The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot of a seven carriage train approaching Barker Railway Station. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society."Seven Carriage Train at Barker Station"kew railway line, transport -- railways -- kew (vic.), barker railway station, kew branch line

The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot of a train leaving Kew Station with the Xavier Chapel on the hill in the background, hence the ironic title provided by the photographer. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society."Farewell to 'Our Lady of Fatima'. Xavier College 22/4/51"kew railway line, transport -- railways -- kew (vic.), kew branch line, xavier college, kew railway station

The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot looking along cutting towards Barker Station 22/4/51. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society."Looking along cutting towards Barker Station 22/4/51"kew railway line, transport -- railways -- kew (vic.), barker railway station, kew branch line

The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot of the last passenger train at Kew Railway Station in 1952. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society."The last train at Kew Station, August 1952"kew railway line, transport -- railways -- kew (vic.), kew branch line, kew railway station

The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot of how the Kew Branch Line was allowed to run down. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society.kew railway line, transport -- railways -- kew (vic.), barker railway station, kew branch line

The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot of Kew Railway Station inMay 1950. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society."Kew Railway Station, May 1950"kew railway line, transport -- railways -- kew (vic.), kew branch line, kew railway station

The Kew railway was opened in 1887, and diverged from the main (Box Hill–Lilydale) line about half-way between Hawthorn and Glenferrie. From the point of divergence the line was slightly less than one mile long, and it had only one intermediate station — Barker. There were four road over-bridges and two level crossings, including one over the busy Barkers Road. The line supported a passenger and goods service, and was electrified in December 1922, at the same time as the main line to Box Hill. There were a number of peak hour services which ran from Flinders Street station (Melbourne) to Kew, but in 1938 all but one of these were diverted to the Ashburton line, where traffic was growing. This had an adverse effect on Kew traffic, as passengers from Kew needed to cross over a footbridge at Hawthorn to change trains, and the main line trains were usually already crowded by the time they reached Hawthorn. At about the same time the off-peak trains were replaced by road buses. In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59. (Source: Frank Stamford, 'The Hawthorn - Kew Railway')Small black and white snapshot of Kew Railway Station in 1950. The photograph, one of 12, is part of a larger album of newspaper clippings, timetables, tickets and photos relating to the Kew Railway Line, taken and compiled by Lachlan Richardson, while a resident of Kew. The album dates from the 1950s. The album is part of a larger subject file on the Kew Line, compiled over time by members of the Kew Historical Society."Kew Station / 14/51 / 22/4/51 F5"kew railway line, transport -- railways -- kew (vic.), kew branch line, kew railway station

Stawell Railway Yards 1950’s or 60’s. Two Diesel locomotives. Station on right. Goods shed on left. Signal Box in foreground.stawell transport

Two colour photographs Goods shed and railway station and passenger train at station.stawell transport

The engine was being transported because it had broken a coupling in transit. Windsor Crescent is in the background. We have an original copy donated by Ian Barkla and a larger one copied by Ken Hall. The Barkla original has a sticker with his reference details on the back.A black and white photocopy of a steam engine. There are some local kinder children and an adult inspecting the train and climbing on the picket fence. The house in the background is in Windsor Crescent.surrey hills railway station, goods yard, steam train, transporter wagon, 1950, children, clothing and dress

1930 AA Ford 1.5 tonne (30cwt) truck. Originally owned by Blakiston & Company, Geelong. Built in 1930, this truck carried wool and general goods in Geelong and the Western District until the early 1940s. It was restored in 1989-1990 by David Malkit Automotive, Belmont, Geelong East Technical School. Specifications: 4 cyclinder side valve engine 201 cu.in. capacity 24 hp (R.A.C.) rating 40 bhp @2200rpm Optional 4 speed non-synchronised gearbox Heavy duty rear axle with torque rod Transverse front springs Cantilever back springs Coach built cab and tray bodyDark green truck with painted lettering on door and tray. The cabin has a black bench seat, and body has a wooden tray.printed: NATIONAL WOOL MUSEUM / GEELONG / BLAKISTON & Co. / Pty. Ltd. / CARRIERS / GEELONG / No 1 Licence plate: WOOL - 30ford, truck, transport, 1930s, vehicles

