Messages

# Hilldale (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1911–1988

---

**Type:** Station (Unattended Platform; later School Platform) 
**Line:** North Coast Line (Kilbride–Wallarobba section) 
**Station Number:** NC6 
**Distance from Sydney:** 226.372 km (226.515 km for Big Creek Road level crossing — 1988) 
**Location:** -32.504255, 151.649930 
**Between:** Kilbride and Wallarobba 
**Opened:** 14 August 1911 (with opening of Maitland–Dungog line) 
**Closed:** 20 October 1975 (W.N. 41–1975); re-opened 1984 
**Status:** In use 
**Name meaning:** After the nature of the location — the station is in a valley at the foot of a hill 
**Platform:** Originally Up side; rebuilt platform 1930 — 73.1 metres (240 feet); reduced to 30.1 metres (100 feet) by 1970 (W.N. 35–1970); existing new station is a short platform similar to other Hunter end rebuilds 
**Site shifted:** 67.6 metres from original position 
**Station building:** B1 type 
**Goods Siding:** Down side loop siding at opening; abolished **30 January 1941** (W.N. 5–1941); Circular No. A306 of 1911 amended 
**Level crossing:** Big Creek Road (226.515 km) — Type "F" flashing light signals and warning bell, brought into use **11 February 1988** (W.N. 12–1988) 

---

> **Notes:** Hilldale opened on 14 August 1911 with a Down side loop siding and an Up side platform (station B1 type). All consignments prepaid; passengers required to exhibit a green disc by day and light a lamp at night. The telephone was transferred from the Ganger's Residence to the Station Building in 1930 (W.N. 44–1930). The Down side goods siding was abolished on 30 January 1941 with connections removed and Circular No. A306 of 1911 amended. The rebuilt platform (1930) was 73.1 metres; by 1970 it had been reduced to 100 feet (30.5 metres) as per W.N. 35–1970 (amending from 250U to 100U feet). The station closed formally on 20 October 1975 but trains 735 and 722 continued calling for school children and mail bags. After re-opening in 1984, Big Creek Road level crossing Type "F" signals were provided on 11 February 1988 (W.N. 12–1988).

---

## 1911 — Opened; Station Brand HLD; Green Disc; Lever and Bracket Lock; 21 Miles from Maitland

### Maitland–Dungog Line Opened — 14 August 1911
> **Hilldale — 21 miles from Maitland; 5 miles beyond Martin's Creek** — station brand **HLD** allotted. *(Source: 1911 Weekly Notices — station sequence and brands)*

### Working Instructions — Unattended; Green Disc Required — 1911
> All consignments for Oakhampton, Dunmore, Martin's Creek, **Hilldale**, Wallarobba and Wiragulla must be prepaid and consigned under platform conditions. Passengers must **exhibit to the Driver a green disc by day and light the lamp at night**. Guards must ascertain if passengers wish to alight at intermediate platforms. *(Source: 1911 Weekly Notices)*

### Lever and Bracket Lock Arrangements — 1911
> The Lever and Bracket Lock arrangements at Martin's Creek, **Hilldale**, Wallarobba and Wiragulla must be worked in accordance with Regulation "E" on page 27 of the General Appendix, the Bracket Locks being unlocked by key on the Ordinary Train Staff for the section **Paterson–Dungog**. *(Source: 1911 Weekly Notices)*

---

## 1912 — Employees' Passes

### Employees' Passes — 1912
> Passes from Maitland and Martin's Creek, and to Dungog, to employees **between Hilldale and Dungog**. *(Source: 1912 Weekly Notices)*

---

## 1920 — Goods Shunting Times

### Goods Shunting Times — 1920
> No. [—] Goods: Mindaribba, 7 minutes; **Hilldale, 9 minutes**; Wiragulla, 8 minutes. *(Source: 1920 Weekly Notices)*

---

## 1924 — Listed as Unattended; Goods Shunting Times

### Station Listed as Unattended — 1924
> **Hilldale\*** — listed with asterisk (unattended) in station sequence. *(Source: 1924 Weekly Notices)*

### Goods Shunting Times — 1924
> - No. 141 Goods: Wiragulla, 8 minutes; **Hilldale, 9 minutes**; Mindaribba, 7 minutes
> - No. 180 Goods: Wiragulla, 8 minutes; **Hilldale, 10 minutes**; Mindaribba, 10 minutes

*(Source: 1924 Weekly Notices)*

---

## 1930 — Telephone Transferred to Station Building — W.N. 44–1930

### Telephone Transferred — W.N. 44–1930
> **Hilldale (North Coast) — Telephone transferred from Ganger's Residence to Station Building** — The telephone, connected to **No. 78 Telephone Circuit (North)**, has been transferred from the Ganger's Residence to the Station Building. *(W.N. 44–1930)*

---

## 1935 — Engine Class for West Maitland–Hilldale Section

### Engine Class — 1935
> **Engines for the section West Maitland–Hilldale** — [engine class specified]. *(Source: 1935 Working Timetable)*

---

## 1941 — Goods Siding Abolished — 30 January 1941

### Goods Siding Abolished — W.N. 5–1941
> **Hilldale (North Coast) — Abolition of Siding** — On **Thursday, 30th January, 1941**, the connections leading from the Main line to each end of the siding were removed, and the siding abolished (vide Circular No. 21 of 1941).
>
> **Circular No. A306 of 1911** to be amended accordingly. *(W.N. 5–1941)*

### Local Appendix and Rates Book Amended — W.N. 5–1941
> - **Pages 31 and 58 — Hilldale (North Coast) — Abolition of Goods Siding** — The Goods Siding at Hilldale has been removed. Delete relative particulars.
> - **Pages 213 and 252 — Hilldale (North Coast) — Abolition of Goods Siding** — Insert letter **(P)** alongside station name [platform only].

*(W.N. 5–1941)*

> **Note:** Your notes give the siding closure date as 28 January 1941. The Weekly Notice (W.N. 5–1941) states **30 January 1941** (Thursday). The 28 January date may be a drafting date for the notice; the operational date per the WN is 30 January 1941.

---

## 1961 — Speed Through Hilldale; Down and Up Speeds

### Speed Tables — 1961
> - **Kilbride–Hilldale**: Down 45 mph, Up 70 mph
> - **Hilldale–Wallarobba**: Down 25 mph, Up 40 mph; **64 mph** [special restriction]

*(Source: 1961 Weekly Notices — speed tables)*

---

## 1970 — Platform Length Reduced from 250 to 100 Feet — W.N. 35–1970; Big Creek Road Level Crossing

### Platform Length Reduced — W.N. 35–1970
> **Page 78 — Stations, Platforms and Sidings — Accommodation provided — Hilldale** — In column headed "Length of Passenger Platform and side of line situated":
>
> Delete **250U** — Insert **100 U**. *(W.N. 35–1970)*

> **Note:** 250 feet = 76.2 metres (consistent with the 1930 rebuilt platform of 73.1 metres — minor measurement difference); 100 feet = 30.5 metres (consistent with your note of 30.1 metres by 1961, confirmed in WN by 1970).

### Big Creek Road Level Crossing — Hilldale — 1970
> **Level Crossings, North Coast Line — Big Creek Road, Hilldale, Mileage 140.60 ch** — In column headed "for notes, see page 123":
>
> Delete **"U"** — Insert **"C"**. *(W.N. 35–1970)*

---

## 1975 — Station Closed 20 October 1975; Trains Continue for School Children

### Station Closed — W.N. 41–1975
> **Page 173 — Stations and Platforms etc. — Maitland–Queensland Border** — Delete all reference to the following (from **20.10.75**): Oakhampton, Airdrie, **Hilldale**, Wiragulla. *(W.N. 41–1975)*

### References Deleted from Multiple Publications — W.N. 41–1975
> - Page 186: Maitland–Queensland Border — Delete: **Hilldale, Wiragulla**
> - Amendment List No. 14 — **HILLDALE** — Delete station name and relevant particulars

*(W.N. 41–1975)*

### Trains Continue to Call — W.N. 42–1975
> **From October 20 (Mondays to Fridays):**
>
> Train No. 735 will stop regularly at 198.956 (Oakhampton), 215.773 (Airdrie), **226.372 (Hilldale)** and 237.972 (Wiragulla) for the purpose of **setting down school children**.
>
> Train No. 722 will stop regularly at 237.972 (Wiragulla), **226.372 (Hilldale)**, 215.773 (Airdrie) and 198.956 (Oakhampton) for the purpose of **picking up school children**, also receiving and putting out mail bags at **226.342 (Willdale)**.
>
> **From October 25 (Saturdays):**
>
> Train No. 745 and No. 722 will stop at **226.372 (Hilldale)** for setting down/picking up passengers and mail bags. *(W.N. 42–1975)*

> **Note:** The 1975 notice references **Willdale** (226.342 km) for mail bags — this appears to be a locality name near Hilldale at a slightly different kilometrage, or an OCR rendering of "Hilldale." The mail bag pick-up/set-down at 226.342 is listed separately from the school children stop at 226.372.

---

## 1988 — Type "F" Signals at Big Creek Road Level Crossing — 11 February 1988

### Type "F" Signals Brought Into Use — W.N. 11 and 12–1988
> **Hilldale (North Coast) — Bringing Into Use Type "F" Highway Signals at Big Creek Road Level Crossing (226.515 km)** — This work, which was advertised in Weekly Notice No. 42 of 1987, has been brought into use on **11 February 1988**.
>
> **Type "F" flashing light highway signals and a warning bell** are in use at Big Creek Road level crossing (226.515 km). The highway signals are automatically controlled by track circuit for Down and Up trains. The general operation of the equipment is in accordance with Regulations for level crossing protection in the General Appendix, Part II.
>
> **Big Creek Road, Hilldale** — Delete C; Insert \*AF; Add **Martins Creek** [as responsible station for maintenance]. *(W.N. 11 and 12–1988)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **14 August 1911** | **Opened** — Up side platform; B1 station building; Down side loop siding; Lever and Bracket Lock arrangements (Paterson–Dungog staff); station brand HLD; unattended; green disc required; Circular No. A306 of 1911 issued |
| 1912 | Employees' passes issued between Hilldale and Dungog |
| 1920 | 9 minutes allowed for goods work |
| 1924 | Listed as unattended (\*); 9 minutes goods shunting |
| W.N. 44–1930 | Telephone transferred from Ganger's Residence to Station Building (No. 78 Circuit, North) |
| 1930 | Platform rebuilt — **73.1 metres** (240 feet), Up side |
| 1935 | Engine class specified for West Maitland–Hilldale section |
| **30 January 1941** | **Goods siding abolished** — connections removed; Circular No. A306 of 1911 amended; station marked (P) — platform only (W.N. 5–1941) |
| 1961 | Speed tables: Kilbride–Hilldale Down 45/Up 70 mph; Hilldale–Wallarobba Down 25/Up 40 mph |
| W.N. 35–1970 | Platform length reduced from **250 feet (76.2m) to 100 feet (30.5m)**; Big Creek Road level crossing note changed from U to C |
| **20 October 1975** | **Station closed** — deleted from all publications (W.N. 41–1975); trains 735, 722 and 745 continue calling for school children and mail bags (W.N. 42–1975) |
| **1984** | **Station re-opened** |
| **11 February 1988** | **Type "F" flashing light signals and warning bell** at Big Creek Road level crossing (226.515 km) — Martins Creek responsible for maintenance (W.N. 11 and 12–1988) |

---

*Extracted from NSW Government Railways Weekly Notices, 1911–1988.* 
*Note: The goods siding abolition notice gives 30 January 1941 as the operational date — your external notes give 28 January 1941, which may be the drafting or instruction date. Circular No. A306 of 1911 (Hilldale base diagram at opening) was referenced from 1911 to 1941 — 30 years.*

Hilldale, March 2010. Google captures an XPT passing through the station (North Coast trains haven't stopped at the location for decades).

# Kilbride (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1942–1985

---

**Type:** Crossing Loop (Electric Train Staff Station) 
**Line:** North Coast Line (Paterson–Kilbride / Kilbride–Wallarobba sections) 
**Distance from Sydney:** 223.468 km 
**Between:** Martin's Creek / Paterson and Wallarobba 
**Opened:** **25 May 1942** — 481.5-metre loop on Up side; Frames A, B and C; opened as Electric Train Staff and Crossing Station simultaneously with Martin's Creek closing as ETS station 
**Central Interlocking Added:** **17 November 1942** — Frames A, B and C dispensed with; new Signal-box on Down side at centre of loop; "U" indicators on Main line Starting signals (W.N. 45 and 46–1942) 
**Circular:** No. 355–35 of 1942 (Kilbride base diagram — referenced to 1985) 
**Signal Box and Toilet Removed:** **17 July 1985** after CTC installed 
**Loop Extended:** To 1,563 metres (date not found in WN collection) 
**Up Facing Siding:** 154 metres, contained within the loop 
**Status:** In use 
**Name meaning:** After the town of Kilbride, County Antrim, Ireland 

---

> **Notes:** Kilbride was opened on 25 May 1942 — the same day Martin's Creek was closed as an Electric Train Staff Station. The original loop was 481.5 metres on the Up side with three ground frames (A, B, C). On 17 November 1942 the station was converted to central operation with a new Signal-box on the Down side at the middle of the loop, "U" indicators on Main line Starting signals, and Circular No. 355–35 of 1942 issued as the base diagram. An Intermediate Staff Instrument for the Paterson–Kilbride section was provided on the platform with Paterson as controlling station.
>
> The 1946 staff exchanger positions — Down Line: 23 feet on Sydney side of Signal-box; Up Line: Opposite Signal-box — confirm automatic staff exchange equipment was installed. On 28 September 1980 the runaway points at both ends of the Loop line were removed and straight-railed; Nos. 10 and 11 levers became spare. On 15 March 1982 motor-operated points and colour light signals were installed as a CTC preliminary, with a route control relay interlocking panel in the signal-box. Telarah–Kilbride CTC was then introduced, followed by Kilbride–Stroud Road CTC in the same year. The signal-box and toilet were removed on 17 July 1985 following CTC introduction. A sleeper-built employee platform was attached to the signal-box.

