Gold and Redgum Inkstand made by Ernest Leviny, c1855-1858. Presented to Mr J.V.A. Bruce, contractor for the Melbourne and Murray Railway by the workmen, at Woodend on Monday 8th July 1861. This gold inkstand was Leviny's first major masterpiece commenced around 1855 and made from gold found on the Victorian fields. It featured four gold nuggets representing the Southern Cross from the goldfields of Ballarat, Bendigo Maryborough and Castlemaine. It was exhibited in Melbourne in 1858, and again in 1861 where it was awarded a 1st Class Certificate at the Victorian Exhibition in Melbourne. In 1862 it was exhibited at the London International Exhibition where it attracted a great deal of attention and was published in The Art Journal Illustrated Catalogue accompanying the exhibition. The whereabouts of the Inkstand is currently unknown.Matt, albumen print, mounted on lightweight card backing. Albumen photograph of a gold and redgum inkstand. Elaborate inkstand highly decorated with cast figures. Mounted on a redgum base.Stamp embossed on upper left corner. Crown in a circle with the words Bristol Paper. Handwritten in ink under image. "Gold inkstand presented at the opening of the Railway, designed by the late Ernest Leviny Esq. October 13th 1862. Made of almost pure gold and cost £700".inkstand, ornament, gold, goldsmithing, london exhibition 1862, melbourne and murray railway, photograph, woodend, 8 july 1861, mr j. v. a. bruce

Nicholas Caire was born on Guernsey in the Channel Islands in 1837. He arrived in Adelaide with his parents in about 1860. In 1867, following photographic journeys in Gippsland, he opened a studio in Adelaide. From 1870 to 1876 he lived and worked in Talbot in Central Victoria. In 1876 he purchased T. F. Chuck's studios in the Royal Arcade Melbourne. In 1885, following the introduction of dry plate photography, he began a series of landscape series, which were commercially successful. As a photographer, he travelled extensively through Victoria, photographing places few of his contemporaries had previously seen. He died in 1918. Reference: Jack Cato, 'Caire, Nicholas John (1837–1918)', Australian Dictionary of Biography, National Centre of Biography, Australian National UniversityAn original, rare photograph from the series 'Views of Victoria: General Series' by the photographer, Nicholas Caire (1837-1918). The series of 60 photographs that comprise the series was issued c. 1876 and reinforced a neo-Romantic view of the Australian landscape to which a growing nationalist movement would respond. Nicholas Caire was active as a photographer in Australia from 1858 until his death in 1918. His vision of the Australian bush and pioneer life had a counterpart in the works of Henry Lawson and other nationalist poets, authors and painters.Albumen silver photograph on boardprinted in ink on support l.c.: VIEW OF THE RAILWAY TUNNEL THROUGH THE BIG HILL NEAR MOUNT HERBERT. / COPYRIGHT REGISTERED. printed in ink on support reverse c.: VIEWS OF VICTORIA. / (GENERAL SERIES.) / No. 10. / VIEW OF THE RAILWAY TUNNEL THROUGH THE BIG HILL NEAR MOUNT HERBERT. / This tunnel is situated on the Mount Alexander and Murray Railway Line, between Castlemaine and Sandhurst, / and is 431 yards long; the completion of this and the remaining portion of the line to Bendigo was celebrated by / great public feasting. The Tunnel is perfectly level, and the spectator is enabled to distinguish objects through it, / as may be seen by the illustration. printed in ink on support reverse l.c.l.: J.W. FORBES, Agent, printed in ink on support reverse l.c.: ANGLO-AUSTRALASIAN PHOTOGRAPHIC COMPANY, MELBOURNE. printed in ink on support reverse l.c.r.: 10 Temple Court, Collins Street West.nicholas caire, landscape photography, mount herbert, railways - victoria

