Pre-existing conditions along the line of the railway in ... · 8/27/2019 · services improved...

The Southern and Western Railway Brisbane Extension - Toowong to Indooroopilly

Pre-existing conditions along the line of the railway in the early 1870s and railway infrastructure developments to the 1950s Andrew Darbyshire St Lucia History Group – Research Notes

St Lucia History Group

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CONTENTS Authors Note and Introduction 2 References and Illustrations 2 Land Acquisition 3 Books of Reference Summary 9 The Western Suburbs, FWS Cumbrae Stewart 15 (transcript of handwritten notes) Hotels adjacent to the Railway 17 Infrastructure and Improvements, Structures and Stations 24 Brisbane Extension & Odds Toowong Station High Street Bridge Burns Road Bridge Whitmore Street Bridge (Toowong Creek) Beatrice Street Bridge Taringa Station Swann Road Bridge Keating Street Bridge Allwood Street Bridge Westminster Road Bridge Indooroopilly Station Albert Siding/Oxley Point Albert Bridge 59 Railway Development in South East Queensland – Key Dates 75 Andrew Darbyshire January 2010 Private Study Paper – not for general publication Issue No 1 – May 2007 Draft for comment Issue No 2 – Jan 09 general update (thanks to Percy H for the prompt) Issue No 3 – June 2009 minor additions Indooroopilly Station Formatting only – January 2010 St Lucia History Group PO Box 4343 St Lucia South QLD 4067 [email protected] www.brisbanehistorywest.wordpress.com.au



Author’s Note and Introduction This research, primarily based on Railway files held at the State Archives, was undertaken to build on the information already gathered on government services provided in St Lucia and (as they are closely inter-twined) the adjoining suburbs of Toowong, Taringa and Indooroopilly. It was undertaken to gain a better understanding of the extent of development prior to the construction of the line, and the comparative status of the above centres. St Lucia’s relative isolation and limited population meant that it often had to rely on neighbouring activity centres to provide basic services such as policing and postal services. The building of the railway in the early 1870s compounded this issue as the subsequent residential sub-division ‘boom’ favoured developments along the line and particularly within easy walking distance of any of the stations. Whilst I was intrigued by the discovery that there was Railway land in St Lucia, this was short lived, turning out to be a Titles Office error corrected in 1900. The study of the material has been complementary to previous research on Local Government (Representing St Lucia), other government services (Posties, Cops and Ferrymen) and identifying James Henderson (original purchaser of major landholdings in St Lucia, Taringa and Indooroopilly). A number of long standing queries/anomalies have also been clarified including the probable location of the original St Thomas’ Church, and the configuration and timing of road construction in the vicinity of Indooroopilly Station. New queries have arisen though and these will be the subject of further research. References/Sources Queensland Rail Files held at Queensland State Archives, various Series incl: Books of Reference Land Resumption Files Plans of Railway Station Buildings, Residences, Bridges & Station Equipment Chief Engineers Letterbooks Various files under ‘Records of the Qld Railways Historical Centre’ General Correspondence Files – Accommodation Plans and Sections of Various Queensland Railway Lines – Drawings And as noted in text Illustrations Cover – Author’s interpretation of the extent of roads originally surveyed at the time of initial land sales in the local area. Each land parcel was provided with road access (even if no road building was undertaken). The early settlers would no doubt have supplemented these with practical tracks, these becoming regularised as the land was further sub-divided. As noted in text

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None of the landowners were particularly happy with the Railway’s original valuations and offers made in compensation and a large number choose to go to arbitration. The more experienced hands (Henderson/Cribb etc) put together strong reasoned cases, however, in the end they generally had to accept less than their own estimates of worth. The opening of the railway, however, would have been of benefit to the larger land owners, making the remainder of their holdings more valuable as transport services improved (access to a Railway Station was a feature of subsequent real estate marketing). James Cowlishaw undertook the initial valuations for the Government and Peter Macpherson the Arbitrator appointed under ‘The Railway Amendment Act 1872’ to hear and rule on disputes in respect to land acquisition. Mrs Landsborough’s house appears to have been the only dwelling that needed moving or demolition to accommodate the Railway.

Authors interpretation of the location of Mrs Landsborough’s house at the corner of Moggill Road and Burns Road. The local Railways Engineer requested use of the house as a base during construction. J O’Neill Brenan’s reminiscences 1

suggest Mrs Landsborough relocated to a house somewhere between The Regatta and Middenbury – Landsborough Terrace would seem a safe bet (Base Map 1890s McKellar – Fryer Library UQ)

Mrs Landsborough in correspondence describes her house as having been built as a Hotel 2 when the land was first cleared. It would have been a handy location for the Short/Long Pocket farmers being on the corner of the Moggill and Indooroopilly Roads (as she describes them - Burns Road was used for access before Toowong Creek was bridged at Gailey Road in the 1880s). The exact location of the house on the land is not known, however, it is assumed it had to be either demolished or moved to make way for the railway cutting. Brenan advised Cumbrae-Stewart it burned down, the fire being caused by a spark from a railway engine. Subsequently what remained of Lot 1 was sold to James Burns who owned Lot 2 adjacent when the railway resumptions commenced.

1 J O’Neill Brenan (Immigration Dept) correspondence with Cumbrae-Stewart (Historical Society of Queensland) and Cumbrae-Stewart notes 1916/17 (Postal History Files, National Archives). Brenan was living in Toowong in the early 1870s. Refer notes in a later section. 2 Refer notes on Toowong Hotels in a later section

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is anticipated this was typical for both sides of this thoroughfare. ‘Indooroopilly’ and the rest of Stamm’s land up to Swann Road was pasture and land sales around the current Toowong Railway Station, James Henderson’s Village of Nona, would not take off until after his death in 1874 when his widow Sarah appears to have systematically disposed of his local assets. Taringa appears to have been a more attractive proposition than it’s neighbours before the coming of the railway and may well have had been the dominant commercial centre in the area.. Certainly it was the first to have a Postal Service, Mr Roberts being the mail contractor and ‘postmaster’ of West Milton in the early 1870s prior to these services being transferred to the Railway Stations once the line opened. The Books of Reference and associated Acquisition Files form a valuable source of information for anyone doing research at specific locations along the railway corridor, or on individuals who they suspect may have owned property in the early 1870s. No attempt has been made to document all the information available from the files in these Notes. The following table is a summary of the land owners as at 1873 together with notes from the correspondence files which in some cases extend beyond the turn of the century.



S&W Railway Books of Reference Summary – Required Land Acquisitions Dated 1873 – QSA (Portion and sub relate to location, not necessarily all of the allotment was purchased) Portion/ Section Sub Owner

Occupation Status

Description Notes from File (some files open for several years)

48 Ellen Anderson Unoccupied Waste land

Ferry approach/wharf. Also had North Brisbane land purchased for railway. J Alexander Boyce, Toowoomba, acted for Ellen (notes Mrs A is under his care)

46 Louis Stamm Louis Stamm Pasture

Louis Stamm, 1874 address West Milton, not happy with Railway valuation. He feels ₤3,103-18-1 is fair, initial Valuer’s estimate ₤357-14-0. They settle at arbitration on ₤692-3-9, Stamm still unhappy

47 1-6 Louis Stamm Louis Stamm Pasture Refer above

Public Road [Swan’s Road] To be diverted and crossed over railway

43 Sect 6 1&2 James Barton Unoccupied Waste Land William Hezlet Esq JP, Sydney, appears to be owner by April 1874. 1891 AM Stephens Taringa Div Board Clerk chasing back rates from Barton

43 Sect 6 9-11 Augustus John Kosvitz Unoccupied Waste Land Mr Bourne acts for deceased. Sub 11 eventually ends up in the hands of Finney Isles [creditor ?]

Private Road [William St – now Cunningham ]

To be diverted

43 Sect 1 11, 13, 14, 17

Robert Henry Unoccupied Waste Land Advises he bought the land in 1861. Suggests ₤90, ₤18-14-0 agreed 1874

10 Joseph Hodson Adams Unoccupied Waste Land Mortgaged Qld Building Society. ₤4 agreed

12 Bridget Roberts Fortitude Valley address. ₤10 agreed

16 Donald McLeod Unoccupied Waste Land Highfield Rd Toowoomba address. 1874 he thinks ₤150 about right, ₤10 determined at arbitration 1892

15 Peter McInroy Unoccupied Waste Land ₤1-13-0 agreed



Private Road [Kings Road] To be closed

43 Sect 2 8 Aaron Sargeant Unoccupied Waste Land Rodger Street Spring Hill. JG Cribb appears to be the owner at the time of settlement

7&13 Charles Merkley Unoccupied Waste Land

6 Samuel Cook Unoccupied Waste Land Notes land address is West Milton

12 Augustus John Kosvitz Unoccupied Fenced George Carnley West Milton Reg Proprietor. Was Kosvitz the original developer ?

