The terminus of the railway, and the southern-most station on the Australian mainland, was Crowes, approximately 2 kilometres from Lavers Hill. The line ended at "The Black Stump". Crowes was designed as a fully functioning terminus and received a complete instalment of facilities. The site was laid out with three roads plus a dead end siding for a locomotive shed and ash pit. Goods sheds, a platform and livestock ramps catered for freight loadings, while on the north side was a station office, waiting room, parcels shed and passenger shelter. Three departmental residences were also provided. The resident Station Master was withdrawn in November 1916 and the station closed with the line on 10 December 1954.Photograph. Terminus of the Colac-Crowes at Crowes.crowes; terminus; "the black stump";

Copied from a copy of an original photo loaned to me by Mrs. Jean Grimson. The photo shows patrons arriving at a race meeting being held at the racecourse fronting the Loddon Valley Highway opposite where Mrs. Grimson was living in 1985. The photo was thought to be taken around 1920? The Swan Hill train used to slow down for race patrons to jump off and enter the course from the "rear". The course was later transferred to land fronting the Myers Flat - Marong Road & Williams Road and with a railway siding on the Bendigo side of the railway crossing Myers flat (behind the Allies Hotel). Fron Q. C. Binks 29/01/2001.historic referenceHistoric photo circa 1920.race goers entering marong racecourse circa 1920, races

In 1882 the railway from Melbourne to Camberwell was extended to Lilydale, Blackburn Station was then known as Blackburn Greek Station and was opened on 2 December 1882. At this time the Lilydale line had only a single track. On 12 August 1889 Blackburn was designated as a 'crossing station' as it had 2 platforms. In 1891 a second line was added between Box Hill and Ringwood stations. Service termination at Blackburn began in the late 1890's due to the large number of passengers visiting the Blackburn Lake Sanctuary. The Lilydale line was electrified to Ringwood in January 1923. Automatic signalling reached Blackburn in 19568. Boom gates replaced hand gates in 1970. in 1980, the goods siding was removed and the old station was demolished.Coloured photograph of the south side of the Blackburn Station. People using this platform are headed towards the city - 2012blackburn railway station

Report - Foolscap 21 typed pages, 18 bound sheets of diagrams and 1 loose diagram, with card covers, with red binding strips, titled "A discussion on fundamental aspects of underground tram operations that are of importance for the preliminary design', dated July 1966. Looks at the design aspects, tunnel sections, size, passenger access (all stairs), direction of operation - allowed for reversal of running, curvature, turnouts and cross overs, gradients, storage sidings, freight, ventilation and emergency uses. A loose sheet of a doubled deck Liverpool tram. Vehicles modelled included double deck buses and suburban trains including W class trams.In top left hand corner "Lees" in penciltrams, tramways, trackwork, melbourne, underground tramways, crossover

Originally named 'McInnes' after a local selector, this station opened during construction of the Crowes railway on 1 May 1911. The name was altered to Weeaproinah, the second station of that name, on 9 December 1912, after the parish in which the station was situated. (The original 'Weeaproinah' on the railway became earlier 'Dinmont' in the Olangolah Parish.) The station comprised a passenger shelter and a loop siding with a ramped platform for a sheep and pig race. A departmental residence was built for a track repairer based at the station, but no station or caretaker staff were employed there. The residence was burnt down during the 1919 bushfire but it was replaced and remained in use as a departmental residence until 1930. Weeaproinah became an unattended crossing station in December 1927 under the Train Section Order system.B/W. Weeaproinah mallee shed. In the shed there are five large wall-mounted posters and a cream can. An unlocked door with a "Skins / Hides" poster gives access the inside. A tree trunk stands to the right.weeaproinah; railways; shed;

This original station on the Colac-Beech Forest line was first known as "Moorbanool" after the local parish, and then shortened to "Banool" on 1 November 1904. At first facilities consisted of a passenger shelter, a loop siding for 11 trucks, plus a residence for the ganger of the track gang based there. By 1912 with the extension of the line to Crowes increased train services on the line required a crossing station in this section of the track, and therefore Banool became a staff and ticket station with a crossing loop and home signals. However, this only lasted for two years and was abolished as an economy measure in 1916. Loading figures show that in most years the outwards tonnage at Banool was less than 150 tonnes. The station was reduced to a passenger shelter and goods loop only by 1929, and by the time of closure in 1962 most trains were steaming through.Colour. Locomotive G42 and its NQR goods wagons, loaded and unloaded, steaming past Banool station passenger shelter. 143mm x 274mm print.banool; moorbanool; railways; locomotive g42;

Negative folder - made by SAGA Japan, containing 11 no. 120 film negatives 60mm x 60mm of Melbourne Trams at the intersection of Hawthorn and Dandenong Road 18 Jul 1976, stamped "359". .1 - Harris train at Malvern station area. .2 - Neerim Road Caulfield level crossing .3 - Caulfield - Glenhuntly sidings .4 - 899, route 69, Kew Cotham Road, with an Army advert. .5 - ditto, out of focused. .6 - 905 route 64 .7 - 1021 - route 64 - has a Kodak advert. .8 - 805, Dandenong Road, route 64 .9 - 904 route 64 .10 - W2 331? running a special Three megs not scanned.trams, tramways, sw6 class, dandenong rd, hawthorn rd, route 64, route 69, w2 class, railways, tram 899, tram 905, tram 1021, tram 904, w7 class, w5 class, mmtb