Double Headed Rail from Ravenswood Station Siding which was dismantled circa 1987 the two rails were stored for a time at Maldon before being donated to Puffing Billy Museum Bearing makers marks of Wilson & Cammell - Dronfield- Steel works Wilson & Cammell made Steel rails at their Dronfield Steel Works, in Dronfield, North East Derbyshire, England from 1872 - 1883 Double-headed rail In late 1830s Britain, railway lines had a vast range of different patterns. One of the earliest lines to use double-headed rail was the London and Birmingham Railway, which had offered a prize for the best design. This rail was supported by chairs and the head and foot of the rail had the same profile. The supposed advantage was that, when the head became worn, the rail could be turned over and re-used. In practice, this form of recycling was not very successful as the chair caused dents in the lower surface, and double-headed rail evolved into bullhead rail in which the head was more substantial than the foot. Info from Wikipedia - Rail Profile https://en.wikipedia.org/wiki/Rail_profile The first records of double headed rail being used In Victoria by Victorian Railways was in 1859, the rails, chairs, oak and trenails were imported from UK. After the 1870’s the Victorian Railways went over to using flat bottom rails, but they still needed replacement double headed rail for lines already laid and this continued up to at least 1883 Wilson & Cammell - Dronfield- Steel works Wilson & Cammell made Steel rails at their Dronfield Steel Works, in Dronfield England from 1872 - 1883 Mount Alexander & Murray River Railway The Melbourne, Mount Alexander & Murray River Railway Company received parliamentary assent in February 1853 to build Victoria's first inland railway from Melbourne to Williamstown, and Melbourne to Bendigo and Echuca. Construction commenced in January 1854 with work on a pier at Williamstown but lack of funds slowed progress, eventually prompting the company to sell out to the government. The 100-mile (162 km) section to Bendigo opened in October 1862. Its cost of £35,000 per mile made it the most expensive railway ever built in Australia. In 1864, the line was extended to Echuca, tapping into the booming Murray-Darling paddlesteamer trade. info from Museums Victoria - Victorian Railways https://museumsvictoria.com.au/railways/theme.aspx?lvl=3&IRN=450&gall=456 1863 Ravenswood Station open on the 1st Feb 1863 Victorian Railways - purchased and imported the Rail and Chairs from Raleigh, Dalgleish, White and Co. London Importation of railway plant : abstract of a return to an order of the Legislative Assembly dated 27th June 1860 for - Copies of the advertisements calling for tenders, the names of the tenderers and the accounts and correspondence with Mr Brunel relating thereto GP V 1859/60 no. C 15 http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoC15.pdf Report from the Select Committee upon the Importation of Railway Plant : together with proceedings of the Committee, minutes of evidence and appendix GP V 1859/60 no. D 38 (2.9 MB) http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoD38.pdf Ravenswood Siding When the Victorian Railways were established in 1856 they adopted one of the popular British permanent way standards - heavy 80lb (36.3kg) double-headed rail held up right in cast iron chairs attached to transverse timber sleepers by wooden pegs called trenails. The Ravenswood Railway siding was constructed in 1862 with 12 feet wrought iron double-head rail held in cast iron chairs with Ransom and May patent compressed keys. Trenails held the chairs to the sleepers and the joints were secured in joint chairs. Joints were subsequently joined using fish plates. It formed part of the Melbourne to Echuca rail line, initially known as the Melbourne, Mt Alexander and Murray River Railway. George Christian Derbyshire, the first Engineer-in-Chair of the Victorian Railways was responsible for the design and construction of the works. No new lines were built in Victoria using double-headed rail after 1870. The siding was disconnected from the main line in 1988. The Ravenswood Railway Siding demonstrates the original 1856 philosophy of the Victorian Railways to adopt British permanent way technology. The siding demonstrates significant aspects in the development of permanent way technology in England and Victoria over the period from the 1830's to the 1880's. The chairs in the Ravenswood siding are physical evidence of early railway technology rendered obsolete 120 years ago, namely joint chairs at rail joints and trenails to secure the chairs to the sleepers. The double-headed rail demonstrates an important stage in the evolution of British rail technology in the 1830s. The old fish plates, square headed bolts and square nuts demonstrate the success of fishing the rail joins. The Ravenswood siding demonstrates the earliest form of rail joint technology developed in England, and existing in Australia, the joint chair. In part of the siding the sequence of joint and intermediate chairs is consistent with the 1856 specifications, that sequence is rare with the joints secured in joint chairs. The survival of chairs in this sequence is rare and almost certainly demonstrates that they remained in continuous use at the same location from 1862 to 1988. This remnant of the Ravenswood siding has survived 126 years. The siding has proved to be the most significant of extant remnant double-headed sidings in Victoria, containing a rare combination of early permanent way technologies. Construction dates 1862, Info from Ravenswood Railway Siding Victorian Heritage Database Report http://vhd.heritagecouncil.vic.gov.au/places/4693/download-report The remaining section of this siding is significant at the State and National levels in that it demonstrates the use of chaired rail by the Victorian Railways Department for the Trunk Lines and, more particularly, the following stages in the evolution of this long obsolete method of permanent way construction: a) The use of joint chairs and intermediate chairs at regular intervals inferring that the original wrought iron rail lengths were 12 feet, as is known through documentary sources to have been the case. The survival of chairs in this sequence is unique and almost certainly demonstrates that they have remained in continuous use at the same location and in the same sequence from 1862 to 1988 . b) The use of joint chairs and intermediate chairs designed for use with trenails. c) The use of later intermediate chairs designed for use with steel pins and the use of fished joints with steel double head chaired rail, representing a second method of constructing the permanent way using chaired rail technology. info from Ravenswood Siding - Melbourne/Echuca Railway Line - Victorian Heritage Database Report http://vhd.heritagecouncil.vic.gov.au/places/70103/download-report Addition to Citation for Melbourne to EchucaRailway Line 1/10/1990 Double Head Rail The surviving lengths of double head rail with chairs on this railway compare with one surviving similar remnant on the Geelong to Ballarat railway and are representative of permanent way construction techniques applied exclusively to the two trunk railways of the 1860's. In this respect they are rare survivors and may be unique at the national level and of technical importance at the international level to the extent that they enhance contemporary understanding of early railway building technology. Surviving lengths of chaired double head rail survive at Kyneton, Ravenswood and Bendigo on this railway and include a number of different types of cast iron intermediate and joint chairs with hardwood keys and metal pins. The Ravenswood siding is of special significance for the diversity of chair types and for the sequence of chairs recalling rail lengths known to be associated with construction of the line in 1862. Construction of the Railway Tenders closed on 24 March 1858 with no less than 133 tenders being received. A contract was let to Cornish and Bruce for £3,356,937 to commence work on 1 June 1858 and complete the line by 31 July 1861. Cornish and Bruce made quick early progress with the Melbourne to Sunbury section being officially opened on 13 January 1859. The line was officially opened to Bendigo (Sandhurst) on 20 October 1862 by the Governor of Victoria, Sir Henry Barkly. A great banquet was held for 800 guests and this was followed by a grand ball. The extension of the line to Echuca was a relatively simple matter as that part of the line was across plain country without any significant engineering challenges. Tenders were called for the work in 1863 and the work was completed in 1864 by contractors Collier and Barry Apart from the line contractors, other firms directly involved were J Shire law and Co (sleepers), R Fulton, Langlands Brothers and Co, William Crossley (water supply), B Moreland, Langlands Brothers and Co (platelayers lorries), E Chambers (iron pins, traversers), Miller and McQuinstan (luggage vans and steam engines) and various contractors for building works. Info from Engineers Australia Engineering Heritage Victoria Nomination for Recognition under the Engineering Heritage Australia Heritage Recognition Program for the Goldfields Railways - Melbourne , Bendigo & Echuca Railway Page 25 - .2.9.2 Statement from National Trust of Australia (Victoria) Listing number B5323 for Mt Alexander/Murray Valley Rail Line: Page 69 - Theme 3 https://www.engineersaustralia.org.au/portal/system/files/engineering-heritage-australia/nomination-title/Melbourne_%20Bendigo_Echuca%20Railway%20Nomination.pdf The Melbourne, Mount Alexander and Murray River Railway Company was a railway company in Victoria, Australia. It was established on 8 February 1853 to build a railway from Melbourne to Echuca on the Victorian-NSW border and a branch railway to Williamstown. The company struggled to make any progress and on 23 May 1856, the colonial Government took over the Company and it became part of the newly established Department of Railways, part of the Board of Land and Works. The Department of Railways became Victorian Railways in 1859. Construction of the Bendigo line commenced in 1858, but this private consortium also met with financial difficulties when it was unable to raise sufficient funds, and was bought out by the Victorian colonial government. The design work was then taken over by Captain Andrew Clarke, R. E., Surveyor-General of Victoria, with bridge designs completed by Bryson and O'Hara The contract for the first stage of the line from Footscray to Sandhurst (now Bendigo), was let to Cornish and Bruce for £3,356,937.2s.2d ($6.714 million) with work commencing on 1 June 1858. Completion of the permanent way was to be by 31 July 1861 https://en.wikipedia.org/wiki/Melbourne,_Mount_Alexander_and_Murray_River_Railway_Company Victorian Railways - purchased and imported the Rail and Chairs from Raleigh, Dalgleish, White and Co. London Importation of railway plant : abstract of a return to an order of the Legislative Assembly dated 27th June 1860 for - Copies of the advertisements calling for tenders, the names of the tenderers and the accounts and correspondence with Mr Brunel relating thereto GP V 1859/60 no. C 15 http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoC15.pdf Report from the Select Committee upon the Importation of Railway Plant : together with proceedings of the Committee, minutes of evidence and appendix GP V 1859/60 no. D 38 (2.9 MB) http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoD38.pdf Victorian Railways : report of the Board of Land and Works November 1862 GP V 1862/63 no. 21 (2.8 MB) https://www.parliament.vic.gov.au/papers/govpub/VPARL1862-63No21.pdfHistoric - Victorian Railways - Double Headed rail Ravenswood Railway Station and Siding Victorian Heritage Database Reports Victorian Heritage Register VHR H1100 Victorian Heritage Register VHR H1786 National Trust VHR H1100 Mount Alexander and Murray River Rail way Line National Trust2 rail lengths of Double Headed Rail made of Iron makers marks : Wilson & Cammell - Dronfield - Steel and 20 joint chairs with metal rail pins Makers mark Wilson & Cammell - Dronfield - Steel (possible date 187? very hard to read ) puffing billy, double headed rail, wilson & cammell - dronfield - steel works, ravenswood station siding, melbourne to echuca rail line, initially known as the melbourne, mt alexander and murray river railway.

