Section 1: Wongabel Station to Top Range 1st Rail Crossing

We have four currently used routes up the Range.
1. The AHHR railway track.
2. Up the Atherton bike park, down the Mt Baldy-Cherry Tree Creek Road to the top rail crossing.
3. The Carrington Falls Fire Break.
4. The old Herberton-Port Douglas Road, Herberton Range section. The old range road.

1. The AHHR railway track is unsuitable once it becomes an active railway track. This is expected to happen in the next year or two.

2. Via Mt Baldy-Cherry Creek Rd, although usable now, this is considered too far out of the way. This is a public road and used frequently by motor vehicles which makes it not very conducive for use as a trail.

3. The Carrington Falls Fire break. This has two very steep sections and one short section that has a gradient over 60%. It’s comprised of decomposed granite, that is either very muddy when wet or very slippery when dry, it is mostly one or the other. It is regally used by enduro motor bikes and high performance 4WD (big tyres. long travel suspension) vehicles. The gradient, surface and use by motorised vehicles renders this route as not conducive for use as a trail. I have included the mapping and gradient graph.

4. The old range road. The remnant of the old range road starts at the Top 1st rail crossing where it climbs up to the saddle above the rail tunnel then down to the valley floor. This section is in some disrepair with two switchbacks near the bottom bypassed by a dozer some years ago. However, it has not been maintained for about 40 years, considering this it is in pretty good shape. Its gradient is a little steep for a mountain bike but with the advent of EBikes and their popularity, it is quite usable. Ergon use the Old Range Road once every three years for inspections of the power line. From the bottom of the old range road there is a bush track crossing over to the end of Carrington Falls Road. This section has some steep gradients in it but does have the room to be realigned around the gradients. This section would need approval from the State Forest. Carrington Falls Road is a quiet road suitable for use as a trail in its present condition. Carrington Falls Rd to the rail crossing along the North side of Wongabel Road is usable now. I suggest a dedicated trail in the state forest running parallel to Wongabel Rd would be more suitable. From rail crossing on Wongabel Rd to Wongabel Station is on good low traffic dirt roads usable now. But a dedicated trail in the rail reserve would be more suitable.

Please note when looking at the graduation graphs:
The graphs scales vary from page to page. This can cause a great deal of confusion when comparing with other graphs, so have a close look at the height scale (Left side).
I have labelled each trail on the maps, from where I started to where I finished. This is so that the graph reads from my starting point to my finishing point. For example; Top 1st rail crossing to Wongabel station, the graph reading from left to right starts at the 1st crossing and is going down the range. Wongabel Station to Moomin siding, the graph reading left to right starts at Wongabel Station and is going up the range.
I have marked one or two points of gradient data on the graph, these points are reflected on the trail map by a little stick walker or two.
If I have my GPS connected to my laptop and connected to a bigger screen, I can select any point on the graph which then highlights the gradient reading.

Section 2; The “C”, the Rail Reserve between the Top (1^st )Rail crossing and Cherry Tree creek (2nd) Rail Crossing

This is a lovely section of forest to walk through. It’s far enough away from the Atherton-Herberton Road that the traffic is noticeable but not annoying. The rail reserve is surrounded by National Park on the Northern side and engulfed by a cattle lease for the remainder. The railway line for the first 1/3^rd is either in significant cuttings or embankments with several water drains including Cherry Tree Creek. The other 2/3rds of the railway line is similar but traverses a more level gradient so the cuttings and embankments are much shallower. However, it still has a lot of original and very stable drainage works that would be a shame to disturb.

1/3rd; Fortunately, the lessee has run a mostly straight fence diagonally across the north-eastern section. Following this fence line on the rail side would run the trail across a gently rolling hill that can deliver the trail to an old vehicular crossing of Cherry Tree Creek.

2/3rd: If we cross the railway at a crossing that the Lessee uses, we are then on the uphill side of the rail reserve. The Lessee has cleared from this crossing almost to the 2nd rail crossing of the Atherton-Herberton Road a 10m strip from the edge of the rail reserve to where a new cattle fence has been erected. This cleared section transverses over gently rolling gradients with a couple of gentle dips down to and across dry water crossings. These water crossings just need firming up with rock or concrete.

If the State Forest or lessee were to give permission, this would be cheaper to construct, less long term maintenance and a very pleasant trail than the Telstra easement or Carrington fire break. I will make an enquiry with the Atherton State Forest ranger to see if there is an option for a trail overlay on the cattle lease.

Please note when looking at the graduation graphs:
The graphs scales vary from page to page. This can cause a great deal of confusion when comparing with other graphs, so have a close look at the height scale (Left side).
I have labelled each trail on the maps, from where I started to where I finished. This is so that the graph reads from my starting point to my finishing point. For example; Top 1st rail crossing to Wongabel station, the graph reading from left to right starts at the 1st crossing and is going down the range. Wongabel Station to Moomin siding, the graph reading left to right starts at Wongabel Station and is going up the range.
I have marked one or two points of gradient data on the graph, these points are reflected on the trail map by a little stick walker or two.
If I have my GPS connected to my laptop and connected to a bigger screen, I can select any point on the graph which then highlights the gradient reading.

Section 3; Moomin Siding to Cherry Tree Creek (2nd) Rail Crossing

The Rail reserve to the Wild River is perfect to run the trail along the Eastern boundary. Construction maybe as simple as mowing it.