The photograph is taken in the car park at Royal District Nursing Service ( RDNS) Headquarters, 452 St. Kilda Rd, Melbourne. Sr. Harris is assisting to load the bassinet and the other nursing equipment into the RDNS Van for Mr. Pincher to deliver to the appropriate RDNS Centre or to patient's homes. In 1971 the Commission shop donated a Van to Royal District Nursing Service (RDNS), to be used by the Maintenance crew for delivery of equipment and transporting goods and documents between RDNS Centres and Headquarters. It was also used for transporting Maintenance staff, and the equipment they required, to do maintenance work at RDNS Centres as needed. The Commission Van was kept at the RDNS Service Centre at Chessell Street, South Melbourne. From the founding of the Melbourne District Nursing Society (MDNS), in 1885, known as the Royal District Nursing Service (RDNS) from 1966, equipment was loaned and demonstrated to patients, and their family members, to enable them to care for their loved ones in their home. In the 1970s RDNS employed a Physiotherapist who taught RDNS staff the correct transferring techniques, including the use of a hoist when this became available. RDNS staff taught and used these techniques in patient’s homes to undertake safe transfer of the patient and to reduce physical strain on RDNS Sisters and family members. Each RDNS Centre had a room or shed where equipment for loan was kept, and Headquarters also kept additional equipment which could be transported to Centres as required.On the left of the black and white photograph is Royal District Nursing (RDNS), Sister Betty Harris, who is standing side-on in front of the open door of a white Van. She wears glasses, has dark curled hair, and is smiling, as she has her arms outstretched with her right hand under a white bassinet as she passes it to Mr. Pincher who is standing in and leaning out of the opening of the Van. Mr. Pincher has wavy light colour hair and is smiling at Sr. Harris as he is holding the other end of the bassinet. He is wearing a dark cardigan over a white shirt. On the far left of the photograph, part of an RDNS car is seen and in front of this part of a walking frame. A pair of wooden crutches lean against the open Van door and a wheelchair and a 4 pronged stick are to the right of Sr. Harris. Behind them part of the Van with part of a window in its upper area are seen. Sr. Harris is wearing her RDNS uniform of a light grey skivvie under a darker V neck tunic style frock.rdns, royal district nursing service, rdns equipment, rdns uniform, sister betty harris, mr pincher

The photograph was taken in front of the Royal District Nursing Service (RDNS) Service Centre at Chessell Street, South Melbourne. The three men are employees of RDNS who work in the RDNS Service Centre and are looking at a donated Van.In May 1971 the Commission Shop donated a Van to the Royal District Nursing Service (RDNS), to be used by the Maintenance crew for delivery of equipment and transporting goods and documents between RDNS Centres and Headquarters. It was also used for transporting Maintenance staff, and the equipment they required, to do maintenance work at RDNS Centres as needed. The Commission Van was kept at the RDNS Service Centre, at Chessell Street, South MelbourneBlack and white photograph showing, Mr. Pincher, who has curled hair and is standing on the left in front of a white Van looking at a sign on its centre front. To his right is Mr. J. Grigg, who has dark hair, and is standing between the open Van door and the body of the Van; he is pointing with his right index finger to the sign. On the right in front of the Van is Mr. J. Greet who is touching the wiper blade on the Van with his right hand and is also looking at the sign.The three men are wearing grey work coats over their clothes. Only the front and a little of the roof of the Van can be seen. The attached rectangular white sign with dark capital letters reading "Donated By The Commission Shop May 1971" sits in the centre of the Van above a black thin oblong sign with a centre white section containing a black capital "N". Only the left headlight can be seen and the grill below this; below that the black Number plate with white writing "KWH 727" is seen. Parts of buildings can be seen in the background.Photographers stamp. Quote No. KH 79royal district nursing service, rdns, rdns maintenance, rdns transport, rdns commission van, mr pincher, mr j. greet, mr j. grigg