THE RIVER PORT OF REDBANK During the 1870s, Red Bank would have been one of the busiest ports on the Murray River. When the railway line was being built from Melbourne to Wodonga all the railway material was brought up river from Echuca by paddle steamer and barge and unloaded at Red Bank. The material was loaded onto horse teams or bullock wagons and taken along the route of the spur line. During the 187 MacCulloch & Co. handled 3000 tons of railway material here' The port was operational from approximately 1870 until 1874. THE FIG TREES The fig trees and a small bank of gravel are the only visible reminders of where the spur line from the wharf at Red Bank met the main line. It was at this point that all the material for the mainline was transferred from the small locomotives and wagons from Red Bank. It would have been carried by bullock wagons and horse teams and unloaded at different places as the line progressed. After the line was completed in 1873 the fettlers from Wodonga would patrol this length of the line.These images are significant because they document an important stage in the development of transportation in North East Victoria.Images of the River Port of Red bank near Wodonga on the Murray River. 1. The wharf 2. All that remainsred bank port, historic wharf wodonga, river transport

A group of five men dressed in hats and overcoats look at caged cockatoos. Research by project volunteer, Fiona Collyer: On 25 June 1934, new Victorian Governor, His Excellency Lord Huntingfield and his wife Lady Huntingfield made an official visit to the Melbourne Zoological Gardens in order to grant his patronage to the Royal Zoological and Acclimatisation Society. The zoo director, Mr. Andrew Wilkie, introduced them to the cockatoos in the flight aviary. The Argus newspaper reported the visit in the following morning’s issue: "Birds' Greeting To Governor. Visit to Zoological Gardens. "A Very Important Society." "Cheery shouts of "Hullo!" and requests for drinks greeted His Excellency the Governor (Lord Huntingfield) on one of his official visits yesterday morning. Lady Huntingfield, who accompanied him, was asked loudly for a kiss. They were inspecting the huge cockatoo aviary at the Zoological Gardens after Lord Huntingfield had granted his patronage to the Royal Zoological and Acclimatisation Society. Both obviously enjoyed the democratic experience. It was explained to them that most of the cockatoos had been presented by residents of flats, whose neighbours objected to the noise of the birds, while others were protected birds which had been surrendered. Lord Huntingfield recalled that he had taken two Australian cockatoos to England when he left Australia in his youth. One, a galah, had lived in England for many years." In 1929, the Zoo built a commodious new flight aviary at the cost of several thousand pounds and Zoo director, Mr Andrew Wilkie, sent out an appeal published in newspapers Australia-wide for donations of parrots from all states. Many of the parrot species he wanted were protected and a special permit needed for their capture, however Mr Wilkie guaranteed he would obtain authority from the Fisheries and Game Department and that the cost of transit would be borne by the Zoo. The wanted birds were "Parrots - Black-tailed, Rock Pebbler, King, Superb, Grass (all kinds), Swamp or Ground, Mallee or Ringneck" and "Cockatoo[s] - Black, Pink or Major Mitchell, Gang-Gang". The Zoo asked that the birds be sent in boxes large enough to prevent overcrowding, contain food and water and the Zoo notified on the type and number of birds in transit. All boxes were to be addressed to 'The Zoo, Melbourne'. A letter from a reader appeared in the Weekly Times newspaper's popular "Camp-fire Circle" page for "Young Australians", 11 May 1929: "Dear Pal, I am much interested in your page, especially the nature notes. I have a pet parrot, but I don’t like to see it shut up in a cage, so I am giving it to the Melbourne Zoo. It can whistle 'Pretty Joey' and 'What's the Matter with Father' and is just learning to whistle for the dog... Wishing you and the Camp-fire Circle success." - Murray Holmes (Gorae, Vic.) The fate of this talented parrot is unknown, however in 1932, this young naturist, T Murray Holmes, 1912-1947, collected for the first time a type specimen, blue star sun orchid from Gorae (near Portland, Victoria), and it was named in his honour, Thelymitra holmesii. Murray was described by orchid collector W H Nicholls as "a youthful and energetic orchidologist, who added much to our knowledge of the orchids of south-western Victoria." Murray Holmes enlisted in the army in 1941 and fought in the Middle East before being sent to Java. In 1942 he was captured by the Japanese and became a prisoner of war for three years, working on the notorious Thai-Burma railway. Murray's health was undermined though ill treatment and starvation and he returned to Australia after the war, broken and sick. He died aged 35 in 1947. He was intensely interested in the flora and fauna of the Gorae area to the end. Murray's parents received over 200 tributes of respect for their son - too many to answer personally so they put a notice in the Portland Guardian thanking "all kind friends and relatives for letters, cards, floral tributes and personal expressions of sympathy received in their recent sad bereavement - the lamented death of their loved son, Murray." Andrew Arthur Wellesley Wilkie, 1853-1948, was Director of the Melbourne Zoo from 1923 to 1936 and was associated with the zoo for 70 years. He first worked as a horticultural assistant to Government botanist Baron Ferdinand von Mueller at the Botanical Gardens at the age of 13, along with his older brother David. One of Andrew’s jobs was to capture moths for the National Herbarium. In 1857, a group of prominent Melburnians assembled at St. Patrick’s Hall to form the Zoological Society of Victoria, with the aim of introducing animals and plants from overseas. It was conceived, “For the purposes of science and for that of affording the public the advantages of studying the habits of the animal creation in properly arranged zoological gardens.” The Victorian Government granted 32 acres (13 hectares) of land to the Zoological Society at the southern end of Richmond Paddock on the opposite bank to the Botanical Gardens. (This is where AAMI Stadium and Collingwood Football Club now stand.) In 1861, the Zoological Society of Victoria was renamed The Acclimatisation Society of Victoria. Unfortunately the Yarra River frontage was damp, swampy and subject to flooding, so the animals were briefly housed at the Botanical Gardens until in 1862, the City of Melbourne donated 55 acres (22 hectares) of land at Royal Park for the fledgling zoo. Baron von Mueller secured employment at Royal Park for Andrew and David and they helped to lay out the gardens, plant trees and take care of a collection of deer, pheasants, hares and partridges. Initially the zoo was used for the acclimatisation of animals recovering from the long voyage to Australia and for breeding them for sport. In 1872, the zoo bought two lions, a leopard and a cheetah that had been seized from circus showmen Keith and Phillips when they were unable to pay the bill of butcher Mr T K Bennet of Bourke Street. The first zoo director, Mr. Albert Le Souef, negotiated with captains of ships to buy animals at overseas ports they visited and soon a multitude of exotic species arrived, including a ten-year-old Indian elephant in 1878. In 1923, after being head keeper for some years, Andrew was appointed director of the zoo. By 1933, the zoo had 110 different species of animals, 200 species of birds and 72 species of reptiles under Andrew’s care. He had personally planted all but six trees and laid out the garden