Centred on present day Woodridge Estate, Eltham bounded by Park Road to north, Mount Pleasant Road to south, Stokes Orchard Estate to east and Eltham Railway Station to west. Historic Aerial Imagery Source: Landata.vic.gov.au Aerial Photo Details: Project No :985 Project : MELBOURNE 1972 Run : 27 Frame : 46 Date : 04/1972 Film Type : B/W Camera : RC10 Flying Height : 5700 Scale : 9600 Film Number : 2636 GDA2020 : 37°42'49"S, 145°09'46"E MGA2020 : 338053, 5824365 (55) Melways : 22 C5 (ed. 42)aerial photo, neil webster collection, 1972-04, eltham, eltham railway station, melway 22c5, mount pleasant road, park road, stokes orchard estate, woodridge estate

Centred on present day Main Road at Pryor Street, Eltham bounded by Park West Road to north, Napoleon Street to south, Woodridge Estate to east and Ryans Road to west. Historic Aerial Imagery Source: Landata.vic.gov.au Aerial Photo Details: Project No :985 Project : MELBOURNE 1972 Run : 27 Frame : 47 Date : 04/1972 Film Type : B/W Camera : RC10 Flying Height : 5700 Scale : 9600 Film Number : 2636 GDA2020 : 37°42'45"S, 145°09'12"E MGA2020 : 337223, 5824470 (55) Melways : 22 A4 (ed. 42)aerial photo, neil webster collection, 1972-04, eltham, eltham railway station, woodridge estate, eltham shops, main road, melway 22a4, napoleon street, park west road, pryor street, ryans road

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

Construction work on replacement of Murray's Bridge over the Diamond Creek on the Diamond Creek Trail Mary (Sweeney) Murray and John Wright Murray selected 80 acres, Lot C Section 16 and Lot 5 Section 17 Parish of Nillumbik, under an occupation license in 1866. John died in 1867 and freehold was granted to his son John in 1873. The farm was known as ‘Laurel Hill’. John Junior was an Eltham Shire councillor and sometime president from 1887 up until 1897. He added Lot A Section 16 to the farm in ca1888. John and his younger brother James arranged to rent/purchase Lot B Section 17, across Diamond Creek to the west, in ca1900. It appears that John and James farmed separately for a few years, with a new homestead built for James ad family on the high point of Lot B Section 17 in ca1910. John sold off Lot 5 Section 17 in 1912. When John died in 1912 James took over the land on both sides of the Diamond Creek. The old homestead on the west side of the Creek disappeared. A farm bridge over Diamond Creek from this period may have been located close to the northern boundary of the farm. John Langlands, owner of the farm known as ‘Ihurst’ on the west side of Diamond Creek to the south of the Murray’s land, died in 1907. In 1909 his land was then subdivided into 100 lots to become the ‘Glen Park Estate’. Other similar subdivisions of nineteenth century farms around Eltham in this period included the ‘Franktonia (or Beard’s) Estate’ to the northeast and ‘Bonsack’s Estate’ between Eltham and Greensborough. Soon after the opening of the railway extension line from Eltham to Hurstbridge in 1912, Glen Park and nearby residents including James Murray agitated for a railway station or siding to be located half-way between Eltham and Hurstbridge, so that the Glen Park residents who used the railway daily did not have to walk into the Eltham or Hurstbridge stations. Some believed Coleman’s Corner (opposite Edendale Farm) was an appropriate spot for the platform. James Murray was among those who thought the railway should be located on his land, closer to half-way between Eltham and Hurstbridge stations. The Railways Commissioners warned that the locals would have to fund these works themselves. The Glen Park Estate residents initially had difficulty accessing Eltham by road, with only an old low-level bridge over Diamond Creek at the south end of their estate. A new timber trestle bridge across the creek, now on Wattletree Road, was opened in 1915. Road access to the north was gained in 1927 when the new Murray’s Road, which crossed the Murray’s land, was built. Residents continued to agitate for a Glen Park station. By 1926 the Railways Commissioners’ preferred site was on the Murray’s land. They arranged an estimate of cost of a full-length platform. The estimate was too much for the locals, who in 1928 argued unsuccessfully for a shorter and hence cheaper platform. By 1929 Murray had agreed to donate the land, but the locals would still have to fund the works. Murray decided, unilaterally it would appear, to commence work on a timber trestle road bridge over Diamond Creek to link the new Murray Road to the proposed station. Late in 1929 he stopped work on the bridge, for reasons unknown, but started work again and completed the bridge in 1931. There is no further newspaper evidence of the campaign for the Glen Park station until 1939, when Murray and another local, Mr Maxwell, met the Railways Commissioner. The Glen Park locale now included 45 homes on the west side of the creek and 20 on the Eltham side. Most of the residents used the train every day. The Commissioner remained adamant that only a full-length platform could be built for safety reasons. It appears the campaign dissolved at this point. The increasing move to cars may have had an impact. There is no evidence of Murray’s bridge ever being connected to Murray’s Road, or of it having wide use for any purpose by locals. James Murray died in 1947 and the farm was taken over by his son James (Jim). Jim started to sell off parts of the farm in the 1980s, retaining a few acres around the ca1910 homestead and building a new house there. Recreation reserves were established along the creek. In ca1990 Murray’s bridge was renovated with steel girders as part of a bike/pedestrian path in the reserve. The old farmhouse was demolished in ca2014. Born digital image (5)diamond creek (creek), diamond creek trail, murrays bridge, ‘laurel hill’, john wright murray, mary (sweeney) murra, john murray jnr, james murray, john langlands, ‘ihurst’, ‘glen park estate’, beard's estate, franktonia, bonsack's estate, glen park estate, glen park railway station