The photograph of the Commission Van is taken at the RDNS Service Centre at Chessell Street, South Melbourne. The three men are employed by the Royal District Nursing Service.In 1971 the Commission shop donated a Van to the Royal District Nursing Service (RDNS), to be used by the Maintenance crew for delivery of equipment and transporting goods and documents between RDNS Centres and Headquarters. It was also used for transporting Maintenance staff and the equipment they required to do maintenance work at RDNS Centres as needed. The Commission Van was kept at the RDNS Service Centre at Chessell Street, South Melbourne.Black and white photograph showing the side view of the Royal District Nursing Service (RDNS), Commission Van. The white snub nose Van, which has a closed passenger door and another further along, is standing with its front close to a brick building and sits on brick paving which extends onto earth. Three short windows can be seen along the top quarter of the Van. Both back doors are open. Mr. J. Grigg, with receding dark hair, is standing to the left of the photograph near the rear door, and has his hands on the hand grips of a wheelchair. Mr. J. Greet, is standing in the back of the van with his hands on the metal handles of a square metal commode as he hands it to Mr. Pincher, who has wavy short hair and is standing on the ground to his right. He has his hands on the main body of the commode. The three men are wearing their grey work coats over their clothes. In the background part of a two story dark brick building can be seen. On the ground floor, on the left, part of a dark door can be seen with a small window immediately above it, and further.above this is some light fan shaped brick work, three vertical bricks in height. To its right part of a window with the same brickwork can be seen and to the right along the building is part of a window with arched light brickwork followed by more brickwork and part of a door. Black pipework runs down some of the brickwork. Above the brickwork runs a row of light colour material, and above this part of the upper section in grey concrete can be seen.Photographers stamp. Quote No. KH 80mr j grigg, mr. j. greet, mr pincher, rdns equipment, royal district nursing service, rdns, rdns maintenance

Lid for ship's tanks used for early domestic water storage (1860's) at the lightstation The water tank and lid are probably from the same unit that was used for transporting drinking water or perishable dry goods on ships. The unit comprised a large, riveted metal tank which was fitted with a heavy cast iron round lid to form a hermetically sealed container. It had a rubber sealing ring ‘which was screwed tight with the aid of lugs cast into the lid and wedges cast into the rim of the loading hole’. A raised iron rod welded across the outer face of many lids allowed for screwing the lid tight. Ship tanks were invented in1808 by notable engineer, Richard Trevithick and his associate John Dickinson. Their patent obtained the same year described the tank’s superior cubic shape that allowed it to fit squarely as a container in ships and thus use space efficiently, while its metal fabric preserved and secured its contents, whether liquid or solid, from damage. The containers revolutionised the movement of goods by ship and made wooden casks redundant. Research by Michael Pearson has determined that they were carried on passages to Australia from at least the 1830s, conveying ships’ victuals and water storage as well as general goods heading for the colonies, and by the 1870s they were in common use. Once in the colonies, the tanks were often recycled and adapted for many resourceful uses such as water tanks, packing cases, dog kennels, oil containers and food stores and this invariably led to the separation of the lid and tank. Raised lettering on the lids indicates that nearly all of the ship tanks transported to Australia came from London manufacturers, and it was usual also for the brand name to feature as a stencil on the associated square tank but in most cases this eventually wore off. It is not known if the Wilsons Promontory tank retains its stencil, and the heavy lid will need to be turned over to reveal its manufacturer’s name. How it came to the lightstation is also not known, but it was either brought to the site as a recycled tank or salvaged from a shipwreck. Pearson writes that Ship tanks show up at a wide range of sites, many of them isolated like lighthouses. They were, I think, usually taken there for the purposes they filled, usually water storage, as they were readily available, relatively light to transport, and probably very cheap to buy as second‐hand goods containers. In rural areas they may have been scavenged for their new uses from local stores, to whom goods were delivered in them. Recycled to serve as a water tank, the Wilsons Promontory tank is the last surviving example of several that were used at the site to hold water for domestic consumption. The tank has had its lid removed and a tap fitted to the one of the sides. It stands on concrete blocks next to a building to receive water running off the roof via a metal pipe. Wilsons Promontory is the only lightstation managed by Parks Victoria with a tank container, although Cape Otway and Point Hicks have lids. Parks Victoria has identified four other lids which include two at Point Hicks, one manufactured by Lancaster and Co. the other by Bellamy. Cape Otway also has two, one unidentified and the other by the Bow Tank Works, East London, which produced tanks between 1910 and 1930. Pearson notes that ‘surviving lids are far less numerous than the tanks themselves, presumably because the uses to which the tanks were put did not require the lid to be retained’. The tank and lid, which are possibly part of the same unit, have first level contributory significance for their historic values and rarity. Round ship's tanks lid, iron.