The Corona Paint Company Pty. Ltd. Bendigo was formed in November 1920 with £10,000 capital, in £1 shares. By July 1921, the Company had completed its factory and plant at Bendigo East, ready to begin the manufacture of paints. The Corona Paint works were opened on Saturday 28 January by the Prime Minister (Mr. Hughes) during a visit to Bendigo. Many new manufacturing industries were opened during this time after calls to address the decline of mining in the region. The factory of the CORONA PAINT COMPANY, BENDIGO, was advertised for sale in The Argus on 5 October 1923. It consisted of a “building on a railway siding, plant and machinery, including dry grinding plant, kalsomine mixer, paint mill, furnace, electric motor, etc., large stores of raw and finished material, kalsomine with range of 21 colours, oil paints, &c.”A cast iron embossing press. It's painted black with gold coulered floral decorations. The base is 18 centimetres long, nine centimetres wide and one and a half centimetres thick. A curved protrusion rises from the base that is eight centimetres by four centimetres which narrows to four centimetres by two and a half centimetres with a three-quarter centimetre wide slot. Inside the slot is a lever action with a ten centimetre by two and a half centimetre wooden handle. There is a removeable die on the end of the lever and an opposite removeable die the base. A small oval metal disc with paten no 3965 on is attached. The seal is The Corona Paint Company proprietary Limited seal embossing press, corona paint company

Freeway was not begun until 1968.Black and white photographs. Aerial View of Burnley Campus. (B) Original of (A). Enlargement (C) Laminated copy(A) Inscribed on reverse, "South Eastern Freeway 9.7.63 R22.024.439." (C) Paper attachment: The Burnley College Portion of Richmond Park in 1972. Swan Street Takes Its Familiar Route. The Boulevard Has Been Constructed. The Golf Course is in Place. The Series of Parallel Buildings Along the Railway Line at the Bottom of the Photo Are the Poultry Sheds Used For Egg-Laying Competitions. Burnley Sidings Were Still to be Built. In the Mid-1990's Much of the Western Portion of the College Grounds/Richmond Park Was Sold.burnley campus, aerial view, south eastern freeway, richmond park, swan street, yarra boulevard, richmond golf course, poultry sheds

Photocopy of a drawing prepared by Dave Macartney in the mid 1980's of the track layout of the Electric Supply Co. of Victoria's Ballarat Tramway system, excluding the single track to Sebastopol. Plan shows the location of the loops, loop type, street names, position of replacement loops installed by the SEC during the reconstruction, depot layout, powerhouse siding and railway in Lydiard St. North. Prepared from inspecting the Plans of Ballarat services drawings in the Ballarat Water Board's Offices. Drawn on the back of old import forms of a light weight paper and has shown through the printing underneath. Titled "Ballarat Tramways Company Days 1905 - 1930" Number of small differences to the map drawn for Keith Kings, "The Ballarat Tramways" book, page 22.trams, tramways, ballarat, esco, track layout, map

.1 - Pamphlet - folded A3 to A4, titled "Wellington Parade tram terminus upgrade" to provide a set of scissors cross overs a the Simpson St siding, improved safety for crews, pedestrians and for use during particularly special events. Has a map showing the extent of works, pedestrian crossings and car parks changes. Also shows two toilet blocks for crews in grey. On the rear has the dates for the drop in session. Has the PTV, Transport for Victoria and Yarra Trams logos. .2 - Pamphlet - 3 fold DL - printed on off white paper, titled "Buses replace Trams" - 25/10 to 1/11 Set of five digital images of pamphlets collected from Yarra Trams website 14-10-2020trams, tramways, wellington parade, simpson st, trackwork, construction, terminus, crossover

A porter illegally in the signal box moved the points under a train coming into the south platform from a siding. The 5th carriage took two lines as shown, and brought down the overhead stanchions over both the passenger and goods lines. For about 36 hours, the service beyond Mitcham was maintained by steam trains connecting with electrics at Mitcham. Men are pictured putting up temporary overhead stanchions over the passenger lines around 10 a.m. on Saturday 22/6/1945 and another photograph shows the steam crane near the signal box lifting the Melbourne end of the derailed carriage. The other picture is on the same day 22/6/1945 of A2 engine at Box Hill. See also Item 11003 for another photo of the derailment. Accompanying typed sheet reads, "...shows the steam crane about outside the signal box lifting the Melbourne end of the derailed carriage".

Because of the vast quantity of piles for harbour works Pettit Bros. of Geelong arranged for an addition siding to be installed at Ferguson on the north side of the station in 1913. They then laid a tramway in a northerly direction along the original alignment of Charley's Creek road to the top of Powneys Cutting, 1.8 km from Ferguson, where a log winch was sited. This powerful winch hauled carefully selected piles from the north-west. Jim Facey and Jim, Ted and Tom Cashin formed a partnership to log an area along the Charley's Creek Road six kilometres from Ferguson, operating full-time from 1934. After leasing three Crown sites and cutting them out the partners shifted logging operations to Powneys farm, which they had purchased, and laid a log trail into the farm. The old road reserve was also purchased, and the log tram continued along the road reserve for one kilometre to Powneys Cutting. Logs were winched up to the tramline and despatched to the mill along the falling grade of the road.B/W. 201mm x 268mm. Powneys Cutting being excavated by four men, two men on either side of the slope, and a horse at the end of the line, in c.1902.ferguson; powneys cutting; tramways; powneys farm; pettit; jim facey; jim cashin; ted cashin; tom cashin; charley's creek road;

Originally known as "Moorbanool" after the local parish, the name was shortened to Banool on 1 November 1904. At first facilities consisted of a loop siding for eleven trucks and a passenger shelter, plus a residence for the ganger for the track gang based there. Increasing train services on the line required a crossing station in this section of track, so in 1913 Banool became a 'Staff & Ticket' station with a crossing loop, home signals, and a station office, although this only lasted two years. Loading statistics showed that in most years the outwards tonnage at Banool was less than 150 tonnes. From 1924 the amount of timber despatched began a slow rise, but apart from a few years activity was generally slack. The crossing loop, the usually empty goods loop being used if necessary, the home signals and its status as a staff station being removed over the period 1923-27. The track ganger shelter was removed around 1929 and the station reduced to a passenger shelter and goods loop only.B/W. A goods train passing Banool Station, c.1940.