The perfect way to cross the Wild River is for the AHHR to install pedestrian access across Bridge 18 when they do the bridge restoration work. Horses would be fine using the Moomin Rd Ford crossing which is close by, then accessing Moomin Siding via its road access.

Please note when looking at the graduation graphs:
The graphs scales vary from page to page. This can cause a great deal of confusion when comparing with other graphs, so have a close look at the height scale (Left side).
I have labelled each trail on the maps, from where I started to where I finished. This is so that the graph reads from my starting point to my finishing point. For example; Top 1st rail crossing to Wongabel station, the graph reading from left to right starts at the 1st crossing and is going down the range. Wongabel Station to Moomin siding, the graph reading left to right starts at Wongabel Station and is going up the range.
I have marked one or two points of gradient data on the graph, these points are reflected on the trail map by a little stick walker or two.
If I have my GPS connected to my laptop and connected to a bigger screen, I can select any point on the graph which then highlights the gradient reading.

Section 4; Moomin Siding to Bridge 20

Presuming that AHHR would not be conducive to installing a pedestrian access on bridge 19 as its repair has already been budgeted and programmed and is not really needed, lets plan on crossing through the dry creek at bridge 19.

To exit out of Moomin siding and across the dry creek under bridge 19 and back up the other side, past the end of the Freehold land is a relatively simple job. Earth ramps would be cut into what’s already mildly slopping banks on the eastern side of the railway track and erosion control matting installed.

At this point the trail can either follow beside the rails in the rail reserve or snake along between the rail and the wild river following a mostly level contour. I have mapped both to give you some idea. Please note; The rail ‘mapping track’ does not align with the railway line on the map. This is not unusual; I have also found this on Qld Globe. Google Earth has been the most accurate.

If the trail follows in the rail reserve there will be some considerable expense needed for widening the cuttings and embankments beside the railway track. And ramping the deep creek banks at bridge 20.

If the trail follows the contour through the forest, we will need to ask permission from the state forest (next year from National Parks). I think it would be much cheaper to construct and would be more pleasurable as this is a very nice forest. At one section the couture runs fairly close to the Wild River, I will see if there is a swimming hole.

Please note when looking at the graduation graphs:
The graphs scales vary from page to page. This can cause a great deal of confusion when comparing with other graphs, so have a close look at the height scale (Left side).
I have labelled each trail on the maps, from where I started to where I finished. This is so that the graph reads from my starting point to my finishing point. For example; Top 1st rail crossing to Wongabel station, the graph reading from left to right starts at the 1st crossing and is going down the range. Wongabel Station to Moomin siding, the graph reading left to right starts at Wongabel Station and is going up the range.
I have marked one or two points of gradient data on the graph, these points are reflected on the trail map by a little stick walker or two.
If I have my GPS connected to my laptop and connected to a bigger screen, I can select any point on the graph which then highlights the gradient reading.

Section 5; Bridge 20 to Herberton CBD (Hardware)

For this section there are 2.5 routes. .5 because I could not walk the final section of rail reserve into town due to long grass.

The first route, which the facts and perceptions both rule out, we are simply running out of options. This route is to simply follow the TRC dirt road from the end of Mowbray Road to bridge 20. Lots of steep gradients, slippery dirt surfaces and plenty of motorised vehicles.

The second route, is basically following beside the railway track inside the rail reserve. From bridge 20 a gentle gradient can be cut into the bank rising up from the dry creek. The gradient in the rail reserve outside of the railway line earthworks is fairly level. We soon break into the TRC water pipe track which is in the rail reserve but not in the railway line earthworks. The water pipe track has a much lower gradient than the dirt road, but is still too much in a couple of places. Hopefully AHHR have an engineering remedy for this. Maybe the two worst hills can be bypassed via a small widening of the Rail cutting. On the whole this is not to bad an option. If you look closely on the mapping for this route you will see where I have turned back and walked up what I think is an access easement up to Mowbray Road.

The .5 is for the short section that I didn’t map from where I turned around to the southern end of Mowbray Road

Section 6; Herberton Railway Station to Wondecla Roadhouse/Oval

There is only one usable route, along the old Herberton-Ravenshoe railway track. But just to be pragmatic I have included the Southern fire trail.

Southern fire trail; This runs down Chinamans Pinch to Wondecla on the Eastern side of Longmans gap Rd. Its regularly used by motorised vehicles, is very rocky and steep.

Old Herberton-Ravenshoe railway track. This is a really nice example of Railway gradient engineering. Unfortunately, its missing bridge 21 and bridge 22 needs pedestrian modifications. The gradient down Chinamans pinch is very gradual and delivers you to Longmans Gap Road across from the Wondecla oval. As the trail at this point only needs to cater for pedestrians a raised pedestrian bridge over Longmans Gap Road at bridge 21 is fiscally doable. Horse riders tend to ride around town and can pick up the rail trail again just south of bridge 22 or cross under Longmans Gap Road at Culvert 38 (would need some minor earthworks, ramps in-out) if they are heading westerly.

Community Feedback

We will try to keep this section updated with feedback suggestions.

1 From Tim Daniel;
Two alternative routes from Carrington Falls Rd to The Old Range Road.
There is a road reserve cutting from Carrington Falls Rd across to Atherton-Herberton Rd. This looks like a part of Carrington Falls Road which was never built. I have downloaded a GPS trail and will go walk it soon.

I have downloaded a boundary trail via the State Forest from Carrington Falls road to the Old range road. I will walk this shortly to get the gradient data, hopefully it will be fairly level.