10&11 George Booth Unoccupied Fenced

Gray Street South Brisbane. Not impressed with offer advises he sold the land on which the hotel at West Milton stands for ₤14 eight years ago (1866) and another block in the same estate for ₤10. 1891 subsequent owner William Briggs, Taringa, applies for permission to add palings to railways fence, goats are getting in and causing havoc. Tenant is WH Stahlschmidt (British India & Qld Agency Co Ltd)

Private Road [Queen Road]] To be closed

43 Sect 3 9, 10 & 19

Charles Cutts Unoccupied Waste Land Benjamin J Kemp of Mackay surrenders Title April 1874 (assumed new owner)

8 Augustus John Kosvitz Unoccupied Waste Land

7 Robert Marshall Unoccupied Waste Land JM Myers Queen Street Mortgagee Dec 1873

17 Charles Merkley Unoccupied Waste Land

16&15 Robert Marshall Unoccupied Waste Land JM Myers Queen Street Mortgagee Dec 1873


Private Road [Princess Street] To be diverted

43 Sect 4 2, 9-12, 19-

William Cowley Unoccupied Waste Land Possibly in hands of Mortgagee



21

24 Ernest Goertz Unoccupied Waste Land


22 Aaron Sargeant Unoccupied Waste Land Rodger Street Spring Hill

Private Road [George St now Adsett] To be diverted

43 Sect 5 8&9 Edward Thomas Parr Smith

Unoccupied Waste Land Brereton Lodge, Rocky Water Holes address May 1874

6&7 Charles Merkley Unoccupied Waste Land

4&5 Ernest Goertz Unoccupied Waste Land

3 Thomas Poole (Deceased)

Unoccupied Waste Land Thomas Palmer and Charles Baldwin Trustees

1&2 Frederick Rodgers Unoccupied Waste Land FR Leichardt Street advises he purchased block from John Broady Spring Hill for ₤40 in 1866

37 James Henderson William Yaxley (Lessee Toowong)

Fenced Pasture

JB Dixon Bank of Australasia Agent for JH, his solicitor appears to be Graham Lloyd Hart (refer also P25/26 below). By May 1874 he has sold to Walter Horatio Wilson, WHW will accept ₤50 offered by Commissioner

Public Road [Alpha ext to Moggill ?] To be closed

256 (Part) John G Cribb Unoccupied Unenclosed Land

255/256 20 Executors of RL Drew Unoccupied Unenclosed Land

255 19 Charles Grey Unoccupied Unenclosed Land Correspondence notes yet to build on land. Army/Navy Lieutenant ?

18 Executors of RL Drew Unoccupied Unenclosed Land Thomas Hopkins Reg Prop Dec 1873

Private Road [Curlew] To be diverted [must have been closed]

255 8-10 Richard Henry Spoll Unoccupied Fenced Allotment Noted as of Moreton Island



3-7, 14&15

Executors of RL Drew Unoccupied Unenclosed Land Ann Drew corresponds on black bordered note paper

2 James Burns (Toowong) Unoccupied Unenclosed Land

1891 purchases 39 perches adjacent (balance of 1 below) having for some time rented for ₤1 per year. Mr Wells also had his eye on it and was complaining about smell from old privy and that it was being used as a dumping ground/manure heap

1 Mrs Maria Theresa Landsborough

Mrs Landsborough Fenced allotment garden wood verandah cottage

House described as having 8 rooms with verandah side and front, separate kitchen and stable with two horse stalls, carriage space and a man’s room. Notes land cleared and house built as a Hotel on the corner of the Moggill and Indooroopilly Roads (current day Burns Road) which was the access to Brisbane for the St Lucia/Long Pocket area before Toowong Creek was bridged in the late 1880s. She considers the property would rent for ₤2-10 a week if let as a Hotel

Moggill Road

To be diverted

Public Road [Burns Road] To be crossed over railway

254 Ann Drew Ann Drew Fenced Pasture

252 EJ Bennett Unoccupied Fenced

28 Benjamin Cribb Fenced Grazing Paddock

27 Benjamin Cribb Fenced Grazing Paddock

26 Sth of Rd, 26 Nth of Rd

James Henderson Unoccupied Unenclosed Jan 1874, James writes from Sydney setting out his valuation of the land noting The Village of Nona has been surveyed and pegged out, he is expecting ₤150



per acre. A few years ago he sold 6 acres to Mrs Rogers for ₤100 per acre and odd small lots at the equivalent of ₤150 per acre. Anticipates a ₤70 bill from Mr Warner to re-survey etc plus has already had the cost of registering Nona (portions 25 and 26) under Real Property Act. Portion 37 is still in form of Crown Grant (JH notes he will correspond separately on this land). JB Dixon B of A will act as Agent for JH

25 (Part) Eliza M Rodgers EM Rodgers Fenced Paddock, Waterhole

Resident there in Nov 1873, notes she had the water hole cleaned out last year and planted with bamboo and willows for shade

Moggill Rd To be diverted and crossed over railway

Public Road [Sherwood ?] To be diverted

25 (Part) James Henderson Unoccupied Unenclosed, part of waterhole

Refer Portion 26 above

24 R Towns and G Christie Unoccupied Unenclosed June 1877, ₤174-5-10 for the 1 acre 20 ¾ perches resumed agreed with R Towns executors (Alexander Stuart, George King, Edward Knox and Sofia Towns)

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The Western Suburbs FWS Cumbrae-Stewart 4 (From handwritten notes) Pages stamped ‘The Historical Society of Queensland’ – this copy from the Australia Post Files held at National Archives Brisbane. Text in italics unable to be interpreted. 22nd December 1916 Robert Kerr, Post Office 5 told me that his brother was one of the first settlers in the Long Pocket in 1865 6. Land originally scrub taken up as Homestead Leases. He saw the scrub felled and the land cleared William Dart now living at Montville had the sugar mill at St Lucia Carmody, Lane, Samuel Watt (still living), Copeland Spode now living at Coorparoo were very old settlers. Whole district then called Indooroopilly Arthie, schoolmaster is still living. Church near school was Bible Christian. Rev B Woolcock used to preach there. First English Church near Burns Road overlooking Toowong Creek. West Milton became a township during the construction of the Railway. Mrs Humber had restaurant there, still living Moggill and other places further out taken up for timber, logs were floated down the river Lanes went on settled at Rosewood Kerr attended Sunday School at the old church (New church St Thomas built in 1877) He also mentioned the original public house at Toowong 5th January 1917 Called on Brenan who had my letter of 28.12.16. I told him I had heard from Copeland Spode Brenan went to live with Mrs Carr afterwards Mrs William Landsborough in a house near where the Burns Road Railway Bridge is now. It was formerly the original Toowong Hotel 7 and a house of call for the settlers from the Pocket. Copeland Spode returning from Town often forgot that it was no longer a public house and several times roused Mrs Carr and her boarders by demanding refreshment. The house was finally destroyed by a spark from a railway engine after the line was built.8 There was an hotel at Taringa at one time.

4 Cumbrae-Stewart was a long serving President of the Historical Society of Queensland 5 Robert it is assumed was employed by the Post Office, not sure if this was in Brisbane or locally 6 This is more than likely George Carr’s brother, buried in the family grave at Toowong Cemetery in 1919 (Cemetery Records). Leila Carr in her reminiscences recorded by Leigh Chamberlain notes how ‘Kerr’ became ‘Carr’ in her grandfather George’s case. Robert must have held onto his original surname, perhaps he was more literate, arrived at a different time or had a more sympathetic immigration officer on landing 7 Prior to the building of the railway the location ‘Toowong’ appears to have been restricted to the area immediately adjacent to Toowong Creek (and more than likely only near the Moggill Road crossing) 8 James Burns in correspondence with the Railways regarding the purchase of the balance of Mrs Landsborough’s land, also refers to the house having been burned down (1889 letter, Burns had the adjacent lot)



The Regatta Hotel was opened by Sam Healy as a one storied place 9 Afterwards the Railway Hotel was opened in a one storied place, still standing on the River Road adjoining The Station but the license was subsequently abandoned. A new Railway Hotel 10 was then built and still stands. The native name of what is now Toowong was Beneramba The oldest house is Mrs Dixons. It originally belonged to an Inspector of Police named Patrick after whom Patrick Lane is called. He lived there with Dixon, Fewings and one or two others. When he died he left the property to Dixon, then the Manager of The Bank of Australasia who lived at the Bank in Queen Street. Mrs Dixon wished to sell out, Dixon kept it and after his death his widow and family went there to live adding to the old slab house which is now the kitchen WLG Drew when he left the Navy was in partnership with Haverden Hely at Brisbane Water in a timber enterprise. He was clerk to the Marine Board in Sydney. JF MacMullen then took him into the Union Bank, from there he entered The Qld Gov’t Service on the death of Dodwell. Undersecretary [There is no line break, so it is not clear if the following refers to Drew or back to Dixon] He bought the land at the corner of River and Sylvan Roads from a man named Payne who had a farm and garden there. This was about 1865 when the fig trees were planted. They were cut down by Bearduine ten years or so ago. Payne had crops of maize & lucerne and fruit trees running right back to past the Chinaman’s garden. He was afterwards with Pumrose at Chelmer

9 Lawrence Howard Healy lodged his application for a Publican’s License on 12th February 1874, advertising his intent in The Brisbane Courier. The property on New Cemetery Road Toowong he describes as having three sitting rooms and six bedrooms (in addition to accommodation required by his family) will be operated as the Regatta Hotel. Healy is married with no children and notes he has not held a License before 10 Assumed to be the Royal Exchange (possibly in the mid 1880s)



Hotels adjacent the Railway The Brisbane Courier (and as noted) The Toowong Retreat

Correspondence from Mrs Landsborough in connection with the resumption of her land for the railway in the early 1870s notes that her 8 room house was originally built as a Hotel. This is supported by Cumbrae-Stewart’s record of conversations

with early local resident J O’Neill Brenan who lodged with Mrs Landsborough (then Mrs Carr). Brenan refers to it as the original Toowong Hotel noting it was strategically placed at the intersection of Moggill and Indooroopilly Pocket (now

Burns) Roads for the St Lucia/Long Pocket settlers who frequented it on their way to and from Brisbane (the current road crossing of Toowong Creek near the river did not go in until the 1880s). Whilst not confirmed there is a likelihood that Portion 255 made up the land developed by RL Drew as the Village of Toowong (described as adjoining Lang Farm on

Moggill Road – the ‘greater’ Lang Farm properties extended to Burns Road). Drew’s wife (and his executors) certainly still owned several of the blocks in this location at the time these were purchased for the construction of the railway. This

location was ‘Toowong’ in the mid 1860s (the opening of the railway station would shift the focus in the mid 1870s) so it is more than likely that the Toowong Retreat was what later became Mrs Landsborough’s house. Current research suggests

that Licenses for the original Regatta and Railway Hotels were not applied for until the mid 1870s and in all probability the Retreat was the first pub in (current day) Toowong.