Yields information about the appearance of Geelong's trams in particular ex Melbourne J class trams after receipt in Geelong. This tram later became Ballarat No. 11.Black and white print from a Geoff Grant negative of a Geelong bogie tram entering Corio Terrace from the Geelong depot on 8/1/1956, while Pengelley 19 waits in the siding. The bogie tram (37) has destination of "Special", 19 - "Chilwell". Has the Geelong SEC depot/powerhouse building in the background with part of the Blakistons' sign visible. Photo used in Trolley Wire, Feb. 1999, page 11, article on Geelong tramways. Pencil marks on the rear of the photo indicate proposed used of the photo in the article. 2472.2 - As above but with the rear of the motor vehicle edited from the photograph. Produced by William Scott for his book, 2008. Two copies. Added 21/7/2009. 2472.3 - large format print from Lloyd Rogers collection via Robert Green 2/2014. Added 4-4-20192472 - On rear in red ink "Geelong Depot 8-1-56" in top left hand corner and in bottom left hand corner "G.A. Grant" 2472.1 - on rear of copy 1 in ink in top left hand corner "40) Geelong 8.1.1956 / G. Grant pic / modified image (background only). Last day of Chilwell Route in 1st closures. Single truck car being changed over about mid afternoon for a bogie car to cater for increased traffic / Cars 19 and 37." copy 2 - "Geelong 8.1.1956 / G. Grant pic / cars 19 & 37." copy 3 - "Geelong tram depot / 8th Jan 1956"trams, tramways, geelong, geelong depot, corio terrace, chilwell, tram 19, tram 37

Set of 7 digital images provided by Dr John Radcliffe of Adelaide of the construction of W class tramcars at the Holden Factory Woodville, by a photographer known as Collins. All 1924. .1 - W class body in a low roofed shop near completion .2 - W Class body in a high roof area, with the roof slats being fitted. Note the brace drill type tool sitting on the destination box. .3 - completed body with an "A" sitting on dolly's outside the workshop buildings. - see item 7403 for a print. .4 - ditto - another view .5 - interior view of the erecting shop with at least four bodies under construction and a frame. .6 - interior view showing a new underframe, and other bodies partly completed in the background. .7 - Woodville sidings and the plant in the far background. Permission from John Radcliffe to be obtained prior to use.trams, tramways, new tramcars, w class, adelaide, holdens, construction

Yields information about the vicinity of the Victoria St terminus and the bridge over the Buninyong Railway line.Black and White photograph mounted on heavy cardboard backing. Photo of Ballarat No. 31, just after leaving Victoria St. terminus, late 1960's or early 1970s crossing over the Eureka siding railway bridge. Taken by John Phillips. Tram has destination of Gardens via Sturt St. West, Twin Lakes advertisement on the front. In the background is Meagher's Hotel with Abbots Lager and Victoria Bitter sign. On the bridge is graffiti "Smash US Imperialism". On the Ballarat side of the bridge is a sign directing travellers to the "Eureka Caravan Park". Has 6 Velcro dots on rear and marks where mounting devices have been removed on the rear. Note image scanned in two runs through a scanner, resulting in the shading in the image file. .1 - Second copy with 4 black Velcro squares and 4 dots on rear - wider view on the right hand side with an additional pole - not scanned.trams, tramways, victoria st, eureka, twin lakes, tram 31

Climax geared locomotive No. 1694 in active service on special occasions - stored at Emerald Station A Miraculous Survivor Climax locomotive No.1694 is a miraculous survivor of a rare breed of steam locomotive. For about 100 years from the mid-1850s sawn timber was carted from Victorian sawmills to the nearest railway station by timber tramway. These tramways were generally very rough, steeply graded, sharply curved, and of narrow gauge. Many had wooden rails, and horses provided haulage. The better ones used steam locomotives. In all about fifty steam locomotives are known to have worked on Victorian timber tramways. These locomotives were usually somewhat peculiar - made to cope with arduous, rough conditions, rather than speed. Climax locomotive No.1694 is the only one of these locomotives to survive intact. It was built in 1928 by the Climax Manufacturing Company, Corry, Pennsylvania, USA, for the Forests Commission of Victoria. The distinctive feature of the Climax locomotive is that the cylinders do not directly connect to the driving wheels. Instead they drive a cross shaft near the centre of the locomotive. From there the drive is transmitted to the small driving wheels through rotating shafts, universal joints, and bevel gears. The driving wheels are mounted in two four-wheel bogies so that they can easily follow sharp curves in the track. None of these features are found in normal steam locomotives. The result is a locomotive that is extremely powerful for its size, and that will cope with sharp curves and steep grades with ease. But this is at the cost of speed, Climax locomotive No.1694 is just about flat-out at 13 km/h (8 mph). Climax Locomotive Built in 1928 for the Forests Commission of Victoria and painted all-over black with the name CLIMAX painted on the sides of the cab in white block letters, this locomotive was issued to the Tyers Valley tramway which branched off the Moe to Walhalla line at Collins Siding. This locomotive was withdrawn from service in 1949 following the closure of the tramway and in 1950 it travelled from Tyers Junction to Collins Siding to Erica where it remained stored until 1965. Loaned to the Puffing Billy Preservation Society for its Steam Museum, it was taken to Menzies Creek in 1965 where it remained until 1982 when the Emerald Tourist Railway Board bought it and transferred it to Belgrave for restoration. It was returned to service for special use on the Belgrave to Gembrook line in 1988 painted in its original all-over black livery, except that the word “Climax” on the sides of the cab was now painted in the style of the Climax Manufacturing Co., a style that this locomotive had never carried.Historical - Industrial railway - Forests Commission of Victoria, Timber Logging Climax Locomotive Climax geared Steam locomotive made of steel and wrought iron Climax 1694climax locomotive works, climax, geared steam locomotive, puffing billy, climax locomotive no. 1694, steam locomotive