beds. As director he lobbied authorities for funds to build more humane enclosures for the animals. In June 1928, Table Talk magazine wrote of Andrew Wilkie: “Up at the Zoo there is a humble gentleman who is a lion among the lions, who knows the proper specific to employ when the boa constrictor has chilblains, and who is a friend and confidant of Queenie the elephant. His fount of zoological lore has never been plumbed. It is bottomless, like his good fellowship and geniality. Every day he may be seen somewhere in the grounds of that growing sanctuary for the strange and arresting fauna and creeping things of the world, and I assure you as one who is privy to his passion that that area and its inhabitants are rarely out of his thoughts.” Andrew retired from the zoo in 1936 at the age of 83 and in 1948 died at his home in Brunswick aged 94. He and his wife Josephine had six children. The Victorian Acclimatisation Society was founded in 1861 by Edward Wilson, 1813-1878, then owner and editor of The Argus newspaper. He said that Australian indigenous animals were practically useless, providing only “a little sport and an occasional meal”. The Society believed that Australia’s plants and animals were vastly inferior to those in Europe. They wanted to introduce and acclimatise to Victoria “all innoxious animals, birds, fishes, insects and vegetables, whether useful or ornamental” for sport and for the table, and to spread indigenous animals and plants from the colony around the world. Their motto was “if it lives, we want it”. The Society was primarily responsible for introducing sparrows, starlings, sambar and hog deer, ostriches, brown trout, blackberries, and carp to the Murray River. They released the European songbirds, thrush and blackbird to quell the homesickness of British settlers. The Society also sent Australian animals like platypus, echidnas, kangaroos and koalas to Europe for scientific and novelty purposes. Thomas Austin, a wealthy sheep farmer of Barwon Park, Winchelsea (property now owned by the National Trust) was a member and in 1859 he introduced hares, blackbirds, thrushes and partridges onto his property. He is probably best known for introducing 24 breeding rabbits onto his estate as game for shooting parties. Thomas quipped, “The introduction of a few rabbits could do little harm and might provide a touch of home, in addition to a spot of hunting." In 2022, genomic data confirmed that Australia’s feral rabbit population is entirely descended from these rabbits. Biological control has brought the rabbit population down from an estimated high of 10 billion rabbits in the 1920s to approximately 200 million today, inhabiting 70% of Australian landmass (5.3 million square kilometres). In 1872, the Acclimatisation Society was renamed The Zoological and Acclimatisation Society of Victoria and they focused on importing exotic animals for display purposes to the zoo. In 1937, the Royal Acclimatisation Society of Victoria was recreated as the Zoological Board of Victoria with a focus on research of native animals threatened with extinction. In an editorial for The Argus newspaper, 16 March 1856, Edward Wilson lamented: "...this country has been shamelessly stolen from the blacks. Had they been like the New Zealanders or the North American Indians, we should have bought their land, and supplied them with the means of living when we took it... In less than twenty years we have nearly swept them off the face of the earth. We have shot them down like dogs. In the guise of friendship we have issued corrosion sublimate in their damper, and consigned whole tribes to the agonies of an excruciating death. We have made them drunkards, and infected them with disease which has rotted the bones of their adults, and made such few children as are born amongst them a sorrow and a torture from the very instant of their birth. We have made them outcasts on their own land, and are rapidly consigning them to entire annihilation. There are but a few of them left, comparatively. This is what we would do for that few. We would feed and clothe every one of them.” [Note: this last sentence is italicized in the original newspaper article text]. Lord Huntingfield, (William Charles Arcedeckne Vanneck) 1883-1969, Governor of Victoria 1934-1939, was a British Conservative Party politician and the first ever Australian-born Governor of an Australian state (although he was always considered British). He was patron of the Royal Zoological and Acclimatisation Society of Victoria and was acting Governor-General for six months during the absence of Lord Gowie in 1938. Lady Huntingfield (née Margaret Eleanor Crosby) 1884-1943, his American-born wife showed great interest in social welfare and the advancement of women and children. She was president of the City Newsboys Society and Patroness of the Girls Friendly Society. In 1937, rose breeder Alister Clark named a yellow hybrid tea rose for her. In 1940, the City of Melbourne opened the Lady Huntingfield Free Kindergarten in North Melbourne, now the Lady Huntingfield Early Learning and Family Services Centre. Lady Huntingfield died in London in 1943 after her house was bombed during a German airstrike. The Lady Huntingfield Memorial Scholarship was established after the City of Melbourne raised £1000 in a public appeal conducted in her memory for students undertaking a Social Work degree at the University of Melbourne. It is awarded annually to this day. The Queen Victoria Hospital named a bed in her honour. References: Prominent Personalities ANDREW WILKIE (1928, June 7). Table Talk (Melbourne, Vic. : 1885 - 1939), p. 15. Retrieved August 29, 2024, from http://nla.gov.au/nla.news-article146562949 BIRDS' GREETING TO GOVERNOR (1934, June 26). The Argus (Melbourne, Vic. : 1848 - 1957), p. 6. Retrieved August 19, 2024, from http://nla.gov.au/nla.news-article10950051 Zoo Appealing For Parrots And Cockatoos To Fill Aviary For Children’s Instruction (1929, April 11). The Sun News-Pictorial (Melbourne, Vic. : 1922 - 1954; 1956), p. 31. Retrieved August 23, 2024, from http://nla.gov.au/nla.news-article275757361 LETTERS FROM READERS (1929, May 11). Weekly Times (Melbourne, Vic. : 1869 - 1954), p. 50. Retrieved October 6, 2024, from http://nla.gov.au/nla.news-article223183144 Correspondence. (1929, April 18). Corryong Courier (Vic. : 1894 - 1945), p. 6. Retrieved August 30, 2024, from http://nla.gov.au/nla.news-article269039262 'Edward Wilson (journalist)', Wikipedia, https://en.wikipedia.org/wiki/Edward_Wilson_(journalist) 'Thomas Austin (pastoralist)', Wikipedia, https://en.wikipedia.org/wiki/Thomas_Austin_(pastoralist) 'The Acclimatisation Society was driven by misguided ideals about 'fixing nature' in Australia', ABC News, https://www.abc.net.au/news/2022-11-04/acclimatisation-society-introduced-species-history-listen/101588262? utm_source=abc_news_app&utm_medium=content_shared&utm_campaign=abc_news_app&utm_content=safari Touching Canine Devotion. (1942, September 21). Portland Guardian (Vic. : 1876 - 1953), p. 1 (EVENING). Retrieved October 6, 2024, from http://nla.gov.au/nla.news-article64381989 OBITUARY (1947, August 11). Portland Guardian (Vic. : 1876 - 1953), p. 2 (EVENING). Retrieved August 26, 2024, from http://nla.gov.au/nla.news-article64412155 Family Notices (1947, September 11). Portland Guardian (Vic. : 1876 - 1953), p. 2 (EVENING). Retrieved October 10, 2024, from http://nla.gov.au/nla.news-article64412476 'Thelymitra holmesii', Wikipedia, https://en.wikipedia.org/wiki/Thelymitra_holmesii THE ABORIGINES. (1856, March 16). The Argus (Melbourne, Vic. : 1848 - 1957), p. 4. Retrieved September 28, 2024, from http://nla.gov.au/nla.news-article4833244Photographer notations on slide: "Vice Regal visit to zoo B42".zoos, governors, 1930-1939, cockatoos