Cumbrae-Stewart notes (National Archives Post Office Records), Base Map (Fryer)

20 September 1864, William Greenway Shaw (currently residing in Leichardt Street North Brisbane)

advertises his intention to apply for a Publicans License to sell fermented and spirituous liquors from the house he will (shortly) own on the Moggill Road at Toowong. He describes it as having six rooms exclusive of the accommodation required by his family (wife and one child). William will operate the Inn/Public House under the name of the Toowong Retreat. He notes he has not held a license before (Application lodged 16 September)

7 November 1864, agent Robert Davidson acting under instructions from Mr RL Drew advertises the 12 November auction of 20 full sized allotments at the Village of Toowong. The location is described as on the Moggill Road adjoining Lang Farm and it is noted that a conveyance is laid on which runs twice a day from the Retreat Hotel Toowong to the British Empire in George Street Brisbane. Free rides are offered to purchasers on the day of the sale



9 December 1864, Pigeon Match advertised to take place on Saturday at the Toowong Retreat Hotel [subsequent reports note this as a Separation Day event]

8 April 1865, William Greenway Shaw, Publican (currently residing at Toowong) advertises his intention to apply for a Publicans License to sell fermented and spirituous liquors from his house at Toowong under the sign of the Toowong Retreat. He describes the house as having two sitting-rooms and four bedrooms in addition to the accommodation required by his family (wife and one child). William owns the house and has held a license since November 1864 (Application lodged 7 April)

25 July 1865, agent George W McKeand advertises the few remaining lots for sale at the Village of Toowong

2 April 1866, ₤1 reward offered for the recovery of a light bay mare which has strayed from West Milton. Branded AC on one shoulder. Stray to be brought to the Toowong Hotel

5 February 1866, ₤3 reward offered for the return of a stolen or strayed dark bay mare from the West Milton residence of WH Ellerker Architect. Branded FR on near shoulder (went missing October 1865). Horse to be returned to his house near the Toowong Hotel or at his office in Queen Street Brisbane [In June 1865 Ellerker was calling tenders from carpenters to erect a wooden school and temporary place of worship at the Village of Toowong, drawings and specification could be seen at his office. Helen Gregory in A Church for its Times notes Ellerker was one of the founders of St Thomas’ Church and this would have been the tender documents for the original timber church built in Curlew Street on land donated by Mr RL Drew] [did we have a spate of horse rustling ? ] The West Milton Hotel [More research required]*

5 Dec 1874, agent James Cameron advertises the Monday 14 December auction of The West Milton Hotel site, Lot 6 Portion 43 Parish of Indooroopilly. The land is described as enclosed and partly laid out as a garden. The advertisement describes the hotel as having six rooms, detached kitchen, servant’s rooms, stable and fowl-house etc noting it is currently let at ₤1 per week. The closeness to the Toowong Railway Station is emphasised 11

*[The 1874 sales notice has a separate title reference and it is likely the West Milton Hotel was an earlier establishment. George Booth in 1872/3 correspondence concerning land resumptions for the railway advises he sold the land on which the West Milton Hotel was constructed in 1866 so it appears the Robin Hood (below) may not have been the first pub in Taringa. - check early reference of Morrow house originally being a hotel – this may be Lot 6 on Morrow Street]

11 The Brisbane to Witton section of the railway would not open until mid 1875, Taringa would not get it’s own station until two or three years later



The Robin Hood, West Milton (Taringa)

The 1879 sale notice for the Robin Hood identifies the Hotel location as on Lot 1 Section 2 Portion 43 highlighted above. Lots 2 and 3 were included in the sale. Charlotte, George Carney’s widow, would appear to have been the vendor (George owned other land in this section at the time of the railway land acquisitions in 1873). George’s original application for a license in 1875 more than likely relates to this location (the family accommodation could account for the three additional

rooms in the later sale (Base Map mid 1890s McKellar series - Fryer Library)

13 Feb 1875, City Police Court report notes George Carnley was summoned by H Pike for assaulting

him on the 4th instant at West Milton by endeavouring to pull him off his horse and using threatening language to him at the same time. George was fined 5 shillings and 4s-6d costs

1 Sep 1875, George Carnley (currently residing in West Milton) advertises his intention to apply for a Publicans License to operate an Inn/Public House at West Milton to be known as the Robin Hood. He notes the house to be used is owned and occupied by himself and consists of four bedrooms and three sitting rooms (exclusive of those required by his family). The house is not currently licensed and this will be his first application. (Application lodged 13 August 1875)

17 April 1879, Annual Licensing Court report covers a whole list of license renewals. Charlotte Carnley, Robin Hood Hotel Taringa, is noted as one of the ‘country publicans’ license renewals to be discussed at the next sitting (John Jorgenson for the Railway Bridge Hotel at Indooroopilly also on the adjourned sittings list)

19 May 1879, Charlotte Carnley applies for a license for the Commercial Hotel at the corner of Edward and Mary Streets in Brisbane. Charlotte notes she is a widow and has held a license previously. (Application lodged 3 May 1879)

24 Sep 1879, agent Duncan & Co advertise the 1 October auction of the valuable freehold property known as The Robin Hood Hotel at Taringa. The three lots fronting Moggill Road are noted as close paling fenced, cleared and under cultivation. The Hotel is described as having 10 rooms, kitchen, servant’s rooms and all necessary outbuildings – all in a capital state of preservation. The stated reason for sale is that the current proprietor requires the money for business purposes



[The above notes are based on a cursory examination of The Brisbane Courier, Taringa History Group have a much more comprehensively researched record of the Robin Hood including subsequent landlords and the somewhat suspicious burning down in the early 1880s] The Railway Hotel, Toowong

James Henderson sub-divided Portions 25 and 26 ( the land he had bought in the 1850s) in the mid 1860s and marketed it as

The Village of Nona. Sarah Henderson his widow transferred the title of Lots 60 and 61 Portion 25 to William Munro in June 1875. [Refer AD James Henderson Paper] As William appears to have been in residence in August of that year it may

be that the sale was effective before James’ death in April. There is a possibility that the property William purchased already included the improvements he would turn into his hotel although there is no mention of this in Henderson’s correspondence

with the Railways in January 1874. William Munro applied for his first Publicans License in January 1866 operating the Shipwright’s Arm’s on the corner of Albert and Mary Streets in Brisbane from rented premises. Coincidentally in the same month the Hotel he would later run, the Ship Inn at South Brisbane, had just been erected and opened for business as the

New Bowen Hotel. (Base Map Sales Lithograph - RHSQ)

5 August 1875, William Munro (residing in Toowong) advertises his intention to apply for a Country

Publicans License to operate an Inn/Public House at Toowong to be known as the Toowong Railway Hotel. He notes he owns the house which consists of four sitting rooms and six bedrooms exclusive of those required for his families use. The house is not currently licensed. He states he is married and has held a license for many years (Application lodged 2 August 1875)

27 September 1875, William advertises for a young girl to make herself generally useful and attend in the bar occasionally

6 June 1876, Wanted, a good general servant. Apply to Munro’s Railway Hotel, Toowong



22 Nov 1877, William advertises four first class sows in young to a prize boar for sale [probably the

same corn and pumpkin fed boar he won second prize for at The Exhibition earlier in the year]

22 December 1877, William advertises for sale a good spring cart noting it will do for furniture or a grocers cart, also a few good pigs

16 August 1878, Funeral notice placed by W Walsh Undertaker inviting the friends of Mr William Munro to follow the remains of his deceased wife Ellen to the Brisbane General Cemetery from his residence The Railway Hotel Toowong

2 October 1878, agent John Cameron advertises the October 23rd auction of Lots 60 and 61 Portion 25 (being part of the Nona Estate), the land fronting Moggill Road and separated only by the line from the railway station. The improvements are noted as the twelve room Toowong Railway Hotel, stables and fruit and flower garden. The furnishings are offered with the freehold should the purchaser so desire. The freehold will carry the remaining term of the license. Unfortunate family reasons are stated as the only reason for the sale

1 February 1979, Daniel Donavon (residing in Toowong) advertises his intention to apply for a Publicans License to operate as an Inn/Public house known as the Toowong Railway Hotel.. He notes the house, owned by him but currently occupied by William Munro, contains four sitting rooms and five bedrooms exclusive of those required for use by his family. He states he is married with six children and has held a license for thirteen years in Toowoomba. (Application dated 13 January 1879)

12 February 1879, Monthly Licensing Court report notes transfer of License from William Munro to Daniel Donavon granted

17 April 1879, Annual Licensing Court report notes William Munro’s application for a new general license for The Ship Inn Hotel on Stanley Street was refused

19 May 1879, William Munro (residing in Stanley Street Brisbane) advertises his intention to apply for a Publicans License to operate an Inn/Public House in Stanley Street to be known as the Ship Inn. He notes the house to be used is rented from Mrs Gaffney and consists of four sitting rooms and seven bedrooms exclusive of those required for his families use. He states he is married with four children and has held license in Brisbane and suburbs for upwards of fourteen years (Application lodged 19 May 1879)

25 October 1879, agent John Cameron advertises The Railway Hotel Toowong for private sale in the Business for Sale section of the paper. The sale includes the Furniture, goodwill, License etc

July 1881, Daniel Casey applies for the Ship Inn License to be transferred to him from William Munro



The partly submerged building fronting the bend in Moggill Road in this 1893 photograph is considered to be more than likely the building which housed the original Toowong Railway Hotel owned and operated by William Munro from the mid 1870s. Cumbrae-Stewart documenting his 1917 conversations with early 1870s local resident J O’Neill Brenan notes that the original Railway Hotel building was still standing (although the license was long lapsed) and a new Railway Hotel had

been built (presumably the current day Royal Exchange) (Photograph – Picture Queensland SLQ)