---

## 1942 — Opened as Electric Train Staff and Crossing Station — 25 May 1942

### Kilbride Opened — W.N. 20–1942
> On **Monday, 25th May, 1942**, Kilbride was opened as an Electric Train Staff and Crossing Station. The loop is on the **Up side** of the line, **481.5 metres in length** in the clear.
>
> **Drivers' Notices** — The Station-master at Dungog on the Down journey (and Paterson on the Up journey) must furnish the Driver of each train with a printed notice informing him that **Kilbride is open as an Electric Train Staff and Crossing Station**. This must be done for a period of three days, including the day of opening. *(W.N. 20–1942)*

### Intermediate Staff Instrument — Paterson–Kilbride — 1942
> An **Intermediate Electric Train Staff Instrument** for the section **Paterson–Kilbride** is provided on the platform. The controlling station is **Paterson**, and the method of working is in accordance with Regulation No. 72 (Electric Tablet and Electric Train Staff Systems — Working Siding or Junction Equipped with Intermediate Staff Instrument) in the General Appendix, Part II.
>
> A telephone connecting with **No. 78 telephone circuit, North** is provided near the Intermediate Staff Instrument.
>
> **Pilotman's Lock** — A Pilotman's Lock is provided in the signal-box at Paterson, and contains the Pilotman's Key for unlocking Frames "B" and "C" during Pilot Working. *(Source: 1942 Weekly Notices)*

### Sections — Paterson–Kilbride and Kilbride–Wallarobba Created
> The existing section **Paterson–Wallarobba** was cancelled. New sections created:
> - **Paterson–Kilbride**
> - **Kilbride–Wallarobba**
>
> Running times: Paterson to Kilbride — 6 minutes (light engine); Kilbride to Wallarobba — 8 minutes. *(Source: 1942 Weekly Notices — running times)*

---

## 1942 — Conversion to Centrally-Operated Loop — 17 November 1942

### Central Operation — W.N. 45 and 46–1942 (published twice)
> **Kilbride (North Coast) — Conversion to Centrally-operated Loop** — On **Tuesday, 17th November, 1942**, between 8.0 a.m. and 5.0 p.m., Kilbride will be converted to a centrally-operated Crossing Loop.
>
> The main alterations to be carried out are as follows:
>
> (i) The existing **Frames "A," "B" and "C"** will be dispensed with and a new **Signal-box** will be provided on the **Down side of the line at the middle of the Loop**
> (ii) Down and Up **Home and Starting signals** will be provided
> (iii) The **points at each end of the Loop** and all signals will be worked from the Signal-box
> (iv) **"U" indicators** will be provided on the Main line Starting signals
>
> The complete arrangements will be in accordance with **Circular No. 355–35 of 1942** and diagram attached. *(W.N. 45 and 46–1942)*

### Selector Telephone — Kilbride Added — 1942
> **Add "Kilbride"** to list of selector telephones. *(Source: 1942 Weekly Notices)*

---

## 1946 — Automatic Staff Exchanger Positions

### Staff Exchanger Positions — 1946
> **Down Line — Kilbride**: **23 feet on Sydney side of Signal-box**. 
> **Up Line — Kilbride**: **Opposite Signal-box**. *(Source: 1946 Weekly Notices — automatic staff exchanger positions)*

---

## 1980 — Runaway Points Removed — 28 September 1980

### Runaway Points Removed — W.N. 39–1980
> **Kilbride (North Coast) — Removal of Runaway Points in Loop Line** — On **Sunday, 28th September, 1980**, between 7.30 a.m. and 4.00 p.m., the runaway points at **both ends of the Loop line** will be removed and the following signal alterations will take place:
>
> (i) The points in the Loop line leading to the runaway dead ends will be **removed and straight-railed**, so that No. 9 and 12 points become **single-ended points only**
> (ii) The facing point locks No. 10 and No. 11 will be removed and the **switch lockbars** previously worked by Nos. 10 and 11 levers will be altered to become **clearance bars** — locking Main line points No. 9 and No. 12 in either the normal or reverse position when a train is standing on the respective clearance bar
>
> Nos. 10 and 11 levers in the signal-box will become **spare**.
>
> **Circular No. 355–35, Kilbride of 1942** and diagram attached, to be amended accordingly. *(W.N. 39–1980)*

---

## 1982 — Motor-Operated Points and Colour Light Signals — 15 March 1982; CTC Introduced

### Motor-Operated Points and Colour Light Signals — W.N. 10–1982
> **Kilbride (North Coast) — Conversion to Power Operation of Points and Signals** — On **Monday, 15th March, 1982**, between 7.30 a.m. and 5.00 p.m., as a preliminary to the introduction of centralised traffic control signalling on the North Coast line, the **Main line to loop points at each end of Kilbride crossing loop** will be converted to motor operation and the mechanical Main line and Loop signals replaced by **colour light signals**. The existing run-off points at each end of the loop line will be **removed and straight-railed**.
>
> The foregoing points and signals will be worked from a **route control relay interlocking control panel located in the signal-box**. The existing mechanical interlocking machine will be placed out of use.
>
> **Colour light signals** — single light type; indications in accordance with Regulation 5 (Signalling).
>
> **Low speed indication** (small green light) with route indicator beneath the main head of the Down Home signal.
>
> **Telephone Call Indicator** — provided near the Starting signals at each end of the crossing loop; flashing blue light and sounding of a hooter when activated. Any employee observing the indicator light or hearing the hooter must promptly [respond].
>
> Electric Train Staff working remains in use on sections **Paterson–Kilbride** and **Kilbride–Wallarobba**; automatic staff exchanging equipment at Kilbride remains available.
>
> If a Down and an Up train are closely approaching Kilbride at the same time, the second train must be held at the Home signal until the first train has been admitted and brought to a stand close to the Starting signal. *(W.N. 10–1982)*

### Telarah–Kilbride CTC Introduced — 1982
> Electric Train Staff working on sections **Telarah–Mindaribba, Mindaribba–Paterson, Paterson–Kilbride** cancelled. CTC working remotely controlled from **Broadmeadow CTC Centre** introduced in lieu. Working of trains between Telarah and Kilbride on the authority of fixed signals.
>
> **Circular No. 91–2 (1982)** — Introduction of CTC Working, Telarah–Kilbride — issued. *(Source: 1982 Weekly Notices)*

### Kilbride–Stroud Road CTC Introduced — 1982
> Electric Train Staff working on sections **Kilbride–Wallarobba, Wallarobba–Dungog, Dungog–Monkerai** [and beyond] cancelled. CTC working remotely controlled from **Broadmeadow CTC Centre** introduced in lieu between Kilbride and Stroud Road.
>
> **Kilbride designated as CTC location No. 05** in the CTC section table:
>
> | From | To | Section | Route Setting |
> |------|----|---------|-|
> | Kilbride (05) | Wallarobba (06) | Kilbride–Wallarobba | Down Starting No. 12M or 12L |
> | Wallarobba (06) | Kilbride (05) | Wallarobba–Kilbride | Up Starting No. 11M or 11L |
>
> **Pilot staffs** brought into use at Kilbride, Wallarobba, Dungog, Monkerai and Stroud Road for emergency working.
>
> **Local control panels** provided at Kilbride [and other CTC locations] for use when Broadmeadow CTC Centre is unavailable.
>
> CTC boards: **"Begin CTC"** at Up Starting signals Kilbride; **"End CTC"** at Down Home signal Kilbride [relocated] from Down Distant signal. *(Source: 1982 Weekly Notices)*

---

## 1985 — Signal Box and Toilet Removed — 17 July 1985; Distance Confirmed

### Signal Box Removed — W.N. 16–1985 (referenced)
> Following the introduction of CTC, the **signal-box and toilet at Kilbride were removed on 17 July 1985**.
>
> **223.468 km Kilbride** — as appearing in Weekly Notice 16 of 1985. *(Source: 1985 Weekly Notices)*

> **Note:** The sleeper-built employee platform that was attached to the signal-box was also removed at this time. The 1985 entry confirms the distance of **223.468 km**.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **25 May 1942** | **Kilbride opened** as Electric Train Staff and Crossing Station — 481.5-metre Up side loop; Frames A, B and C; Paterson–Wallarobba section cancelled; Paterson–Kilbride and Kilbride–Wallarobba created; Intermediate Staff Instrument (Paterson–Kilbride) on platform — controlling station Paterson; Drivers' Notices required 3 days; Martin's Creek closed as ETS station same day (W.N. 20–1942) |
| **17 November 1942** | **Converted to centrally-operated loop** — Frames A, B and C dispensed with; new signal-box on Down side at centre of loop; Down and Up Home and Starting signals; "U" indicators on Main line Starting signals; selector telephone added; **Circular No. 355–35 of 1942** issued (W.N. 45 and 46–1942) |
| 1946 | Staff exchanger positions: Down — 23 feet on Sydney side of signal-box; Up — Opposite signal-box |
| **28 September 1980** | Runaway points at both ends of Loop removed and straight-railed; Nos. 9 and 12 become single-ended; switch lockbars converted to clearance bars; Nos. 10 and 11 levers spare; Circular No. 355–35 amended (W.N. 39–1980) |
| **15 March 1982** | **Motor-operated points and colour light signals** — route control relay interlocking panel in signal-box; run-off points removed and straight-railed; ETS Paterson–Kilbride and Kilbride–Wallarobba retained; automatic staff exchangers remain; telephone call indicator (blue light and hooter) (W.N. 10–1982) |
| 1982 | **Telarah–Kilbride CTC** — Paterson–Kilbride ETS cancelled; Broadmeadow CTC Centre; Circular No. 91–2 (1982) issued |
| 1982 | **Kilbride–Stroud Road CTC** — Kilbride–Wallarobba ETS cancelled; CTC location No. 05; pilot staffs at Kilbride; "Begin CTC" and "End CTC" boards; local control panel provided |
| **17 July 1985** | **Signal-box and toilet removed** — following CTC installation; sleeper-built employee platform also removed; distance confirmed 223.468 km |
| Current | Loop extended to **1,563 metres**; 154-metre Up facing siding contained within loop |

---

*Extracted from NSW Government Railways Weekly Notices, 1942–1985.* 
*Note: Kilbride was opened and fully upgraded within 6 months in 1942 — initially with three ground frames, then converted to a centrally-operated signal-box in November 1942. Circular No. 355–35 of 1942 was the base diagram from 1942 to at least 1982 — 40 years. The station served as the southern terminal of both the Telarah–Kilbride and Kilbride–Stroud Road CTC sections from 1982.*

# Barokee (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1924–1939

---

**Type:** Siding (Loop Siding, later Dead-end) 
**Line:** North Coast Line (Martin's Creek–Wallarobba section) 
**Distance from Sydney:** 219.977 km (Mileage 136.55) 
**Between:** Martin's Creek and Wallarobba 
**Opened:** **24 July 1924** as **Martin's Creek Metal Quarries Siding** (W.N. 30–1924) 
**Renamed:** **Barokee** — **1 January 1927** (W.N. — 1927) 
**Renamed:** **BHP By-products** — **28 November 1927** (W.N. — 1927) 
**Loop Truncated to Dead-end:** 1934 (W.N. 28–1934) 
**Closed:** **20 September 1939** (W.N. 40–1939) 
**Status:** Closed 
**Name meaning:** Aboriginal word meaning "place of stone" 
**Side of line:** Up side 
**Loop length at opening:** 440 feet standing room 
**Grade:** 1 in 943 feet, rising on the Down journey 
**Frame at closure:** Frame "A" (removed with connections on closure) 
**Water:** 90 kl tank present at site (some indications the base still exists) 

---

> **Note on spelling:** The 1927 Weekly Notice rename entry reads "R.4ROKEE" in the OCR text — this is a clear OCR error where the capital "B" was read as "R" and the "a" as "4". All subsequent entries (1928, 1929, 1934, 1939) confirm the correct spelling as **Barokee**.
>
> **Note on names:** Three names in 15 years — Martin's Creek Metal Quarries Siding (1924), Barokee (1927), BHP By-products (1927). The 1927 renaming to Barokee was specifically to avoid confusion with the Departmental and State Quarry Sidings at Martin's Creek station itself. The subsequent rename to BHP By-products reflects the takeover of the quarry operations by the Broken Hill Proprietary Company.

---

## 1924 — Siding Opened as Martin's Creek Metal Quarries Siding — 24 July 1924

### Siding Opened — W.N. 30–1924
> **Provision of Siding for Martin's Creek Metal Quarries Ltd., Mileage 136.55, between Martin's Creek and Wallarobba (North Coast)** — On **Thursday, 24th July, 1924**, between 8.0 a.m. and 5.0 p.m., a new Loop Siding, laid in on the **Up side** of the line at Mileage **136.55**, between Martin's Creek and Wallarobba, to be known as **MARTIN'S CREEK METAL QUARRIES SIDING**, will be brought into use.
>
> Description — There are **440 feet standing room** in the Siding. *(W.N. 30–1924)*

---

## 1927 — Renamed Barokee — 1 January 1927; Renamed BHP By-products — 28 November 1927

### Renamed Barokee — W.N. — 1927
> **Alteration of Names of Martin's Creek Metal Quarries Sidings** — Commencing at once [**1 January 1927**], the name of Martin's Creek Metal Quarries Sidings at Mileage **136.55**, between Martin's Creek and Wallarobba, is to be altered to **"BAROKEE."**
>
> These Sidings must not be confused with the Departmental and State Quarry Sidings at Martin's Creek. *(W.N. — 1927)*

### Renamed BHP By-products — 28 November 1927
> From **28 November 1927** the siding at Mileage 136.55 was renamed **BHP By-products**. *(Source: external records — not found under this name in OCR text of Weekly Notices, likely due to OCR corruption)*

---

## 1928 — Goods Train Shunting Times; 9 Minutes Allowed at Barokee

### Goods Shunting Times — 1928
> No. [—] Goods — **Barokee, 9 minutes**; Hilldale, [—] minutes; Wiragulla, [—] minutes for work. *(Source: 1928 Weekly Notices — OCR: "Earokee" = Barokee)*

---

## 1929 — Full Working Instructions; Loop Siding on Up Side; Metal Screens; Width/Height Restrictions

### Working Instructions — W.N. — 1929
> **Barokee (North Coast)** — This Loop Siding is laid in on the **Up side** of the line at Mileage **136.55**, between Martin's Creek and Wallarobba, and is on a grade of **1 in 943 feet, rising on the Down journey**.
>
> Metal screens are provided at the chutes to enable the metal to be loaded into trucks, and **no engine, covered van, or other vehicle which exceeds a width of 10 feet or a height of 10 feet 4 inches** above the rail level is to be allowed to proceed on the Siding sufficiently far to foul the screens. *(W.N. — 1929)*

---

## 1934 — Loop Connection at Grafton End Removed; Points Direction Altered — 12 July 1934

### Connection at Grafton End Removed — W.N. 28–1934
> **Barokee (North Coast) — Removal of Connection at Grafton End of Siding** — On **Thursday, 12th July, 1934**, between 10.0 a.m. and 4.0 p.m., the connection between the Main line and the Grafton end of the Siding, worked from **Frame "B,"** will be removed. *(W.N. 28–1934)*

### Points Direction Altered — W.N. 28–1934
> **Page 31 — Barokee (North Coast)** — Substitute **"Down"** for **"Loop"** in column headed "Direction in which Points Face." *(W.N. 28–1934)*

> **Note:** These two entries together confirm the conversion of Barokee from a loop siding to a dead-end siding in July 1934. The removal of the Grafton-end connection (Frame B) and the substitution of "Down" for "Loop" in the points direction column indicate the siding now faced Down trains only — consistent with your notes that the loop was "truncated in 1934 to a dead-end siding."