Tait collection: item 54 of 62 This document gives the details of the Letters of Administration of Michael Maloney who died intestate in 1907. He was aged 64. In this document he was described as a farmer from Dennington, near Warrnambool but a Michael Maloney is listed in 1866 as a butcher and this may be the same person or a member of his family. Michael Maloney left real estate to the value of £160 and personal estate to the value of £38. This was passed over to the son, Michael Maloney, a railway employee of Flemington, Melbourne. The lawyers involved in drawing up this document were O’Mahony and Murray who had legal offices in Warrnambool in the late 19th and early 20th centuries. Con O’Mahony had established his practice in Warrnambool in the 1880s under the name of Klingender, O’Mahony and Murray and by the 20th century this was operating under the name of O’Mahony and Murray. Con O’Mahony died in 1920. This document was then passed down to successive lawyers occupying the legal premises in Kepler Street where it was located in 2014 (the former premises of the legal firm of Mackay Taylor). This document is of some interest as it gives details of the Letters of Administration of Michael Maloney, a farmer in the Dennington area in the late 19th and early 20th centuries. It will be useful for researchers. This is a cream-coloured piece of parchment paper folded in two to make four pages. The front page has ruled black margins and there is handwritten material on two of the pages in brown ink. These two pages also have printed italic script on them in black ink with the handwritten material inserted in the spaces left. A seal of the Supreme Court of Victoria is attached with a green ribbon and there is a red stamp of the Master in Equity of the Supreme Court on the first page. The document is somewhat stained. The document gives the details of the Letters of Administration of Michael Maloney of Dennington who died in 1907. In the Supreme Court of Victoria in the Probate Jurisdiction in the Estate of Michael Maloney, late of Dennington, in the State of Victoria, farmer, deceased, intestate. Letters of Administration.o’mahony and murray,, warrnambool solicitors, michael maloney 1907, warrnambool, michael maloney dennington 1907, michael maloney, tait collection

