| HISTORY OF THE LISMORE AREA
The area of the Northern Rivers provided a rich environment for Aboriginal populations, offering the diversity of coastal areas and well-watered inland river valleys and bushland for resource exploitation (Heritage Office 1996: 59). In the Richmond River valley around Lismore Aboriginal people relied on either small animals and fruit from the rainforests, or else occupied the interior grasslands hunting larger animals and harvesting seeds and root plants (HO 1996: 65).
This rich environment of the North Coast attracted settlement of various types. In 1823 a third penal colony was established at Port Macquarie with convict labour used to collect cedar. This commodity became increasingly important in opening up the north of the state as by 1842 private cedar getters had pushed further north to reach the Richmond River valley. A small story published in the Sydney Herald in March 1842 described the newly discovered river and its find stands of cedar and although undocumented it has been suggested that the cedar cutters may have reached the area earlier but did not advertise their knowledge of the Richmond (Ryan 1979:10).
The establishment of pastoral runs followed, mainly within the river valleys, with early settlers first relying upon sheep. The wet climate caused considerable problems however, and by 1850 cattle numbers increased making then the dominant farm animal (HO 1996:61). Cattle were shipped live to Sydney markets and a large trade was also carried on in animal by-products. More success was had with diary farming. The Richmond region was preferred due to its basalt soils and as such became the focus for this industry from the 1880's to the early twentieth century (HO 1996:62). After its establishment, diary production soon became a major factor in supporting the growth of towns in the State's north.
The almost tropical climate encouraged experimentation with crops; sugar growing amongst them, and such ventures were met with varying degrees of success. Soils in the northern valleys were generally agriculturally poor, however exceptions were known, particularly the Big Scrub basalt country north of the Richmond River (HO 1996: 58). Numerous crops were tried such as wheat, arrowroot, tropical fruits, rice, tobacco, cotton, tea, coffee and even opium but each of these presented problems. The most important crops in the Richmond were maize and sugar (HO 1996: 62).
Lismore had started out as a small centre for cedar getters in use from the early 1840's, where timbers were collected from further upstream and in the nearby forests (Kass 1989: 11). Cedar was a relatively lightwood and could be floated along otherwise impenetrable waterways until more navigable waters were reached. To collect the logs either cables or chains would be slung across the river or creek and buyers from as far away as Sydney would come to these sites to purchase the timber (Kass 1989: 11). Lismore had developed as such a transportation hub after the cedar getters strung cables across Wilson's and Leycester Creeks (Kass 1989: 11). Once local property, Tunstall Station, was occupied by cedar cutters named Leycester and Shaw and covered much of what later became the city of Lismore (Ryan 1979: 16).
Other settlers also moved north at this time. William Wilson had arrived in Australia in 1833 from Scotland, after first living in the Illawarra. In 1844 he moved his family to Ballina then again relocated to grazing land at Lismore. Wilson's run was described by the Government Gazette in 1848 as comprising 36 square miles and was bordered by the northern Arm junction with the main river, running along it banks, and by the 'impenetrable scrubs' or rainforest known as the Big Scrub. He grazed cattle and engaged in the timber trade, building Lismore House in the 1850's from red cedar (Ryan 1979:12).
When the town site was surveyed in 1855 huts built by the cedar getters stood in the site along with a store and inns to service their needs, and a sawmill for processing the timber (Kass 1989: 11; HO 1996:66). The site selected for the town was "at the head of navigation of the North Arm" which happened to be the homestead paddock of Wilson's property (Ryan 1979: 16). Lots were sold there in 1856, but settlement was centred round the main town of Casino until the 1860's, by which time the focus shifted to Lismore. Churches were built, a school established and by 1879 it had become a municipality (HO 1996: 66).
Lismore profited from the growth of diary farming which resulted in the clearance of the Big Scrub country and planting of exotic grasses to support the new industry. Eventually improvements in technology, especially refrigeration techniques, meant wider markets could be exploited requiring more effective transportation systems. The creeks, which had provided the earliest means of transport, also acted to hinder effective communication within the town and through the general area. As roads developed and transport needs diversified the demands for permanent crossing places intensified.