Indooroopilly Bridge Hotel [Further research required] 11 May 1876, report on the Licensing Court proceedings notes that the License (country hotels)

for the Indooroopilly Bridge Hotel has been renewed for one year only 4 June 1878, Supreme Court notice noting the Sherriff will sell at public auction on 5th June

…All the defendant’s stock in trade, household furniture etc… arising from the combined action of Smith & Lander against O’Brien (the licensed publican). Auction to take place at the Railway Bridge Hotel, Indooroopilly near the railway station

11 September 1878, report on the Licensing Court proceedings notes that the transfer of the

license for the Railway Bridge Hotel, from Louis Stamm to John Ferguson has been granted 17 April 1879, report on the Licensing Court annual session notes that the renewal application for

country publicans licenses including John Jorgenson for the Railway Bridge Hotel, Indooroopilly were adjourned until the next sitting

14 May 1879, report on the Licensing Court proceedings notes that the transfer of the license for

the Railway Hotel, Indooroopilly from John Jorgenson to Michael Walsh is granted (same report notes Jorgenson has taken over the Albert Hotel, Albert Street)

28 May 1879, report on previous days Police Court hearing where William Morrison received a

sentence of two months imprisonment with hard labour for stealing liquor (one bottle of gin, two of brandy, valued at 11 shillings) from the Railway Hotel, Indooroopilly. Walsh discovered



Morrison during the night, appears to have apprehended him and given him over to the custody of senior constable Dunne 12 the next morning

21 April 1880, report on the annual Licensing Meeting notes that Michael Walsh’s license for the

Railway Bridge Hotel was renewed

12 Pat Dunne was based at Toowong (Indooroopilly would not get its own full time police presence until 1892). In 1896 (by now Sergeant) Dunne was retired having served 17 years in Toowong. This must have been very early in his service to the local community

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Apr 1886, Petition to provide a platform/station between Taringa and Indooroopilly near the residence of Louis Stamm. Reasons given the general increase in population, plenty of land for development adjacent (Portion 48), potentially good place to locate goods shed

Early 1890s move to typewriters for correspondence Toowong Station 1874, first thoughts of coal branch noted in file Apr 1875, Coal Shoots – Chief Engineer provides plan and section for branch line and coal

shoots. Anticipates 2 x 100 ton and 1 x 60 ton shoots, for vessels 5-600 ton. Adequate bank/river configuration to negate the requirement of mechanical handling, 18’ of water at low tide. Suggests this probably a better location than Queens Wharf (thumbnail sketch for Queens Wharf in Letterbook). Notes Book of Reference prepared

Drawing from File showing line of Branch Line for the proposed coal shoots on the river. Engineer quite keen on this proposal and suggests early action prior to more extensive sale of sub-division. Toowong could have looked quite different if

this scheme had gone ahead. (Chief Engineers Correspondence File – QSA)

1877, in LA Report on coal branches notes land acquisition for Toowong branch would be

required from Benjamin Cribb (part Portion 27), James Henderson (subs 16-19 Portion 26), Alexander Archer (subs 20 and 21 P 26) and Janet Wright (subs 22 and 23 P 26). Estimate for this branch ₤8,083 incl ₤750 for land acquisition

1878, complaints regarding station toilet facilities, improvement plans approved



Sketch of 1878 improvements to station toilet facilities. Similar alterations were carried out at Indooroopilly (Chief Eng Correspondence Files – QSA). Toowong was constructed with a second line in the environs of the station, a passing place for train manoeuvring as required (refer notes in later section). The configuration is understood to have been, Station and main platform (Sherwood Road side), main line, passing line then a platform on the Moggill Road side. Plans appear to

have been underway to undertake remodelling for the 1880s general duplication of the line, somewhat accelerated no doubt by the fire on the morning of 30th April 1885.

Apr 1885, plans for central platform approved at a cost of ₤3,057 (Milton approved at the same

time ₤1,984) 1 May 1885, The Brisbane Courier 14 reports that the station, platforms and shelter shed were

destroyed by fire early the previous morning, probable source oily cotton waste in the lamp room. Notes station and shelter shed were rapidly consumed as white ants had made many ravages in their walls. 100’ of the platform on one side and 90’ on the other (assumed built of timber) were destroyed. Minimum delays to trains

Mar 1886, cramped conditions for Telegraph Operator working in Goods Shed until new station

ready. Chief Engineer suggests they grin and bear it Jul 1886, additional expenditure to provide wall battens for Advertising material approved. ₤70

tender to install gas lighting approved (incl regulators so lights can be turned down by Station Master between trains)

Aug 1886, location of gas lighting etc on new platforms agreed Aug 1886, new station works

ready for use (except gas lights). Stanley suggests post office is removed from station to prevent people not on railway business accessing the platforms 15

14 Courtesy Percy Hanlon 15 The Post Office was eventually moved off the Station in 1890 to rented accommodation in High Street. The Telegraph Office was also transferred to the Post Office in 1896/7. Neither move was probably popular with the Railway staff, they received additional payment for handling these services

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Page 27

rrow

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Page 28

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of 79

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Other than the construction of an additional pedestrian overbridge (city end of platforms) and a coat of paint little appears to have been changed at the station until the 1950s. Additional platforms were required for ‘quadruplication’ of the line and schemes were prepared for Toowong and the other stations along the line. The early concept for Toowong shown on the following

page envisaged three platforms, the eventually built scheme had two island platforms and new brick and concrete shelter sheds etc. (State Archives – notation in white lettering is Percy Hanlon’s recollection of some of the local businesses in the vicinity around this time)

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Page 30

idge carpenten 16

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of 79

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Page 31

estimated co

ffice. Access

High Street brigework appears

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s, use of overment, lack ofw bridge (fooough Burns ned). Considerted timeframt any quicker

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m hard at work Royal Exchangeas demolished inToowong Villag

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Page 32

ern abutment/rhard day). The Ph shorter lived he face of this p

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Page 33

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Page 34

to purchase tk – refer earli

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ising from right angles t

ched (BCC n

hat they have ct this would rly 1950s as mber bridges us. Good sense d.

7

shopping etc

ring works to

of lost trade

and

to line

not

(for the

c),

o

(down

St Lucia H

ad/history

Usable b

Apr

brid Dec

had Jul 1 Apr Whitmo

The 1950s

one it rmultiple

ratherhowev

Auggood

History Group

y/railways/resea

but not quite finb

1959, BCC dge construct

1960, letter opportunity

1966, Burns/

1967, bridge

ore Street B

0s Whitmore Strreplaced. The oe timber spans (r than as an emver, the reason

g 1875, Chiefd order [assu

arch notes

nished, the articbeen going on f

advise they wion

in response to fund extra

/Jephson/Mo

e blocked by

ridge (Toow

reet Bridge fromoriginal bridge (stretching nortmbankment is no

may have beenworkmen h

f Engineer inumed respons

cle with the newfor 18 months (H

will be sendi

to RACQ coa width etc

oggill Road in

y contractor l

wong Creek)

m Oakman Park(perhaps bette

th almost as far ot clear, Toowon economic rathhad already sta

nspection repse to public c

wspaper cutting (High Street Bri

ing bill for a

omments on w

ntersection s

laying new c

)

rk (Author 2007)er described as ar as the truncateong Creek and pher than enginearted drifting off

port to Minisconcerns – b

notes that workidge was obviou

additional ma

width of brid

signalised

cables

7). This is a muca viaduct) was ed Curlew Streepossible floodinering. Availablff to the Palmer

ster confirminbridge had be

Page 35

k on this bridgeusly the priority

aking good to

dge etc. Railw

ch more modestin the order of et). The reason ng will have infe resources may

r Goldfields

ng Toowongeen in use for

of 79

e and its approay)

o roads arisin

ways advise

t structure thanf 125m long com

to construct asfluenced the de

ay have been an

g Creek Bridgr approx 2 m

aches had

ng from

BCC

n the 1870s mprising s a bridge cision,

n issue,

ge in months]



Nov 1942, memo on file noting that the BCC have added another carriageway to Whitmore Street. No impact on Railway assets so no action required

c1945 Part of the original long span timber bridge/viaduct, Whitmore Street passing either side of one of the timber supports (JOL)

1951, preliminary schemes for the new steel bridge prepared and agreed with BCC [little trouble

agreeing under bridges generally]

Elevation of the original timber bridge over Toowong Creek and the adjacent flat. The new bridge over Whitmore and culvert for Toowong Creek are outlined in red

General Arrangement Plan showing new bridge structure and embankments to cater for the additional two lines installed during the 1950s. Toowong Creek was culverted under Moggill Road and the railway. For a short length on the downstream side the creek flows in open cut and then returns to culverts as far as Perrin Park before again going undercover out to the Brisbane River. This and the other original underbridges at Beatrice, Keating and Allwood would have been provided to

cater for watercourses (Toowong and Sandy Creek catchments), the roads had not been formed in the early 1870s when the line was planned (Both drawings from QR Correspondence Files – QSA)



May 1952, Toowong creek culvert underway, BCC asked to do crossing under Moggill Road

replacing old timber bridge Sep 1952, 24” water main to be diverted by BCC ₤3,982

Progress photographs during the reconstruction of the Whitmore Street Bridge. (Above) Footings under way for the steel structure. From the photograph it appears that fill for the new embankment was simply placed around

the old timber piers (QSA Id 1051251 No 24 courtesy Arthur Robinson). (Below) The new steel bridge was constructed in two stages to maintain rail traffic. Train driver looking on is

Percy Hanlon who sourced this photograph (Courtesy Arthur Robinson)

Jun 1958, PMG cable hit whilst excavating for new abutment wing wall [may have constructed

new abutments in 2 stages diverting traffic as required]