Photo - see pdf file for further information. Number Brief Description RT107 Whitehorse Road - tram 378 - "City" - route 42 RT108 Malvern Depot - tram 947 - "Malv Tn Hall" - route 6B RT109 tram 7 RT110 tram 7 RT111 North Fitzroy - tram 980 - East Brunswick - Blyth St - route 96 RT112 North Fitzroy - tram 980 - East Brunswick - Blyth St - route 96 RT113 Hawthorn Depot - tram 17 RT114 Location ? tram 471 - "City" - route 7 RT115 Deepdene - tram 848 - "City" - route 42 RT116 Wattle Pk Ter - tram 368 - "City" - route 70 RT117 East Brighton Ter - tram 105 - "East Brighton via Caulfield" - route 64 RT118 Simpson St Siding - tram 889 - "Spencer St" - route 48 & tram 249 -"Football" RT119 Swan St Relay - tram 517 - "Wattle Park Elgar Rd" - route 70 RT120 tram 401 - "City" - route 70 - Swan St RT121 tram 401 - "Wattle Park Elgar Rd" - route 70 - Swan St RT122 tram 330 - "City" - route 70 - Swan St Demonstrates the work of Robert Thomson in photography, collection and/or production of slidesAssembled album in a black presentation folder of 16 colour slides, collected or produced by Robert Thomson. All photographs have been scanned and placed on the Museum's G drive. A list of all photographs with details has been compiled. melbourne, tramways, trams

Yields information about the loading and departure of Ballarat No. 25 to Bendigo in 1960.Reproduction of illustration of Ballarat No. 25 leaving the Wendouree Parade depot for Bendigo on 6/10/1960. As printed in Newsrail, April 1984 issue on page 111. Photo shows Yellow Express Mack prime mover GPU 328 with Ballarat Tram No. 25 loaded and leaving the depot. Tram has destination box removed. Also the process of fitting the dash canopy lighting had commenced, with the small white stripe painted under the windows. Also would appear trolley pole base has been removed. Gives photographer as Doug Colquhoun Pages 111 to 114 of the magazine, centre page of the April issue only. Centre page photo of train at the Apex siding, Kilmore East. 1478.1 - Same photo - digital image from the Wal Jack album. Wal's notes gives the time of the photograph as 10.40am. 1478.2 - same photo - print supplied to Alan Bradley by Doug Colquhoun. See image i4 for the rear of the photograph. See Reg Items 1478, 5241, 5242, 7759 and 7766 for a series of 5 photos of this event..1 - On rear of photograph in ink "SEC, Ballarat Loading No. 25 on Yellow Express Loader outside Wendouree Depot before leaving for Bendigo. 6-10-1960." and in top Right hand corner Wal Jack stamp with "Neg to Doug" written in. .2 - has Douglas A. Colquhoun stamp on rear - with details - see image i4. trams, tramways, yellow express, transporting trams, moving trams, bendigo

The Hoffman company was established in 1870 to mass-produce bricks using the Hoffman patent kiln and the Bradley and Craven brick press. Once established the company entered a period of expansion aided by Melbourne's building boom from 1870 to 1890. During this time approximately ten brick machines were in operation producing some 18,000 bricks per hour. An extensive pottery works were established initially supplying mainly tiles and drainpipes and later domestic pottery such as the company's Melrose ware. The company even had its locomotive shunt the works siding which connected with the Victorian Railways at South Brunswick. By 1890 Hoffman was the largest brick and pottery works in Victoria, however, the 1890s depression halted company expansion. The company joined the Brick Co-operative when it was formed in 1896. The cooperative regulated prices and output from member brickworks. As the depression ended business picked up and the works were expanded to increase the production of stoneware pottery, especially domestic wares. The brickworks, however, never recovered the momentum of the early period. During the 1920s and 1930s, the works gradually ran down, and following the Second World War, production reached an all-time low. The No.1 works were stripped and sold. (For further information regards Hoffman Kilns see note section of this document.) An item made in Melbourne by at the time the largest pottery works in Australia making industrial and domestic wares for the home and building industries. Stoneware Demijohn jug with cream and brown glaze. Printed around base of jug, MELBOURNE, 1929"flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, jug, melbourne, 1929, stoneware jug, hoffman potteries

Set of 6 documents associated with the provision of low floor tram stop platforms along route 96, East Brunswick to St Kilda. .1 - Pamphlet - 20 pages centre stapled, titled "Route 96 Project - Have your say: Stop 133 Fitzroy St and Acland Street Early designs" Includes a feedback form. Dated 2013. .2 - Drop in DL card - for general update on Nicholson St between Kay Street and Fitzroy North and Brunswick Road. March 2019 .3 - 6 fold A3 to DL - "Route 96 is being upgraded so everyone can catch the tram" - shows the program and map for the provision of 9 stops and timeline. The later was not achieved. 2 copies held. .4 - 6 fold to DL, special size sheet - for the redevelopment of stop 125 Port Junction - shows the siding for the Tramcar Restaurant, and stop 124 at the world trade centre. Dated 2013 .5 - 8 fold to DL - special size paper (has been torn into two), for the Acland St options, and Fitzroy St at the junction with the Light Rail line. Again not all work undertaken. Dated 2013. Have logos of PTV, Yarra Trams and Department of Transport.trams, tramways, route 96, tram stops, fitzroy st, acland st, platform stops, nicholson st, brunswick rd, port junction, clarendon st, whiteman st