This is a photograph of an engraving showing the first train arriving at the Echuca Wharf on 25/09/1865. The photograph appeared in the Illustrated Australian News on 25/09/1865. It also appeared in Susan Preiestly's book, 'Echuca; A centenary history' in 1965 on page 46.. The picture is of interest because it shows the size of the wharf in 1865. It also shows all the crowds to welcome the first train. It also shows the buildings along Murray Esplanade. In the far left the Steam Packet Hotel, Shackell's Bond Store and the St George's Hall, next the The Bridge Hotel. Five large steam ships are visible, all carrying crowds of people. In the foreground is the S.S Melbourne. Two rowing boats are in the left foreground.This engraving is significant because it shows the welcoming of the first train onto the wharf. The photograph shows the size of the wharf in 1865, as well as the street scape and the vessels on the water at the wharf. There is also some activity at Evan's sawmill. There are crowds on the wharf, and lining Murray Esplanade. It also shows that most of the crowd are males, which helped describe the role that women played in public life in the 1880's. A black and white photograph of an engraving of a busy Echuca wharf scene in 1865. The first train is arriving at the wharf. There are crowds of people, and in the foreground is the S.S. Melbourne. On the front of the photograph in the bottom right hand corner are the letters R.G. (Is this the Artist's initials?) On the back of the photo, written in pencil are the words "Day first train came through to the wharf. Of interest because of buildings far left. Steam Packet 1865. From Ilustrated Australian News. 25th September 1865."echuca wharf, susan preistley, railways, state library of south australia., illustrated australian news., s.s.melbourne, steam packet hotel, shackell's bond store, st george's hall, bridge hotel

This is a picture of the railway station building which was built in c. 1865. The railway line was built from Bendigo to Echuca in 1864. The left wing of the present building has an additional floor to the original building. Refer page 62 of Susan Priestley's book. "Echuca; A Centenary History." The Building of the Echuca Railway station was very significant to life in Echuca. It made travel easier for residents, but also it helped develop Echuca as the largest inland port in the world. Traders brought wool and wheat down the Murray-Darling river basin to Echuca where it could then be sent by rail to Melbourne for shipping overseas, or to other ports around Australia. Rail became a very successful partnership in making Echuca Port's busiest year in 1872.A coloured rectangular photograph of the Echuca Railway station taken in 1979. There are three cars parked outside. A motorcycle is parked under the verandah, where two people are also sitting. In the foreground there are yellow flowering weeds.railways, echuca railway station., priestley, susan

The old Loco shed was built in 1864, as part of Echuca's rail extension, to service both passengers and goods but mainly wool, from the Riverina to Melbourne.The coming of the railway had a significant impact on Echuca and the transportation of produce, people and goods between Melbourne and the Riverina. The extension of the rail line from Bendigo began in 1862 and the final rail was laid in 1864. The Echuca line went into service immediately. The trains average speed was 20-25miles/hour double the pace of the Cobb & Co coaches. The locomotive shed housed and repaired the steam trains and carriages.Colour photograph X 2, of the old locomotive shed, showing the 3 front arches and side arches of one side wall. This photo was taken in 1977 showing the shed open but unused and surrounded by dried grass. P000157.1 & P000157.2On reverse printed: Dec 77-M: Print made by Kodak : Kodak P000157.1 in pencil Old Loco Shed P000157.1.2 typed sticker Old Loco Shed, Echuca. 1864locomotive shed, echuca, railways, echuca, echuca -transport