Black and white photograph Image shows shops on south side of Maroondah Highway between railway station entrance and clocktower site at Wantirna Road.

Black and white photograph Written on back of photograph: "West corner of entrance to railway station - 4 March 1973". CBC bank on corner.

Typed below photograph, "Ringwood's first Post Office showing first Postmistress, Miss M. Thompson and her mother. 1890". (South side of Main Street (Maroondah Highway), approximately 300 meters west of Ringwood Railway Station). Writing on back of original photograph reads, "Grandma and Auntie Martha Thomson 1890". Stamps on back of photograph read, "Wall Bros. Photographers ... St. Kilda". Other stamp reads, "R.J.T. Futcher, Geelong, Victoria, Australia".

Ron Brons photographic study of Ringwood.

Ron Brons photographic study of Ringwood.

Photographic record by Russ Haines, RDHS, in October 2008.

Paradise Estate layout also included in Land Sale Brochure Titled Eureka Plan Book - Seven Delightful & Valuable Ringwood Estates - circa 1925, Reg. No. 5100.Subdivision plan of Paradise Estate, Ringwood, showing allotments for sale, with typed page attached showing block sizes and prices.Locality plan showing land for sale south of Canterbury Road, 1 Mile south of Ringwood Railway Station. Subdivison includes Canterbury Road and Dandenong Road (later Wantirna Road). Surveyors - McKenzie Aisbett & Webber, surveyors & engineers, 440 Little Collins Street, Melbourne, Telephone Central 11540. Subdivision for Mr Grenwood at Ringwood. Additional typewritten price list showing footage, price per foot, and price per block for Lots No. 1 to 60. Paradise Estate layout also included in Land Sale Brochure Titled Eureka Plan Book - Seven Delightful & Valuable Ringwood Estates - circa 1925, Reg. No. 5100.