Mar 1959, suggestion land has never been dedicated for road purposes although in use for some

years Toowong Sports Ground [More Research Required] Limited reference to this short lived stopping place/platform/s was uncovered in the material examined at the State Archives. Other researchers, however, have identified that it existed and trains were timetabled to stop at it during the mid/late 1880s. Its exact location, one would think somewhere handy for Oakman Park (McKellar Maps of the early 1890s show the Union Athletic Sports Club Ground within the bounds of the current park) is yet to be confirmed. Beatrice Street Bridge

1901 Railway’s sketch showing Taringa Divisional Board’s proposal to extend the carriageway under the railway bridge. Note open watercourse (QR Correspondence Files – QSA)

Feb 1900, Taringa Divisional Board request attention to the roadway which in wet weather

becomes a quagmire, request Railways to clean out the watercourse Feb 1900, Chief Engineer notes no roadway at the time of construction therefore TDB use it on

sufferance. Stream does get blocked but in no way harms the railway Mar 1900, Railways agree to clean out the watercourse Apr 1901, sketch plan drawn of proposed additional metalled carriageway under bridge, cost

around ₤25. CE suggests a better option than deepening the creek which has the potential to damage Railway assets

Sep 1901, reminder from TDB not much happening Mar 1940, BCC prepare scheme and propose the land under the bridge be dedicated for road

purposes

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Rairationalisaat differen

History Group

y/railways/resea

ilways sketch idation of Titles. nt times under d

surveyed ro

arch notes

dentifying the pThis is a fairly different develooads) by the rai

pre-existing dedconvoluted are

opers. The trunclway would acc

dicated road conea, two separatecation of Alphacount for the un

nfiguration ande Portions meet Street (believe

nusual shape of

Page 39

d below BCC drting and sub-divd to have been

f the Moggill Ro

of 79

rawing of propoivisions likely taone of the orig

oad Reserve.

osed aking place ginal 1850s

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Taringa Jun

beenbeen

Jul 1 Aug Sep

appr Oct

just 13 A

overagrearran

When theobviousl

stopping Courieproba

however, the st

Indooroopout. The

190

Hou

History Group

y/railways/resea

a Station

1886, Price Fn wired closen knocked do

1886, approv

g 1886, Porte

1886, ₤686 roaches, new

1886, approa shelter she

Aug 1890, pur the tracks (eed an overbrngement of t

e line opened inly a later additi

g place had beener). The above sably reflecting t(for some reasotatement that Tapilly (which bote 1890 public m

few

1/1906, somuse

arch notes

Fletcher anded. Platformsown a couple

val received t

ers cottage an

approved forw shelters, off

val received ed

ublic meetinga Mr Plunkeridge probabthe platforms

n the mid 1870s ion. Real estaten introduced. Bysketch (attachethe pre-duplicaon not yet imme

Taringa was genth have goods s

meeting also refew residents (per

etime during

d 31 other locs appear to he of times

to erect a set

nd waiting sh

r improvemeffices, water c

to construct

g called to prett had recentbly the cheaps and a sugge

there was no ine advertising in By October 1879

d to correspondtion arrangeme

ediately obviousnerating ₤140 psheds) – the resifers to the ‘Sporrhaps via their

g period expe

cals submit Phave been ext

t of signals, a

hed alteration

ents arising fcloset and ur

t a lamp room

rotest about ltly been stop

pest and mostestion that th

ntermediate stopJune 1878 refe

9 Taringa appedence in the Filent) suggests ths) they where e

per month revenidents believe trtsground Platfoback yards). (Q

enditure appr

Petition comptended/move

an officer no

ns complete.

from duplicatrinals

m. Station ap

lack of overbpped crossingt appropriatehe station be

op between Toowers to the West Mars as part of thles dated Augus

hat Taringa hadccentrically arr

nue compared wthis warrants soform’ suggestingQR Correspond

roved to alter

Page 40

plaining old aed. Noted wir

w based at th

Mr L Sands

tion. 2 new p

ppears to a sto

bridge for pag the line at the answer. Alsmoved furth

wong and IndooMilton Station she advertised tist 1890 but indi

d a platform on ranged. The newwith ₤200 for Toome improvemeg it is little used

dence Files – QS

r/extend the

of 79

access gates red shut gate

he station

s the builder

platforms, ga

opping place

assengers to cthe station). Mso discussionher from Too

oroopilly so Taso by this time imetables. (Theicating a single

n each side of thwspaper reportoowong and ₤1ents to facilitiesd and only of beSA)

Station Mas

have es have

ates and

e with

cross Meeting n on the owong

aringa was at least a

e Brisbane e line so he line, t also notes 75 for be carried

enefit to a

ter’s

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Brisbanerection

seate

1906 Dec

file. May

Sectidistinct

History Group

y/railways/resea

ne bound platfon of the passenged gentleman in

ma

6/1912, som

1910, pricedTender pric

y 1911, Steel

ion from the gentive steel canopy

arch notes

orm at Taringa Sger overbridge n more reflectivanoeuvring the

etime during

d schedule fre ₤88-10-3 (

lwork Specif

neral concept dy roofs appear

Station c1906. Pbetween platfo

ve mood (appeatrain is facing

g this period

rom FE Peas(30/- a ton) [

fication/Tend

drawing showinto have been a f

Dr

Pressure from orms. The smartars to be wearin

towards Ipswic

expenditure

sbut & Sons [possibly for

der Documen

ng the new steel

feature of railwrawing Files QS

the local residetly dressed coupng a black armbch. (Courtesy A

approved fo

Ipswich for nr Auchenflow

nt on file

l canopy to be eway station conSA)

Page 41

ents appears to ple appear to bband). It is not clan McNaughto

r a new 40’ x

new steel canwer rather tha

erected on the dstruction at the

of 79

have payed off be going on holiclear why the eon)

x 12’ waiting

nopies (sheltan Taringa]

down platform. e time (Queensl

f with the iday, the ngine

g shed

ters) on

These land Rail

St Lucia H

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Last minlocation

station

This 1

Railways fBrisbane

Feb Feb

step Mar

man‘Gar

1937

alloc

History Group

y/railways/resea

nute changes to of the improvem

n building back

1940s photografocus appears t

e rather than on

1928, total c

1928, Mr Tos (letter to th

r 1930, letter ny of the planrden Gang’ t

7, pressure bcated

arch notes

the signed Tenments. Later pl

k from the platfo

aph shows a canto have been onn return. [Appro

o

cost of platfo

odd promotinhe Editor of T

r from the Tants donated bto pay more a

builds to prov

nder Drawings flans show two sorm edge and c

(Queensla

nopy appears ton the ‘downsideoval would subs

overhead cables

orm improvem

ng installatioThe Courier)

aringa Progreby their memattention

vide awning

for the 1911 woshelter sheds soconstruction of aand Rail Drawin

o have been adde’ platforms, thesequently be sos] (State Library

ments ₤868-

on of a subwa)

ess Associatimbers. Station

on the ‘up’ p

orks at the Statio perhaps this pa new shelter ongs – QSA)

ded to the fronteir logic being tought to removery of Queenslan

-8-0

ay rather tha

ion complainn Master app

platform. Ra

Page 42

on. Obviously shase included rn the Ipswich si

t of the existing that most waitine the palms whicd)

an having to c

ning of the stapears to have

ilways resist

of 79

some confusionrelocation of thide of the overb

g station buildinng occurred onch were interfe

climb overbr

tate of garden been re-dep

t, no funding

n as to the e existing bridge..

ng. The the way to

fering with

ridge

n beds, ployed.

g



Sketch showing location for the ‘up’ platform shelter. The overbridge according to Mr Todd had 49 steps to get from one side to the other. The Station Masters house was still standing on Princess Street and there appear to be footpaths/stairs on

Railway property leading away from both sides of the station towards Swann Road (QR Correspondence Files – QSA)

Dec 1940, complaints about footpath up to Swann Road (period of heavy rain) Jun 1944, pressure still on for shelter shed. Railways can’t get the steel due to War effort May 1946, request for extra gate on ‘up’ side to make access easier for passengers rejected May 1949, Taringa Progress Association (TPA) write thanking the Railways for providing the

footpath they had requested down to Beatrice Street (Moggill Road side) Jul 1950, TPA query why is it taking so long to provide lighting for the footpath Jul 1950, expenditure for lighting footpath approved May 1952, installation of power point (kettle to make cup of tea for up to 4 staff) and light

(season ticket window) approved 1953, design underway for new overhead station (part of line quadruplication project and

preparation for electrification) 1955, public campaign about the design of new overhead station (long flights of stairs etc),

proposed subway (extent and use of stairs rather than ramps to platform) and staging of works (removal of ticket office, Station Masters House etc). Local petitions and bad press

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1950s Pre

Taringasubw

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ess cutting showa. Access for moway improved th

arch notes

wing progress oothers with pramhe situation but

(Q

on line quadrupms, the infirm at still had stairsQueensland Ra

plication and coaged and the diss. Equitable accail Corresponde

onstruction of thsabled was the pcess remains a pence Files – QSA

Page 44

he controversiaprincipal conceproblem at manA)

of 79

al new overheadern. The inclusiny suburban sta

d station at ion of the ations



Nov 1955, Courier reports work well progressed, overhead station substantially complete and the

two extra tracks going in Dec 1955, Commissioners agree to extend Pike Avenue subway through to Beatrice Street

footpath Mar 1956, flooding problem in Mr Boyd’s property in Princess Street Jun 1956, new plans show subway extended beyond platform to pathway to Beatrice Street Jul 1956, Guards, Shunters and Conductors Association complain of roadside facilities at a

number of suburban stations incl Taringa. General Manager requests a count of traffic. July reveals only 7 cases of fruit delivered (from the Granite Belt) and handled with no difficulty. ₤193 additional Store not to proceed