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.Driver George Judge standing on front of Locomotive X38 special train "Spirit of 96" The X class are a class of mainline diesel locomotives built by Clyde Engineering Victorian Railways between 1966 and 1976. X 38 was part of the second order. It entered service on Friday, 8th May 1970. X 37 and X 38 were built as replacements for the two S Class locomotives lost in the fatal Southern Aurora crash at Violet Town in 1969. It was later sold to Pacific National and rebuilt as XR550. "Spirit of 96" was a passenger train specially designed for cast and crew of the Australian 0-10 Network series “Number 96”. It was used to travel from Sydney to Melbourne for the annual TV Week Logie Awards. It was a silver, multi-carriage train with the Commissioner's carriage hooked up at the rear for VIPs. The 16 and a half-hour overnight journey, left from the centre of Sydney at 4.30 pm with a farewell party, complete with red carpet and jazz band in attendance. It featured whistle stop visits at country sidings and stations. Thousands of people turned out to see their favourite stars, before it arrived at Spencer Street station. The rail service of the time was keen to promote its overnight tourism packages, and for the journey the train was christened as the "Spirit of 96”. On front of locomotive "X38" On red black and white sign attached to the front rail of the locomotive "O/The Spirit of 96/Sydney-Melbourne/1974"railways wodonga, fred rochow, wodonga railwaymen, x class diesel locomotive, george judge, spirit of 96

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport. This locomotive was built for Sydney suburban passenger duties, originally carrying the number S 1240 of the S 636 class and entered service in 1914. It became the (C)30 class in the 1924 renumbering scheme, with S 1240 renumbered to 3112. Locomotive 3112 was one of the last (C)30 class locomotives in NSWGR service when withdrawn in February 1972. In October 1974 it was purchased by the Lachlan Vintage Village, Forbes which was not financially successful. In 1986 it was forced to auction off its locomotives. 3112 was purchased privately by the late Barry Tulloch and subsequently restored for main line duties at Cowra Depot with the assistance of a group of supporting volunteers. 3112 was very active in the NSW steam scene from 1988 onwards As part of the Australian Bicentennial celebrations 3112 attended the AusSteam '88 event in Melbourne, travelling south in the company of 1210. 3112 was supposed to have left Goulburn, bound for Melbourne early on 14 October 1988, but failed with a hot axle box that prevented it from departing on time. The locomotive was repaired and later that day, ran south to join 1210 at Albury on 15 October, to continue the journey to Melbourne. After this Locomotive 3112 saw extensive rail tour use. 3112 changed hands in 2007 and the new owner arranged storage in Canberra on a private siding adjacent to the Canberra Railway Museum. Although nominally operational, it is not currently in use.On side of locomotive "3112" railways wodonga, fred rochow, locomotive 3112

Photo - see pdf file for further information. Number Brief Description RT175 St Kilda Carlisle St - tram 966 - "Kew Cotham Rd" - route 69 RT176 Pantograph W Class RT177 Z Class 91 Preston 28-3-78 - tram 91 - " Northcote Dundas St via High St" RT178 Z Class cars Preston 28-3-78 RT179 Wheel Transport Car 16W "Q" Class Preston 28-3-78 RT180 Z Class 51 Royal Park Res Track 27-3-78 - tram 51 -"Special" RT181 W6 - 990 - Glen Iris Terminus 26-3-78 "City" - route 6 RT182 w7-1007 Elizabeth Street Terminus 24-3-73 "Essendon Airport" - route 59 RT183 Z Class 51 Napier St Siding Essendon 27-3-78 - "City" RT184 Volvo Bus Swanston - Flinders 24-3-78 - "Bulleen via North Kew" - route 202 RT185 W6 - 878 Burwood Old Terminus 26-3-78 - "Spencer St" - route 74 RT186 W6 - 878 Burwood Old Terminus 26-3-78 - "Spencer St" - route 75 RT187 East Burwood Andrews Street 26-3-78 RT188 East Burwood Elgar Road 26-3-78 RT189 East Burwood Reservation Parer Street 26-3-78 RT190 East Burwood Terminus 26-3-78 RT191 East Burwood Terminus 26-3-78 RT192 "6" RT193 "5" RT194 "4" RT195 "3" RT196 "2" RT197 "1" Z Cars under constructionDemonstrates the work of Robert Thomson in photography, collection and/or production of slidesAssembled album in a black presentation folder of 23 colour slides, collected or produced by Robert Thomson. All photographs have been scanned and placed on the Museum's G drive. A list of all photographs with details has been compiled. melbourne, tramways, trams