The heavy cast iron, round lid was originally fastened into a large, riveted metal box, known as a ship tank. It has the name ‘John Bellamy London’ cast in capitals in a continuous circle on the outer edge of the lid face, and the words ‘Byng St Millwall’ on the inner circle. , of Millwall, London, manufactured boilers and ship tanks from the 1860s to the 1930s and came from a family of tank makers who began manufacturing tanks some time before 1856. Ship tanks were invented in 1808 by notable engineer, Richard Trevithick and his associate John Dickinson. Their patent obtained the same year described the tank’s superior cubic shape that allowed it to fit squarely as a container in vessels and thus use space efficiently, while its metal fabric preserved and secured its liquid or solid contents from damage. The containers revolutionised the movement of goods by ship and made wooden casks redundant. Research by Michael Pearson has determined that they were carried on passages to Australia from at least the 1830s conveying ships’ victuals and water storage, as well as general goods heading for the colonies. Pearson found photographic evidence of their use in the 1860s, and by the 1870s they appeared to be in common use. lids surviving from containers indicate that nearly all the tanks transported to Australia came from London manufacturers. It was usual for the brand name to also feature as a stencil on the tank but in most cases this eventually wore off. A tank without its original stencil survives at Wilsons Promontory. Tanks transporting ‘drinking water or perishable dry goods were hermetically sealed by the use of the tightly fitting lid with a rubber sealing ring ‘which was screwed tight with the aid of lugs cast into the lid and wedges cast into the rim of the loading hole’. The raised iron rod welded across the outer face of many lids such as the Bellamy example, allowed for screwing the lid tight. Once in the colonies, the ship tanks were often recycled and adapted for many resourceful uses such as packing cases, dog kennels, water tanks, oil containers and food stores and this invariably led to the separation of the lid and tank. The Bellamy lid could have been salvaged from a shipwreck but is more likely to have to have originated from a recycled tank that was brought to the lightstation for water storage purposes. Pearson writes that: Ship tanks show up at a wide range of sites, many of them isolated like lighthouses. They were, I think, usually taken there for the purposes they filled, usually water storage, as they were readily available, relatively light to transport, and probably very cheap to buy as second-hand goods containers. In rural areas they may have been scavenged for their new uses from local stores, to whom goods were delivered in them. Parks Victoria has identified five tank lids in the lightstation collections covered by this project. In addition to the Bellamy lid at Point Hicks, they include a Bow brand lid at Point Hicks and another at Cape Otway, unidentified lids at Cape Otway and Wilsons Promontory. Pearson and Miles Lewis have each recorded two versions of the Bellamy trade name on the lids; one being ‘John Bellamy Byng St. London’; the other, ‘John Bellamy Byng St. Millwall London’. The Point Hicks lid has the second version of the name, as do other examples in Victoria that Lewis has identified at Illawarra, Toorak; Warrock homestead, Casterton; Eeyeuk homestead, Terang; Ward’s Mill, Kyneton; and Boisdale homestead near Maffra, and in NSW at Ayrdale Park, Wolumla; and Bishop’s Lodge, Hay. Pearson’s list includes the same lids in NSW at Tumbarumba; the Quarantine Station, Sydney; Willandra Station; Bedervale, Braidwood; Gunnedah Museum; Walla Walla and Macquarie Island. The Point Hicks lid is currently stored in the lighthouse although it is unlikely that its use had any association with this building. The lid is in good condition and retains the central bung. Pearson notes that ‘surviving lids are far less numerous than the tanks themselves, presumably because the uses to which the tanks were put did not require the lid to be retained’.347 The Bellamy ship tank lid has first level contributory significance for its historic values. Circular cast-iron disc with raised outer ridge with inscription. It also has an inner depression with inscription. Two metal sections form handles over inner depression. Hole in middle of disc.Around perimeter of outer edge "JOHN BELLAMY LONDON" Around inner area "BYNG ST MILLWALL"