Multi-fold brochure advertising public auction of one-acre, 2-acre, 5-acre and 8-acre allotments in Ringwood and Bayswater on Saturday 12th April, 1919. Brochure includes terms of sale, description of subdivision features and local facilities, and photographic images of the area.Subdivison includes Canterbury Road Heathmont, Armstrong Road Heathmont, Armstrong Road Bayswater, Bungalook Road Heathmont, Bungalook Road Bayswater, and Orchard Road Bayswater. Road shown as Bayswater Road to Bayswater became Mountain Highway Bayswater. Vendor: H.E.B.Armstrong, Auctioneers: Coghill & Haughton, 79 Swanston Street Melbourne, Telephone Central 2793, in conjunction with J.B. McAlpin, Ringwood, Opposite Station, Telephone Ringwood 7. (Map) Woodcock & McCormack, Civil Engineers Architects & Surveyors, 430 Little Collins Street, Melbourne, Phone 3241 Central. MOST OF THE MONEY COMES OUT OF THE LAND. And more money can be obtained from anb acre of fruit than from an acre of any other produce. But you do not have to grow fruit on Garden Farms Estate. You can go in for - Outer Suburban Home - Market Garden - Orchard - Pig Raising - Poultry Farm - Small Dairy Farm - Small Fruits - Floral Culture - Scent and Bee Farm - Or just for a Week-end Home. RINGWOOD - THE PLACE TO LIVE. The Beautiful Ringwood District has so many natural attractions, that half a Land Agent's work is done in just showing a prospective buyer round and about. Ringwood has a pull of its own that attracts folk, proved beyond doubt by its rapid development within the last decade (spite the war). First, it is high and healthy, picturesque and undulating, convenient of access, sufficiently close to the Metropolis for City and Business folk to live at Ringwood. Its development is solid, because most of its people are industrious husbandmen, real producers, who have turned idle hills into smiling gardens. These are the kind of real people to live amongst; ones who wear out their spades. The rapidly-developing town has excellent Stores, Trade and Repair Shops Churches, Banks, Telephone Exchange, Weekly General Market, Cool Stores, and good Private and State Schools, etc.; is Electrically lit, has Metropolitan Water Supply, and generally provides so that practically all shopping can be done locally. WHY RINGWOOD MUST GROW. Ringwood is a great centre and must be a greater. Two rapidly-developing railways junction here. The passengers from Ringwood Station cityward, in one year, number 250,000. Ringwood will be the terminus of the Outer Suburban Electric Eastern Railway. Its natural boundaries are the River Yarra on the North, Dandenong Creek on the South, the popular town of Croydon on the East, and the suburb of Mitcham on the West. This is a large territory that is steadily being converted from intense culture, and then it might be called (as regards its gardens) "The Devon Territory of Victoria." ARMSTRONG ROAD. This new road traverses Garden Farms Estate from its northern boundary on the main Canterbury Road, across Dandenong Creek, to its southern boundary on the main Bayswater Road, and will provide a long-desired additional link of communication between Bayswater and Ringwood. The 1-acre building sites on Bayswater Road are within 8 minutes' walk of the Bayswater Railway Station, and the Canterbury Road frontages are only 1-1/2 miles from Ringwood Station, and 1/2 mile from the Railway Station site of Canterbury Road; therefore, the whole Estate is easy of access and there should be a large demand for land so favourably placed. (Image) Cultivation Field - Potatoes on Lot 28 (Image) Picture of Bayswater Creek Flats. (Image) View from "Korumbeen" where Mr. Armstrong lived on Garden Farms Estate. Estate outlined in white ring. (Image) Site of New Bridge over Dandenong Creek. (Image) On one of the timbered lots adjoining railway. (Image) This Dandenong Creek traveres the Estate. (Image) Main Fern Tree Gully Line bisects the Estate.

Seven-page brochure advertising Mortgagees' Realising Sale by Public Auction on Wednesday, 28th November, 1934 for properties at Box Hill, Ringwood, Wonga Park, and Clarinda (via Oakleigh), including photographs, property descriptions, and terms of sale.Auction Commencing at 2.15 p.m. in the Orient Line Auction Rooms, 352 Collins Street, Melbourne. Solicitors: Messrs. Madden, Butler, Elder & Graham, 406 Collins Street, Melbourne. (Agents) H.P. Knight & Co. Property Salesmen and Subidivisional Experts, 315 Collins Street, Melbourne, 'Phones: Central 10615, 10616. Attractive Residential, Orchard, and Market Garden Properties, and Public Hall and School Rooms. 1. Wonga Park via Ringwood - "Holme Bush" off Warrandyte Road, Part of Lots 14 and 15, Ringwood Orchard Estate, approximatgely three miles (north) of Ringwood Railway Station - 64 Acres. 2. 17 Bishop Street, Box Hill - timber residence. 3. Greenwood Avenue, Ringwood - On East Side, 150 feet 3 inches South of Bedford Road - timber attic residence. 4. Ringwood - Wantirna Road, South-east corner of Canterbury Road - Orchard Property of approx. 11-1/2 Acres. 5. Box Hill - Whitehorse Road, South-east corner of Linsley Street - Timber building utilised as a Public Hall and Private School. 6. Clarinda vic Oakleigh, Talbot Crescent, off Centre Road - Home on 10 acres of land.

In October 1872, State School 1111 Box Rise opened on the corner of Worthing Road and Dane Road. In order for this school to open, School No 442, a Wesleyan School, on the corner of Wickham Road and Chapel Lane, had to agree to close to meet pupil number requirements. Charles Sadgrove was head teacher of the new State School when it opened on October 1st 1872 and he remained until 1878. The school was renamed South Brighton in 1887 to accord with the nearby railway station which opened around that time. The main part of the present building dates from 1890. By the early 1900s the school had been extended to the north. . The school contains a plaque for Harry G Hawker, one of the pioneers of aviation, who attended the school in the closing years of the nineteenth century. The school was renamed Moorabbin in 1909.During the 1940s and 1950s population in the area surged and school enrolments peaked to over 800 under head teacher CS Lansell. Enrollments decreased to 470 in 1969. By the 1990s however, enrollments began to increase again. ( G Whitehead KCC Historian) Since 1890 Moorabbin Primary School No.1111 has been socially significant at a local level providing education for the families of the early settlers in Moorabbin ( South Brighton) Black & White photographs x 4 of pupils at Moorabbin State School Maypole Dancing c1922keys robert, marriott charles, gregg barriecity of moorabbin, county of bourke, moorabbin roads board, parish of moorabbin, shire of moorabbin, henry dendy's special survey 1841, were j.b.; bent thomas, o'shannassy john, king richard, charman stephen, highett william, ormond francis, maynard dennis, methodist church wickham road, box rise state school no.1111, methodist chapel cheltenham, education, early settlers