Apr 1957, noted proposed subway will proceed but not the priority May 1957, confirmed subway would probably commence in June and be complete in 18 months 1957, complaint from public about gravel on station approach (whilst waiting for subway to be

completed). Local MLA is Alan Munro 33 Volga St Indooroopilly 1957, complaints from public that access from subway to platform is via stairs rather than ramps 1959, passenger suggests the installation of ticket machines on the platform (assumed to save

further walk/steps) 1959, level of platforms raised but not the permanently fixed seats, additional works approved to

rectify Jul 1959, lights installed in the subway at the request of AW Munro Mid 1960s, Col Graham (‘Cee-Gee’ Nets, 256 Moggill Road), complains of runoff onto his

property. Approval received to build drain through to Keating Street [this may or may not be the drain visible along the embankment at the carpark level of the Indooroopilly Central development – Mitre 10, Spotlight etc]

Taringa Progress Association Secretaries (correspondence Files QSA): 1930 Mr WE Whitely 1936 Mr HB Lodge Stanley Terrace (1936 Pres GA Williams ) 1936 meetings in Taringa School of Arts Jun 1944, RN Graves 1950 WJ Todd 1960 HN Wright 40 York Street Indooroopilly SW2

St Lucia H

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Swann R

There i

Railways red circle

at thisMcKel

The 1880shows h

support. Shave ap

History Group

y/railways/resea

Road Bridg

is little on File ato sort out the

es on this 1886 ps stage and onlyllar Maps (early

addre

0s duplication phow the rhs embSpecific details fpplied to most o

arch notes

e

about Swann Rtitle and dedicaplan refer to th

ly piecemeal infly 1890s) and thessed during the

project did requbankment needefor the Toowonof the bridges, t

oad Bridge (preate the diverted e original Bookformation is to hhis has proved ae duplication of

uire alterationsed cutting back ng Indooroopillythe Swann Road

arrangeme

reviously Swan’d road (then Wilk of Reference lhand. The sub-a useful guide. f the line – stam

s to some bridgeand a new foot

ly section bridged bridge, due toent. (QR Drawi

’s Road), other lliam Street, todlisting, howeverdivision Lot nuQuite a number

mp refers (QR C

es to cater for thting provided foes have not beeo the deep cuttinings – QSA)

Page 46

than the local rday Cunninghamr, the 1873 plambers seem conr of outstanding

Correspondence

he additional tror (it is assumeden located at thing, is likely to h

of 79

residents reminm Street). The n

ans have not beensistent with thg property issuee Files)

rack. The exampd) the relocatedis stage. Whilsthave been of a d

ding the numbers in en sourced e later es were

ple above d vertical t this would different



Standard understruted span bridge design provided by Alan Robinson. Whilst this shows rail over road it is likely a similar arrangement would have been used for the original timber bridge which spanned the road over the deep railway cutting at

Swann Road. The 1920s view from Taringa Station platform, with the bridge in the background (below), supports this opinion (JOL)

St Lucia H

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The works

that thaddition

end of

Plan excavat

History Group

y/railways/resea

s required for the current steel nal cutting althof the Taringa sho

and Section gention of the cuttin

then s

arch notes

the quadruplicastructure dates

ough this seemsopping strip ca

neral arrangemng was staged, fsubsequently fo

ation in the 1950s from this perio to have been an be seen bottoprimarily resid

ment for the worfirst to facilitat

or the widening

0s are anticipaod. The above g

accomplished wom left, the currdential (QR Dr

rks required forte the installatio

g down to track

ted to have beegeneral arrange

within the land arent mixed businrawings – QSA)

r the new bridgeon of new foundlevel (QSA cou

Page 48

n more compreement indicates

already owned bness area on the

e. Notes on the dations and erecrtesy Alan Robi

of 79

ehensive and it is the need to caby the Railwayse right still, it a

drawing suggeection of the newinson)

is assumed arry out s. The top appears,

est that w bridge,

St Lucia H

ad/history

Keating

Part of thline betwmarked v

blue) was time to pralso have

at th

Sep openWeetype

Earl

to fuCha

Mar Allwood

Early 192

the earseparateextendearising

History Group

y/railways/resea

g Street Brid

he early 1880s ween the river aversion of the 18 built over the Srovide bridges te to have been mhese locations. N

1919, Taringn a road connedon’s ratherewriter is in u

l 1920, Railwuture maintenains [presuma

r 1920, TSC

d Street Brid

20s (Australia Prly 1920s Keatine streets, Middled to Moggill R

g from the progrm

arch notes

dge

Drawing labelland (just before)870s original aSandy Creek cato avoid the pomade for the owNoticeable by i

ga Shire Counecting Mogr scratchy siguse so the co

ways draft annance, protecably from Ro

return execu

dge

Post Files - Natng Street is stillle and Short [no

Road, linked witressive sub-divimore direct con

led ‘Double Lin) the commence

and has subsequatchment and asossibility of floowners whose lant’s absence on t

uncil (TSC) wggill and Clargnature appeontent is a lot

n Agreement ction of asseoma Street St

uted Agreeme

tional Archives)l at the planninot clear at this sth Ferry Road aision and develonnection to the

ne Ipswich to Bement of the Swuent additions rs with Toowong

oding (by the emnd was cut in twthis drawing is

write to the Rrence Road u

ears on the let simpler to f

to allow TSCets etc. Locattation]

ent

) and 2000 (UBng stage (refer astage if a road and renamed Copment of the o1930s construc

Brisbane’ whichwann Road cuttirelative to the 1g Creek it is assmbankment becowo. Keating and

Westminster R

Railways witunder the britter as Shire follow]

C to build thion more ful

BD Refidex) roaabove) and the fwas formed un

Coonan Street. Told Stamm ‘Estacted Indooroopi

Page 49

shows a verticing. The drawin890s. The railw

sumed it was cooming a dam). Sd Allwood Streeoad Bridge (Q

th their propodge in PortioClerk, howe

he road with cly defined as

ad atlas comparfuture Allwood der the bridge]

This link may haate’ or been pailly Toll Bridge

of 79

cal section alonng appears to bway embankmenonsidered necesSome provisionets would later

QR Drawings –

osal to form on 47 [Williaever, by this

conditions ins at 4 Miles a

rison of the samd Street is shown]. Montague is ave ‘naturally’

art of the plannie.

ng the rail be an over nt (shaded ssary at the n may have be formed QSA)

and am time a

n respect and 30

me area. In n as two yet to be evolved

ing for a



May 1951, BCC put in a bid for a cellular (separate footpaths and roadway) arrangement for the

new bridge to be constructed as part of the quadruplication project Jul 1951, three options prepared for BCC consideration with advice they must pick up the tab for

anything but a standard arrangement. Noted major BCC services run under bridge Jan 1952, 1 x 40’ span agreed with Council

1952 BCC Plan showing the existing line and required diversion of the major BCC service (water or sewer ?) passing under the current bridge required due to reconstruction. By the 1950s the road under the bridge has been part bitumen sealed

although it can be seen the alignment it is still effectively ‘free form’. No photographs have yet been sourced of the original timber bridges along this section of the line, so it is assumed that until rebuilt in concrete and steel in the 1950s they were

the original 1870s timber constructions (perhaps modified as required for the 1880s duplication) (QR Correspondence Files – QSA)

Jul 1952, Railways agree to cost of diversion of main (clash with new abutment) [Check if this water or sewer – service ran possibly Taringa to Tarragindi] Mar 1958, bridge works substantially complete, minor BCC roadworks to finish off Westminster Road Bridge Apr 1950, original duplication scheme prepared [bridge at right angles to line – engineer

obviously thinking of cheapest option as with Burns Road] May 1952, bridge to get 2 footpaths Feb 1954, plans amended following discussions with BCC (alignment/levels etc) Jun1956, 17 Railways do exercise on their inputs to structure over the years, they appear to have

been maintaining the bridge since 1925 [coincidentally the original formation date of the Greater Brisbane Council, BCC, from the old Shire Councils], average annual cost ₤40

17 It became clear whilst reading the File why a bridge over the railway was not shown on the early Railway Plans, it was constructed by the Indooroopilly Divisional Board, some time in the late 1880s. The bridge would no doubt have been constructed to improve access to the land east of the line - and hence for development, this was the period of extensive land sub-division for residential purposes. The ownership issue was a delaying factor in the re-construction of this bridge



Oct 1956, commencement on reconstruction becoming critical as delay will affect the current work in the Station Yard in making it ready for the planned diversion of lines across the new bridge over the river. The new bridge had been advanced in the programme to facilitate electrification

Oct 1956, deal done with BCC, Railways to fund 2/3 of cost of reconstruction, Council 1/3.

Railways to fund platform access stairs and maintain the bridge, BCC to maintain the road Jun 1957, preliminary works commence, hold up with the gas main Jul 1957, gas main removed and old bridge ready to be demolished. Fair amount of

correspondence on rights of the various parties, original permission to install main in/on bridge (Divisional Board), questions as to whether a dedicated road etc. Railways ask BCC to get on with it

Final agreed plan for re-construction of the bridge in the 1950s included these stairs from the platforms up to the Westminster Road Bridge footpath (they don’t appear to have been in use for sometime). Plans have been announced for the

upgrading of facilities at the Station, perhaps they will come into play again (Author March 2007) [Wrong again – demolished by mid May 2007! ]

Mar 1959, review of original estimates, projected BCC share of costs have gone from ₤7,735 to

₤10,160, BCC advised (QR team instructed to add 10% to their nett costs to cover Admin and Superintendence)

Mar 1959, CE briefing memo reporting on bridge works programme and issues with Council,

advises the original bridge the property of BCC, they having inherited it from Taringa Shire Council via Taringa Divisional Board and Indooroopilly Divisional Board (who originally funded and constructed it in the late 1880s)