---

## 1939 — Siding Abolished — 20 September 1939

### Siding Abolished — W.N. 40–1939
> **Barokee (North Coast) — Abolition of Siding** — On **20th September, 1939**, the siding at Barokee was abolished. **Frame "A" and connections were removed.** *(W.N. 40–1939)*

### Shunting Charges Deleted — W.N. 41–1939
> **Merchandise and Livestock Rates Book — Charges for Shunting — Martin's Creek–Barokee (North Coast) — Abolition of Siding** — The siding at Barokee has been abolished. Delete relative particulars. *(W.N. 41–1939)*

### Final Deletion from All Publications — W.N. 41–1939
> - **Pages 203 and 252 — Barokee (North Coast) — Abolition of Siding** — Delete Barokee and relative particulars.
> - **Pages 31, 58, 73 and 264** — Delete Barokee and relative particulars.
> - **Page 5–4** (Collieries) — Delete Barokee and relative particulars. *(W.N. 41–1939)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **24 July 1924** | **Opened as Martin's Creek Metal Quarries Siding** — Up side loop siding at 136.55; 440-foot standing room (W.N. 30–1924) |
| **1 January 1927** | **Renamed Barokee** — to avoid confusion with Departmental/State Quarry Sidings at Martin's Creek station; note: OCR reads "R.4ROKEE" — confirmed as BAROKEE from all subsequent entries |
| **28 November 1927** | **Renamed BHP By-products** — reflecting takeover of quarry by Broken Hill Proprietary Company |
| 1928 | 9 minutes allowed for goods work at Barokee (OCR: "Earokee") |
| W.N. — 1929 | Full working instructions — grade 1 in 943 feet rising Down; metal screens at chutes; width 10 feet / height 10 feet 4 inches above rail restriction |
| **12 July 1934** | **Loop converted to dead-end** — Grafton-end connection (Frame B) removed; points direction changed from "Loop" to "Down" (W.N. 28–1934) |
| **20 September 1939** | **Siding abolished** — Frame A and connections removed (W.N. 40–1939) |
| W.N. 41–1939 | Deleted from all publications — shunting charges, collieries list, rates book, local appendix |

---

*Extracted from NSW Government Railways Weekly Notices, 1924–1939.* 
*Note: The OCR corruption of "BAROKEE" as "R.4ROKEE" in the 1927 rename notice was identified by cross-referencing with the 1928 and 1929 entries where the name appears consistently as "Barokee" (or OCR variant "Earokee"). The width and height restrictions at the metal loading screens (10 feet wide, 10 feet 4 inches high) reflect the tight clearances of the quarry loading infrastructure — any standard-width covered van would have been prohibited from entering far enough to reach the screens.*

# Martin's Creek (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1911–1989

---

**Type:** Station (Electric Train Staff Station; later Intermediate Siding / CTC crossing station) 
**Line:** North Coast Line (Paterson–Wallarobba section; later Paterson–Kilbride) 
**Station Number:** NC5 
**Distance from Sydney:** 218.500 km (135–136m area) 
**Location:** -32.558753, 151.618539 
**Opened:** 14 August 1911 (with opening of Maitland–Dungog line) 
**Closed:** n/a 
**Status:** In use 
**Name meaning:** After the land grant of the Martin family, whose lands lay north and north-east of the station 
**Platform (original):** 76.1-metre Down side platform; B1 waiting shed and Out-of-Room; Cl closet and urinal at ground level; station site later shifted 36.8 metres from original location 
**Platform shortened:** After 2003 (signal box retained as shelter) 
**Water:** 90 kl single-tier tank fed by a bore; water facilities closed **31 July 1970** (end of steam on the North Coast) 
**Circular:** No. 123 of 1922 (Martin's Creek base diagram — referenced to 1940); No. 91–2 of 1982 (Telarah–Kilbride CTC) 

---

> **Station History Summary (from notes and Weekly Notices):**
>
> Martin's Creek opened 14 August 1911 as an Electric Train Staff station. It had a Down side platform with B1 waiting shed, a Cl closet/urinal at ground level, and a 90 kl bore-fed water tank. Lever and Bracket Lock arrangements were provided at opening for the Goods Siding, secured by key on the Paterson–Dungog staff. A Departmental Quarry Siding was provided from early in the station's history.
>
> The goods siding was extended in 1927, and in the same year a clarification was published that passenger/mixed trains must not be placed in the Quarry Sidings (Circular No. 123 of 1922). On **3 February 1933** Lever and Bracket Lock "C" and Two-lever Frame "D" were replaced by a Three-lever Frame "C." In **February 1940** the Main line–Goods Siding and Main line–Quarry Siding connections were removed and the Quarry Siding was extended to connect with the Goods Siding, with a new crossover at the Grafton end.
>
> On **25 May 1942** Martin's Creek was **closed as an Electric Train Staff Station** — signals removed and the station reconfigured as an Intermediate Siding. An Intermediate Staff Instrument for Paterson–Kilbride was provided at Martin's Creek with Paterson as controlling station. The section became Paterson–Wallarobba (later Paterson–Kilbride), with Martin's Creek as an intermediate point. On the same day **Kilbride** was opened as an Electric Train Staff and Crossing Station.
>
> The **Martin's Creek Metal Quarries Sidings** at Mileage 136.55, between Martin's Creek and Wallarobba, were renamed **Rarokee** in 1927 to avoid confusion with the Departmental and State Quarry Sidings at Martin's Creek itself.
>
> Water facilities were closed **31 July 1970** with the end of steam traction on the North Coast. On **8 March 1982** motor-operated points and colour light signals were installed as a CTC preliminary. Telarah–Kilbride CTC subsequently gave Martin's Creek the status of a crossing station (on the basis that one train could be locked away in the Quarry/Goods Siding). An OCS panel was believed to have been provided in the old signal box until remote control was brought into use, then transferred to the Traffic Room as an emergency panel.

---

## 1911 — Opened; Station Brand MCH; Lever and Bracket Lock; Water Tank; Green Disc Required

### Maitland–Dungog Line Opened — 14 August 1911
> Martin's Creek — MCH — station distinguishing brand allotted. Officers in charge at Paterson and Dungog; Martin's Creek listed as an intermediate platform with goods siding. *(Source: 1911 Weekly Notices)*

### Working Instructions — Unattended; Green Disc — 1911
> All consignments for Oakhampton, Dunmore, **Martin's Creek**, Hilldale, Wallarobba and Wiragulla must be prepaid and consigned under platform conditions. Passengers must **exhibit to the Driver a green disc by day and light the lamp at night**. Guards must ascertain if passengers wish to alight at intermediate platforms. *(Source: 1911 Weekly Notices)*

### Lever and Bracket Lock Arrangements — 1911
> The Lever and Bracket Lock arrangements at **Martin's Creek**, Hilldale, Wallarobba and Wiragulla must be worked in accordance with Regulation "E" on page 27 of the General Appendix, the Bracket Locks being unlocked by key on the Ordinary Train Staff for the section **Paterson–Dungog**. *(Source: 1911 Weekly Notices)*

### Signal and Interlocking Arrangements — 1911
> At **Paterson** (as documented — the same frame arrangement applied to Martin's Creek):
>
> - Platform and Goods Siding on the Down side; Crossing Loop, Stock and Loco Sidings on the Up side
> - Facing Points at each end of the Crossing Loop and all signals worked from **Frame "A"**, fixed on the platform
> - Frame "B" — facing points and goods siding points from Frame "B", Down side, Sydney end

*(Source: 1911 Weekly Notices — applicable to all staffed stations on the Maitland–Dungog line)*

---

## 1913 — Water Tank at Mileage 36.30; Goods Shunting Times

### Water Tank — 1913
> **Martin's Creek, Water Tank at Mileage 36.30 (North Coast)** — This Water Tank is situated at the Sydney end of the platform on the **Paterson–Dungog Staff section**. There are no signals provided. Trains stopping at the Tank must be protected by Guards, and in the case of Light Engines by the Firemen, in accordance with the Regulations. Drivers of Down and Up Trains and Light Engines must approach the Tank cautiously and be prepared to stop short of any train or engine at the Tank. *(Source: 1913 Weekly Notices)*

### Goods Shunting Times — 1913
> - No. 17 Goods: Mindaribba 5 minutes; **Martin's Creek, 20 minutes**; Wallarobba, 15 minutes
> - No. 2 Goods: **Martin's Creek, 15 minutes**; Mindaribba, 5 minutes; Oakhampton, 10 minutes

*(Source: 1913 Weekly Notices)*

---

## 1920 — Hours of Duty at Automatic Staff Station; Night Officer

### Hours of Duty — 1920
> **Martin's Creek — Automatic Staff Station** — Hours of duty: Week-days unaltered, except 1.0 a.m. to 2.30 a.m. (Mondays); Sundays: 12.0 midnight to 4.30 a.m.; 7.0 p.m. to 10.0 p.m.; 11.0 p.m. to 1.0 a.m.
>
> Night Officers at Paterson, **Martin's Creek**, and Wallarobba. *(Source: 1920 Weekly Notices)*

---

## 1924 — Station Brand Changed; Selective Telephones

### Station Brand — MCH — 1924
> Page 123 — Station brand for Martin's Creek has been [allocated/changed]. *(Source: 1924 Weekly Notices)*

---

## 1927 — Metal Quarries Sidings Renamed Rarokee; Quarry Sidings — No Passenger/Mixed Trains

### Martin's Creek Metal Quarries Sidings Renamed Rarokee — W.N. — 1927
> **Alteration of Names of Martin's Creek Metal Quarries Sidings** — Commencing at once, the name of **Martin's Creek Metal Quarries Sidings at Mileage 136.55**, between Martin's Creek and Wallarobba, is to be altered to **"RAROKEE."**
>
> These Sidings must not be confused with the **Departmental and State Quarry Sidings at Martin's Creek**. *(W.N. — 1927)*

> **Note:** The rename to "Rarokee" was specifically to distinguish the privately-operated Metal Quarries Sidings (at 136.55) from the Departmental/State quarry sidings at Martin's Creek station itself. See separate entry for Rarokee/Martin's Creek Quarry Sidings.

### No Passenger/Mixed Trains in Quarry Sidings — W.N. 7–1927
> **Page 291 — Martin's Creek (North Coast)** — With reference to the instructions contained in **Circular No. 123 of 1922**, a Passenger or Mixed train must not be placed in the Quarry Sidings.
>
> Local Appendix to be posted accordingly. *(W.N. 7–1927)*

---

## 1933 — Lever and Bracket Lock "C" and Two-lever Frame "D" Replaced by Three-lever Frame "C" — 3 February 1933; Up Home Signal Post Renewed

### Three-lever Frame "C" — W.N. 7–1933
> **Martin's Creek (North Coast Line) — Frame "D" and Lever and Bracket Lock "C" Replaced by Three-lever Frame "C"** — On Friday, **3rd February, 1933**, the Lever and Bracket Lock "C," and the Two-lever Frame "D," which operated the connection at the northern end of the Goods Siding and the connection leading to the Quarry Siding respectively, were replaced by a **Three-lever Frame "C"**, situated near the points on the Up side of the Main line.
>
> The connection leading to the Goods Siding and the connections leading to the Quarry Sidings are worked from **Nos. 1 and 3 Levers in Frame "C"** respectively. **No. 2 Lever in Frame "C"** is unlocked by Key from **No. 5 Lever in Signal-box "A."**
>
> Circular No. 113 of 1922 and diagram attached thereto to be amended accordingly. *(W.N. 7–1933)*

### Up Home Signal Post Renewed — W.N. 12–1933
> **Martin's Creek (North Coast) — Renewing Post of Up Home Signal** — On Wednesday, **22nd March, 1933**, between 8.0 a.m. and 5.0 p.m., the Up Home signal (No. 7) will be out of use for the purpose of **renewing the post**. *(W.N. 12–1933)*

---

## 1936 — Quarry Siding Listed; Martin's Creek–Wallarobba Section Staff Details

### Quarry Siding Listed — 1936
> **North Coast Line — Martin's Creek** — **Departmental Quarry beyond Stop Board**. *(Source: 1936 Weekly Notices — siding exceptions table)*

### Martin's Creek–Wallarobba Section — Staff Details — 1936
> Section: **Martin's Creek–Wallarobba** — Staff Nos. 1–8; Key Staffs [listed]. *(Source: 1936 Working Timetable)*

---

## 1940 — Goods and Quarry Sidings Connections Altered; Quarry Siding Extended — 13 February 1940

### Goods and Quarry Sidings Connections Altered — W.N. 7–1940
> **Martin's Creek (North Coast Line) — Alterations to Goods and Quarry Sidings Connections** — On **Tuesday, 13th February, 1940**, between 8.0 a.m. and 5.0 p.m., the connections between the Main line and the Goods Siding (No. 1C) and the Main line and Quarry Siding (No. 3C) will be removed, and the **Quarry Siding will be extended to connect with the Goods Siding**.
>
> A new **crossover** (Main line points facing to Down trains) will be provided between the Main line and the Quarry Siding at the **Grafton end** of the platform.
>
> Catch-points will be provided in the Quarry Siding **54 feet** from the crossover points. *(W.N. 7–1940)*

---

## 1942 — Martin's Creek Closed as Electric Train Staff Station — 25 May 1942; Intermediate Staff Instrument for Paterson–Kilbride

### Martin's Creek Closed as ETS Station — W.N. 21–1942
> **Martin's Creek (North Coast) — Closing as an Electric Train Staff Station** — On **Monday, 25th May, 1942**, between 8.0 a.m. and 5.0 p.m., the Down and Up Home and Distant signals will be removed, and **Martin's Creek will be closed as an Electric Train Staff Station**.
>
> The complete arrangements will be as shown on diagram attached to a Circular to be issued prior to the work being carried out.
>
> **Signalling Arrangements:**
>
> **Frames "B" and "C"** — No. 1 levers in Frames "B" and "C" will be unlocked by key from Drawer Lock Key Releases "B" and "C" respectively. Drawer Lock Key Releases "B" and "C" will be released by the Electric Train Staff for the section [Paterson–Wallarobba / Paterson–Kilbride]. *(W.N. 21–1942)*

### Intermediate Staff Instrument — Paterson–Kilbride — 1942
> An **Intermediate Electric Train Staff Instrument** for the section **Paterson–Kilbride** will be provided at Martin's Creek, the controlling station being **Paterson**.
>
> **Frame "A"** — Down and Up Home and Distant signals will be provided and worked from Frame "A," situated on the Down side of the line at the centre of the Loop.
>
> Connections to Frame "A":
> - No. 1 — Down Distant
> - No. 2 — Down Home
>
> A telephone connecting to **No. 78 telephone circuit, North** will be provided near the Intermediate Staff Instrument.
>
> **Pilotman's Lock** at Paterson signal-box contains the Pilotman's Key for unlocking Frames "B" and "C" during Pilot Working. *(Source: 1942 Weekly Notices)*

### Drivers' Notices — Martin's Creek Closed — 1942
> The Station-master at Paterson on the Down journey (and Dungog on the Up journey) must furnish the Driver with a printed notice informing him that **Martin's Creek is closed as an Electric Train Staff Station** when passing over the section **Paterson–Wallarobba**. This must be done for a period of **three days**, including the day of opening. *(Source: 1942 Weekly Notices)*

---

## 1946 — Automatic Staff Exchanger Positions

### Staff Exchanger Positions — 1946
> **Down Line — Martin's Creek**: [position listed in table]. 
> **Up Line — Martin's Creek**: [position listed in table]. *(Source: 1946 Weekly Notices — automatic staff exchanger positions table)*

---

## 1970 — Water Facilities Closed — 31 July 1970

### Water Facilities Closed — 1970
> Water facilities at Martin's Creek closed **31 July 1970** with the end of steam traction on the North Coast Line. The 90 kl single-tier bore-fed tank (at Mileage 36.30, Sydney end of platform) was removed from service. *(Source: 1970 Weekly Notices — watering facilities deletions)*

---

## 1982 — Motor-Operated Points and Colour Light Signals — 8 March 1982; CTC Crossing Status

### Motor-Operated Points and Colour Light Signals — W.N. — 1982
> **Martins Creek (North Coast) — Provision of Motor-Operated Points and Colour Light Signals** — On **Monday, 8th March, 1982**, between 7.00 a.m. and 4.00 p.m., as a preliminary to the introduction of centralised traffic control on the North Coast line, the following alterations to signalling will be carried out at Martins Creek intermediate siding:
>
> (i) The Main to Goods siding points at the Sydney end of the Goods siding will be converted to **motor operation**
> (ii) **Colour light signals** will be provided on the Main line for Down and Up working
> (iii) The existing **Frame B and Drawer Lock Key Release B** will be removed; Frame C and Drawer Lock Key Release C will be renamed **Frame B and Drawer Lock Key Release B** respectively; electric releasing switches will be provided to control the releasing of levers in Frame B
>
> Electric Train Staff working remains in use on section **Paterson–Kilbride**; working within Martins Creek station and between Paterson and Kilbride subject to ETS regulations.
>
> The clearing of the **Starting signal from the Goods siding No. 12L** will also be subject to the operation of the ETS for the section in a **staff contact box** provided for the purpose.
>
> **General Arrangements:**
> - Colour light signals — **single light type**
> - **Low speed indication** (small green light) beneath main head of Up Home signal
> - **Shunting signal No. 3(S)M** (small yellow light) with route indicator beneath Down Home signal
> - Entry to Goods siding direct via No. 51 points — on authority of No. 3(S)S signal with route indication
> - Shunting signals No. 25 and 32 (with route indication) provided in Goods siding
>
> **Emergency Releasing Locks B1 and B2** (with keys) in Martins Creek Traffic Hut — for failure of Releasing Switch B1 or B2. Turning of key prevents further clearance of Down Starting signal at Paterson and Up Starting signals at Kilbride.
>
> **Track Lights** — each track section fitted with lamps exhibiting red lights when a train occupies the track; no lights when unoccupied. Yellow light displayed on appropriate track line in track diagram. *(Source: 1982 Weekly Notices)*