Black and white photographWritten on back of photograph, "4-3-1973 - Ringwood Railway Station - south side".

Refer also to Reg. No. 5148 for 1925 auction sale of land also titled Grand View Estate situated further south in Ringwood.Double sided multi-folded page advertising public auction sale on Saturday, 5th April, 1924, of residential allotments highlighting local facilities, services and layout of the estate. Includes panoramic view over the estate and other local photographic images. Additional clipped copy of subdivison map on blue cardboard backing includes real estate sales notations.Subdivision includes Whitehorse Road, Rupert Street, Herbert Street. and Leonard Street. Agents - Knight & Harwood, 315 Collins Street, Melbourne, Phone 10615, 10616 Central, in conjunction with J.B. McAlpin, Opposite Railway Station, Ringwood. Phone Ringwood 7.

Illustration of the intersection of Sturt St and Lydiard St Nth with the Ballarat Post Office being the primary feature. Has an ESCo tram turning from Sturt St into Lydiard St. Shows the trackwork at this location and has several horse-drawn vehicles in the photograph. Note the building in the road space on the left-hand side of the photograph. The caption along the bottom edge "View from Lydiard Street South looking across Sturt Street to the Post Office and Lydiard Street North to the Railway Station. On the rear has an item about Ballarat itself and its history. See also item 6245 for a postcard of this view. Yields information about the post office corner at the time of the opening of the tramway and demonstrates printing techniques.Black and white Illustration cut from a journaltramways, trams, sturt st, esco, post office, lydiard st north

Yields information through movie films of the 1960's of Ballarat trams operating in the streets of Ballarat and has a strong association with the maker - National Film and Sound Archives and Chris Long.Video cassette in a plastic case, titled "Living Ballarat - 1901 - 1941, National Film and Sound Archive (1990)". Copyright provisions - National Film and Sound Archive - segments may not be used without their permission, viewing only. Synopsis: based on time - 0.00 - intro, 1901 film, Melbourne, first film in Ballarat, Royal visit to Ballarat, Boer War Monument, first feature length film in Ballarat. 2.50 - Bridge St and Sturt St scenes, filmed from a flat truck pushed by an electric tram, including No. 11 going to City Oval to Lydiard St. 5.00 - Sturt St Military parade, with trams in background and tram running alongside. 6.54 - scene of Alfred Hall and films. 7.32 - scene on Lake Wendouree and paddle steamer - Living Ballarat film - Pathe's Ballarat Gazette local film unit, football ground scene. a children's beauty competition, tree planting at Macarthur St state school, 1911 Ballarat Show, unveiling of the Boer War statue name plates, Lake Wendouree 1912. 13.22 - St Patricks David Pde with trams in the background. 14.24 - Ballarat Kennel club dog show. 15.50 - Royal visit in 1920, Arch of victory opening 17.48 - Day at Macarthur St state school and tree plantation 20.55 - Bakery Hill - Stones Corner with tram tracks, cars, little trams, Sturt St with a tram leaving Grenville St, ESCo 9 turning from Lydiard St to run down to Grenville St. 22.15 - Ballarat Show, Coliseum Hall, 1925, races, machinery shows, boxing troupe. 25.20 - Botanic Gardens Gates, Lake Wendouree area. 25.30 - Gem Picture travelling show - film 26.16 - Formal visit of English pressman to Ballarat, 1925, Botanic Gardens, Eureka Stockade, Avenue of Honor, Moorabool Reservoir. 29.15 - 1927 Fed Govt doco of Ballarat, Black Hill, 1927 Home to Ballarat Festival, Ballarat Commemorative song, Craigs Hotel, Ballarat Post Office, tram centre poles in Lydiard St, tram climbing Sturt St, Town Hall, tram at Lydiard St terminus coursing, 8, Sturt St, view of ESCo Sebastopol car leaving Grenville St, Selkirks Brickworks, the Welcome nugget, Peter Lalor statue, Eureka stockade, sewerage plant, modern housing, Sturt St west, water supply - golf club, the High School, the orphanage, fine homesteads around Ballarat, Lake Wendouree. 41.00 Opening of the Ballarat Aerodrome. 43.11 - Depression work and leading into radio broadcasting - 3BA open 1930, typewriters, radio transmission equipment, radio aerials, boys listening to crystal sets 47.50 - Bluebirds Children session tour to the Gardens, mentions the BTPS, trams 13, 3? and 14 carrying visitors arriving and getting off and picnic. 48.50 - expansion of 3BA transmitter capacity 51.30 - 1934 visit of the Duke of Gloucester - visit to the Lucas factory, views of the work floor and the factory history and then South St band competition at the Showgrounds. 55.10 - South St Music Festivals, Coliseum and fire. 56.25 - Ballarat Floral Festival March 1938 - Victorian Railways arch of welcome. 57.25 - segment in the shot of 12 and 19? in Sturt St 57.45 - colour segment of the festival, 58.39 - Grenville St tram shelter, Bridge St, Sturt St, arches, Main Road, Council Road Roller, Victoria St, Eureka Stockade Reserve, Botanic Gardens, setting up the flowers, wax papers. 1.01.48 - decorated tram, north side of Sturt St, details of the materials used, Crockers. 1.03.20 - Hospital Fund Raising Gala Day - March 1938, special trains arriving Ballarat Railway Station, fund raising procession, pageant at the Showgrounds, fly past. 1.07.35 - 1939 Summer, motor cycle races at Learmonth, City Oval fire brigade demonstrations, Ballarat (East) Fire Station decorated for the 1939 Floral Festival with tram in the background and No. 29, Floral Tram and others. 1.09.25 - July 1914 - Ballarat at War parade, troops. 1.10.10 - credits. Box has images of a tram and town hall on the front and details of the contents on the rear and who made it etc. See images for details. ballarat, 3ba, floral tram, royal visit, buildings, esco