St Lucia H

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Nov Nov

cost 1960 Indooro

As with

couple Ladies reoffice un

Keeper’ (Ron a partappropri

Late Mid

History Group

y/railways/resea

v 1959, bridg

v 1960, final t) plus 1/3 of

0/62, discuss

oopilly Stati

Toowong it wouof years of the

econfigured. Thetil around 1911

(Receiving Offict time basis geniate remunerati

(QR

e 1870s, ₤23

d 1881, branc

arch notes

ge practically

BCC contribf own approa

sion continue

on

uld appear thatopening of the e station buildin1 when it was rces did not proverally by the owion (typically ₤1

side apparentR Corresponde

budget to im

ch line to coa

y complete ju

bution to bridach works co

es on above [

t the toilet facilline, the Gents ng included accrelocated. Mr Avide the full ranwners of local b12 pa) . What aptly in the middleence Files – QSA

mprove the st

al shoots prop

ust minor BC

dge construcsts

[and assume

lities were initias had to be reloccommodation fo

AH Rowlandsonnge of services abusinesses – raiappears to be the of what would

SA and Australi

tation toilet f

posed by L T

CC works to f

ction cost cal

d resolved at

ally planned incated away from

for the Telegrapn, the Stationmaavailable at an ilway staff often

he Station Masted later become ia Post Files – N

facilities app

Thomas

Page 52

finish off

culated, ₤9,1

t this time –

a less than desm the building aph Operators anaster, is the first‘official’ post o

n undertook theers house can bCoonan Street National Archiv

roved

of 79

141-19-4 (1/3

file closed 1

sirable way andand the entrancnd was also thet noted ‘Receivoffice, they werese roles and rebe seen on the r ves)

3 total

962]

d within a ce to the local post ing Office

re operated eceived the right hand

St Lucia H

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Jan

the d Sep

4’ g Sep

stati Oct

haveballacom

Earl

that CE d[not

Aug

roadferryleastdedi

Divisionaincludingas access the early 1the statioGoods Sh

Nov Dec 1890

cond

History Group

y/railways/resea

1886, expenduplication o1886, stationate being ins

1886, approion and he ca

1886, CE ine queried graasting to do.

mmitted to da

ly 1887, corrthe South Bdoesn’t agret sure if they

g 1889, Coped at the front y operator tot 12 years, hicated

al Board drawing passengers fro

down to the fer1870s. A pencil

on (outside the Rhed and then cu

v 1889, Ferry

1889, Ferry

0, corresponditions for ro

arch notes

diture/plans of the line] n improvemestalled as par

oval sought toan’t collect ti

nspects new sades/safety isOut of ₤746

ate

respondence risbane Junce, his reasoneventually g

eland Spode, of the statio

o commence owever, Indo

ng showing roaom Witton who rry. There is sol sketch on file sRailways fence urving around

y Co write to

y Co seeking

dence betweoad dedicatio

for improvem

ents under wrt of upgrade

o relocate sigickets and ch

siding at statissue]. Notes 6 approval to

on provisionction [later rening being thagot the SBJ o

Clerk to Indn. IDB in coservices at Oooroopilly Fe

ad in question. Ichose to cross me question in shows the line oline), past a tima ‘humpy’ dow

Railways re

advice on ro

een Railwayson

ments to stat

way, File notee

gnal levers, mhange signals

ion yard, hapone end near

o spend on sta

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one or any on

dooroopilly Donjunction wiOxley Point. erry Compan

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of the current romber shed and wwn towards the r

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equesting the

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s and AM Ste

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es old 3’ gate

must have bes at the same

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Divisional Boith YeerongpRoad has beny reluctant t

ays memo confiron foot (the brito whether it woad/track runniwhat appears toriver and on to

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can start their

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Page 53

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een operatinge time

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writes regardard negotiatia thoroughfa

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nd is used for pmarked a fare sn the land was rn Road across ce to the stationarf (QR Corresp

ferry plant i

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Jul 1890, deal done, Railways commit ½ chain of their land, IDB confirm Mr HC Love (Mr Todd acts on his behalf) will release the other ½ chain from his land. Approval given to dedicate the road

This 1890 sketch is the first on file indicating Westminster Road, suggesting that it had only recently been formed as the connection of Station Road to the new bridge over the railway. The Railway files suggest construction of the bridge may

have commenced in late 1886, completion date unknown (QR Correspondence Files)

Mar 1891, Mr Justin Fox Greenlaw Foxton, on behalf of the Indooroopilly Ferry Co, offers ₤10

for the house opposite the station (occupied by Ganger Lenihan). Railways agree to sell subject to Ferry Co making their own arrangements to remove it

1891, correspondence with Ferry Co on file (Co Sec Mr S Larand, Courier Buildings) re ground

rent on Ferryman’s cottage at Oxley Point, they think 1/- per week is too high. Railways get heavy [assume it was resolved satisfactorily – could this have been the relocated house ?]

1893/98, sometime during period expenditure approved on Station Masters cottage and Station

MU [?] 1898/1901, sometime during period expenditure approved to alter/extend SM House

General arrangement plan for the 1920s improvements at Indooroopilly Station. The station appears to have already had a

passenger overbridge added and a waiting shed on the ‘up’ platform. Fencing is now shown on the Lambert Road side of the station, no doubt reflecting increased patronage from residents on this side of the track. The Station Masters house is still shown on plan and appears to resist road improvements along the front of the station until Quadruplication in the 1950s

(QR Drawings – QSA)

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Page 55

esigned to be coiting Area and tsite fabricationr (QR Drawing

nt wholesale chgs covering theation configurashort of the We

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Indooroopilly Station re-construction as part of the duplication works (From the Australian Railway History Society publication Brisbane Railway Centenary, Kerr and Armstrong)

Below a similar view of the new platform shelters constructed during 2008. The roof has taken on a much more complex form both to build and maintain (perhaps some judicious value engineering could have released funds to improve access at

Taringa)



Strong primary colours are a feature of the re-built Indooroopilly Station the colours being reflected in the artwork on the Coonan Street retaining wall

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ctly part of the in the area. Thif the level crossnt of view and n

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y Point

the temporary sdisembark, catch2 minutes for thceville were add

section of the lis proposal wassing at Oxley Pno doubt from a

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(QR Correspond

Page 58

ng completion ondooroopilly Staoroopilly and Oxncreased. (Pictu

file confirmed reserve, follow

us concerns abod). The currentdence Files)

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The Albert Bridge Jun 1875, Chief Engineer confirms Oxley Bridge estimate ₤49,950, piers designed to carry 3

times likely load Aug 1875, Archibald Brothers propose coal shoots at Oxley Point. CE inspects and provides

estimate of ₤1,500, however, thinks may be short term and is not enthusiastic Sep 1875, bridge construction going ok, cylinders of downstream piers now at rock level having

passed through 20’ of sand and gravel. 2 girders nearing completion on the southern span. Comments on ‘caisson’ rather than diving as a method to construct piers

Sep 1875, CE in correspondence with Robinson Saunders (UK Engineers ?) advises them that

Arthur Macalister about to leave for England. He is keen on public works so it may be worth them contacting him

1890 photograph of the arched centre span of the original Albert Railway Bridge (BCC Brisbane Images BCC-B54-A522)

Chief Engineer’s Report on the Bridge Collapse 1 Mar 1893, Chief Engineer Henry C Stanley provides (a hurriedly prepared) comparative

estimate for alternative designs for a replacement bridge, one with new materials, one re-using recovered parts of the existing structure. Both feature less piers. Options to be reviewed on receipt of fuller advice following inspection of the wreckage and river bed. Similar costs, Stanley leaning towards new materials

6 Mar 1893, Stanley presents a new design with only one central pier. His estimate is

considerably cheaper than the previous designs. He notes he has allowed for a wider bridge to allow for the adoption of the amended standard gauge

18 Mar 1893, Stanley provides a formal report on the collapse of the bridge which occurred on the

5th and 18th February (final two northern spans)



The following diagrams (by the author) illustrate the events as reported by Stanley.

The Chief Engineer describes the original structure as comprising 8 spans, the mid channel being 160’ with iron lattice

girders of the hogs-back type, the remainder parallel lattice type. The seven number piers comprised two cast iron cylinders each connected by wrought iron struts, filled with concrete to the 1864 flood level (30’ below the underside of the girders).

By Saturday morning 4th February the flood waters had risen to within 15 feet of the girders and Stanley ordered that a train of loaded trucks be placed on the down line (up-stream side) and that the expansion joint rollers be wedged in an attempt to

reduce oscillation. This was the same procedure as implemented in the 1890 flood which had reached a similar level.

The water continued to rise (eventually to within 21’’ of the bottom girders) and during the day pier No 2 from the southside deflected down stream. During the night this was compounded by the collapse of Pier No 3, allegedly by the combined shock

it sustained from the ferry punt and a large house being swept downstream. The lattice girder above survived the night.

By early Sunday morning another pier and the truss above had been swept away and at midday the centre span and its

southern supporting pier (and the train of wagons) twisted down stream and collapsed (the debris eventually rested on the river bed 200 to 240 feet downstream). The remaining two northern piers were swept away by the second major flood during

the night of 18th February.

Stanley puts the failure down to the enormous scour of the river bed undermining the piers, the increase on pressure on the structure caused by the depth of water (well beyond anticipated in the original design), speed of current (estimated at 8 to 9

miles an hour) and concussions arising from debris brought down by the flood waters. He recommends a replacement bridge of two spans on a central masonry pier founded on a caisson. The bridge to be 3’-6” higher, the steel plate to be ordered

from England without delay and the girders manufactured locally.