Murray's Bridge over the Diamond Creek on the Diamond Creek Trail just prior to demolition and replacement with a new steel bridge. Heritage advice obtained by Nillumbik Shire Council, following a suggestion by the Eltham District Historical Society (EDHS), is that the original bridge appears to have been a simplified version of the Country Roads Board’s (CRB) standard timber bridge design of the early-to-mid 1920s. In c1990 Murray’s bridge was renovated with three recycled steel girders as part of a bike/pedestrian path in the reserve. During these alterations many parts of the bridge were removed, and some were replaced. Heritage advice indicates the condition of Murray’s bridge is poor. The remaining original parts are all in poor condition, with severe weathering, splitting and rot, especially to the stringers retained on the bridge. Heritage advice is that Murray’s Bridge does not have sufficient significance in the cultural history of the Nillumbik area to warrant inclusion in the Nillumbik Shire Heritage Overlay and also does not have sufficient significance as a rare survivor to warrant inclusion in the Nillumbik Shire Heritage Overlay. There are no indications in the historical record that this site was individually important to the cultural history of this area. EDHS is comfortable with the heritage advice provided to Council and has worked closely on this project with Council. EDHS has suggested some of the removed timbers be used in the vicinity of the bridge for landscaping and possibly seating, so as to retain these remnants close to the site of the original bridge, which is the last old timber bridge along the lower reaches of the Diamond Creek. Mary (Sweeney) Murray and John Wright Murray selected 80 acres, Lot C Section 16 and Lot 5 Section 17 Parish of Nillumbik, under an occupation license in 1866. John died in 1867 and freehold was granted to his son John in 1873. The farm was known as ‘Laurel Hill’. John Junior was an Eltham Shire councillor and sometime president from 1887 up until 1897. He added Lot A Section 16 to the farm in ca1888. John and his younger brother James arranged to rent/purchase Lot B Section 17, across Diamond Creek to the west, in ca1900. It appears that John and James farmed separately for a few years, with a new homestead built for James ad family on the high point of Lot B Section 17 in ca1910. John sold off Lot 5 Section 17 in 1912. When John died in 1912 James took over the land on both sides of the Diamond Creek. The old homestead on the west side of the Creek disappeared. A farm bridge over Diamond Creek from this period may have been located close to the northern boundary of the farm. John Langlands, owner of the farm known as ‘Ihurst’ on the west side of Diamond Creek to the south of the Murray’s land, died in 1907. In 1909 his land was then subdivided into 100 lots to become the ‘Glen Park Estate’. Other similar subdivisions of nineteenth century farms around Eltham in this period included the ‘Franktonia (or Beard’s) Estate’ to the northeast and ‘Bonsack’s Estate’ between Eltham and Greensborough. Soon after the opening of the railway extension line from Eltham to Hurstbridge in 1912, Glen Park and nearby residents including James Murray agitated for a railway station or siding to be located half-way between Eltham and Hurstbridge, so that the Glen Park residents who used the railway daily did not have to walk into the Eltham or Hurstbridge stations. Some believed Coleman’s Corner (opposite Edendale Farm) was an appropriate spot for the platform. James Murray was among those who thought the railway should be located on his land, closer to half-way between Eltham and Hurstbridge stations. The Railways Commissioners warned that the locals would have to fund these works themselves. The Glen Park Estate residents initially had difficulty accessing Eltham by road, with only an old low-level bridge over Diamond Creek at the south end of their estate. A new timber trestle bridge across the creek, now on Wattletree Road, was opened in 1915. Road access to the north was gained in 1927 when the new Murray’s Road, which crossed the Murray’s land, was built. Residents continued to agitate for a Glen Park station. By 1926 the Railways Commissioners’ preferred site was on the Murray’s land. They arranged an estimate of cost of a full-length platform. The estimate was too much for the locals, who in 1928 argued unsuccessfully for a shorter and hence cheaper platform. By 1929 Murray had agreed to donate the land, but the locals would still have to fund the works. Murray decided, unilaterally it would appear, to commence work on a timber trestle road bridge over Diamond Creek to link the new Murray Road to the proposed station. Late in 1929 he stopped work on the bridge, for reasons unknown, but started work again and completed the bridge in 1931. There is no further newspaper evidence of the campaign for the Glen Park station until 1939, when Murray and another local, Mr Maxwell, met the Railways Commissioner. The Glen Park locale now included 45 homes on the west side of the creek and 20 on the Eltham side. Most of the residents used the train every day. The Commissioner remained adamant that only a full-length platform could be built for safety reasons. It appears the campaign dissolved at this point. The increasing move to cars may have had an impact. There is no evidence of Murray’s bridge ever being connected to Murray’s Road, or of it having wide use for any purpose by locals. James Murray died in 1947 and the farm was taken over by his son James (Jim). Jim started to sell off parts of the farm in the 1980s, retaining a few acres around the ca1910 homestead and building a new house there. Recreation reserves were established along the creek. In ca1990 Murray’s bridge was renovated with steel girders as part of a bike/pedestrian path in the reserve. The old farmhouse was demolished in ca2014. * * * A theory posted on local community Facebook groups was that the bridge was built in the 1860s and was built to be more robust than was necessary for the movement of cows from one side of the creek to the other. It was suggested the robustness was necessary to support the weight of gold ore being transferred from a mine on Murray’s land to a railway siding near Murrays Bridge (presumably for transfer and processing at Diamond Creek). Perhaps this may have been one of the motivators for Murray, who really knows? Knowing when mining operations ceased on his land and how that fits the overall timeline would be useful but at the time the bridge was built, local gold production was minimal at best. The known facts are: • The railway line came to Eltham in 1902. • The extension of the railway from Eltham to Hurstbridge was constructed in 1912 so no railway line even existed through Murray's property until 1912 and the Victorian Railways maps at the time show no such siding on Murray’s property. • In 1923 a new company was formed in anticipation of the old Diamond Creek Gold Mine being re-opened. The mine had been previously closed and flooded. It was noted in the press at the time that the mine was within a mile of the railway. Nothing really came of this. • Construction of Murrays Bridge was commenced by James Murray in early 1929 in anticipation of a proposed flag station being nominated on his land, but work ceased shortly afterwards. The proposed flag station was commonly referred to as Glen Park as the residents of the Glen Park Estate wanted Option 1, located near them with the platform adjacent to Colemans corner. This was probably never going to fly as it was virtually in eyesight of Eltham station. Allandale Road was the third option, but the Commissioners' preferred option was No. 2 - on Murray's property. • The Railway Commissioners were not going to finance any such station and the works had to be funded by private landowners and residents, hence Murray investing in this himself. • Murray recommenced work two years later and finished his bridge in 1931 but unfortunately for him, the proposed flag station never eventuated. The bluestone siding you reference may well have been built by Murray as part of the proposed station platform. • Up until then, apart from the Main Road bridge, which was washed away in 1924, virtually all local crossings over the Diamond Creek were low lying bridges – Kaylocks Bridge at Brougham Street, Diamond Street bridge, Glen Park Road bridge. It is expected that Murray also had a low-lying bridge to connect his land either side of the creek. These were all washed away or severely damaged multiple times in the 1920s. Lessons were learnt, and Murrays Bridge appears to have been built in accordance with Country Road Board standards of the time. Flood damage was ongoing, and even more recently constructed raised bridges kept getting washed away, e.g., the new Wattle Tree Road bridge in 1958 just months after completion. Murray’s bridge was reinforced with steel some 30 years ago presumably to provide additional floodwater resistance, given the history of bridges disappearing in floodwaters. • In March 1932 it was reported in the Advertiser that there were still some prospectors operating around Eltham North who apart from further scarring the face of the earth over the previous two years had gained significant experience but little gold - hardly a driving factor for constructing a dedicated railway siding and bridge to transfer gold ore. It is far more probable that James Murray was hoping to have the railway station located on his property and invested his money by building the bridge to lead to it as well as a station platform. Had the station eventuated, it may well have driven up the value of his land for subdivision and new housing estates like the Glen Park Estate. That did not eventuate. Whilst the bridge was indeed old (90 years), the core structure being completed in 1931, it had been modified substantially from original and hence had no significant historic value – i.e., it was not a representative example of its type, construction, and age. Given that the bridge was not worthy of saving, the Eltham District Historical Society with Council’s support, and the Eltham Woodworkers group endeavoured to see what suitable sized timbers were salvageable to fabricate a commemorative seat. Unfortunately, the experts at the Woodworkers group were unable to salvage any suitable length/width timbers to fabricate the seat due to the presence of rot. Last remaining wooden trestle bridge on the Diamond Creek Trail just prior to demolition and replacementBorn digital image (27)diamond creek (creek), diamond creek trail, murrays bridge, ‘laurel hill’, john wright murray, mary (sweeney) murra, john murray jnr, james murray, john langlands, ‘ihurst’, ‘glen park estate’, beard's estate, franktonia, bonsack's estate, glen park estate, glen park railway station