This photograph comes from the Dowell collection. Related to P000202. At the turn of the 20th century, the railway line carried produce from southern New South Wales and the Riverina to Melbourne. Goods trains were a very important mode to transport to our region and industrialisation of Echuca. Photograph of the Murray bridge at Echuca at low river with a goods train crossing the bridge. Image is seen from bank facing north from Echuca.Recto :"MURRAY BRIDGE Echuca"; Verso: "C.1910" "Low river"dowell collection, murray river bridge , echuca, murray bridge, echuca, steam engine goods train, railway, transportation, industrialisation

The iron bridge was completed in 1878 and was used by the Deniliquin and Moama Railway company for goods trains only - it was another year before passengers were included in the transport service. On 4 March 1879 citizens of Echuca and Moama stormed the bridge, opened the gates and declared it open for their use.At the turn of the century the railway line carried produce from southern New South Wales & the Riverina to Melbourne, with goods trains being a very important mode to transport. When the bridge was being constructed, six workmen were killed and another maimed when a pile on the Moama bank collapsed. After the storming of the bridge by local people in March 1879 it was declared open for use of local residents traveling between the towns of Echuca and Moama. The bridge was shared by rail, road and pedestrian traffic.An image of the iron bridge at Echuca, taken looking East from Victoria bank.Verso: "Iron bridge"murray river bridge , echuca, murray bridge, echuca, iron bridge, echuca

Viewed from Leslie Street. The Steam Packet Inn continues to operate today. It was the closest hotel for anyone who had just come off a paddle boat. In the background can be seen two cyclists riding along Murray Esplanade, the swing gates are the entry into the railway yards.Digital TIFF file Scan of 35mm Ilford FP3 black and white negative transparencygeorge coop collection, echuca, leslie street, murray esplanade, steam packet inn

Viewed from Leslie Street. The Steam Packet Inn continues to operate today. It was the closest hotel for anyone who had just come off a paddle boat. In the background can be seen two cyclists riding along Murray Esplanade, the swing gates are the entry into the railway yards.Digital TIFF file Scan of 35mm Ilford FP3 black and white negative transparencygeorge coop collection, echuca, leslie street, murray esplanade, steam packet inn

Murray Esplanade running parallel. The white building at the far left is the Echuca Club and the brick two-storey building, the Steam Packet Inn. Digital TIFF file Scan of 35mm Kodachrome positive transparencygeorge coop collection, echuca, echuca club, echuca wharf railway station, k-158, k-class steam locomotive (vr newport workshops), murray esplanade, steam packet inn

George Coop's Holden Station Sedan can be seen parked in Leslie Street on the right of image. Murray Esplanade running parallel to the train. The two-storey brick building is the Steam Packet Inn. Digital TIFF file Scan of 35mm Kodachrome positive transparencygeorge coop collection, echuca, echuca wharf railway station, murray esplanade, steam packet inn, k-172, k-class steam locomotive (vr newport workshops), leslie street

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

This file contains two items: 1/A group of eight letters, predominantly between Hon. Secretary of Caulfield Historical Society R. Ballantyne and members of the Caulfield City Council written between 1981 and 1983, regarding the installation of a plaque in commemoration of the centenary of the Rosstown Railway. The first two letters are handwritten from R. Ballantyne to G. Calder and Carol Camy, dated 01/06/1981 and 22/02/1982. The letter to G. Calder supports a suggestion in the May edition of the CAULFIELD CONTACT for the installation of a plaque in celebration of the centenary of the Rosstown Railway, suggesting a potential site for another plaque on Curraweena Road. The letter to Carol Harry discusses the costing of the plague and a possible contribution towards this cost from the Caulfield Historical Society. The letter appears to be incomplete, having no sign off from the author. Attached to the letter is what appears to be a suggestion for the inscription of the plaque. The letters addressed to R. Ballantyne are typed and dated 12/06/1981, 24/06/1981, 14/07/19891, 17/12/1981 and 08/09/1983, from A. Craig and D.B. Hogan on behalf of City Manager G.K. Calder and City Liason Officer Carol Harry. All letters concern the commemorative plaque, with these from Carol Harry including handwritten notes which appear to be in R. Ballantyne’s handwriting. The final letter is from Mayoral Secretary Norma Polglase to Miss B. Snowball, dated 23/08/1983, inviting her to attend the unveiling of the plaque. Also included in the item are Council Committee Meeting minutes, dated 16/05/1981, broaching the subject of installing the plaque in Koornang Road. 2/Four colour photographs and two black and white copies of one of the photographs, all dated 18/09/1983 and showing the opening of the commemorative plaque in Marrara Gardens. Two photographs picture Mayor Brian Rudski and City Manager Graham Calder with a crowd of unidentified people present. One photograph and both copies are of the inscription on the plaque, with the wording identical to that of the handwritten note by R. Ballantyne, in item one.caulfield, caulfield south, calder g.k., calder g., hawthorn road, glen eira road, ballantyne r., office workers, caulfield contact, norman peter, groups, glen huntly, koornang road, mills, sugar mills, caulfield historical society, caulfield city council, caulfield town hall, official buildings, glen huntly neville street fourteen, parliamentary representatives, rosstown, rosstown railway, rosstown railway centenary, festivals and celebrations, centenaries, historical markers, plaques, monuments and memorials, ross murray, railways, land transport, curraweena road, parts of buildings or structures, bluestone structures, construction materials, caulfield community liaison officer, harry carol, currency, finances, onley peter, elsternwick, oakleigh, council meetings, caulfield council chambers, caulfield municipal chambers, caulfield municipal offices, craig a., caulfield city manager, city of caulfield, caulfield physical environment committee, public meetings, meetings, ross james, hogan o.b., arrow engraving, campbell f., snowball miss., elsternwick gladstone parade nineteen, walters w.r., marara road gardens, marara road, marara gardens, narrawong road, ceremonies, caulfield mayors, polglase norma, mayoral secretaries, railways routes, documents, correspondence, rudski brian, calder graham, events and activities, official buildings, insignia, local government, local officials and employees, parks and reserves, buildings structures and establishments, official events, festivals and celebrations, occupations, political processes, local history, history, financial economics, local government finance