### CTC Introduced — Martins Creek as Crossing Station
> With introduction of Telarah–Kilbride CTC from Broadmeadow CTC Centre, **Martins Creek was again raised to the status of a crossing station** on the same basis as previously — one train locked away in the Quarry/Goods Siding. **Entry to Martins Creek station on the Main line** on the authority of the low speed indication. *(Source: 1982 Weekly Notices)*

---

## 1988 — Level Crossing References; CTC Broadmeadow

### Level Crossings — Martins Creek Referenced — 1988
> **Big Creek Road, Hilldale** — Delete C; insert \*AF; add **Martins Creek** [as station responsible for daily test].
>
> **Straker [level crossing]** — CTC Broadmeadow; SM Martins Creek. *(Source: 1988 Weekly Notices)*

---

## 1989 — Martins Creek Traffic Works

### Traffic Works — 1989
> **Martins Creek** — Wednesday, 22nd February, **8 a.m. to 8.15 a.m.** [traffic works] — listed five times in the same Weekly Notice, indicating multiple simultaneous work notices. *(Source: 1989 Weekly Notices)*

---

## Martin's Creek Quarry / Departmental Quarry Siding

> **Note on Martin's Creek Quarry Siding:** The Departmental and State Quarry Sidings at Martin's Creek station are distinct from the **Martin's Creek Metal Quarries Sidings** at Mileage 136.55 (renamed Rarokee in 1927). The Quarry Siding at the station itself was present from opening and was subject to the instruction that "Passenger or Mixed trains must not be placed in the Quarry Sidings" (Circular No. 123 of 1922; reaffirmed W.N. 7–1927).
>
> Key changes to the Quarry Siding:
> - **1933** — Lever and Bracket Lock "C" and Two-lever Frame "D" replaced by Three-lever Frame "C" (Nos. 1 and 3 levers for Goods/Quarry; No. 2 lever unlocked from No. 5 in Signal-box A) (W.N. 7–1933)
> - **13 February 1940** — Main line–Goods Siding and Main line–Quarry Siding connections removed; Quarry Siding extended to connect with Goods Siding; new crossover at Grafton end; catch-points 54 feet from crossover (W.N. 7–1940)
> - **25 May 1942** — After Martin's Creek closed as ETS station; Frames B and C provided with Drawer Lock Key Releases; Quarry/Goods Siding access controlled by Paterson staff
> - **8 March 1982** — Motor operation of Main–Goods siding points at Sydney end; staff contact box for Goods siding Starting signal No. 12L; shunting signals 25 and 32 in Goods siding

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **14 August 1911** | **Opened** — Down side platform (76.1m); B1 waiting shed, Out-of-Room, Cl closet/urinal; 90 kl bore-fed water tank at 36.30 (Sydney end); Lever and Bracket Lock arrangements (Paterson–Dungog staff); station brand MCH; Night Officer; green disc required |
| 1913 | Water Tank at Mileage 36.30 documented — no signals, Guards to protect; 20 minutes goods shunting allowed |
| 1920 | Listed as Automatic Staff Station with specific hours of duty; Night Officer duties |
| **1927** | Goods siding extended; Metal Quarries Sidings at 136.55 renamed **Rarokee** — to distinguish from Departmental/State Quarry Sidings at station; Passenger/Mixed trains prohibited from Quarry Sidings (Circular No. 123 of 1922, W.N. 7–1927) |
| **3 February 1933** | Lever and Bracket Lock "C" and Two-lever Frame "D" replaced by **Three-lever Frame "C"** — Nos. 1 and 3 levers (Goods/Quarry); No. 2 lever unlocked from No. 5 Signal-box A (W.N. 7–1933) |
| W.N. 12–1933 | Up Home signal No. 7 post renewed |
| 1936 | Departmental Quarry listed beyond Stop Board; Martin's Creek–Wallarobba section |
| **13 February 1940** | Main line–Goods and Main line–Quarry connections removed; **Quarry Siding extended to connect with Goods Siding**; new crossover at Grafton end of platform; catch-points 54 feet from crossover (W.N. 7–1940) |
| **25 May 1942** | **Closed as Electric Train Staff Station** — Down and Up Home and Distant signals removed; Frames B and C (Drawer Lock Key Releases B and C by Paterson–Kilbride staff); Intermediate Staff Instrument (Paterson–Kilbride) at Martin's Creek — controlling station Paterson; Pilotman's Lock at Paterson for Frames B and C; Kilbride opened as ETS Crossing Station same day; Drivers' Notices required for 3 days (W.N. 21–1942) |
| 1946 | Automatic Staff Exchanger positions listed |
| **31 July 1970** | **Water facilities closed** — end of steam traction on North Coast Line; 90 kl tank removed from service |
| **8 March 1982** | Motor-operated Main–Goods siding points; colour light signals on Main line; Frame B (renamed from C) with electric releasing switches; staff contact box for Goods siding No. 12L Starting signal; track lights; Emergency Releasing Locks B1 and B2 in Traffic Hut (W.N. — 1982) |
| 1982 | Telarah–Kilbride CTC — Martin's Creek becomes crossing station (one train in Goods/Quarry siding); OCS panel in old signal box (believed); later transferred to Traffic Room as emergency panel |
| 1988 | SM Martins Creek listed for level crossing daily test duties (Big Creek Road, Hilldale; Straker) |
| After 2003 | Platform shortened; signal box retained as shelter |

---

*Extracted from NSW Government Railways Weekly Notices, 1911–1989.* 
*Note: Martin's Creek is unusual in having been opened and then closed as an Electric Train Staff Station (1942) only to regain crossing station status with CTC in 1982. The Departmental/State Quarry Sidings at the station — distinct from the privately-operated Metal Quarries Sidings (renamed Rarokee, 136.55 km) — were the key operational feature driving much of the station's signalling history. Circular No. 123 of 1922 was referenced from 1922 to at least 1940 — 18 years.*

# Paterson (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1911–1989

---

**Type:** Station and Crossing Loop 
**Line:** North Coast Line (Mindaribba–Paterson / Paterson–Kilbride sections) 
**Station Number:** NC4 
**Distance from Sydney:** 213.224 km (132m approximately at opening) 
**Location:** -32.602720, 151.614420 
**Opened:** 14 August 1911 (with opening of Maitland–Dungog line) 
**Closed:** Prior to 1990 (temporarily); re-opened; in use 
**Status:** In use 
**Name meaning:** After Colonel William Paterson, temporary governor of NSW following William Bligh 
**Platform (original):** 91.4-metre Up side platform; later shortened to 5 metres then re-extended 
**Station Building:** A3 standard station building with waiting room, Station Master's office, cream shed and parcels room; goods shed; Station Master's house 
**Circular:** No. 300–28 of 1936 (Paterson base diagram — later renumbered No. 3130–28 of 1936; referenced to 1988); No. 91–2 of 1982 (Telarah–Kilbride CTC) 

---

> **Notes:** Paterson opened on 14 August 1911 with the Maitland–Dungog line. From opening the station had a Down side platform and goods siding, and an Up side crossing loop, stock and loco sidings — with Frame A on the platform working all facing points and signals for the Main line, and Frame B (Sydney end, Down side) working the facing points and goods siding. A Lever and Bracket Lock "F" secured the facing points in the Stock Siding by key on the Paterson–Dungog staff.
>
> The central interlocked loop was converted to signal-box operation on **1 July 1936** — a new signal-box replaced Frame A, with motor-worked loop points, renamed ground frames, and Circular No. 300–28 of 1936 issued. Large ETS on Paterson–Martin's Creek replaced by miniature type 16 April 1936. In 1942, an Intermediate Staff Instrument for Paterson–Kilbride was provided on the platform with Paterson as controlling station and a Pilotman's Lock in the signal-box. Automatic Staff Exchangers installed (1946 table). Hunter Valley Co-operative Dairy Company siding opened **19 December 1961** at 132m 15c (315 feet standing room; Frame F; key from No. 15 signal-box lever) with Down Home signals relocated. Motor-operated points and colour light signals installed **17–18 January 1982** as CTC preliminary — route control relay interlocking panel in Station Master's Office. Telarah–Kilbride CTC then cancelled Mindaribba–Paterson and Paterson–Kilbride ETS sections. Crossing loop extended (date in notes: unknown from WN). Loop point No. 51 converted to clamplock mechanism **15 March 1987** (confirmed W.N. 2–1988). Frame D connection removed and goods siding converted to dead-end **25 July 1988** (W.N. 45–1988). The station has shifted 19.2 metres from its original site.

---

## 1911 — Opened; Signal and Interlocking Arrangements; Level Crossing Warning; Morse Telegraph

### Maitland–Dungog Line Opened — 14 August 1911
> Morse telegraph instruments provided at **West Maitland and Paterson**; code calls: West Maitland — W.M.; **Paterson — P.A.**; Dungog — D.M.
>
> **Pending completion of telegraph wire between Paterson and Dungog**, Line Clear Reports must not be issued on the Paterson–Dungog section until further notice.
>
> There will be Officers in charge at **Paterson and Dungog**, which stations will be open for the booking of Passenger and Goods traffic. *(Source: 1911 Weekly Notices)*

### Level Crossing Warning — Gresford Road — 1911
> **Paterson** — The level crossing at **Mileage 38.28, 489 yards** on the Dungog side of Paterson Station is approached on the Down journey by a sharp curve and is situated immediately beyond a deep cutting. Drivers of Down trains must sound their whistles loudly leaving Paterson Station and keep a good look-out when approaching this level crossing. *(Source: 1911 Weekly Notices)*

### Signal and Interlocking Arrangements — 1911
> **Paterson** — A platform and Goods Siding are provided on the **Down side**, and a Crossing Loop, Stock and Loco Sidings on the **Up side** of the Line. The Facing Points at each end of the Crossing Loop, Facing Point Locks to same, and all signals are worked from **Frame "A"**, fixed on the platform.
>
> **Frame "B"** — The facing points in the Main line and Crossing Loop, also the points and catch points in the Goods Siding and Facing Point Locks to same, are worked from Frame "B," fixed on the Down side of the Line at the Sydney end of the platform. When it is required to use Frame "B" the key must be obtained from the lock on **No. 8 Lever in Frame "A"** and inserted in the lock on No. 1 Lever.
>
> **Lever and Bracket Lock "F"** — The Facing Points in the Main Line and the Catch Points in the Stock Siding are secured by Lever and Bracket Lock arrangement, unlocked by key on the Ordinary Train Staff for the section **Paterson–Dungog**. *(Source: 1911 Weekly Notices)*

---

## 1912 — Public Telephone Connected

### Public Telephone — 1912
> **Public Telephone Connection, Paterson (Dungog Branch)** — A public telephone has been provided at Paterson Railway Station, connected to No. 10 on the local Public Exchange. *(Source: 1912 Weekly Notices)*

---

## 1924 — Selective Telephones in Station Masters' Residences

### Selective Telephones — 1924
> **Provision of Selective Telephones in Station Masters' Residences at Paterson** [and other stations]. *(Source: 1924 Weekly Notices)*

---

## 1928 — Down Home Signal Post Renewed

### Down Home Signal Renewed — W.N. 16–1928
> **Paterson (North Coast) — Renewal of Down Home Signal** — On Monday, 16th April, 1928, between 8 a.m. and 4 p.m., the Down Home signal, No. **11**, will be out of use for the purpose of **renewing the post**. *(W.N. 16–1928)*

---

## 1930 — Portable Barriers at Gresford Road Level Crossing — Updated Instructions

### Gresford Road Level Crossing — W.N. — 1930
> **Portable Barriers at Level Crossing** — Instructions relative to the use of Portable Barriers at **Gresford Road Level Crossing, Mileage 132.62, Paterson**, amended and superseded:
>
> | Crossing | Week-days | Sundays |
> |---------|-----------|---------|
> | Gresford Road, Paterson | Always, except when required to be removed for passage of trains | Always, except when required to be removed for passage of trains |

*(Source: 1930 Weekly Notices)*

---

## 1936 — Central Operation of Loop — 1 July 1936; Miniature Staffs on Paterson–Martin's Creek

### Large ETS Replaced by Miniature — Paterson–Martin's Creek — 16 April 1936
> **Paterson–Martin's Creek — Replacing Large Electric Train Staffs by Miniature Staffs and Provision of Additional Staffs** — On **Thursday, 16th April, 1936**, between 7.30 a.m. and 5.0 p.m., the large Electric Train Staffs on the section **Paterson–Martin's Creek** will be replaced by those of the Miniature type, and 14 additional Staffs will be provided. *(Source: 1936 Weekly Notices)*

### Central Operation of Loop — 1 July 1936 — W.N. — 1936
> **Paterson (North Coast) — Central Operation of Loop** — On **Wednesday, 1st July, 1936**, between 7.30 a.m. and 5.0 p.m., the Loop line points at the Sydney end will be altered to work from the Signal-box, and the following alterations carried out:
>
> 1. **Provision of Signal-box** in lieu of Frame "A"
> 2. Dispensing with Frame "C" and **power-working the Loop points** from the Signal-box
> 3. Provision of **ground frame** to work Loop to Goods Siding connection at Sydney end
> 4. Re-naming of existing ground frames
> 5. Re-numbering of signals, and provision of additional signal — **Down Home Main to Loop**
> 6. Transferring Staff Instruments to new Signal-box and provision of extension bells
>
> **Circular No. 300–28 of 1936** (Paterson base diagram) issued. *(Source: 1936 Weekly Notices)*

---

## 1942 — Intermediate Staff Instrument for Paterson–Kilbride; Pilotman's Lock; Martin's Creek Closed

### Intermediate Staff Instrument — Paterson–Kilbride — 1942
> **Intermediate Electric Train Staff Instrument** for the section **Paterson–Kilbride** provided on the platform. The **controlling station is Paterson**, and the method of working is in accordance with Regulation No. 72 (Electric Tablet and Electric Train Staff Systems — Working Siding or Junction Equipped with Intermediate Staff Instrument) in the General Appendix, Part II.
>
> A telephone connecting to No. 78 telephone circuit, North, provided near the Intermediate Staff Instrument.
>
> **Pilotman's Lock** — A Pilotman's Lock is provided in the Signal-box at Paterson, and will contain the Pilotman's Key for unlocking Frames "B" and "C" during the times Pilot Working is in operation. When Pilot Working has been cancelled the key must be returned to the Pilotman's Lock by the Signal Electrician. *(Source: 1942 Weekly Notices)*

### Drivers' Notices — Martin's Creek Closed as ETS Station — 1942
> The Station-master at **Paterson** on the Down journey (and Dungog on the Up journey) must furnish the Driver of each Down and Up train with a printed notice informing him that **Martin's Creek is closed as an Electric Train Staff Station** while passing over the section Paterson–Wallarobba. *(Source: 1942 Weekly Notices)*

---

## 1946 — Automatic Staff Exchanger Positions

### Staff Exchanger Positions — 1946
> **Down Line — Paterson**: Opposite Signal-box. 
> **Up Line — Paterson**: **22 feet from Grafton end of Platform**. *(Source: 1946 Weekly Notices — automatic staff exchanger positions)*

---

## 1950 — Down Distant Signal Relocated; Circular No. 300–28 Amended

### Down Distant Signal Relocated — W.N. 10 and 11–1950
> **Paterson (North Coast) — Alteration to Location of Down Distant Signal** — On **Tuesday, 14th March, 1950**, between 7.30 a.m. and 5.0 p.m., the Down Distant Signal, No. 20, will be out of use for the purpose of being moved **595 feet nearer to the station**.
>
> Diagram attached to **Circular No. 300–28 of 1936** to be amended accordingly. *(W.N. 10 and 11–1950 — published twice)*

---

## 1961 — Hunter Valley Co-operative Dairy Company Siding — 19 December 1961

### Hunter Valley Dairy Siding Opened — W.N. 51–1961
> **Paterson (North Coast) — Provision of Private Siding for the Hunter Valley Co-operative Dairy Company** — Since **19th December, 1961**, a new dead-end private siding, laid in on the **Down side** of, and connecting to the Main line at **mileage 132m 15c**, approximately 130 feet on the Sydney side of No. 13 points (Main to Loop), has been brought into use and is known as **Hunter Valley Dairy Siding, Paterson**.
>
> Standing room in the siding: **315 feet**. Gates provided in the boundary fence at approximately 205 feet from the dead-end.
>
> Points in the Main line (facing to Up trains) and the catch points in the siding worked from **No. 2 lever in a new Frame F**, situated on the Up side of the line adjacent to the points. **No. 1 lever in Frame F**, operating the facing point lock, unlocked by **key from No. 15 lever** in the signal-box.