The Wodonga line and train station opened in November 1873 when the section of the line from Wangaratta was completed. The expansion of the railways to the northeast of Victoria occurred after the Victorian Government took over the railways in 1867 and the trains serviced large towns such as Seymour, Wangaratta and Wodonga, as well as smaller towns along the way. The first section of the Wodonga to Tallangatta line opened in 1889 and was further extended in 1891. It was a vital community link until the passenger service closed in September 1961 The last regular goods train on the line ran on 21st April 1978. The north- east train line to Wodonga remained a significant factor in the development of Wodonga as a rural city in the 20th century. Local significance due to the importance of the railways to Wodonga as a means of transport, communication and impact on business and commerce. State and national significance due to the role played by the railways in opening up the country for development.A bound volume of the Victorian Railways Time Table for 2nd May 1910 to 30th November 1910. Black with gold inscription. The binding is not original but was carried out to preserve the contents"Victorian Railways/Time Table/ 2nd May 1910/ 30th November 1910"victorian railways, wodonga, timetable, transport

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 locomotive, the Y166, was one of 25 general purpose diesel-electric locomotives built by Clyde Engineering, Granville NSW for the Victorian Railways between 1963 and 1968. Although built to dieselise Victoria's shunting operations and replace steam locomotives on branch line services, they were also used on mainline goods and passenger services. After closure of many branch lines across the state and the end of short pick-up goods trains, use of the class dropped. The Y166 entered service on 5 June 1968. It was withdrawn from service in November 1990 and eventually scrapped in 1991.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.Shunter Theo Edwards, Fireman Steve Ryan and Leading Shunter Lorry Beach standing on the front of a diesel pilot train, Y166. This was the last 8.30 am pilot train through Wodonga before the old Wodonga stations was closed and the railway line diverted away from the middle of Wodonga. In June 2011 a new station was opened on the northern edge of the town. On side of train "Y166"fred rochow, victorian railways wodonga, railway employees wodonga, y class diesel locomotives

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. S Class Diesel Locomotives The eighteen members of the S Class were ordered in two batches by the Victorian Railways from Clyde Engineering for express passenger and freight workings, with the final eight locomotives ordered specifically to work the North-East standard gauge line. Many were named after prominent Victorians. S315 entered service on 16 October 1961 and was named after Sir Charles Gavan Duffy who was an Irish poet and journalist, Young Irelander and tenant-rights activist. After emigrating to Australia in 1856 he entered the politics of Victoria on a platform of land reform, and in 1871-72 served as the colony's 8th Premier. The S315 pulled the first goods train to travel straight through from Sydney to Melbourne on 3 January 1962. The S315 was withdrawn from service on 22 August 1988 and scrapped in April 1992.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.Harry Binder being congratulated by Commissioner Edgar Brownbill on the arrival of the first standard gauge goods train at North Dynon Terminal, The Fireman was John Wortmann.railways wodonga, fred rochow, wodonga railway men, harry binder, s class locomotive

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 locomotive, the Y170, was one of 25 general purpose diesel-electric locomotives built by Clyde Engineering, Granville NSW for the Victorian Railways between 1963 and 1968. Although built to dieselise Victoria's shunting operations and replace steam locomotives on branch line services, they were also used on mainline goods and passenger services. After closure of many branch lines across the state and the end of short pick-up goods trains, use of the class dropped. This locomotive, the Y170 entered service on 13 July 1968. It was withdrawn from service in April 1988 and was eventually scrapped in 1992.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.Les Hallawell standing in front of Locomotive Y170. He started with Victoria Railways on16 Mayv1949. . He passed his Driver qualification on 12 July 1955. Les retired in Wodonga on 29 March 1988.railways wodonga, fred rochow, wodonga railway men, y class locomotive, les hallawell

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.An S Class locomotive pulling a goods train into Wodonga in its last days before being scrapped. S Class Diesel Locomotives The eighteen members of the S Class were ordered in two batches by the Victorian Railways from Clyde Engineering for express passenger and freight workings, with the final eight locomotives ordered specifically to work the North-East standard gauge line. Many were named after prominent Victorians. They were introduced into service about 1957railways wodonga, fred rochow, wodonga railwaymen, s class locomotive