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Aug 1893, National Mortgage Agency (483 Collins Street) deposit ₤3,310 Bond on behalf of

McCormick Aug 1893, months expenditure on bridge ₤1,326-7-6 Sep 1893, Premiers approval requested to undertake finishing work on certain steel plates in

England [local depression at the time, must have been Gov’t edict to use local labour] Sep 1893, 2 extra copies of the bridge specification forwarded to The Agent General, Qld Gov’t

Office, Westminster Chambers, Victoria Street, London SW – Charles S Dicken Sec Oct 1893, the punts Dora and Ogilvie being used on the reconstruction Nov 1893, Mr Thistlethwayte takes over as Assistant Engineer from Mr Keir [assumed on-site

supervisor] Feb 1894, Mr McVinish engaged as inspector of Ironwork at ₤4 per week, decided not to extend

Mr Shuttleworth Apr 1894, old girders from original bridge taken into Store (₤1,184 worth), Stanley notes

probably ok for single line but not double May 1894, Customs agree that the imported stiffening/web plates, cut to rough shape but not

machined, will be duty free May 1894, stonework on north bank abutment built too high, knocked down and rebuilt Jul 1894, Commissioner agrees to regrade the Indooroopilly approach track (₤2,000 extra) –

bridge is higher than old one Jul 1894, Stanley recommends CJ McVinish receive allowance for night working (contractors

commenced 21 May and continued at least until the end of June) Aug 1894, General Storekeeper (South Brisbane Wharf) has a look at the remaining timbers from

the old bridge, suggests will make good firewood. Agree that the timber be handed to local District Engineer for their use

Oct 1894, Department buys 4 muck wagons to assist/speed up the filling on the Chelmer side Nov 1894, payments to McCormick suspended [running behind programme ?] Nov 1894, Agent General’s Engineer comments on specification, never heard of steel or iron

requiring subsequent machining being painted before despatch from ‘home’. Suggests a dull red appearance is not necessarily rust

Feb 1895, Stanley reviews McCormick Extension of Time Claim, agrees with additional time

taken arising from additional rock encountered in sinking caissons but not the delay arising from the difficulty obtaining the caisson plates brought about by the coal strike (this may have been on the grounds of a technicality related to notice period)

Feb 1895, Resident Engineer authorised to continue issuing Certificates even though the contract

period expired (pier sinking difficulty acknowledged) Jul 1895, Sunday working (3 No) approved

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Views of the remaining southern structure (above probably from the northern section before it collapsed during the second

flood). The slippage/shearing of the girders mentioned in Stanley’s report is evident in the photograph below.



The remaining structure on the Oxley Point side of the river was supplemented by temporary timber supports to act as a working platform for the bridge re-construction.



Progress on the caisson shell fabricated from plates attached to an internal framework. The caisson appears to have been constructed on the north bank adjacent to what appears to be main workshops for the project.



How the caisson was manoeuvred into the water and across to the southern bank is unclear.



This photograph shows that the caisson has been floated out into position ready for sinking. The shell is secured against the current with a timber yolk and piers driven into the river bed. Tighnabruaich, HC Stanley’s residence designed by his

brother Colonial Architect FDG Stanley, can be seen in the background overlooking the river. Handy place for the Railways Chief Engineer to live and keep an eye on progress.



Divers at work on the sinking of the caisson. Construction using a compressed air shield to reduce water ingress at the bottom of the caisson was a technique available by the 1890s, however, it is not clear if this methodology was employed by the contractor at Indooroopilly. Full diving suits suggest that this was an open caisson with the men working partly or fully

submerged, the combination of excavation and surcharge on the frame slowly dropping the shell into the river bed to foundation level. The shell would then have been filled with concrete ready for the stone masons to commence the central

pier.



Concurrently erection of the southern span of the new bridge was underway using the existing bridge structure as support. The presence of the hulk anchored in the slower moving water on the inside of the river bend will become clearer later. Below the central pier has been completed allowing the completion of this span. The Neilson House can be seen in the

background to the left of the bridge

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Page 71

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Smoko on the northern span ? Timber piers in the river were used to support the span until it was ready to be moved into position onto the abutment and central pier.



The hulk complete with timber framed trestle is positioned under the northern span ready for the incoming tide (ballast may

also have played an important part). A good crowd turns out to see the event.



Northern span launched into place, just the finishing touches to the structure and the track to lay and ballast. The crowd in

the photograph below dated 17 August 1895 suggests this is the first crossing of the bridge by an engine.



Railway Development in South East Queensland – Key Dates References Brunswick Street, Bowen Hills and Beyond, The Railways of the Northern Suburbs of Brisbane – John Kerr ARHS 1988 Destination South Brisbane An Illustrated History of the Southside Railways of Brisbane – John Kerr and John Armstrong ARHS 1978 [Both above courtesy Neil McMahon] Triumph of Narrow Gauge – The History of Queensland Railways John Kerr [BCC Library] Morton Bay District Surveyor’s Office – Letterbooks 1844 to1860 QSA Chief Engineers Correspondence Files - QSA Chief Engineers Fitzgibbon to July 1867, replaced by Plews (moved south from Great Northern and made overall) until 20 September 1872. Henry Charles Stanley (Resident Engineer from 1 June 1866 having transferred from NZ) took over. Stanley built Tighnabruaich in early 1890s (brother FDG Stanley was the Architect). Demoted June 1874, re-instated Sep 1875, served until 1901 Southern and Western Railway 1856, Railway surveyors sent to Moreton Bay. Original survey suggested Norman Creek as

Brisbane destination (to minimise river dredging, route however prone to flooding) Ipswich to Grandchester Bigges Camp opened 31 July 1865, contractor Petro, Brassey and Betts Ipswich > Toowoomba complete May 1867 > Dalby April 1868 > Warwick January 1871 Ipswich to Warwick and Dalby substantially complete by end of 1860s Orig S&W railway intent to load goods at Ipswich dock onto steamers and then transfer to ocean

going ships at Brisbane Suggestion export oriented squatters trying to force dredging of rivers by terminating at Ipswich 1888, completion of Railway through Wallangarra linking Colonies 1897, Stanthorpe to Border under construction Ipswich Brisbane Line Royal Commission 1871 authorised Ipswich – Brisbane however ongoing debate on

route/terminus Ipswich to Oxley approved 1872, deviation at Ipswich (avoiding North Ipswich) saved 2 miles First sod ceremony at Goodna 30 Jan 1873



North Brisbane route approved 10 Jun 1873 Opened to Oxley West (now Sherwood) 5 Oct 1874 > Oxley Point 4 Jan 1875 Brisbane > Indooroopilly opened 14 June 1875 (single line) Indooroopilly (Albert) Bridge opened 5 July 1876 (double track) Passing places for trains at Toowong, Indooroopilly, Oxley, Goodna and Redbank Ipswich to Brisbane line (90 minutes) was city connection to Dalby and Warwick (a 10 hour

journey) Influential western suburbs residents had diverted line over river at Indooroopilly rather than

running to Sth Brisbane Transport was primarily by new S&W railway into Brisbane and then by dray to ships 1880, Railway carting company had monopoly (from Station Yards) Ipswich Brisbane duplication 1884 to March 1887 South Brisbane Branch Southside rail network an offshoot of Ipswich Brisbane (Roma Street) line Coal drove consideration of other schemes incl Coronation Drive to Queens Wharf, a line down

Ann Street to Petries Bight, Roma Street to Bulimba and a line to Lower River Terrace via Woolloongabba

HC Stanley (Railways) favoured Bulimba wharf branch, Nisbet (Harbours and Rivers) Brisbane

Central Terminus with branches to Queens Wharf and the Port Office Government decided on South Brisbane, plans tabled 20 October 1880, rejected by Legislative

Council, re-submitted 1881 Line extended beyond Woolloongabba Reserve down Stanley Street to Dry Dock Adjustment to alignment (moving out of Street and closer to river) voted by council ratepayers

and adopted Opened June 1884 Short extension Stanley to Victoria Bridge opened March 1897 (for amongst others Geddes Cold

Store) South Brisbane Extension 1891, South Brisbane (Melbourne St) branch opened (twin track) 1893, Became city terminus whilst Ind Bridge rebuilt 1978, Merrivale Bridge opened connecting North and South



Cleveland Branch Opened Nov 1889, trains terminated at Woolloongabba rather than Stanley Street Following opening of Melbourne Street, South Brisbane in Dec 1891, Stanley Street closed 1913, Belmont Shire Council fund Belmont Tramway Norman Park to Belmont South Coast Branch Yeerongpilly to Logan (September)/Beenleigh (July) opened 1885 Logan Beaudesert opened May 1888 1903 Tabragalba fund 12 mile Beaudesert Tramway B to Tabooda Junction 1903 (subsequently

extended to Massies Creek and Rathdowney) Logan to Canungra branch built 1915 (connected Lahey’s tramway system which had operated

since turn of century) Line to Southport opened January 1889 and to Nerang July 1889 Nerang to Tweed Heads (3’-6’) completed Sept 1903 Standard Gauge Link to NSW Rocklea to Border completed (temp 3’-6” gauge) 1929 Complete route Sydney to Brisbane opened Sep 1930 Lytton Standard Gauge Branch opened 1965 Sandgate Line Opened 10 May 1882, first purely passenger line Northern Suburbs Roma Street to Fortitude Valley (Yorks Hollow) contract let Aug 1887 Roma to Central opened 18 Aug 1889 Roma to Mayne opened I Nov 1890 (first line built with double track from beginning) Ascot to Pinkenba (deep water at last ) opened 1 Sep 1897 Redcliffe Pushed for railway but no success Ferry service to Brisbane commenced 1885 Frank Pieper bus service commenced 1924 Hornibrook Highway opened 4 Oct 1835



Northern Railway Maryborough to Gympie opened 1881 (gold discoveries) Brisbane – Gympie surveys 1874 to 1885, route decided 1885 (Brisbane missing out on the

action) Discussion on should 3’-6” be continued, McIlwraith strongly questions in Parliament (he was

Railway Engineer for Bendigo Railway), promotes 4’-8” including converting existing. Griffith wins the day and 3’-6” maintained

Line via Sandgate to Northgate then branch off north. To North Pine by 1888 > Rockhampton by 1903 > Cairns by 1924 Brisbane Trams Railways proposal Central to CBD (steam – doesn’t appear to have been used) Metropolitan Tramway and Investment Company 1885, started with horse drawn 4 wheel cars Electrified 1897

Pre-existing conditions along the line of the railway in ... · 8/27/2019 · services improved...

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