HISTORY OF TIMBER TRUSS BRIDGES IN NSW
Timber truss road bridges have played a significant role in the expansion and improvement of the NSW road network. Prior to the bridges being built, river crossings were often dangerous in times of rain, which caused bulk freight movement to be prohibitively expensive for most agricultural and mining produce. Only the high priced wool clip of the time was able to bear the costs and inconvenience imposed by the generally inadequate river crossings that often existed prior to construction of bridges.
Timber truss bridges were preferred by the NSW Public Works Department from the mid 19th to the early 20th century because they were relatively cheap to construct, and used mostly local materials. The financially troubled governments of the day applied pressure to the Public Works Department to produce as much road and bridge work for as little cost as possible, using local materials. This condition effectively prohibited the use of iron and steel, as these, prior to the construction of the steel works at Newcastle in the early 20th century, had to be imported from England (MBK, 1998: 17).
The Dare truss was designed by Harvey dare and was a design used extensively in NSW in the period 1905 to 1936 (MBK 1998:40). It is a variation of the Howe truss arrangement of the Allan truss design, substituting a pair of steel channels for the bottom steel chord and simplified bottom chord joints "by eliminating the pins as used in the De Burgh truss" (Fraser, 1985:9). It has been suggested (Fraser, 1985:8) that the bottom chord of the Allan truss should have been of steel rather than timber construction in order to maintain the structural consistency of the bottom tension member. In the redesign of the Allan truss, Dare replaced the bottom timber chord with a steel one, increasing the structural consistency of the bridge design. This Dare truss proved to be a very successful composite truss design, which was relatively simple to maintain and was cost effective (MBK 1998:40).
A total of 40 Dare truss bridges were built in NSW (MBK 1998:1) and by 1998 only 27 of these remained. MBK (1998) noted that the Dare truss, at 59 per cent still extant, had the highest survival rate of timber truss types in NSW. Overall, only 19 per cent of the original 422 timber truss bridges built in the state remained. At the time, MBK predicted that in 2000 that number may have been further reduced (MBK 1998).
Timber truss bridges, and timber bridges generally, were so common that NSW was known to travellers as the "timber bridge state" (RTA S170 Register).
HISTORY OF COLEMANS BRIDGE
At the time of its initial proposal the first bridge was described as a "great public convenience". It was built in the Old Public Works Department (Old PWD) style based on the 'Queen truss' system, and was supported by wrought iron cylinders (Northern Star and Richmond and Tweed Rivers Advocate 26/7/1884). A bridge over nearby Wilson's Creek, known as Fawcett's Bridge was completed one year earlier in 1884 (Ryan 1998: 17).
By 1906 the original Leycester Creek Bridge was in a poor condition. A request for a new bridge, amongst other things, was put to the then Premier Mr. J.H. Carruthers during his visit to Lismore in March of that year. The Mayor of Lismore asked: "that a new bridge should be built upon Leycester Creek. The bridge was in a bad condition, being held together by chains, and it was on the mail coach road to Casino and was the only means of access to the railway station, three creameries and a bacon factory (Lismore Chronicle 4/3/1906)."
Carruthers was evidently not impressed with the number of requests put to him during his visit (19 in total) and "after ironically asking if there were no more, said it was the worst part of the journey - he had always set his face against receiving deputations whilst he was travelling. No doubt he could make himself popular by granting requests here and there, but the Deparments had district officers, and all [requests] should be [made to] these gentlemen (LC 4/3/1906)."
Evidently the proper procedures were followed and the Leycester Creek bridge request was granted, as one year later the Mayor (Ald Nesbit) was able to report that: "The construction of Fawcett Bridge over Wilson's Creek and the erection of a new bridge over Boorie creek, Nimbin Road, also the commencement of a new bridge over Leycester Creek, to South Lismore, are pleasing features of the year's work (LC 1/3/1907)."
Tenders for the "construction of [a] composite truss bridge and approaches over Leycester Creek, at Lismore" were called for in the 10th of November 1906 edition of the Government Gazette. The acceptance of the tender of W.F. Oakes was announced in the 5th of December edition of that same year.