The original line to the Essendon Aerodrome was constructed in 1943 to serve the airport and aircraft construction. It was funded by the Commonwealth Government. By 1976, patronage to the airport terminus in Vaughan St had dropped, the crossing of the highway to the Tullamarine Airport opened in 1970, was dangerous, and the highway needed to be widened. The new terminus was a short distance to the north between Mathews Ave and the Highway. This series of photographs show the last day of operations to the original terminus and the changeover, which was done in about 7 hours. No buses were required. It was done by workers of the Melbourne and Metropolitan Tramways Board. The line was later extended to Airport West. .1 - W5 789, (Essendon Airport Route 59) about to turn from Mathews Ave into Vaughan St. Has new track and footbridge in the foreground. .2 - W5 791 on the siding or spur at the airport terminus, the last tram to use this facility. .3 - W2 571, at the Airport terminus alongside Vaughan St on the last morning of the use of this terminus. The Bundy clock can be seen behind the pole on the lefthand side and the Brick passenger shelter. Shows buffer stops, and Forestair hanger behind. .4 - W2 595 turning from Vaughan St into Mathews Ave. Has the tram stop No. 55 in the view. .5 - W5 839 turning from Vaughan St into Mathews Ave. Shows the flashing yellow light that gave some protection to the trams. .6 - W2 247 about to turn into Vaughan St. Driver about to reboard the tram. Note the new copper trolley wire is up for the new track but has been pulled to the west side using rope. .7 - W5 805, turning from Mathews Ave into Vaughan St, to the old Essendon Airport terminus. Has a new track in the foreground, and the overhead for the curves is still in position. .8 - W6 991 turning from Vaughan St into Matthews Ave, at 855am, the last tram from the old terminus. The track gang has commenced work to remove the outbound curve. Would appear four passengers waiting at the tram stop, two with lunch bags. Note the cattle grid in the foreground between the rails. New rails on the ground on the left-hand side. See Reg Item 6163 for further photos of this event.Yields information about the last day of the operation of the original Essendon Airport tram line.Set of 8 Kodachrome cardboard mount colour slides of the relocation of the Essendon Airport tram terminus 7-10-1976, by Ron Scholten.All slides have detailed descriptions on the reartrams, tramways, essendon aerodrome, essendon airport, closure, new tramways, route 59, w5 789, w5 791, w2 571, w2 595, w5 839, w2 247, w5 805, w6 991, w2 class, w5 class, w6 class, mmtb, trackwork

8 NB - 6 compartments (40) Victorian Railways Service History 8 NB - passenger carriage (PBPS Body only - currently no underframe) 21 Dec 1906 Built New at Newport Workshops - numbered classed as NBB 8. Type: 2nd Class swing door carriage - 5 or 6 compartments 2'6" Bogie [8W]: Eight Wheels (2 x Four Wheel bogies) [CDG]: Continuous Draw Gear [WHB]: Westinghouse Brake circa 1910 - reclassed to NB 8 May 1926 - Modified with Automatic Couplers Malco Oct 1928 - Modified with Automatic Couplers Malco Bottom Operated 16 Dec 1937 - Consigned as to be scrapped 19 Feb 1938 - Condemned 4 Mar 1938 - Scrapped & Broken Up - Condemned Rolling stock Book Body to be offered for sale & underframe & bogies retained for use in construction of any additional NG trucks undertaken in near future. Sold by V.R and privately bought and used in the construction of a house at 80 Dare Street, Ocean Grove Puffing Billy Preservation Society Service History or Notes Sept 2010 - Ocean Grove house demolition results in PBPS being contacted that there were two carriages (6 NB & 8 NB) in the house. PBPS arrange to buy the two carriages bodies from the Demolition company Nov 2010 - Two carriages have been rescued from 80 Dare Street, Ocean Grove where they had been built into a house. Many people were involved in the move: thanks go to Raymond and Thelma Cotter for providing tarps to protect the cars from the elements. Dec 2010 - Two carriages rescued from Ocean Grove are now at Emerald, one being a platform NB car (6NB) and the other 8 NB a 2nd Class swing door carriage. Minor refurbishment has taken place along with covering with Tarpaulins. 29 Jan 2020 - 8 NB - passenger carriage - Body only is moved by the PBPS Heritage Rolling Stock Committee from Emerald Station sidings and placed into storage in a warehouse at Officer to enable it to be investigated into its possible restoration. 29 Feb 2020 - investigation on the carriage by the PBPS Heritage Rolling Stock Committee found the number of the carriage 8 NB stamped on the inside of the side of the windows frames. Current - At OfficerNB Class - Number Built (1st Series) 6 - Number Built (2nd Series) 17 - Number Built (3rd Series) 4 Historic - Victorian Railways Narrow Gauge - Passenger Rolling Stock: Passsenger carriage. 14 NB and this carriage (both of the 2nd Series) are the last known existing vehicles of this type out of the 17 built - maybe!.Passenger Rolling Stock: ? NB - Passenger carriage - Made of Timber NB - 2nd Class swing door carriage - 5 compartments number unknown ? NB puffing billy, nb passenger carriage, victorian railways, narrow gauge passenger rolling stock, 2'6" gauge