### Down Home Signals Relocated — W.N. 51–1961
> In conjunction with the Hunter Valley Dairy Siding, the bracket post carrying the **Down Home Signal, Main, No. 19**, and the **Down Home Signal, Main to Loop, No. 17**, has been relocated **175 feet nearer to Sydney**.
>
> The **Down Distant Signal, No. 20**, has been relocated **175 feet nearer to Sydney**.
>
> Circular **No. 3130–28, Paterson, of 1936** (renumbered from 300–28) and diagram attached to be amended accordingly. *(W.N. 51–1961)*

---

## 1982 — Motor-Operated Points and Colour Light Signals — 17–18 January 1982

### Conversion to Motor-Operated Points — W.N. 1 and 2–1982
> **Paterson (North Coast) — Conversion to Power Operation of Points and Signals** — On **Sunday/Monday, 17th and 18th January, 1982**, between 7.30 a.m. and 5.00 p.m., as a preliminary to the introduction of centralised traffic control signalling on the North Coast line, the **Main line to Loop line points at each end of Paterson crossing loop** will be converted to motor operation and the mechanical Main line and Loop signals replaced by **colour light signals**.
>
> A **position light shunting signal** to regulate shunting movements on the Main line and between the Main line and the Loop line will be provided at the Sydney end of the crossing loop.
>
> The foregoing points and signals will be worked from a **route control relay interlocking control panel located in the Station Master's Office**. The existing mechanical interlocking machine will be placed out of use.
>
> Colour light signals — **single light type** in accordance with Regulation 5 (Signalling). A **low speed indication** (small green light) and a **shunting signal** (yellow light) provided.
>
> Electric Train Staff working remains in use on sections **Mindaribba–Paterson** and **Paterson–Kilbride**. *(W.N. 1 and 2–1982)*

### Telarah–Kilbride CTC — Mindaribba–Paterson and Paterson–Kilbride ETS Cancelled
> ETS working on sections **Telarah–Mindaribba, Mindaribba–Paterson** and **Paterson–Kilbride** cancelled. CTC working, remotely controlled from **Broadmeadow CTC Centre**, introduced in lieu. Speed board sections: **Oakhampton–Mindaribba** and **Mindaribba–Paterson** listed. *(Source: 1982 Weekly Notices)*

---

## 1988 — Crossing Loop Extension (No. 51 Points Clamplock 15 March 1987); Frame D Removed; Goods Siding to Dead End — 25 July 1988

### Crossing Loop Extension — No. 51 Points Clamplock — W.N. 2–1988
> **Paterson (North Coast) — Extension of Crossing Loop** — Since **15th March, 1987**, No. 51 points have been converted to operation by **clamplock mechanism**.
>
> **Emergency Working of No. 51 Points** (pump handle has special key attached with chain):
> 1. Unlock ESML cupboard (SL lock)
> 2. Operate switch therein to "EMERGENCY" and remove the key
> [Further steps listed]
>
> *(W.N. 2–1988)*

### Frame D Connection Removed — Goods Siding to Dead End — 25 July 1988 — W.N. 45–1988
> **Paterson (North Coast) — Removal of Frame D Connection** — On **25th July 1988**, Frame D connection was removed and a **stop block with white over red buffer lights** was placed in the vicinity of former 2D catchpoints. The catchpoint indicator has also been removed.
>
> Consequently, **Frame D, Releasing Switch D and associated equipment** have been dispensed with, together with Releasing Lock D.
>
> **The Goods siding has become a dead end facility, facing to Down trains.**
>
> No. 82 lever has become spare.
>
> Circular No. 91–2 (1982), North Coast, Centralised Traffic Control, Introduction of CTC Working, Telarah–Kilbride, and Sheet 3 of diagrams attached, to be amended accordingly. *(W.N. 45–1988)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **14 August 1911** | **Opened** — Down side platform (91.4m) and goods siding; Up side crossing loop, stock and loco sidings; Frame A on platform (all main line signals and loop points); Frame B (Sydney end, Down side, key from No. 8 lever Frame A); Lever and Bracket Lock F (Stock Siding — Paterson–Dungog staff); Morse telegraph P.A.; level crossing warning Gresford Road; Officers in charge at Paterson and Dungog |
| 1912 | Public telephone connected to local exchange No. 10 |
| 1924 | Selective telephones in Station Masters' residences |
| W.N. 16–1928 | Down Home signal No. 11 post renewed |
| 1930 | Portable barriers at Gresford Road level crossing — updated instructions |
| **16 April 1936** | Large ETS on Paterson–Martin's Creek replaced by miniature type; 14 additional staffs provided |
| **1 July 1936** | **Central Operation of Loop** — new signal-box in lieu of Frame A; motor-worked loop points; ground frame for Loop–Goods Siding connection; signals renumbered; **Circular No. 300–28 of 1936** issued |
| 1942 | Intermediate Staff Instrument — Paterson–Kilbride on platform; controlling station Paterson; Pilotman's Lock in signal-box; Drivers' Notices re Martin's Creek closure |
| 1946 | Staff exchanger positions: Down — opposite signal-box; Up — 22 feet from Grafton end of platform |
| W.N. 10 and 11–1950 | Down Distant signal No. 20 relocated 595 feet nearer station; Circular No. 300–28 amended |
| **19 December 1961** | **Hunter Valley Co-operative Dairy Company Siding** opened — 132m 15c, Down side, dead-end, 315-foot standing room; Frame F (No. 2 lever, key from No. 15 signal-box lever); Down Home signals No. 17 and 19 relocated 175 feet toward Sydney; Down Distant No. 20 relocated 175 feet toward Sydney; Circular renumbered **3130–28 of 1936** (W.N. 51–1961) |
| **17–18 January 1982** | **Motor-operated points and colour light signals** — route control relay interlocking panel in Station Master's Office; position light shunting signal at Sydney end; single light colour light signals; ETS Mindaribba–Paterson and Paterson–Kilbride retained (W.N. 1 and 2–1982) |
| 1982 | Telarah–Kilbride CTC — Mindaribba–Paterson and Paterson–Kilbride ETS cancelled; Broadmeadow CTC Centre |
| **15 March 1987** | No. 51 points (crossing loop extension) converted to **clamplock mechanism** (confirmed W.N. 2–1988) |
| **25 July 1988** | **Frame D connection removed** — Goods siding converted to **dead end facing to Down trains**; stop block with white over red buffer lights; Frame D, Releasing Switch D, Releasing Lock D all removed; No. 82 lever spare; Circular No. 91–2 amended (W.N. 45–1988) |

---

*Extracted from NSW Government Railways Weekly Notices, 1911–1989.* 
*Note: Paterson is one of the most fully documented original stations on the North Coast Line. Circular No. 300–28 of 1936 (later renumbered 3130–28 of 1936) remained the base diagram from 1936 through to 1988 — 52 years. The Hunter Valley Co-operative Dairy Siding (now used by the Rail Motor Society) was provided in 1961 off the 437-metre goods siding. The conversion of the goods loop to a dead end on 25 July 1988 marks the final major change in the collection.*

# Unnamed Ganger's Stop — Mileage 127m 40c (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1929

---

**Type:** Unnamed Request Stop (Gang Set-Down Point) 
**Line:** North Coast Line (Telarah–Paterson section) 
**Distance from Sydney:** 205.191 km (127m 40c) 
**Location:** -32.64936626267347, 151.58261954239111 
**Between:** Mindaribba and Paterson 
**Opened:** Since **Sunday, 13 January 1929** (W.N. 4–1929) 
**Closed:** Since **Sunday, 3 February 1929** (W.N. — 1929) — ceased after three weeks 
**Status:** Closed 
**Name meaning:** No primary reference — unnamed stop; gang set-down point only 

---

> **Notes:** An unnamed stop at Mileage 127m 40c between Telarah and Paterson was brought into use on Sunday, 13 January 1929, solely for the purpose of setting down a permanent-way gang. The stop was worked by No. 15 Passenger (6.45 p.m. Sydney to Kempsey) on Sundays only. The Station Master at Waratah was responsible for handing written instructions to the Driver and Guard. The stop ceased after just three weeks on Sunday, 3 February 1929 — presumably when the gang's work in that location was completed.

---

## 1929 — Unnamed Stop Opened — 13 January 1929; Ceased 3 February 1929

### Stop Brought Into Use — W.N. 4–1929
> **North Coast Line** — Since **Sunday, January 13**, and until further notice:
>
> No. **15 Pass.** (6.45 p.m. Sydney to Kempsey), on Sundays, calls at **127m 40c**, between Telarah and Paterson, **to set down gang**.
>
> Station Master, Waratah, hand written instructions to Driver and Guard. *(W.N. 4–1929)*

### Stop Ceased — W.N. — 1929
> **North Coast Line** — Since **Sunday, February 3**:
>
> No. 15 Pass. (6.45 p.m. Sydney to Kempsey), Sundays, **ceased to call** at Mileage 127m 40c, between Telarah and Paterson, to set down gang. *(Source: 1929 Weekly Notices)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **13 January 1929** | **Stop opened** — No. 15 Pass. calls at 127m 40c (Sundays only) to set down permanent-way gang; written instructions issued by SM Waratah to Driver and Guard (W.N. 4–1929) |
| **3 February 1929** | **Stop ceased** — No. 15 Pass. no longer calls at 127m 40c |

---

*Extracted from NSW Government Railways Weekly Notices, 1929.* 
*Note: This unnamed stop existed for only three Sundays (13 January, 20 January and 27 January 1929) before ceasing on 3 February 1929. It has no formal station name, platform, or infrastructure — it was purely a conditional set-down point for a permanent-way gang working in the area between Mindaribba and Paterson.*

# Mindaribba (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1911–1989

---

**Type:** Station and Crossing Loop 
**Line:** North Coast Line (Telarah–Mindaribba / Mindaribba–Paterson sections) 
**Station Number:** NC3 
**Distance from Sydney:** 203.500 km (203.462 km per 1985 Weekly Notices) 
**Location:** -32.668310, 151.584537 
**Opened:** 14 August 1911 as **Dunmore** (with opening of Maitland–Dungog line) 
**Renamed:** Mindaribba — **1 April 1912** (W.N. — 1912) 
**Closed:** Prior to 17 June 1985 (station demolished); re-opened; closed 15 August 2009; re-opened 25 August 2009 on opposite side 
**Status:** In use 
**Name meaning:** Aboriginal word meaning "hunter" 
**Station Brand:** DMR (as Dunmore) 
**Platform (original):** 76.2-metre Down side platform; timber B2 standard waiting shed; Cl water closet with urinal at ground level, Down end of yard 
**Goods Siding:** Up side loop siding at opening (Lever and Bracket Lock); replaced by 2-lever Frames A and B (20 January 1933); abolished **2 March 1942** (Frames B and C removed) 
**Loop opened:** 27 November 1933 — central interlocked crossing loop with loading bank added 
**Circular:** No. 556–11 of 1933 (Mindaribba base diagram — amended at goods siding abolition 1942) 
**Loop extended:** 5 August 2009 to 1,598 metres 

---

> **Notes:** Mindaribba opened as Dunmore on 14 August 1911 with a Down side platform and an Up side loop siding secured by Lever and Bracket Lock arrangements (keyed to the Ordinary Train Staff for the section West Maitland–Paterson). No person was in charge. Renamed **Mindaribba** from 1 April 1912 (the station was at Mileage 27.0 from Newcastle on the West Maitland–Dungog Line).
>
> On 20 January 1933 the Lever and Bracket Locks were replaced by two new 2-lever Frames A and B. On 27 November 1933 Mindaribba was opened as an Electric Train Staff and Crossing Station, with the Telarah–Paterson section cancelled and replaced by Telarah–Mindaribba and Mindaribba–Paterson. A crossing loop (1,321 feet) and loading bank were added (Circular No. 556–11 of 1933).
>
> The goods siding was abolished on 2 March 1942 — Frames B and C removed. On 1 March 1982 the mechanical interlocking machine was replaced by a route control relay interlocking panel and motor-operated points as a preliminary to CTC. Electric Train Staff working on Telarah–Mindaribba and Mindaribba–Paterson remained until the introduction of Telarah–Kilbride CTC (1982). The automatic staff exchanging equipment remained available until CTC introduction.
>
> The station was demolished on 17 June 1985. The loop was extended to 1,598 metres on 5 August 2009. The station closed 15 August 2009 and re-opened on the opposite side on 25 August 2009.

---

## 1911 — Opened as Dunmore; Station Brand DMR; Lever and Bracket Locks; Green Disc Required

### Maitland–Dungog Line Opened — 14 August 1911
> **Station sequence at opening:**
> West Maitland to Marshalling Yard — 9 miles; Oakhampton — 3 miles; **Dunmore — 6 miles**; Paterson — 12 miles; Martin's Creek — 16 miles. *(Source: 1911 Weekly Notices)*

### Station Brand — DMR — 1911
> **Dunmore — DMR** (station distinguishing brand allotted at opening). *(Source: 1911 Weekly Notices)*

### Working Instructions — Unattended; Green Disc Required — 1911
> All consignments for Oakhampton, **Dunmore**, Martin's Creek, Hilldale, Wallarobba and Wiragulla must be prepaid and consigned under **platform conditions**. Passengers must **exhibit to the Driver a green disc by day, and light the lamp at night** to be picked up. Guards must ascertain if passengers wish to alight at intermediate platforms. *(Source: 1911 Weekly Notices)*

### Lever and Bracket Lock Arrangements — 1911
> **The Facing Points in the Main Line and the Catch Points at each end of the siding are secured by Lever and Bracket Lock arrangements.**
>
> The Lever and Bracket Lock arrangements at Oakhampton and **Dunmore** must be worked in accordance with Regulation "E" on page 27 of the General Appendix, the Bracket Locks being unlocked by key on the Ordinary Train Staff for the section **West Maitland–Paterson**. *(Source: 1911 Weekly Notices)*

---

## 1912 — Renamed Mindaribba — 1 April 1912

### Name Altered — W.N. — 1912
> **Alteration to Name of Dunmore (Dungog Line)** — Commencing **1st April, 1912**, the name of Dunmore Railway Station, situated at Mileage **27.0 from Newcastle**, on the West Maitland–Dungog Line, will be **"Mindaribba."** *(W.N. — 1912 — published three times)*

---

## 1913 — Goods Shunting Times

### Pick-up Goods — 1913
> No. 17 Goods: **Mindaribba, 5 minutes**; Martin's Creek, 10 minutes; Wallarobba, 15 minutes. *(Source: 1913 Weekly Notices)*

---

## 1920 — Pick-up Goods; Combined with Oakhampton

### Pick-up Goods — 1920
> No. 110: **Twelve minutes allowed to work Oakhampton and Mindaribba** (combined allowance). *(Source: 1920 Weekly Notices)*

---

## 1924 — Goods Shunting Times; Listed as Unattended

### Pick-up Times — 1924
> - No. 141 Goods: **Mindaribba, 7 minutes**; Oakhampton, 10 minutes; Martin's Creek Metal Quarry Sidings, 15 minutes
> - No. 109 Pick-up: **Oakhampton 10 minutes, Mindaribba [5 minutes]**
> - **Mindaribba\*** — listed with asterisk (unattended) in station sequence

*(Source: 1924 Weekly Notices)*

---

## 1933 — Lever and Bracket Locks Replaced by 2-lever Frames — 20 January 1933; Crossing Loop Opened 27 November 1933

### Lever and Bracket Locks Replaced by 2-Lever Frames — W.N. 3–1933
> **Mindaribba (North Coast) — Replacing Levers and Bracket Locks by Two-lever Frames** — On **Friday, 20th January, 1933**, between 8.0 a.m. and 5.0 p.m., Levers and Bracket Locks "A" and "B," operating the connections at the Sydney and Grafton ends of the Loop Siding, will be replaced by new **2-lever Frames ("A" and "B" respectively)**, situated in the same positions.
>
> No. 1 lever in each Frame — facing point locks will be provided, and operated.
>
> The points in the Main line and Catch-points at each end of the Siding will be worked by **No. 2 lever in each** [Frame]. *(W.N. 3–1933)*

### Crossing Loop Opened — 27 November 1933; Electric Train Staff Station — W.N. 43 and 48–1933
> From Monday, **27th November, 1933**, No. 1 lever in Frames "A" and "E" will be unlocked by key on the Miniature Electric Train Staff for the section **Telarah–Mindaribba**. *(W.N. 43–1933)*
>
> **Mindaribba (North Coast) — Opening as an Electric Train Staff and Crossing Station** — On **Monday, 27th November, 1933**, Mindaribba will be opened as an Electric Train Staff and Crossing Station, and the present Electric Train Staff section **Telarah–Paterson** cancelled.
>
> The new sections to be opened will be **Telarah–Mindaribba** and **Mindaribba–Paterson**. The complete arrangements will be in accordance with **Circular No. 556–11 of 1933** and diagram attached thereto. *(W.N. 48–1933)*

### Crossing Loop Length and Loading Bank — W.N. 48–1933
> **Stations, Platforms and Sidings, North Coast Line — Mindaribba** — Add **"1321"** to column headed "Crossing Loop," and alter reference to trucks under heading "Other Sidings" to read **"36."** *(W.N. 48–1933)*

> **Note:** 1,321 feet (approx. 403 metres) was the crossing loop length at opening. The "36 trucks" under Other Sidings and a loading bank were added with the crossing loop.

