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 In 1952 all passenger trains were withdrawn, but the road bus service continued for many years. Goods trains were finally withdrawn in 1957, and the railway was dismantled in 1958-59.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 Hawthorn Grove crossing, August 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.kew railway line, transport -- railways -- kew (vic.), kew branch line, hawthorn grove -- hawthorn (vic.), railway crossings

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

SHARP DOWNPOUR. ONE INCH IN 45 MINUTES. SOUTHERN SUBURBS DELUGED. TRAIN STOPPED AT SOUTH YARRA. One of the sudden downpours of rain which occasionally fall in Melbourne occurred yesterday afternoon, when nearly an inch of rain fell in the course of three quarters of an hour, and caused a flood for an hour or two in certain localities. During the early part of the day, the sky had been clouded over, but there was nothing to indicate a storm of such intensity as that which followed. At about half-past 1 o'clock residents of South Yarra, South Melbourne, Prahran, and St. Kilda noticed a few drops of rain. Still, it appeared unlikely that there would be anything exceptional, until with startling suddenness at about 10 minutes to 1 o'clock, one of the heaviest downpours within the memory of residents burst upon those suburbs. A strange feature of the storm was that it was practically confined to an area of about three miles square. The city was but little affected, though at a spot as close as the Observatory 86 points of rain were recorded in three-quarters of an hour. Thunder and lightning accompanied the downpour, which was cyclonic in character, the rain driving heavily from all points of the compass as the cyclone passed. It was in South Yarra and Prahran that the rain fell heaviest. Within a few minutes after it commenced, the low-lying portions of Toorak-road and practically the whole length of Chapel-street were under water. The depression at the intersection of Toorak-road and Darling-street speedily filled to the dimensions of a small lake. Several shops were inundated, while the water from the higher levels rushed down like a mountain torrent, and in several in-stances swept through the rear of houses and shops, carrying furniture in a floating mass against the further walls. In one case a footbridge was carried bodily away and dashed to pieces. Darling-street itself Great Davis-street, and other low-lying and flat thoroughfares in the vicinity became flooded from kerb to kerb, while on the other side of the railway-bridge the valley between Kensington-road and River-street became filled for some minutes to a depth of several feet. Meanwhile the waters from South Yarra hill, seeking a lower level, found it in the railway cutting, and the excavations from South Yarra station to Prahran on the one line, and to the Chapel-street bridge on the other, were converted into a couple of canals. At the platforms at South Yarra the water was two feet deep on the permanent way, and towards Hawksburn, at the sudden depression under Chapel-street bridge, it was at one time deep enough to cover a tall man's head. Into this swirling mass of water the 1:50 p.m. train from Oakleigh plunged on its way to Melbourne. The impact caused a mighty fountain of water to rise to a height of about 20 feet above the level of Chapel-street and send clouds of spray in all directions. Under the belief that a terrible explosion had occurred residents braved the rain and rushed to the spot, only to find that the train had been brought to a stand-still in the middle of what seemed to be a river. The water was so high that it had entered the fire-box from below, extinguishing the fires and cutting off the steam supply. In the meantime the officials at the South Yarra station had been preparing for emergencies. Inspectors were on duty at intervals along the line, and the moment the alarm was given an extra engine was backed carefully down and continued on to connect with the stranded train without losing its own power. There was a delay of about ten minutes in the service for an hour or two, but by 5 o'clock all the trains were running on time again, and the water had run off all but the spot beneath the Chapel-street bridge. Here the water remained about four feet deep until nightfall, and throughout the afternoon several hundreds of people including biograph operators and photographers, were gathered around watching each train pass through. Even with the water two feet lower, this was a work attended with considerable difficulty. Each train had to absolutely force its way through the weight of water, almost enveloped by the spray thrown up, and it was only just able to negotiate the "ford" by using every ounce of steam. ... The Argus, 26 January 1907, p19.The item forms part of the Laurie Bennett collection of thirty-six postcards and photographs of Kew and early Melbourne, donated to the Kew Historical Society in 1980. The postcards in the Bennett collection, like other images in the Society's holdings date from the 1890s to the present and comprehensively indicate points-of-view or scenes considered historically, aesthetically or socially significant in the period in which they were produced.Postcard depicting a flood at South Yarra Station in 1907. The title and photographer's name are identified on the front of the postcard. Donated by L. Bennett, 1980flood - south yarra, trains - melbourne, postcards, r mcgeehan - prahran