24 photographs relating to Carnegie plus 1 slide: 1/Two photographs, one of Koornang Road c.1920’s and one of flower shop rear of library, date unknown. 2/One photograph of Carnegie Post Office c. undated. 3/Two photographs Koornang Road, Carnegie and phone boxes, Carnegie, dated 1914. 4/Two photographs (the same) of an RSL Ball dated 15/08/1937. 5/17 black and white negative photos – reprinted, date unknown, of Carnegie Library, shop front opening Koornang Road. 6/Slide showing Koornang Road, Carnegie looking South. 7/6 photocopied postcards from Valentines Real Photo Series, in album owned by Mrs. Zoe Mason, collected and returned to Pam Speedy (daughter) 12 Wattle Grove, East Malvern, 15/03/1999. Photocopied pages from 1923 Sands and McDougalls included with some prints to give an idea of architecture and other retail trade. 8/Two photocopied prints of Carnegie Flood. 1946 – Koornang Road, shows shopkeepers in street at that time. 9/Two photographs of brick wall advertising the "Argus" newpaper, which closed in 1957. Photos taken in 2011 when building was exposed prior to rebuilding on site.koornang road, rosstown road, carnegie, shepparson street, carnegie library, carnegie post office, mcallister b., glen huntly, glenhuntly, phone boxes, memorial hall, bamfield m., tranmere avenue, carnegie railway station, stations, libraries, post offices, memorial hall carnegie, progress hall, carnegie community singing, social clubs, chadstone progress, newspapers, temminghoff robert, carnegie chamber of commerce, caulfield city council, rob’s chocolate box, rosstown, ross william murray, rosstown railway, elsternwick, oakleigh, city of caulfield, glen huntly road, glenhuntly road, grange road, carnegie primary school, primary schools, murrumbeena, neerim road, dandenong road, koornang park, lord reserve, rosanna street reserve, packer oval reserve, caulfield swim centre, holywood grove, mile end road, mcpherson avenue, munster avenue, rosstown hotel, leila road, methodist church, toolambool street, carnegie theatre, carnegie estate agency – sims and broadbent, woorayl street, estate agents, cowie j. mrs., confectioner, woodhouse e., stationer, mckay jno. a., mckay jonathon, small goods, perry w. b., chemists, kinsman e. h., newsagents, jones a. w., mckee wm., furniture stores, neil geo. m., grocer, truganini road, brick

This file contains 10 items about the history of Glen Huntly: 1/6 photocopied pages from ‘The History of St Kilda’ which relates to the place name Glen Huntly, and the Quarantine graves, date unknown. 2/2 photocopied pages from the ‘Sun Pictorial’ dated 13/4/1928 and 12/4/1928; relating to the state of the graves at Point Ormond and their re-internment to St Kilda Cemetery. 3/1 pen and ink sketch of graves at Point Ormond from the State Library Victoria. 4/3 pages taken from a website on the re-internment of graves and some social history as to the reason that the new emigrants were coming to Australia. The Article also has 7 photographs. 5/2 newspaper articles on the ‘Glen Huntly’ descendants forthcoming reunion being held on 21&22/4/1990. 6/1 article reprinted from newsletter no. 22 October 1983 on the barque ‘Glen Huntly’. Also details of passengers who died and the burial of 3 at Point Ormond. 7/1 handwritten document (unattributed) taken from ‘Migrant ships for South Australia 1836-1850’ by Ronald Parsons. 8/1 pamphlet commemorating the 150th anniversary of the ‘Glen Huntly’ arriving in Melbourne. It gives information about the ship, passengers, memorial in St Kilda Cemetery and upcoming descendants’ reunion. 9/1 program of commemoration events 21&22/4/1990. 10/1 piece of art work for a ‘Welcome to Glen Huntly’ sign, featuring a ship. Undated, unattributed and source unknown.‘glen huntly’, buchanan captain, fever ship, emigrants, cummins ann, st kilda cemetery, bowman mrs, caulfield, craig john, cameron miss, mcgonagle mrs, elsternwick, armstrong george, mathers james, the glen huntly pioneers memorial, jones alfred ramsey, st david’s uniting church (grange road), glen huntly, glen huntly road, lake street, glen huntly state school, glen huntly presbyterian church, south caulfield, mernda avenue, garden avenue, grange road, jenkin (boss) william, wattle avenue, chinese joss-house, smith a.w, glen huntly post office, foundation stones, king f.l, methodist church, trinity congregational church, greek orthodox church, salvation army temple, wanalta road, st anthony’s roman catholic church, st agnes’ anglican church, booran road, st david’s uniting church, el nido grove, manses, royal avenue, munster avenue, james street, rothschild street, neerim road, organs, peace memorial organ, railways, marara road, curraweena road, booran road, bambra road, rosstown railway, murray-ross william, leila road, murray-ross leila, ‘the grange’, north road, wild cherry road, ‘rosstown’, picture theatres, manchester grove, aerodrome, lord reserve, neville street, lyons street, morgan street, rosedale avenue, rifle clubs, glen huntly infant welfare centre, watson grove, rowlands drapery, drapers, bones plant nursery, nurseries, elsternwick railway station, railway stations, kooyong road, glen eira road, truganini road, rosstown sugar works, ross murray, street names, typhoid, diseases, death and dying