Photo - see pdf file for further information. Number Brief Description RT001 South Melbourne depot - tram 861 -"Domain Rd" RT002 Fitzroy St, St Kilda - tram 858 - route 16 RT003 "3" - Z class - tram 210 - "City" - route 05 RT004 Swanston St - tram 989 - "University" - route 8 RT005 Swanston St - tram 992 - "City" - route 6 RT006 Swanston St - tram 867 - "City" - route 8 RT007 "2" - Track Relay Wattletree Road RT008 "1" Track Relay Wattletree Road - tram 214 - route 05 RT009 Swanston St - tram 26 - "City - Swanston St" - route 6 RT010 Balaclava Junction - tram 76 - route 09 RT011 "6" - Track Relay Wattletree Road RT012 Fitzroy St - tram 2042 - "East Brunswick" route 96 RT013 Swanston St - tram 985 - "City" - route 8 RT014 "4" - Track Relay Wattletree Road, Malvern East, looking east to terminus at Burke Rd RT015 "5" - Track Relay Wattletree Road RT016 Collins St - tram 923 - "St Kilda Beach" - route 12 RT017 Victoria Pde Siding - tram 67 - "Special" - route 12 RT018 Nth Fitzroy Depot - trams 2037 & 2021 RT019 Park Street - tram 844 - "West Preston" - route 10 RT020 South Melb Beach Ter - tram 49 RT021 St Kilda Line - tram 67 - "East Brunswick" - route 96 RT022 Port Melb Terminus - tram 67 - "Port Melb'ne" - route 111 RT023 Port Melb Line - tram 2038 - "Exhibition Bldg" - route 111 RT024 Sth Melb Depot - tram 937 – “Restaurant" RT025 Collins St - tram 282 - "City" - route 42 RT026 Spring Street - tram 2100 - "City Spencer St" - route 86 RT027 Spring Street - tram 2093 - "Port Melbourne" - route 111 RT028 "1" New Track Spring St RT029 "2" track construction - Spring St RT030 "3" track construction - Spring St RT031 "4" track construction - Spring St RT032 "5" track construction - Spring St Demonstrates the work of Robert Thomson in photography, collection and/or production of slidesAssembled album in a black presentation folder of 32 colour slides, collected or produced by Robert Thomson. All photographs have been scanned and placed on the Museum's G drive. A list of all photographs with details has been compiled. melbourne, tramways, trams, track construction

The document provides cross sections of track used from c1920 to 1928. The folder is marked "H Bell" most likely the son of the later Chairman, Mr Hector Bell who was a civil engineer with the MMTB. 1 - P3948 - Camberwell Road - 1926 2 - P2789 - Camberwell Road reconstruction - 1920 3 - P3753 - Chapel St - 1926 4 - P60 - Expansion joints Church St bridge - 1924 5 - P3686 - Commercial Road reconstruction - 1926 6 - P4024 - Cotham Road reconstruction - 1927 7 - P4699 - Droop St duplication - 1927 8 - P2384 - Flemington Road conversion - 1925 9 - P1187 - Flemington Road tramway - undated c1920 10 - P4131 - Flinders St conversion - 1927 11 - P4132 - Flinders St conversion - special track drains where subject to flooding - 1927 12 - P3603 - Glenferrie Road east track - 1926 13 - P2608 - Glenferrie Road reconstruction - 1925 14 - P3577 - Glen Huntly Road extension - 1926 15 - P3745 - Glen Huntly Rd duplication - 1926 16 - P4655 - Gilbert Rd duplication - 1928 17 - P2472 - Hannah St at Crossings 1925 18 - P2459 - Hannah St in plantations - 1925 19 - P2582 - High St Prahran reconstruction - 1926 20 - P1594 - High St Prahran reconstruction - 1925 21 - P3611 - High St Malvern reconstruction - 1926 22 - P3900 - Lygon St - 1926 23 - P3689 - Malvern Road reconstruction - 1926 24 - P3951 - West Coburg Route - sleeper spacing - 1926 25 - P4703 - Nicholson St Coburg - duplication - 1928 26 - P4470 - Norwood Road duplication - 1927 27 - P2473 - Park St tramway - 1925 28 - P3707 - Riversdale Road reconstruction - 1926 29 - P4630 - Riversdale Road extension - 1927 30 - P4497- Riversdale Road duplication - 1927 31 - P1387 - South Melbourne Road - special boxed in Construction for Albert Road (parking loop) - 1924 32 - P4691 - Swan St reconstruction - 1927 33 - P3640 - Victoria St part - 1926 (2 copies) 34 - P4522 - Wallen Road reconstruction - 1927 35 - P3939 - Wallen Road reconstruction in front of depot - 1927 36 - P4702 - Trial types of track - 1928 37 - P4254 - Wattletree Road reconstruction - 1927 38 - P4531 - Wattletree Road connection to Glenferrie Road - 1927 39 - P4708 - Wellington Rd siding - 1928Yields information about the various tramway track cross sections used by the MMTB including cable tram conversions.Folder - heavy card cloth covers fitted with two interscrews containing some 39 plus one duplicate folded blue prints. Covers made by Swinnerton Bros of Melbourne - see image 6 for their logo/trademark.Has "H Bell" in ink on rear cover.tramways, mmtb, tram tracks, rails, civil engineering, cable conversion, new tramways