Despite the plans claims that it is a subdivision near the Richmond Bridge, Section 115 was located at what is now Camberwell Junction. While the plan only lists government roads rather than named streets, the section was located on the east side of Burke Road, stretching up the hill from the current Junction. Research on Trove, conducted by Kerry Fairbank, discovered an advertisement for unsold lots in Section 115 which clarifies the extent and location of subsequent land sales in the original section. The original article can be viewed through the link in the catalogue record. The interesting link to Kew is the reference to James Beavan as the purchaser of lots 14 and 15. The historian Gwen McWilliam has notes that a Mr Beavan changed his name from Bevan. The Bevans were descendants of the Derricks family of Kew. This subdivision plan is the earliest original map or plan in the collection which shows parts of what is now the City of Boroondara, dating from circa 1853. It provides important information for researchers on subsequent subdivisions following the original land sales in [Camberwell] Boroondara. The site, on the east side of Burke Road is a highly-significant and historic site. This is believed to be the only extant copy of the subdivision in public collections.A small plan on parchment listing 28 lots, between one and two acres each, for sale in Section 115 in the Parish of Boroondara, dating from 1853 when the portion was subdivided.Obverse: Lot 16 "Joseph Duval", Lots 14 & 15 "James Beavan". Other annotations (measurements) are unreadable. Reverse: "KH-981 / Section 115 in the Parish of Boroondara / Near Richmond Bridge / 1640T. / J Duval / 14-15 J. Beavanparish of boroondara, subdivision plans - camberwell, section 115 - boroondara, subdivision plans -- camberwell (vic), riverscape road, burke road, camberwell junction

The last swing door train was withdrawn from service in 1973. The third track on this line was commissioned in 1971. The overpass bridge was built at this time. These dates place the photo as pre-1971. More research needed.A black and white photo taken from street view of a swing door train crossing a roadway with a simple boom gate barrier. The bonnet of a car can be seen at the LHS of the photo.elgar road, trains, alfred noack, boom gates, swing door trains

The photograph shows the approach to the Bulla Bridge at Deep Creek in the Township of Bulla. Immediately on crossing the bridge there is a sharp bend in the road and a step ascent up Bulla Hill through the cutting until level ground is reached. The photograph is looking to the NW. Deep Creek meets the Maribyrong River further downstream and closer to Keilor.The bridge and road replaced the ford crossing in 1869 that was downstream from the bridge.A coloured photograph of the approach to a bridge over the Deep Creek at Bulla along Sunbury Road. bulla bridge, deep creek, sunbury road

The single span bluestone bridge is on the Calder Highway at the base of Corkscrew Hill between Gap Road and the town of Gisborne. In the early 1990s the highway was widened and dual carriageways constructed, as a result the traffic no longer travelled along the winding Corkscrew Hill road. The bridge still stands between the two carriageways. A black and white photograph with a cream border of a single arched stone bridge spanning a watercourse. Small bushes are growing in the foreground and there are some buildings dotted across the hill in the middle distance.bridges, corkscrew hill, calder highway

This photo was taken at the opening of the footbridge over Back Creek by Sir Winston Dugan, Governor of Victoria, in 1936. He is cutting bunting draped along the bridge rails. South Surrey Park was developed on land which had been the property of the Kleinert family. Their land extended from Union Road to Essex Road. They ran horses, ducks and fowls and Emily Kleinert grew flowers. Alan Holt research: Lot 6 was sold to Martin Klienert by Karl Richter in 1860 together with a portion of another adjacent lot. From 1860-1885 Martin worked it as a market garden leasing some land for grazing when it was not required for gardening. He died in 1898. In a formal document, William declared he was the son of Martin "who purchased land in 1860, died in 1898 and the land has been continually occupied by father and family since. It has been cultivated as a market garden; when not being used for gardening it was let for cultivation and grazing." William died in 1939 and the property passed to his sons Martin and Ernest. The family sold the land to the Camberwell Council in the 1950s.This photo is significant as it documents the change from rural to urban land use in the area.Black and white photo taken at the opening of the footbridge across Back Creek in the area later known as South Surrey Park. Back Creek runs diagonally through the photo with a wooden footbridge prominent. Dignitaries are gathered on the bridge. A tent and houses can just be distinguished in the background.parks and reserves, creeks, south surrey park, civic occasion, official events, back creek, verdun street, footbridges, governor of victoria, sir winston duggan, surrey hills, kleinert family, (mr) karl richter, (mr) martin kleinert, topography