On of a class of 120 trams built at Preston Workshops between 1939 and 1951. Third tram to be converted to a Colonial Tramcar Restaurant Tram. Of the six trams converted, the only former Melbourne Restaurant tram in use currently (March 2019), trams 4, 5, and 6 having been withdrawn during October 2018.Four motor bogie tram - ex Melbourne - tram No. 939 - One of a class of 120 trams built at Preston Workshops between 1939 and 1951. Third tram to be converted to a Colonial Tramcar Restaurant Tram. Of the six trams converted, the only former Melbourne Restaurant tram in use currently (March 2019), trams 4, 5, and 6 having been withdrawn during October 2018. The tram was built by the MMTB as No. 939 in 1948 at Preston Workshops as a standard SW6 tramcar. It was resident for most of its life at Camberwell, Kew and South Melbourne depots and finally Southbank depot. Heavily rebuilt internally to give a flat floor, air-conditioned, 240V and 24V systems fitted along with changes to bulkheads and position of the passenger door and a goods door in 1994. The tram was converted into Melbourne Restaurant tram No. 3 in 1994/95, being launched on 8-2-1995. While in the later part of its use by the Colonial Tramcar Restaurant Co, it was named “Valentine” during July 2008. It was withdrawn from service in May 2012, when it was replaced by No. 935 (Restaurant No. 6). In August 2014, the Museum received a grant from the Victorian Government of $40,000 to refurbish tram – part of the Transport Investing in Regions Program. The tram was relocated to the Ballarat depot on 29/10/2014. Refurbishment work was completed during March 2016 and the tram was formally launched on 5/4/2016.. The tram is named after Sir Henry Cuthberts (1829 - 1907), the first Chairman of the Ballaarat Tramway Co (the horse tram operator). Sir Henry was a Ballarat based solicitor, member of the Legislative Council, Knighted in 1897 and strong supporter of many Ballarat institutions. Photo Warren Doubleday 5-4-2016.trams, cuthberts 939, restaurant tram, sw6 class, tram 939