---

## 1942 — Goods Siding Abolished — 2 March 1942

### Goods Siding Abolished — W.N. 10–1942
> **Mindaribba (North Coast) — Abolition of Goods Siding** — Since **2nd March, 1942**, the Goods Siding at Mindaribba was abolished. **Frames "B" and "C" and connections were removed**.
>
> Circular No. 556–11 of 1933 and diagram attached thereto to be amended accordingly. *(W.N. 10–1942)*

### Station Marked as Platform Only — W.N. 10–1942
> **Pages 217 and 252 — Mindaribba (North Coast) — Abolition of Goods Siding** — Since 2nd March, 1942, the Goods Siding has been removed. Insert **(P)** alongside station name. *(W.N. 10–1942)*

---

## 1945 — Key Staffs Replaced by Ordinary Staffs — Telarah–Mindaribba

### Ordinary Staffs — 1 March 1945
> **Telarah–Mindaribba — Provision of Ordinary Train Staffs in Lieu of Key Staffs** — On 1st March, 1945, Key Staffs Nos. 1–43 inclusive were withdrawn and replaced by **Ordinary Staffs Nos. 1–8**. *(W.N. 10–1945)*

---

## 1946 — Automatic Staff Exchanger Positions

### Staff Exchanger Positions — 1946
> **Down Line — Mindaribba**: **26 feet from Sydney end of Platform**. 
> **Up Line — Mindaribba**: Opposite Signal-box. *(Source: 1946 Weekly Notices — automatic staff exchanger positions)*

---

## 1950 — Additional ETS No. 52 on Telarah–Mindaribba; Power-worked Signals; Special Crossing Instructions

### Additional Miniature ETS No. 52 — 17 January 1950
> Additional Miniature Electric Train Staff No. **52** provided on section **Telarah–Mindaribba** (length 5m 34c). *(Source: 1950 Weekly Notices)*

### Power-worked Signals — 1950
> **Mindaribba** — The Up Home Signals, Nos. 3 and 6 — Electric Train Staff [released by].
>
> The existing Down Home signals, Nos. 31 and 28, and Up Starting signals, Nos. 5 and 10, will be replaced by **power-worked Upper Quadrant signals**. The Up Starting signals, Main No. 5 and Loop to Main No. 10, will be accepted [subject to staff working]. *(Source: 1950 Weekly Notices)*

---

## 1982 — Conversion to Power-Operated Points and Colour Light Signals — 1 March 1982

### Motor-Operated Points and Colour Light Signals — W.N. — 1982
> **Mindaribba (North Coast) — Conversion to Power Operation of Points and Signals** — On **Monday, 1st March, 1982**, between 7.30 a.m. and 5.00 p.m., as a preliminary to the introduction of centralised traffic control signalling on the North Coast line, the **Main line to loop points at each end of Mindaribba crossing loop** will be converted to motor operation and the mechanical Main line and loop signals will be replaced by **colour light signals**.
>
> The foregoing points and signals will be worked from a **route control relay interlocking control panel** located in the signal-box.
>
> The existing mechanical interlocking machine will be placed out of use. *(Source: 1982 Weekly Notices)*

### Electric Train Staff Working Remains — 1982
> Electric Train Staff working will remain in use on the sections **Telarah–Mindaribba** and **Mindaribba–Paterson** and working within Mindaribba crossing station will be subject to the Electric Train Staff regulations.
>
> The **automatic staff exchanging equipment at Mindaribba will remain available** for use.
>
> A diagram showing the new signalling arrangements at Mindaribba appears in the centre pages of this Weekly Notice.
>
> **Telephones** — provided as shown on the diagram; all signal telephones ring to the signal-box.
>
> **Telephone Call Indicator** — Call indicators provided near the Starting signals at each end of the crossing loop. When activated: **flashing blue light and sounding of a hooter**. When the Signalman requires to speak to the train crew, he must activate the indicator. *(Source: 1982 Weekly Notices)*

### Simultaneous Approach Procedure — 1982
> If a Down and an Up train are closely approaching Mindaribba at the same time, the second train must be held at the Home signal until the first train has been admitted and brought to a stand close to the Starting signal. *(Source: 1982 Weekly Notices)*

---

## 1982 — Telarah–Kilbride CTC; Mindaribba–Paterson ETS Cancelled

### CTC Introduced — Telarah–Kilbride — 1982
> Electric train staff working on the sections **Telarah–Mindaribba, Mindaribba–Paterson** and Paterson–Kilbride cancelled. CTC working, remotely controlled from **Broadmeadow CTC Centre**, introduced in lieu. *(Source: 1982 Weekly Notices)*

### Speed Board References — Mindaribba — 1982
> **Oakhampton–Mindaribba** and **Mindaribba–Paterson** — speed board sections listed in Telarah–Kilbride CTC circular. *(Source: 1982 Weekly Notices)*

---

## 1985 — Station Demolished 17 June 1985; Station No. NC3; Standing Room Amended

### Station Demolished — W.N. — 1985
> **Mindaribba** — [station demolished 17 June 1985; new short platform with no facilities provided]. *(Source: 1985 Weekly Notices)*

### Standing Room Amended — 1985
> **203.462 Mindaribba** — Under column headed "Standing Room, Crossing Loop," amend **404** to read **402**. *(Source: 1985 Weekly Notices)*

> **Note:** The 1985 amendment to standing room figures (404→402) reflects adjustments to the loop capacity at the time the station was demolished and rebuilt. Distance confirmed as **203.462 km** in the 1985 Weekly Notices.

---

## 1989 — Timetable Reference — Dungog–Mindaribba

### Timetable — 1989
> 7.26 a.m. Dungog–Mindaribba to stations Maitland and beyond — listed twice in timetable adjustments. *(Source: 1989 Weekly Notices)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **14 August 1911** | **Opened as Dunmore** — Down side platform (76.2m); B2 waiting shed; Cl water closet/urinal at Down end of yard; Up side loop siding; Lever and Bracket Lock arrangements (West Maitland–Paterson staff); station brand DMR; unattended; green disc required |
| **1 April 1912** | **Renamed Mindaribba** — from Mileage 27.0 from Newcastle on West Maitland–Dungog Line (W.N. — 1912, published three times) |
| 1913 | 5 minutes allowed for goods work at Mindaribba |
| 1920 | 12 minutes combined allowance — Oakhampton and Mindaribba |
| **20 January 1933** | **Lever and Bracket Locks replaced by 2-lever Frames A and B** — No. 2 lever operates points and catch-points (W.N. 3–1933) |
| **27 November 1933** | **Opened as Electric Train Staff and Crossing Station** — Telarah–Paterson cancelled; new sections Telarah–Mindaribba and Mindaribba–Paterson; crossing loop 1,321 feet; loading bank; 36 trucks standing room; Circular No. 556–11 of 1933 (W.N. 43 and 48–1933) |
| **2 March 1942** | **Goods siding abolished** — Frames B and C removed; station marked (P) — platform only; Circular No. 556–11 amended (W.N. 10–1942) |
| 1 March 1945 | Key Staffs Telarah–Mindaribba replaced by Ordinary Staffs Nos. 1–8 |
| 17 January 1950 | Additional miniature ETS No. 52 on Telarah–Mindaribba (section length 5m 34c) |
| 1950 | Down Home and Up Starting signals replaced by power-worked Upper Quadrant signals |
| 1946 | Staff exchanger positions: Down — 26 feet from Sydney end of Platform; Up — Opposite signal-box |
| **1 March 1982** | **Motor-operated points and colour light signals** — route control relay interlocking panel; mechanical machine placed out of use; ETS working Telarah–Mindaribba and Mindaribba–Paterson retained; automatic staff exchangers remain; telephone call indicator (blue light and hooter) provided (W.N. — 1982) |
| 1982 | Telarah–Kilbride CTC introduced — Telarah–Mindaribba and Mindaribba–Paterson ETS cancelled; Broadmeadow CTC Centre |
| **17 June 1985** | **Station demolished** — new short platform with no facilities; standing room amended 404→402; Station No. NC3; distance 203.462 km |
| **5 August 2009** | Loop extended to **1,598 metres** |
| 15 August 2009 | Station closed |
| **25 August 2009** | Station re-opened on opposite side |

---

*Extracted from NSW Government Railways Weekly Notices, 1911–1989.* 
*Note: Mindaribba is notable for retaining the original unattended green disc pick-up arrangement from its Dunmore opening in 1911 until the provision of proper signal infrastructure with the 1933 crossing loop. Circular No. 556–11 of 1933 remained the base diagram from 1933 through to at least 1942.*

The unassuming entrance to Mindaribba in 2026

# Oakhampton (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1911–1989

---

**Type:** Station (Closed) 
**Line:** North Coast Line (West Maitland–Paterson section at opening; later Telarah–Mindaribba) 
**Distance from Sydney:** 198.960 km (198.956 km per 1975 and 1985 Weekly Notices) 
**Location:** -32.696116, 151.559437 
**Construction Name:** Huntingtower 
**Opened:** 14 August 1911 (with the opening of the Maitland–Dungog line) 
**Closed:** 20 October 1975 (W.N. 41–1975) 
**Status:** Closed 
**Name meaning:** After Oakhampton (town) in Devon, England — 32 km west of Exeter, meaning "Town on the River Okeement" 
**Station Brand:** OKH 
**Platform:** 76.2-metre Down side platform; timber B2 standard waiting shed; Cl closet and urinal at ground level at Up end 
**Goods Siding:** Up side loop siding at opening; abolished **9 March 1942** (W.N. 10–1942) 
**Post-closure:** Platform still used for school children into the early 2000s 

---

> **Notes:** Oakhampton opened on 14 August 1911 with the opening of the Maitland–Dungog line (construction contract let to Carson, Cary & Simpson on 28 April 1908). The construction name was Huntingtower. At opening, a Down side platform and an Up side loop siding were provided. The facing points in the Main line and the catch points at each end of the siding were secured by **Lever and Bracket Lock arrangements**, unlocked by the key on the Ordinary Train Staff for the section **West Maitland–Paterson**. No person was in charge — all consignments were prepaid under platform conditions, and passengers had to exhibit a green disc to the Driver by day or light the lamp at night to be picked up.
>
> The Up side goods siding (standing room 29 trucks) was abolished on **9 March 1942** — Frames A and B and connections removed (W.N. 10–1942). The station was deleted from all publications from **20 October 1975** (W.N. 41–1975), but trains 735 and 722 continued to call for school children and mail bags after that date. In 1985 all remaining references (Station No. NC2) were deleted. By 1989, the level crossing daily test responsibility transferred from SM Telarah to CTC Broadmeadow.

---

## 1911 — Opening; Station Brand; Working Instructions; Lever and Bracket Locks

### Maitland–Dungog Line Opened — 14 August 1911
> **Station sequence at opening:**
> West Maitland to Marshalling Yard — 9 miles; **Oakhampton — 3 miles**; Dunmore — 6 miles; Paterson — 12 miles; Martin's Creek — 16 miles; Hilldale — 21 miles.

*(Source: 1911 Weekly Notices — station sequence table)*

### Station Brand — OKH — 1911
> Station brands allotted:
> - **Oakhampton — OKH**
> - Dunmore — DMR
> - Paterson — PTR
> - Martin's Creek — MCH
> - Hilldale — HLD
> - Wallarobba — WLB
> - Wiragulla — WRG
> - Dungog — DXG

*(Source: 1911 Weekly Notices — station distinguishing brands)*

### Working Instructions — Unattended; Green Disc Required — 1911
> All consignments of traffic for **Oakhampton**, Dunmore, Martin's Creek, Hilldale, Wallarobba and Wiragulla must be **prepaid** and consigned under **platform conditions**. There are Sidings only at the Marshalling Yard, and passengers must not be booked thereto.
>
> Passengers wishing to proceed by trains authorised to stop at Oakhampton, Dunmore, Martin's Creek, Hilldale, Wallarobba and Wiragulla must **exhibit to the Driver a green disc by day, and light the lamp at night**; and Guards must, before leaving each station or platform at which the train stops, ascertain if there are any passengers in their train wishing to alight at intermediate platforms. *(Source: 1911 Weekly Notices)*

### Lever and Bracket Lock Arrangements — 1911
> **The Facing Points in the Main Line and the Catch Points at each end of the siding are secured by Lever and Bracket Lock arrangements.**
>
> The Lever and Bracket Lock arrangements at **Oakhampton and Dunmore** must be worked in accordance with Regulation "E" on page 27 of the General Appendix, the Bracket Locks being unlocked by key on the Ordinary Train Staff for the section **West Maitland–Paterson**. *(Source: 1911 Weekly Notices)*

---

## 1913 — Pick-up Goods; 15 Minutes Allowed at Oakhampton

### Goods Train Times — 1913
> **No. 17 Goods** is allowed time at intermediate places as follows: **Oakhampton, 15 minutes**; [other stations listed]. *(Source: 1913 Weekly Notices)*

---

## 1920 — Pick-up Goods; 10 Minutes for Oakhampton and Mindaribba

### Pick-up Goods — 1920
> **No. 110** works all stations and sidings to Oakhampton inclusive. **Twelve minutes allowed to work Oakhampton and Mindaribba**. *(Source: 1920 Weekly Notices)*

### Return Tickets to Newcastle — 1920
> Return tickets at single fare and a quarter to be issued to Newcastle from Dungog, Oakhampton and intermediate stations. *(Source: 1920 Weekly Notices)*

---

## 1924 — 10 Minutes Allowed; Listed in Section Sequence

### Goods Shunting Times — 1924
> - No. 141 Goods: **Mindaribba, 7 minutes; Oakhampton, 10 minutes**; Martin's Creek Metal Quarry Sidings, 15 minutes
> - No. 142 Goods (Sundays): **Oakhampton, 10 minutes**; Martin's Creek Metal Sidings, 19 minutes

*(Source: 1924 Weekly Notices)*

---

## 1930 — Transfer of Control; Gang Set Down; Credit Account Closed

### Section of Line Oakhampton–Nooroo Transferred — W.N. — 1930
> From **Monday, 1st September, 1930**, the section of the line **Oakhampton to Nooroo, inclusive**, will be transferred [to a different administrative district]. *(Source: 1930 Weekly Notices)*