Col. Harley Tarrant was an astute businessman and a part-time soldier. He was born at Clunes in 1860 and as a young man worked with an engineering firm in Sydney. He later joined the Board of Works in Melbourne. and later entered the early car manufacturing and retailing trade. In 1905 Harley Tarrant built the first car to be built and sold in Australia. For a time he was a surveyor and worked in Surrey Hills but motoring became his prime interest. In the early 1890s he set up a workshop in what was then Post Office Place, Melbourne. He built stationary engines which ran on kerosene and in the first years of the twentieth century, with partner W Howard Lewis, built the first petrol driven car in Australia. This photo is of his sixth car and was taken after the finish of the 1st Sydney to Melbourne Dunlop Reliability Trial, which Tarrant won. Harley Tarrant produced cars between 1901 and 1907 at the Tarrant Motor and Engineering Company in Queen's Bridge Street, South Melbourne. The first car had a rear-mounted two-horse power Benz engine. Two-cylinder models were later produced followed by 4-cylinder models. The only Tarrant car in existence in 1984 was owned by Harley Tarrant's grandsons, Kenneth and Peter Holmes of Melbourne. The 1906 Tarrant car featured on an Australia Post stamp in 1984. It was one of a series of 5 stamps featuring Australian veteran and vintage cars.Black and white photo of a car without a hood in the driver's seat of which is a man with cap, driving dust coat and goggles, identified as Harley Tarrant. Beside him is a young girl in a large frilly; she is identified as Doreen Tarrant, his daughter. Another man with cap and goggles is talking to him and a gentleman in a bowler hat looks on. There is a women and 2 children in the background in front of a large brick wall decorated in two coloured bricks. cars, inventions, dunlop reliability trial, tarrant motor and engineering company, mr harley tarrant, miss doreen tarrant, mrs doreen holmes, col harley tarrant

Campden Ladies College was located at 16 Windsor Crescent from 1887-1898 and then at 44 Windsor Crescent from 1899-1901 under the direction of Mrs Philippa James and one of her daughters, also Philippa. Philippa Bridges was born in Pentonville, Middlesex in 1820. She was engaged to John Frederic James before she left England and they were married soon after he arrived in Melbourne in 1853. He was the second registrar at the University of Melbourne (1856-1864) and died suddenly in 1864. The couple had 4 daughters (3 surviving - Mary, Philippa and Elizabeth) and one son, John Frederic Chase James, who lived at 'St Helena', Norfolk Road, Surrey Hills. Their 2nd daughter, Philippa Sophia assisted in the school; she pre-deceased her mother and died at 'Campden' on 18 March 1900. Mrs James' obituary in the Box Hill Reporter on 5 May 1911 states that she opened an earlier school called Grantown House in Nicholson Street, Fitzroy opposite the Exhibition Building after her husband's death. Grantown House is extant and has a National Estate Register Listing. The citation for it states that Mrs Philippa James leased it from owner William Ross and operated a ladies school from here from 1872 until 1878. She had other schools, both before her marriage and one in Balaclava named 'Westbourne'. One of the students (unidentified) in the photo is Edith Dorothy Dunn, who became an early talented photographer.schools, surrey hills, independent schools, education, primary education, dorothy dunn, campden ladies college, (miss) philippa bridges, (mrs) philippa james, edith dorothy dunn, (miss) philippa james