It appears that a temporary bridge was in use during the construction of the new bridge, as there are references to such a structure in the newspapers from that time. For example in July 1907 the Lismore Chronicle noted that: "Mr. W.F. Oakes, the contractor for the new bridge over Leycester Creek, is rapidly pushing ahead the work connected therewith. When the new structure is completed it will be heartily welcomed by those whose business takes them to South Lismore, for the temporary bridge is unpleasant either to ride or to drive over, half of its planking being more or less loose, and no two planks being level with one another (2/7/1907)."
It is probable that this temporary bridge was required because the old bridge was partially demolished to make way for a new bridge on the same site. It is interesting to note, however, that elements of the old bridge were incorporated into the new bridge. A note in the maintenance file from 1971 for this bridge states that: "The drawings for the [Leycester Creek] bridge in Head Office refer to the bridge built in 1908 and the cylinders at pier No 3 are mentioned only on the top right hand corner of one of the sheets of the drawings. It appears that the cylinders were a part of an earlier bridge at this site, and no details of these cylinders are shown on the drawing dated 1906 (RTA file 257.1126 Part 2)."
Unlike the first bridge over Leycester Creek, and the reconstructed and more heavily used Fawcett Bridge, provision was made on the new structure for independent footways (NS and RTRA 24/1/1908).
The new, permanent bridge was completed in January 1908. A report on the proceedings of the Lismore Municipal Council records the receipt of a report from the Foreman stating that "Messrs. Oakes had satisfactorily completed the contract at the new bridge". The opinion was then expressed amongst those present that "the work had been very well carried out. A quantity of work had been done over and above what was in the contract. The work done would meet the requirements for many years to come and made a very neat and finished job" (NS 21/1/1908).
There was apparently no ceremonial opening of the bridge, none being reported in the papers.
The new bridge at the site also received a new name. In November 1907 the Lismore Municipal Council moved to request that "the Works Department name the Leycester Creek Bridge 'Coleman Bridge' in memory of the late J.W. Coleman M.L.A." (LC 15/11/1907).
John William Coleman had died almost three years earlier in January 1905, before permission or funding for the bridge had been obtained. A short article that appeared in the Lismore Chronicle a year after his death, makes clear the fact that Coleman was respected in the local community. The Chronicle wrote: "Yesterday was the anniversary of the death of the late Mr. John William Coleman M.L.A., member of Rous, who died on January 8th, 1905 at Marrickville, Sydney. Though twelve months have passed the name of Mr. Coleman is affectionately remembered in Rous where he had endeared himself to everyone to whom he came into contact (LC 9/1/1906)."
MAINTENANCE
Since its completion, Colemans Bridge has undergone routine maintenance, primarily involving the replacement of deteriorating timber elements within the structure. A maintenance note from 1939 records the history of maintenance up until that time: "At Leycester Creek Bridge it was found that all but five of the bearers were affected by dry rot and white ants and would require renewal; footways were repaired with about 230 new planks in 1918. In 1930, 855 pieces of decking were used in further repairs and in 1933 about 100 new planks were used in repairs. The footways were surfaced with premixed material in July 1934 (RTA file 257.1126 Part 1)."
Prior to extensive repairs which were carried out in the mid 1950s, the Town Clerk wrote to the Divisional Engineer of the Department of Main Roads: "I have been instructed to communicate with you with a view to consideration being given to the possibility of erecting a concrete bridge to replace the existing timber one. Council feels that considerable expense will be incurred in repairing this bridge and considers the cost incurred would be better applied to the construction of a new bridge (RTA file 257.1126 Part 1)."
To which the DMR replied: "There is no prospect in the near future of Leycester Creek Bridge being replaced by a new concrete structure. The repairs undertaken by the Department shortly will constitute normal routine repairs to maintain the existing bridge and the cost thereof would represent a very small proportion of the heavy expense entailed in replacing the bridge by a concrete structure (RTA file 257.1126 Part 1)."
The Bridge was subject to an extensive rehabilitation program in 2001-2. These works formed the subject of a prior Section 60 application and SOHI (Austral, October, 2000). |
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