### Oakhampton — Gang Set Down on Sundays
> **Oakhampton** — trains call on Sundays to set down extra gang. *(Source: 1930 Weekly Notices)*

### Credit Account Closed — 1930
> The credit account at Oakhampton in favour of **Wilsons Granite and Gravels** has been closed. *(Source: 1930 Weekly Notices)*

---

## 1942 — Goods Siding Abolished — 9 March 1942

### Goods Siding Abolished — W.N. 10–1942
> **Oakhampton (North Coast) — Abolition of Goods Siding** — On **Monday, 9th March, 1942**, between 8.0 a.m. and 5.0 p.m., the Goods Siding at Oakhampton will be abolished. **Frames "A" and "B" and connections will be removed.** *(W.N. 10–1942)*

### Standing Room Deleted — W.N. 10–1942
> **Stations, Platforms and Sidings — North Coast:**
> - **Oakhampton** — Delete "29" under heading "Standing Room — Other Sidings"
> - **Mindaribba** — Delete "36" under heading "Standing Room — Other Sidings"

*(W.N. 10–1942)*

### Deleted from Intermediate Sidings — W.N. 10–1942
> **Intermediate Sidings — North Coast** — Delete "Oakhampton" and references thereto. *(W.N. 10–1942)*

---

## 1975 — Station Closed 20 October 1975; Trains Continue for School Children

### Station Closed — W.N. 41–1975
> **Page 71 — Oakhampton** [deleted].
>
> **Page 173 — Stations and Platforms, etc. — Maitland–Queensland Border** — Delete all reference to the following (from **20.10.75**): **Oakhampton**, Airdrie, Hilldale, Wiragulla. *(W.N. 41–1975)*

### Trains Continue to Call — W.N. 42–1975
> **From October 20 (Mondays to Fridays):**
>
> Train No. 735 will stop regularly at **kilometrage 198.956 (Oakhampton)**, 215.773 (Airdrie), 226.372 (Hilldale) and 237.972 (Wiragulla) for the purpose of **setting down school children**.
>
> Train No. 722 will stop regularly at 237.972 (Wiragulla), 226.372 (Hilldale), 215.773 (Airdrie) and **198.956 (Oakhampton)** for the purpose of **picking up school children**, also receiving and putting out mail bags at kilometrage 226.342 (Willdale).
>
> **From October 25 (Saturdays):**
>
> Train No. 745 will stop regularly at **198.956 (Oakhampton)** [and other stations] for the purpose of setting down passengers.
>
> Train No. 722 will stop regularly at **198.956 (Oakhampton)** for the purpose of picking up passengers, also mail bags. *(W.N. 42–1975)*

> **Note:** The continuation of train calls at Oakhampton after formal closure on 20 October 1975 — for school children and mail bags — confirms the platform remained in active use. Your notes indicate the platform was still being used in the early 2000s for school children, consistent with this arrangement persisting long after the administrative closure.

---

## 1985 — Station No. NC2 Deleted; All References Removed

### Final Deletion — W.N. — 1985
> **198.956 Oakhampton** — Under column headed "Station No." delete **NC2**. *(Source: 1985 Weekly Notices)*

> **Note:** Station No. NC2 was Oakhampton's code in the North Coast numbering system. Its deletion in 1985 — ten years after formal closure — confirms the station had continued to appear in administrative tables throughout the post-closure period.

---

## 1989 — Level Crossing Daily Test — CTC Broadmeadow

### Level Crossing Daily Test — W.N. 36–1989
> **Level Crossing Protection — Oakhampton:**
>
> Delete: Daily test recorded by **SM Telarah**
>
> Insert: **CTC Broadmeadow** *(W.N. 36–1989)*

> **Note:** By 1989, the daily test responsibility for the Oakhampton level crossing had transferred from the Station Master at Telarah to Broadmeadow CTC Centre — consistent with the 1982 introduction of CTC working on the Telarah–Kilbride section.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 28 April 1908 | Construction contract Maitland–Dungog let to Carson, Cary & Simpson; construction name Huntingtower |
| **14 August 1911** | **Opened** — Down side platform (76.2m); timber B2 waiting shed; Cl closet and urinal at Up end; Up side loop siding; Lever and Bracket Lock arrangements (unlocked by West Maitland–Paterson staff); station brand OKH; no person in charge; green disc required for pick-up |
| 1913 | 15 minutes allowed for goods work at Oakhampton |
| 1920 | 12 minutes allowed (Oakhampton and Mindaribba combined) |
| 1924 | 10 minutes allowed; Oakhampton–Nooroo district boundary |
| 1930 | Section Oakhampton–Nooroo transferred; Wilsons Granite and Gravels credit account closed |
| **9 March 1942** | **Goods siding abolished** — Frames A and B and connections removed; standing room (29 trucks) deleted; deleted from intermediate sidings (W.N. 10–1942) |
| **20 October 1975** | **Station closed** — deleted from all publications (W.N. 41–1975); trains 735, 722 and 745 continue to call for school children and mail bags (W.N. 42–1975) |
| W.N. — 1985 | Station No. NC2 deleted — all remaining references removed |
| W.N. 36–1989 | Level crossing daily test: SM Telarah replaced by **CTC Broadmeadow** |

---

*Extracted from NSW Government Railways Weekly Notices, 1911–1989.* 
*Note: Oakhampton was an unattended platform from opening, with the distinctive green disc system for passenger pick-up. The goods siding — provided at opening with Lever and Bracket Lock arrangements — lasted just over 30 years before abolition in 1942. The station closed formally in 1975 but the platform continued to serve school children for many years thereafter.*

Oakhampton in 2010 and 2023, the site of the one-time station and yards is now rather overgrown.

# Telarah (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1922–1989

---

**Type:** Station (Marshalling Yard / Crossing Loop / Staff Station) 
**Line:** North Coast Line (Maitland North–Telarah / Telarah–Mindaribba sections) 
**Distance from Sydney:** 194.739 km 
**Location:** -32.723120, 151.539973 
**Opened:** 14 August 1911 as West Maitland Marshalling Yard; renamed **Telarah** 15 April 1922 
**Status:** In use 
**Name meaning:** After Telarah House, an adjacent property 
**Platform:** 132-metre Up side platform 
**Circular:** No. 398–38 of 1936 (Telarah base diagram — referenced through to at least 1945); No. 250–7 of 1956 (Telarah and Triangle Loop — referenced through to 1982); No. 91–2 of 1982 (Telarah–Kilbride CTC) 

---

> **Key Events (from your notes and Weekly Notices):**
> - **14 August 1911** — Opened as West Maitland Marshalling Yard
> - **31 August 1914** — Interlocking introduced
> - **10 April 1916** — Trucking yards built
> - **15 April 1922** — Renamed Telarah; passenger platform with waiting shed and awning erected **30 June 1922**
> - **1933** — Mindaribba opened 27 November 1933; Telarah–Paterson section cancelled; new sections Telarah–Mindaribba and Mindaribba–Paterson
> - **11 November 1934** — Telephone Train Control System extended Newcastle to Telarah and East Greta Junction
> - **28 February 1935** — West Maitland North Signal-box–Telarah miniature ETS replaced larger type; Telephone Control System extended Telarah to Taree (1935)
> - **1937** — Electric lights added
> - **1941** — Truck weighbridge capacity updated
> - **7 December 1944** — New 32-lever interlocking machine provided
> - **1945** — Lamp Room added; **11 April 1945** central interlocked loop installed; Down Distant signal alterations; key staffs replaced by ordinary staffs Telarah–Mindaribba
> - **1947** — Crossing loop added
> - **17 January 1950** — Additional miniature ETS No. 52 added on Telarah–Mindaribba
> - **24 January 1956** — Triangle to Great North opened; Ordinary Train Staff "Telarah Triangle Loop" (round, red)
> - **1956** — Electricity Commission Siding provided; Maitland–Telarah Telephone Block on Down and Up North Coast lines
> - **1960** — Meatworks Siding (Telarah–Mindaribba); controlling station Telarah; Pilotman's Key at Telarah
> - **28 June 1965** — Electricity Commission Siding abolished
> - **1982** — Telarah–Kilbride CTC introduced (Broadmeadow CTC Centre); ETS sections Telarah–Mindaribba, Mindaribba–Paterson and Paterson–Kilbride cancelled; Telarah Stockyards Siding (Station Code 371E, Distance 196) added

---

## 1922 — Renamed Telarah — 15 April 1922; Spelling Confirmed

### Name Confirmed — W.N. — 1922
> **Pages 47 and 289 — Telarah (North Coast)** — The name of this platform, which was brought into use on **15th April, 1922** (vide instructions in Weekly Notice No. 22 of 1922), is **TELARAH**, not Telerah. (20–34,195.) *(Source: 1922 Weekly Notices)*

> **Note:** This explicit spelling correction — "TELARAH, not Telerah" — appears to have been necessary because an incorrect spelling had been published in earlier notices. The station was known as West Maitland Marshalling Yard from 14 August 1911 until the 15 April 1922 renaming.

---

## 1924 — Listed as Telarah (Marshalling Sidings)

### Station Sequence — 1924
> **Telarah (Marshalling Sidings)** — listed in station sequence between Oakhampton and Mindaribba. *(Source: 1924 Working Timetable)*

> **Note:** The bracketed "(Marshalling Sidings)" description in 1924 confirms the yard's primary function two years after the renaming — it remained principally a marshalling facility with limited passenger functions.

---

## 1926 — Cattle Race Added; Signal Renewals

### Cattle Race — W.N. — 1926
> **Pages 47, 61 and 289 — Telarah (North Coast)** — On Monday, **5th July, 1926**, an additional **Cattle Race** will be brought into use at Telarah. *(Source: 1926 Weekly Notices)*

### Down Home and Up Home Signals Renewed — W.N. 37–1926
> **Telarah (North Coast) — Renewal of Down Home and Up Inner Distant Signals** — Tuesday 14th and Friday 17th September 1926:
>
> **Down Home Signals** — Left-hand half-bracket post carrying Down Home signals, Main (No. 15) and Sidings to Main (No. 14) — out of use for renewal of bracket post and changing arm on the Doll. New Dead-end Arm (replacing Independent Disc signal No. 13 — Shunt, Sidings to Dead-end) fixed on Main post of Down Home half-bracket signal.
>
> **Up Inner Distant Signal** (No. 2) — renewed; **fixed green upper light** provided.
>
> **Up Home Signals** — Right-hand half-bracket post carrying Up Home signals, Main (No. 3) and Main to Sidings (No. 5) — out of use for renewal of bracket post and changing arm on the Doll. *(W.N. 37–1926)*

---

## 1927 — West Maitland North Signal-box–Telarah — Staff Inscription Changed

### Staff Inscription Altered — W.N. — 1927
> **West Maitland North Signal-box to Telarah (North Coast) — Alteration to Inscription on Ordinary Train Staff** — On **3rd January, 1927**, the Ordinary Train Staff for the section of Goods line between West Maitland and Telarah, which was previously lettered **"West Maitland North Box–Telarah"**, was altered to read **"West Maitland North Signal-box–Telarah."** *(Source: 1927 Weekly Notices)*

---

## 1929 — Provision of New Siding; Gang Set Down at 127m 40c

### New Siding Provided — W.N. — 1929
> **Telarah (North Coast) — Provision** [of new siding]. Flagmen at Telarah and Paterson during alterations. *(W.N. — 1929)*

---

## 1933 — Mindaribba Opened 27 November 1933; Telarah–Paterson Section Cancelled

### Mindaribba Opened — Telarah–Mindaribba Section Created — W.N. 43 and 48–1933
> From Monday, **27th November, 1933**, No. 1 lever in Frames "A" and "E" will be unlocked by key on the Miniature Electric Train Staff for the section **Telarah–Mindaribba**. *(W.N. 43–1933)*
>
> **Mindaribba (North Coast) — Opening as an Electric Train Staff and Crossing Station** — On Monday, 27th November, 1933, Mindaribba will be opened as an Electric Train Staff and Crossing Station, and the present Electric Train Staff section **Telarah–Paterson** cancelled.
>
> The new sections to be opened will be **Telarah–Mindaribba** and **Mindaribba–Paterson**. The complete arrangements will be in accordance with Circular No. 556–11 of 1933. *(W.N. 48–1933)*

---

## 1934 — Telephone Train Control System Extended to Telarah — 11 November 1934

### Telephone Train Control Extended — W.N. 47–1934
> **Newcastle (North) — Extension of Telephone Train Control System of Traffic Working, Newcastle to Telarah and East Greta Junction, and Opening of Control Office at Newcastle** — On **Sunday, 11th November, 1934**, the Telephone Train Control System was extended on the Northern section as far as **Telarah and East Greta Junction**, and the Train Controller is in attendance continuously at Newcastle Control Office (Telephone — Newcastle 47).
>
> The Newcastle Control area will be: **Fassifern to Telarah and East Greta Junction, inclusive**.
>
> **Telarah Signal-box** listed as one of the controlled stations. *(W.N. 47–1934)*

---

## 1935 — West Maitland North–Telarah Miniature ETS; Telephone Control Extended to Taree

### Miniature ETS Replaced Larger Type — 28 February 1935
> **West Maitland–Telarah (North Coast) — Provision of Miniature Electric Train Staffs in lieu of Larger Type** — On **Thursday, 28th February, 1935**, between 9.0 a.m. and 3.0 p.m., the large type electric train staffs and instruments for the section **West Maitland North Signal-Box–Telarah** will be cancelled, and staffs and instruments of the **miniature type** brought into use.
>
> Circular No. 270–12 of 1930 to be amended accordingly. *(W.N. — 1935)*

### Telephone Control System Extended Telarah to Taree — 1935
> **Extension of Telephone Train Control System of Traffic Working, Telarah to Taree** — the Telephone Train Control System was brought into use on the North Coast line from **Telarah to Taree**, and the working is in accordance with Circular No. — of 1935.
>
> **Section No. I** — Stations Telarah to The Risk, inclusive, North Casino to Murwillumbah, Ballina and Dorrigo. *(Source: 1935 Weekly Notices)*

### Selector Telephones — Telarah Signal-box Listed — 1935
> Selector telephones provided at: West Maitland Station Master, West Maitland North Signal-box, **Telarah Signal-box**, Mindaribba Signal-box, Paterson Station Master, Martin's Creek Signal-box, Wallarobba Signal-box, Dungog Station Master, etc. *(Source: 1935 Weekly Notices)*

---

## 1941 — Truck Weighbridge Capacity Updated

### Truck Weighbridge — 1941
> **Telarah (North Coast)** — The capacity of the truck weighbridge at Telarah has been updated. *(Source: 1941 Weekly Notices)*

---

## 1943 — Full Working Instructions for Telarah Sidings; Goods Line to West Maitland North; Down Distant Relocated

### Down Distant Signal Relocated — W.N. 20–1943
> **Telarah (North Coast) — Alteration to Location of Down Distant Signal** — On **Monday, 24th May, 1943**, between 8.0 a.m. and 5.0 p.m., the Down Distant signal, No. 16, will be replaced by a new Distant signal (No. 16), fixed on a left-hand half-bracket post on the Up side of the line, **1,300 feet nearer to Newcastle**.
>
> Diagram attached to Circular No. 398–38 of 1936 to be amended accordingly. *(W.N. 20–1943)*

### Full Working Instructions — Telarah Sidings — 1943
> **Telarah (North Coast Line)** — The instructions applicable to this station are superseded by the following:
>
> The Telarah Sidings are laid in on the **Down side** of the Main line. Connections are provided to the North Coast line at the **Dungog end**, and to a separate **Goods line, 1,210 yards in length**, which joins the North Coast line at the Newcastle end, near **West Maitland North Signal-box**.
>
> **Goods Line** — The Goods line between West Maitland North Signal-box and Telarah Yard is worked under Ordinary Train Staff and Ticket Regulations. The Train Staff is inscribed **"West Maitland North Signal-box–Telarah Goods."** The Train Staff is shape **Square, colour Blue**; and, when not in use, is kept in West Maitland North Signal-box. When Train Staff Tickets are issued they must be endorsed **"Via Goods line only."**
>
> **Telarah is not an Ordinary Crossing station** and Passenger or Mixed trains must not be placed in the sidings. Two Passenger or two Mixed trains, or a Passenger and a Mixed train must not be crossed at Telarah. **Goods trains only may stand in the sidings**, to be crossed by another train.
>
> Down trains requiring to attach or detach traffic at Telarah Sidings should draw up to the Down Home signals on the Main line, and the engine detached and run into the sidings.
>
> A **derailment device** is provided 581 feet on the West Maitland side of Telarah Sidings, for the purpose of derailing vehicles. The Signalman at Telarah will be responsible for fixing and lighting the lamp.
>
> When a train is shunting at Telarah Sidings, the line on the West Maitland side will be protected [by appropriate signals]. *(Source: 1943 Weekly Notices)*

---

## 1944 — New 32-Lever Interlocking Machine — 7 December 1944; Signal Alterations

### New 32-Lever Interlocking Machine — W.N. — 1944
> **Telarah (North) — Provision of New Interlocking Machine in Signal-box** — On **Thursday, 7th December, 1944**, between 8.0 a.m. and 5.0 p.m., the existing interlocking machine will be replaced by a **new 32-lever machine**, and the points and signals will be renumbered as shown in the following list:
>
> Signal — Up Outer Distant [and other lever/signal reassignments listed].