Margaret Law (nee Bartholomew) was born on 3 December 1837 in Stirling, Scotland. She emigrated to Australia with her family aboard the Ticonderoga, arriving in Melbourne on 22 December 1852. Around one hundred passengers died of typhus during the journey, and around seventy more after arrival. Two of Margaret's siblings were among the casualties. The Bartholomew family settled in Ballarat. Around 1861, Margaret married James Nicol Law in Ballarat. They had several children, the youngest of which was James Lindsay Gordon "Lin" Law, (1881-1963). James Nicol Law was killed in a train accident in Fingal Tasmania in July 1886. Lin Law married Elsie Russell on 12 January 1915 (BHS also holds a bridge jacket given to Elsie by Lin; see T0047). They settled in Brighton, moving into 'Blairgowrie', 306 St Kilda Street, in 1920. The eldest their four children, Pauline Margaret Law (born 15 December 1915) ultimately purchased the house with her husband Hugh McLean in 1956 and lived there until 1965 when the house was demolished. In 1906, Lin and his business partner James Kerr Pearson (also a Brighton local, who lived at 12 Moule Avenue) established the shirt manufacturing company Pelaco. In 1922 the company established its factory at 23 Goodwood Street on the top of Richmond Hill; the 4.3 metre high neon 'Pelaco' sign, erected in 1939, is today heritage listed. The company was known for its innovative approach to efficiency and labour relations, discontinuing Saturday morning work in 1908 and appointing an industrial relations officer in 1928.An orange pink (salmon) with cream spot, very fine silk organza dress from circa 1840. The dress features a wide scooped neckline, almost to the shoulder. The sleeves are set low with a gathered head to the sleeve and finished with a flounce, dropping to just above the elbow. The bodice is shaped and fitted to the body and features a centre front detail of the bodice fabric that is gathered, ruched and tapers in a v to the waist. The waistline of the dress sits on the true waist at the sides and tapers to a v at the centre front and centre back. The full skirt is gathered to the piped waistline and falls to the floor. The skirt features three horizontal pleats in the skirt fabric in between four bands of cream floral self embroidered detail. The dress is open at the back where it is boned and features lacing holes. The lacing is missing from the item. The bodice of the dress is lined with a very fine cotton lawn and boned.james nicol law, brighton, pauline margaret law, elsie russell, james lindsay gordon law, margaret bartholomew, pelaco

These shoes belonged to Margaret Law (nee Bartholomew). Born on 3 December 1837 in Stirling, Scotland, Margaret emigrated to Australia with her family aboard the Ticonderoga, arriving in Melbourne on 22 December 1852. Around one hundred passengers died of typhus during the journey, and around seventy more after arrival. Two of Margaret's siblings were among the casualties. The Bartholomew family settled in Ballarat. Around 1861, Margaret married James Nicol Law. They continued to live in Ballarat for some years, and it is likely that Margaret purchased the shoes during this period. They had several children, the youngest of which was James Lindsay Gordon "Lin" Law, (1881-1963). In 1906, Lin and his business partner James Kerr Pearson (also a Brighton local, who lived at 12 Moule Avenue) established the shirt manufacturing company Pelaco. In 1922 the company established its factory at 23 Goodwood Street on the top of Richmond Hill; the 4.3 metre high neon 'Pelaco' sign, erected in 1939, is today heritage listed. The company was known for its innovative approach to efficiency and labour relations, discontinuing Saturday morning work in 1908 and appointing an industrial relations officer in 1928. Lin married Elsie Russell on 12 January 1915 (BHS also holds a bridge jacket given to Elsie by Lin; see T0047). They settled in Brighton, moving into 'Blairgowrie', 306 St Kilda Street, in 1920. The eldest their four children, Pauline Margaret Law (born 15 December 1915) ultimately purchased the house with her husband Hugh McLean in 1956 and lived there until 1965 when the house was demolished.Dark brown leather shoes with Louis heel. Vamp and strap are decorated with cut metal beads. Strap secured with one boot button and button hole.Made in Austria for / J. T. MORRIS / 306 Sturt Street / BALLARATshoes, j. t. morris, ballarat, margaret law, margaret bartholomew, james lindsay gordon law, pelaco

