't that involve shire boundaries dividing allotments?

Survey map showing a section of Cargerie Parish and the most southerly
portion of the Buninyong Shire boundary as established in 1882.
Click to enlarge

Well, it would seem that in the end, Buninyong more than got their way. The new boundary heading east from the river was clearly defined as following the southern border of those allotments which had originally been divided between the two shires. So, from having had a foot in each camp, to belonging to the Meredith Road District these once divided allotments (and a number of properties to the north) now found themselves officially confirmed as part of Buninyong Shire.
Not surprisingly, when the bridge once again required repairs in 1890, Meredith Shire continued to maintain that it was not their responsibility, as the bridge was not within the shire. Likewise, Leigh Shire again argued that Meredith should bear part of the financial responsibility and were quick to express their disappointment at the minister's failure to arbitrate in the matter. None-the-less, Meredith made no contribution to the bridge's maintenance on this occasion or in 1902 when further works were carried out.
Finally, by 1908 the situation had reached crisis point. A new bridge was needed; the old one could no longer be repaired. Buninyong approached Leigh Shire citing a replacement cost of £800 for the new bridge.
Almost two years later by October, 1910 that estimate had risen to £1,000 and Buninyong was requesting that the Meredith Shire contribute one quarter of that cost. As usual, Meredith claimed that they were not responsible and added the rider that due to a fire in the shire hall in 1895 in which all their records were lost, they were unable to prove any liability in the matter.
This time however, representatives of the other shires were not so easily deterred and a "conference" - attended by representatives of all three shires - was held in order to settle the matter once and for all. As expected, the Meredith councillors cited the land handed back to Buninyong at the time the bridge was built and claimed that this exonerated them from any ongoing obligation regarding maintenance. They also pointed out the absence of records due to the fire, but insisted that "all they wanted was to see documentary evidence that Meredith Shire was a party to the agreement [to continue to maintain the bridge] before they took any steps in the matter".
Probably expecting this response, the councillors from the other two shires had turned to their own records from 1869 when plans for the bridge were originally outlined. The minutes from these proceedings some 40 years earlier clearly showed that the then Meredith Road District had undertaken to contribute to the ongoing maintenance of the bridge. Perhaps a little confusingly, they also indicated that the bridge had been built on the common boundary of the three shires (when in fact it would seem that it was built entirely on Buninyong land). Various councillors also claimed that the route of the road had been altered (perhaps to reflect some of the boundary changes), although no documentary evidence of the latter could be found.
Undaunted, the Meredith councillors argued that they had received no correspondence over the duration and that no approach had been made to them for maintenance costs.
On the contrary, claimed Councillor Eason for Buninyong, Meredith had been asked to contribute, but had declined to pay as they did not accept any liability in the matter. Eventually however, after all the arguments had been put forward, including the input of Councillor Vernon, the Leigh Shire President, who had been present forty years earlier at the initial negotiations,  the Meredith Shire representatives accepted their shire's responsibility and agreed to put the matter to council at their next meeting. 
Then (perhaps as a sweetener to ensure the deal to pay the £237/10/- was approved by council), councillor Eason for Buninyong made the following offer:
"owing to the friendly spirit which the Meredith Shire council had received the various delegates [at the conference], it would give him great pleasure to bring before his council the question of giving back to Meredith the land which was conceded to Buninyong 40 years ago".
And that finally, was almost that. After much discussion and despite dire warnings from some Meredith councillors that the east riding of the shire would secede to Corio Shire if forced to pay its portion of the £237/10/-, the council agreed at its meeting on 12th April, 1911 to pay up.

Mark up showing my interpretation of each boundary change. Click to Enlarge

All that remained was to build the bridge and once again establish shire boundaries. These were formally declared and described in the Victorian Government Gazette of 27th September, 1911. In brief, the southern-most section of Buninyong Shire's boundary approaching the Leigh River from the east would henceforth follow the line of the Elaine-Mt Mercer Road from its intersection with the Meredith-Mt Mercer Road up to the bridge whilst on the Leigh Shire side of the bridge, the boundary would continue to follow the road to the Mount Mercer intersection and beyond.
This latter stipulation as far as I can tell, also moved the boundary of the Leigh Shire to the north, ensuring for the first time that the bridge did indeed lie at the junction of all three shires, presumably scotching any further argument over responsibility. Today, the entire area lies firmly within the Golden Plains Shire, formed in 1994 from the amalgamation of the shires of Bannockburn, Leigh, Grenville and part of Buninyong Shire. The shire of Meredith had amalgamated with that of Bannockburn in 1915, only a few years after the new Leigh Grand Junction Bridge was opened.