This baker’s wagon (or cart) was used to transport and deliver bread and other baked goods in the Warrnambool area. It is currently decorated with signwriting advertising H.H. Smith, Baker who owned and operated his Warrnambool bakery in the late 19th and early 20th century. The design of this baker’s wagon is similar to others dating around the 1930’s and 1940’s and was likely to have been built around that time for Stephenson’s Bakery in Warrnambool. The wagon’s original internal shelves were removed due to it being used in the early days at Flagstaff Hill to give children rides around the Village. BAKERS’ HISTORY There were many bakeries in Warrnambool in the 19th to mid-20th century. Each bread bakery made bread deliveries by horse and wagon in their appointed delivery zone. This wagon has sign writing representing Smith’s bakery although it is most likely the delivery wagon of Stephenson’s bakery. SMITH’S BAKERY – as shown on the wagon’s signage Henry Huntington Smith (1857-1941) was born and educated in Warrnambool. He worked at Davis’ steam biscuit factory in Timor Street before he started his own bakery business in 1885 at a premises near the corner of Fairy and Koroit Streets. A few years later Smith built his new bakery on the corner of Fairy and Lava Street where it still stands today as Monaghan’s Pharmacy. The building was designed by James McLeod in 1892 as a bakehouse, shop and residence for Smith The address was known locally as Smith’s corner. Next door to the bakery, at 136 Fairy Street, were Stables built by Jobbins and McLeod in 1886 for William Cust. A photograph in the archives of the Warrnambool and District Historical Society shows the 1892 building with four fancy horse-drawn wagons on the street with white clad drivers and a promotional stand erected with 5 bakers in uniform and the signage “H H Smith & Co, Pastry Cooks and Confectioners”. One of the wagons appears to have “H H Smith” painted on the side. H.H. Smith & Co. placed an Advertisement in the Weekly Times in December 1896 promoting its business as bakers, confectioners and pastry cooks, praising their shop as an ‘ornament to the town’ with ‘neat appointments’ and ‘dainty decorations’. It also boasted that the business supplied a large number of customers within a twelve mile radius of Warrnambool. In November 1919 The Warrnambool Standard announced the marriage of Henry H Smith, Mayor of Warrnambool, to Jeannie Samson-Goodman in East Adelaide. In the same newspaper was a notice that Frank Crossley was to open as baker and pastry cook in H.H. Smith’s premises. As well as being the proprietor of the H.H. Smith Bakery, Henry Huntington Smith was a Councillor for the Warrnambool Municipality from 1913 – 1937 and Mayer for two terms. In December 1919 during his first term as Mayor he was honoured for the work he had done with returning soldiers after World War I, receiving a document in recognition of this work, presented by the Mothers, Wives and Sisters of returned soldiers. Smith was very interested and involved in the community in many roles, including being the Vice President of the first Warrnambool and District Historical Society. STEPHENSON’S BAKERY – believed to be the past owner of the wagon The last owner of the bakery was Harold Stephenson. Stephenson was enlisted in the A.I.F. and was invalided home in 1943 before the end of the Second World War. He also served as a Councillor 1958-1976, during which time he served six terms as Mayor for the City of Warrnambool (1966-1973) while he had the bakery. He was very involved in many local organisations including the Warrnambool Surf Life Saving Club and the Road Race Committee. He died in 1985, lauded as being one of Warrnambool’s “most distinguished civic leaders”. It has been said that the baker injured in World War II invented a special contraption to enable him to get up into the wagon and that he alerted his customers that he was in their vicinity by blowing a whistle. The customers would come out and choose their own bread from the back of his wagon then pay him for it. However another account is given by a man who once earned pocket money by helping the baker on his rounds. He says that it was Stephenson, the owner and manager of the bakery, and not the delivery baker who received a significant injury during the war, making him unable to climb the stairs of his upstairs accommodation at the bakery, therefore causing him to sleep downstairs. At this time in the early to late 1940’s Stephenson’s bakery had three wagons, one for each of the delivery rounds. The wagons were painted black and yellow. Two of the drivers were Stan Lake and Ali (Alec) Dean who both had wagons with the covered cabin design. The third driver was Bill Lake who had a flat wagon. Stan Lake delivered in the area around Lava and Koroit Streets, Ali Dean had another round and Bill Lake had the Dennington area. Bread continued to be delivered into the 1960’s but by this time the delivery vehicles were motorised. The goods produced at Stephenson’s bakery included breads baked in different shaped tins such as High Tin, Sandwich and Vienna. Some shapes were easily divided into half by breaking them apart, therefore the baker could make two quarter loaves from a half loaf, satisfying different needs. There was the option of white or brown bread, sweet buns, fruit buns and Boston buns. The baker’s assistant was known to take great delight in ‘trimming’ the broken halves of excess bread and crust, enjoying his treat. THE BAKERY PREMISES – South east corner of Fairy and Lava Streets, Warrnambool The building retains the original cast iron veranda. Above the veranda a motif of a wheat sheaf in ornamental plaster can be seen. Inside the building there are still has some of the original fittings. The building was classified by the National Trust in August 1979. After the Second World War an official system of zoning was introduced as a fair way for the baking industry to operate. In 1949 different pricing was introduced by the Government for either delivered or retail purchased bread. Many of the small local bakeries went out of business after the Government banned zoning. The way was made open for the larger bread manufacturers to enter the local market with cheaper prices. Some of those companies were Mc Queens, Tip Top, Twisties, Sunicrust, (Mc Queens ‘new’ bakery building was where the current Toyworld shop now stands, is, in the Ozone carpark.) O’Grady’s Bakery, later changing hands and known as Burkes Bakery, was in Fairy Street near Timor Street intersection, on the North West side. There was also a bakery named Almay. The baker’s wagon is significant because of its association with H.H. Smith’s Bakery in Warrnambool.. The H.H. Smith’s Bakery building on the corner of Fairy and Lava Streets, built in 1892, is classified by the National Trust, August 1979. Smith Street Warrnambool was named after Henry Huntington Smith, who was a Warrnambool Councillor 1913 – 1937 and Mayor 1919 – 1921. Baker’s wagon, often referred to as a baker’s cart. Four wheeled horse-drawn delivery wagon, front wheels smaller than rear wheels. Wagon is clad with metal sheets and lined with varnished timber panels. Wheels have metal rims, wooden spokes and rear wheels have wooden brake pads. Horse shaft is timber with metal fittings. Front has a metal lamp holder, brake lever, metal hand grips and decorative metal foot plates. The wagon has suspension leaves on back and sides and double suspension leaves on the front. Driver’s area at front has a roof, glass side windows and wooden box seat with hinged compartment accessing wagon storage area. Door above back of seat has buckled leather handgrip strap attached, door slides open for access to wagon area. Back of wagon has a wooden step and a split door; top door has ventilation louvers, both doors have metal latches. Wagon is painted cream with brown trim and signage and green step. Remnants of red and green paint are visible; underside of seat panel is painted grey. Wagon advertises H.H. Smith & Co. Baker, a Warrnambool business established in 1885, but is of a more modern design seen around 1930’s and 1940’s and most likely belonging to Stephenson's bakery. Brown signwriting on sides of wagon “H.R. SMITH & CO. / BAKER” Brown signwriting across front of wagon “BAKER” warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, great ocean road, baker’s wagon, h.h. smith baker, warrnambool, henry h smith, jeannie samson-goodman, frank crossley, mayor of city of warrnambool, vice president of warrnambool and district historical society, stephenson’s bakery warrnambool, harold stephenson, warrnambool surf life saving club, road race committee, national trust building, stan lake, bill lake, ali dean, 19th and 20th century bakers, davies steam biscuit factory warrnambool, james mcleod building designer, jobbins and mcleod, william cust, h h smith & co, pastry cooks and confectioners, bakery trade, bread delivery wagon