This jacket was bought in England for Elsie Law (nee Russell) by her husband James Lindsay Gordon "Lin" Law in 1930. Elsie used it as a bridge jacket. Lin was born in Ballarat 1881, the eighth child of Scottish migrants James Nicol Law and Margaret Law (nee Bartholomew). BHS holds an evening dress belonging to Margaret Law in its collection (see T0006.1). After leaving school at the age of 11, Lin began working as a salesman. In 1906, he and business partner James Kerr Pearson (also a Brighton local, who lived at 12 Moule Avenue) established the shirt manufacturing company Pelaco. In 1922 the company established its factory at 23 Goodwood Street on the top of Richmond Hill; the 4.3 metre high neon 'Pelaco' sign, erected in 1939, is today heritage listed. The company was known for its innovative approach to efficiency and labour relations, discontinuing Saturday morning work in 1908 and appointing an industrial relations officer in 1928. Lin married Elsie Russell on 12 January 1915 at St Mary's Catholic Cathedral in Sydney and they lived most of their life in Brighton. In 1920 they moved into 'Blairgowrie', 306 St Kilda Street, The eldest their four children, Pauline Margaret Law (born 15 December 1915) ultimately purchased the house with her husband Hugh McLean in 1956 and lived there until 1965 when the house was demolished.Cream silk jacket block-printed with art deco style pattern in red, blue, black and mustard colours. Lined with soft apricot-coloured satin. Wide stand collar. Front fastens low on hip with four silk covered buttons. Label, woven brown on cream silk, centre back: Eileen / Mulholland / Ltd. / 43, Wigmore St., / LONDON. W1.elsie russell, james lindsay gordon law, brighton, pelaco, bridge jacket, 1930s fashion, eileen mulholland, art deco

Photo - see pdf file for further information. Number Brief Description RT137 Peel St - tram 392 - "West Coburg via William St" - route 55 RT138 Batman Avenue - tram 954 - "Prahran" - route 77 RT139 Batman Avenue - tram 388 - "Wattle Park Elgar Rd" - route 70 RT140 Elizabeth Street - tram 949 - "North Coburg" - route 19 RT141 East Coburg Ter - tram 668 - "South Melb Beach" - route 1 RT142 Royal Pde Jct - tram 764 - "North Coburg" - route 19, Haymarket, Hotel Gresham RT143 High st - tram 979 - "City Spencer St" - route 90, Clifton Hill RT144 High St - tram 1036 - "East Preston" - route 88, Clifton Hill RT145 tram 52 - "Footscray" - route 82, Maribyrnong River bridge reconstruction RT146 tram 802 - "City via North Melb" - route 57, tram 599, West Maribyrnong - Maribyrnong River bridge reconstruction RT147 tram 52 - "Footscray" - route 82 Raleigh Road, near Rosamond Road RT148 tram 52 - "Footscray" - route 82 at Moonee Ponds, Ascot Vale Road Demonstrates the work of Robert Thomson in photography, collection and/or production of slidesAssembled album in a black presentation folder of 12 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

Image of a Ballarat streetscape from Bakery Hill.ballarat, bridge street, bakery hill, streetscape, architecture

Image is an ESCo tram leaving the intersection of Grenville St. and Bridge St. and proceeding east along Bridge St. Photo taken behind junction points. Has the Nicholl & Allan building on the left side of the photo and the Bucks Head Hotel on the right. Numerous people walking around the street. Shows overhead construction in the area. Title in top left-hand corner "Bridge St. (Looking East), Ballarat. On the rear is places for stamp, address and manufacturer's name in a fancy motif "WTP". Photo taken soon after opening, no roof-mounted destination boxes. See item 9010 for a printed version. yields information of Bridge St at Grenville St, c1905B&W print, laser print and scanned images of a coloured postcard lent to the BTM by Mr. Norm DePomeroy, August 1998 and Sovereign Hill reproduction of this card contained within a scrap book. See Notes for various image holdings and history.trams, tramways, esco, sturt st, postcards, bridge st., grenville st