Set of 16 photos of Ballarat tram system taken 1970c on a tour by an unknown Qld based person.Photo album containing 16 colour prints. Photo album has heavy card covers, covered in black textured plastic containing 12 clear plastic photo sleeves held with a white comb binder. Photos of Ballarat prior to closure, c1970. Photographer unknown. Donated by Peter Hyde of Brisbane Tramway Museum to BTM 3/2/2010, from a deceased estate. Photos apparently taken on a tram tour. .1 - No. 42 and a single trucker inbound in Sturt St. .2 - taken from tram ascending Bakery St hill in Victoria St. .3 - End of No. 42, with the destination "Haddon St via Drummond Nth" .4 - No. 11 and 42 in Lydiard St Nth, near the railway station. No. 11 showing special. .5 - photo of three people on the tour. .6 - Trams reversing at the Victoria St terminus .7 - ditto .8 - 11, 42 and 12? in Lydiard St North by railway station. .9 - Three trams at Sebastopol terminus. .10 - View in Albert St Sebastopol looking north along the track on the side of the road. .11 - View of the tram crossing in Albert St. .12 - 27 and 42 crossing Albert St Sebastopol. .13 - View of Albert St from the tram, north of the crossing looking at the reserved track 14. - Lydiard St North looking south .15 - 42 at the railway level crossing. .16 - View south of the railway level crossing, three trams, with passengers alighting.trams, tramways, ballarat, albert st, sebastopol, victoria st, sturt st, lydiard st nth, railway crossing

Solomon Heights in Sunshine North is a 1920s subdivision that was never built, later rezoned industrial, and today remains an undeveloped patchwork of grasslands, quarries, and paper roads. The estate is named after Michael Solomon, an early pastoralist whose 1830s sheep station and nearby Solomon’s Ford were key early European landmarks on the Maribyrnong River. This report was undertaken to identify and characterise the vegetation on-site, to determine the presence (or likelihood thereof) of any significant flora and fauna species and/or ecological communities and address any implications under Commonwealth and State environmental legislation. The area of Solomon Heights covered by this report is the southern half, Whitehill Avenue to the North, Munro Avenue to the South, Vermont Avenue to the East and the railway line to the West.The results of the report found 78 flora species (35 indigenous and 43 non-indigenous), 2 native reptiles, 2 introduced mammals, 12 birds (8 natives and 4 introduced) and 1 native invertebrate were recorded in the study area.Final Report Ecological Assessment, Solomon Heights (Munro Avenue to Whitehill Avenue) Sunshine North, Victoria Prepared for Glen Ora Estate Pty Ltd January 2016 Ecology and Heritage Parnters Pty Ltdsolomon heights, sunshine north