Pamphlet, folded A2 size sheet to A4 landscape, full colour printed, titled "Wheels across Victoria", sub-titled "How Victoria's Transport Authorities help move people and goods" Provides information on the activities of the Road Construction Authority, Road Traffic Authority, Metropolitan Transit Authority, RCA, RTA, MTA. V/Line, GEB and Ports, Grain Elevators Board and the various port authorities. On the inside has a introduction by the Minister for Transport Tom Roper and a game for up to 6 people moving markers from Gippsland to the NW corner of the state. Uses a dice. Published by Victoria Transport with the assistance of Caterpillar Australia ltd. Has the various authority logos.trams, tramways, rta, rca, vline, mta, victorian government

These horse-drawn wagons were early transport vehicles used for hay or heavy loads of timber or related farming goods. Designed in the early 18th and 19th centuries, these items found within the Churchill Island heritage collection were used throughout the private ownership periods of the Island.Blue wooden wagon with red metal wheels suitable for one horse - a bag lifter is operated from side of wagon.farm machinery, wheat, horse drawn vehicles, wagon

The horse-drawn dray was an early transport vehicle used for heavy loads of timber or related farming goods. Designed in the early 18th and 19th centuries, these items found within the Churchill Island heritage collection were used throughout the private ownership periods of the Island.Brown wooden vechicle with leather seating fixed within the carriage for driver and passengers. Dray features exposed and unpainted wooden shafts with large spoked wheels on a single axle. There is a fixed metal stirrup to alight the carraige of the dray which would have been drawn by one or two working horses.farm machinery, horse drawn vehicle, dray, churchill island, vehicle, transport

The horse-drawn dray was an early transport vehicle used for loads of hay or timber or related farming goods. Designed in the early 18th and 19th centuries, these items found within the Churchill Island heritage collection were used throughout the private ownership periods of the Island.Large wooden wagon with four steel-shod wooden wheels and a bracket at front to allow harnessing to horse or horses.farm machinery, hay, horse drawn vehicles, wagon

ill, maps, p.179.non-fictionA history of the rail network based on Portland that was developed from the 1870s to transport goods between its port and the growing inland settlements of Western Victoria and Southeast South Australiarailroad construction - victoria - history, railroads -- victoria -- history

Black and white photograph of cable trailer 88 being loaded onto a wagon at the Spencer St / Flinders St railway yard by the railway yard travelling gantry crane. Trailer lettered M&MTB. Has a man riding the top of the car before being loaded into a I type open wagon. Photo mid to late 1920s? Photo from the Collection of the Department of Infrastructure now with the Public Records Office - image number "Box 108-1. Note: this photo is now out of copyright and may not have been an original VR photograph, but one copied from another source and collected as their Heritage series. The building in the background in Flinders Street (extension/west.) is the former Melbourne Harbour Trust Officers. By the time of this photo was taken the building was in the hands of the Department of Agriculture. Their name can just be seen on the top part of the building. It was demolished when the convention centre was built beside the WTC in the mid-1980’s. The crane was dismantled in the late 1990s around the time of the No 1 goods shed was moved to Bylands. The cable car has been stripped of a number of parts : Some windows. All the brake rigging and pawls All the roof-mounted destination boxes. The wheel skirt.Shows how redundant cable trams were sold and transported to country locations.Photograph - Black and White - Loading cable car trailer 88 at Spencer StHas Department of Infrastructure copy right stamp on rear and number "Box108-1" in ink on rear and "1-8"tramways, trams, cable trams, flinders st, sale of trams, railways, tram 88