Alistair Knox Park, an oasis of peace and beauty. Covered under National Trust of Australia (Victoria) Landscape Significance and Heritage Overlay, Nillumbik Planning Scheme. Published: Nillumbik Now and Then /​ Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p173 It is hard to imagine that the Alistair Knox Park, an oasis of peace and beauty beside busy Main Road, Eltham, was once the township’s rubbish dump. It was only in the 1970s that the tip was transformed into this beautiful six hectare space, which later earned it a National Trust Landscape classification. Before its life as a dump, the area was used for small farms. Thanks largely to the foresight and efforts of local environmental builder Alistair Knox, the park was designed sympathetically with the character of the wider Eltham landscape. Then, appropriately, the park was named after Knox, who was an Eltham Shire Councillor from 1971 to 1975 and Shire President in 1975. The park designers were four major forces in the urban bush landscape garden –Knox, landscape designer Gordon Ford, artist Peter Glass and landscaper Ivan Stranger.1 The National Trust citation for the park, originally called Eltham Town Park, includes the Eltham railway trestle bridge and the Shillinglaw Cottage. The citation states ‘the semi-natural setting of the parkland provides a landscape which is evocative of the history of the area’. Manna Gums (Eucalyptus viminalis) and Candlebarks (Eucalyptus rubida) are significant features. Most of the park’s construction was directed by Bob Grant, Superintendent of the Parks and Gardens Department for the Eltham Shire Council. First plantings occurred in Arbour Week in 1973, then the lake and botanic area were completed in 1975, with Federal Government funding, and the toilet block in 1978. Bounded by the Eltham railway line, Panther Place, Main Road, Bridge and Susan Streets, the park is in a valley about a kilometre wide overlooked by steep hills at the east and west. The Diamond Creek flows through it and the picturesque historic timber trestle railway bridge edges the north. Informal plantings of Australian indigenous and native species in open and undulating grassed settings blend with the natural landscape of the Diamond Creek to the west. The bush-style plants, particularly around the creek, balance with open lawns, paths and a cascade flowing from a small lake to another below. A footbridge over the creek leads to the park’s west. The park includes an adventure playground and barbecue areas. The park stands on part of the land bought from the Crown in 1851 by Josiah Holloway, who subdivided it into allotments and which he called Little Eltham. Most of the land was subdivided into residential lots, but the creek valley, on which the park stands, was subdivided into farm-size lots, used mainly for orchards and grazing. One of the earliest owners was John Hicks Petty, who in 1874 bought a plot from Holloway. Other families who owned properties in that area, included Rees, Clark, Waterfall, Graham, Hill and Morant.2 In 1901 the railway was built through the area. Jock Read, an Eltham resident since around 1920, remembers several farms in the 1920s and ’30s that occupied the site of today’s park. A poultry farm, which extended from present day Panther Place, was owned by the Gahan family. Next to that farm was another for grazing cattle owned by Jack Carrucan. Beside this was land owned by John Lyon. A doctor lived beside this, and at the north-west corner of Bridge Street and Main Road stood a memorial to the soldiers who died in World War One, which was later moved to the RSL site. Mr Read also remembers other farms and orchards west of the creek In the early 1960s the Eltham Council began buying these farms and in the late 1960s turned the areas east of the Diamond Creek into a garbage tip. When this was filled above the creek’s flood plain, the tip was moved to the west of the creek.This collection of almost 130 photos about places and people within the Shire of Nillumbik, an urban and rural municipality in Melbourne's north, contributes to an understanding of the history of the Shire. Published in 2008 immediately prior to the Black Saturday bushfires of February 7, 2009, it documents sites that were impacted, and in some cases destroyed by the fires. It includes photographs taken especially for the publication, creating a unique time capsule representing the Shire in the early 21st century. It remains the most recent comprehenesive publication devoted to the Shire's history connecting local residents to the past. nillumbik now and then (marshall-king) collection, alistair knox park, eltham

The photograph of the waterfall tumbling over rocks in the Jacksons Creek are a feature downstream from the Macedon Street bridge and Craiglee when the there has been high rainfall. The steep escarpment on the LHS leads to Jacksons Hill and the line of trees in the distance are growing along Macedon Street (Sunbury Road).After heavy rainfall, Jacksons Creek rises suddenly and small trickles over the rocky outcrops become fast flowing waterfalls.A non-digital sepia photograph backed onto thick cardboard of a waterfall tumbling over rocks in a river with a high escarpment rising up from the watercourse. There are rocky outcrops across the hillside with a pipe down the hillside. jacksons creek, jackson hill, waterfalls, rivers

Sepia toned small format postcard of a view from Jemmys Point, showing the road cutting around Kalimna Hill, North Arm bridge, town of Lakes Entrance, Cunninghame Arm and sand hummocks, Lakes Entrance VictoriaLakes Entrancewaterways, township, roads and streets

1 copy same|1 copy in poor condition- Mrs Helen Stokes|1 tinted copy. all same sizeBlack and white small format postcard of the footbridge over the Cunninghame Arm. It shows natural vegetation of the south shore in the foreground and residences and trees of the township and Myer Street ascending the hill in the background. Lakes Entrance Victoriawaterways, bridges, township