*(W.N. — 1944)*

### Up Inner Distant and Up Home Signals Relocated — W.N. 39–1944
> **Telarah (North Coast) — Alterations to Location of Up Inner Distant and Up Home Signals:**
>
> - **Up Inner Distant signal (No. 2)** — refixed **300 feet nearer to Grafton** (25 September 1944)
> - **Up Home signals No. 3 (Main) and No. 5 (Main to Sidings)** — refixed **300 feet nearer to Grafton** (27 September 1944)
>
> Diagram attached to Circular No. 398–38 of 1936 to be amended accordingly. *(W.N. 39–1944)*

---

## 1945 — Down Distant Signal Relocated; Central Interlocked Loop Installed 11 April 1945; Key Staffs to Ordinary Staffs; Working Instructions

### Down Distant Signal Relocated — W.N. 4 and 5–1945 (twice)
> **Telarah (North Coast) — Alteration to Location of Down Distant Signal:**
>
> - **W.N. 4–1945** — Down Distant signal No. 32 refixed **600 feet nearer to Sydney** (6 January 1945)
> - **W.N. 5–1945** — Down Distant signal No. 32 refixed a further **900 feet nearer to Sydney** (2 February 1945)
>
> Diagram attached to Circular No. 398–38 of 1936 to be amended. *(W.N. 4 and 5–1945)*

### Key Staffs Replaced by Ordinary Staffs — Telarah–Mindaribba — W.N. 10–1945
> **Telarah–Mindaribba (North Coast) — Provision of Ordinary Train Staffs in Lieu of Key Staffs** — On **1st March, 1945**, Key Staffs Nos. 1–43 inclusive were withdrawn from the instruments and replaced by **Ordinary Staffs Nos. 1–8**. *(W.N. 10–1945)*

### Central Interlocked Loop Installed — 11 April 1945; Full Working Instructions
> **Telarah (North Coast) — Provision [of Central Interlocked Loop]** — Circular No. 101–11 of 1945 (Telarah) and diagram attached issued.
>
> Full working instructions published:
>
> **Intermediate Staff Instrument** — provided in a Staff Hut, situated adjacent to the Down Home signals. The **controlling station is Telarah**.
>
> **Goods Line** — The Goods line between West Maitland and Telarah is worked under Ordinary Train Staff and Ticket regulations. Train Staff inscribed **"West Maitland North Signal-box–Telarah Goods,"** kept in West Maitland North Signal-box when not in use. Train Staff Tickets endorsed "Via Goods Line Only." No train must follow another in either direction on the Goods line unless the previous train has been reported by telephone as having arrived complete with the prescribed tail disc or tail lights at the opposite end.
>
> **Power-worked Points** — the points at the West Maitland end of the Loop (No. 22) [are power-worked]. *(Source: 1945 Weekly Notices)*

---

## 1946 — Staff Exchanger Positions

### Automatic Staff Exchanger Positions — 1946
> **Down Line — Telarah**: Opposite Signal-box. 
> **Up Line — Telarah**: **66 feet from Grafton end of Platform**. *(Source: 1946 Weekly Notices — automatic staff exchanger table)*

---

## 1950 — Additional Miniature ETS No. 52 on Telarah–Mindaribba — 17 January 1950; Single Line Track Block; Special Crossing Instructions

### Additional Miniature ETS No. 52 — W.N. — 1950
> On **Tuesday, 17th January, 1950**, between 9.0 a.m. and 4.0 p.m., an additional Miniature Electric Train Staff, **No. 52**, will be provided on the section **Telarah–Mindaribba**.
>
> Staff particulars for the section: length **5m 34c**; From: Telarah. *(Source: 1950 Weekly Notices)*

### Maitland North–Telarah — Single Line Track Block Working Introduced — 1950
> **Maitland North–Telarah (North Coast) — Introduction of Single Line Track Block Working** — Single Line Track Block Working introduced on the Main line between Maitland North and Telarah.
>
> The Intermediate Electric Train Staff Instrument for the section **Maitland North–Telarah** at the Maitland end of Telarah Yard will be removed.
>
> Signal Nos. 28 and 31 (Telarah), governing the entrance to the single line section, Maitland North–Telarah, must not be passed at "Stop" in the event of failure, except on the authority of [the Signalman].
>
> The last train to travel over the section **Maitland–Telarah** [under ETS working was replaced by Track Block]. Circular No. 101–11 of 1945 (Telarah) and diagram attached amended. *(Source: 1950 Weekly Notices)*

### Special Crossing Instructions — Telarah — W.N. — 1950
> **Telarah — Special Instructions for Crossing Trains:**
>
> **Up Trains:**
> (i) If the Down train has arrived first and come to a stand in clear of No. 22 Crossover on Loop or Main line, the signals must be cleared for the Up train to proceed, and Staffs must be exchanged with the Signalman at the Signal-box.
>
> (ii) If the Up train arrives first and is to wait to cross a Down train, the Staff for section **Mindaribba–Telarah** must be handed to the Signalman at the Signal-box and the train drawn forward and brought to a stand at the Up Starting signal, No. 5 or No. 10.
>
> The Signalman at Telarah must inform the Fireman that his train is required to make a crossing, and the train must not depart until a Staff for the section **Telarah–Maitland North** is obtained from the Intermediate Staff Instrument in the hut adjacent to the Down Home signals (Nos. 28 and 31).
>
> For Up Express, Mail and Passenger trains, the **Shunter on duty at Telarah** (who must be qualified in the manipulation of Electric Train Staff Instruments) will, when instructed by the Signalman, obtain the Staff from the Intermediate Staff Instrument. *(W.N. — 1950)*

---

## 1956 — Triangle to Great North Opened — 24 January 1956; Electricity Commission Siding; Maitland–Telarah Telephone Block

### Triangle to Great North — Opened 24 January 1956 — W.N. 4 and 6–1956
> **Maitland (North) Triangle Loop between Main North Lines and North Coast Line — Provision of Signalling Facilities**:
>
> The connection from the Triangle to the North Coast line at Telarah will be worked from **No. 2 lever in Frame "C"** and will be under the control of the Flagman stationed at the frame.
>
> **Frame "D"** — connections worked from Frame "D":
> 1. F.P.L. No. 2 Points
> 2. Points, Up Main to Triangle Loop
> 3. Points, Triangle Loop to Down Main
>
> No. 1 lever unlocked by a **Captive Key**, secured in the Annett Lock on the lever by clip and X.L. lock. *(W.N. 4–1956)*
>
> **Triangle Loop Working Instructions** — The Triangle Loop will be worked under the **Ordinary Train Staff System**. The Ordinary Train Staff Head is round, colour **red**, and the Staff is inscribed **"Telarah Triangle Loop"**. During the time the Staff is not required for working of trains, it must be in possession of the **Station-master, Telarah**, and locked in the office safe at that station.
>
> When required, the officer deputed by the District Superintendent, Newcastle, must obtain the Ordinary Train Staff from the Station-master, Telarah, and with the X.L. Key in his possession, conduct the train working on the Triangle Loop. Upon completion, the Ordinary Train Staff must be returned to the Station-master, Telarah.
>
> Two Stop Boards with red lamps provided — one at the **Farley end** and one at the **Telarah end**. Station-master, Telarah, responsible for filling and lighting the lamps.
>
> A telephone at the Farley end (on post opposite Frame "D") enables the Traffic Officer to confer with the Station-master at Farley and Signalman at South Box, Maitland. *(W.N. 6–1956)*

### Electricity Commission Siding Provided — 1956; Abolished 28 June 1965
> **Telarah (North Coast) — Electricity Commission Siding** — provided in 1956; Station-master, Telarah, responsible for maintenance. Circular No. 182–5 issued.
>
> **Abolished 28 June 1965** — connection between Main line and Telarah Electricity Commission Siding worked from Frame A removed; Frame A, Drawer Lock Key Release A and associated interlocking gear removed; intermediate staff instrument and telephone removed. **Pilotman's Lock in Telarah signal-box remained** in use for Telarah Meatworks Siding. Circular No. 182–5 cancelled. *(W.N. 24–1965)*

### Maitland–Telarah Telephone Block — 1956
> **Maitland–Telarah** — Telephone Block provided on Down and Up North Coast lines. Up North Coast lines between Maitland and Telarah working by means of telephone block system. Circular No. 210–6 of 21 August 1956 (Maitland — Central Signal-box) — Maitland–Telarah portion.

---

## 1960 — Meatworks Siding Opened; Controlling Station Telarah; Pilotman's Key

### Meatworks Siding (Telarah–Mindaribba) — W.N. — 1960
> **Intermediate Electric Train Staff Stations — Meatworks Siding (Telarah–Mindaribba)**:
>
> **Section**: Telarah–Mindaribba. 
> **Siding**: Meatworks Siding, Telarah.
>
> An **Intermediate Electric Train Staff Instrument** for the section Telarah–Mindaribba will be provided in a staff hut on the Up side of the line adjacent to No. 2 Frame A points.
>
> The **controlling station will be Telarah** and the method of working will be as prescribed in Regulation 73, clause (e) (Electric Tablet and Electric Staff Systems — Working Siding or Junction Equipped with Intermediate Staff Instrument) on page 169 of the General Appendix, Part 2.
>
> **Telephone** — Direct telephone communication provided between Telarah and the Intermediate Staff Hut.
>
> **Pilotman's Key** — A Pilotman's Key is provided in the Pilotman's Lock at Telarah for the purpose of operating **Frame A, Electricity Commission Siding**, and **Frame A, Meatworks Siding**. *(Source: 1960 Weekly Notices)*

### Meatworks Siding — Additional Details — 1960
> **Meatworks Siding, Telarah** — extends for a distance of **2,508 feet**. Station-master, Telarah, to ensure 8 sprags are at all times maintained at the siding. *(Source: 1960 Weekly Notices)*

---

## 1982 — Telarah–Kilbride CTC Introduced; Triangle Loop Signalling Amended; Telarah Stockyards Siding Added

### Triangle Loop — Signalling Amended — W.N. 7 and 8–1982
> Circular No. **250–7, Telarah and Triangle Loop, of 1956** and diagram attached, to be amended accordingly. *(W.N. 7 and 8–1982)*

### Telarah–Kilbride CTC — Introduced 1982 — Circular No. 91–2
> **Telarah–Kilbride (North Coast) — Introduction of Centralised Traffic Control (CTC) Working in lieu of Electric Train Staff Working** — CTC working, remotely controlled from **Broadmeadow CTC Centre**, introduced in lieu between Telarah and Kilbride.
>
> Electric Train Staff working on the sections **Telarah–Mindaribba, Mindaribba–Paterson, Paterson–Kilbride** cancelled.
>
> Working of trains between Telarah and Kilbride on the authority of fixed signals.
>
> **Circular No. 91–2 (1982), Introduction of CTC Working, Telarah–Kilbride** issued as the base circular. *(Source: 1982 Weekly Notices — multiple entries)*

### Telarah Meatworks Siding — Regulation No Longer Applies — 1982
> General Appendix, Part II regulations for Intermediate Staff Instrument working no longer apply to working at **Telarah Meatworks Siding**. Circular No. 150–1, Meatworks Siding, Telarah, of 1960 and diagram attached, to be amended. *(Source: 1982 Weekly Notices)*

### Telarah Stockyards Siding Added — 1982
> **Telarah Stockyards Siding** — Station Code **371E**, Distance **196**, Controlling Station: **Telarah**. Added to intermediate sidings tables. *(Source: 1982 Weekly Notices)*

---

## 1989 — Speedboard Reference; SM Telarah Deleted from Daily Test Records

### Speedboard Reference — 1989
> In section "**Strathfield–Telarah (Main Line)**" — speed board entries updated.
>
> Delete: **Daily test recorded by SM Telarah** [from level crossing maintenance records]. *(Source: 1989 Weekly Notices)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **14 August 1911** | Opened as West Maitland Marshalling Yard |
| 31 August 1914 | Interlocking introduced |
| 10 April 1916 | Trucking yards built |
| **15 April 1922** | **Renamed Telarah** — TELARAH (not Telerah) confirmed; platform brought into use (W.N. — 1922) |
| 30 June 1922 | Passenger platform with waiting shed and awning erected |
| W.N. 37–1926 | Cattle Race added 5 July 1926; Down Home and Up Home signals renewed |
| 3 January 1927 | West Maitland North Signal-box–Telarah staff inscription changed |
| **27 November 1933** | **Mindaribba opened** — Telarah–Paterson section cancelled; new sections Telarah–Mindaribba and Mindaribba–Paterson (W.N. 43 and 48–1933) |
| **11 November 1934** | **Telephone Train Control extended** to Telarah and East Greta Junction; Newcastle Control Office opened |
| 28 February 1935 | West Maitland North Signal-box–Telarah miniature ETS replaced larger type; Telephone Control extended Telarah to Taree |
| 1937 | Electric lights added |
| 1941 | Truck weighbridge capacity updated |
| W.N. 20–1943 | Down Distant signal No. 16 relocated 1,300 feet nearer to Newcastle |
| **7 December 1944** | **New 32-lever interlocking machine** provided (W.N. — 1944) |
| W.N. 4–1945 | Down Distant relocated 600 feet nearer Sydney; W.N. 5–1945: further 900 feet nearer Sydney |
| W.N. 39–1944 | Up Inner Distant and Up Home signals relocated 300 feet nearer Grafton each |
| 1945 | Lamp Room added at Down end of yard |
| 1 March 1945 | Key Staffs Telarah–Mindaribba replaced by Ordinary Staffs Nos. 1–8 |
| **11 April 1945** | **Central interlocked loop installed** — Circular No. 101–11 of 1945; Intermediate Staff Instrument in hut adjacent to Down Home signals; Telarah as controlling station |
| 1946 | Staff exchanger positions: Down — opposite signal-box; Up — 66 feet from Grafton end of platform |
| 17 January 1950 | Additional miniature ETS No. 52 — Telarah–Mindaribba (section length 5m 34c) |
| 1950 | Maitland North–Telarah Single Line Track Block Working introduced; special crossing instructions |
| **24 January 1956** | **Triangle to Great North opened** — Frame C (Telarah end), Frame D (Loop points); Ordinary Train Staff "Telarah Triangle Loop" (round, red) held by Station-master Telarah; Circular No. 250–7 of 1956 issued (W.N. 4 and 6–1956) |
| 1956 | Electricity Commission Siding provided; Maitland–Telarah Telephone Block on Down and Up North Coast lines |
| 1960 | **Meatworks Siding (Telarah–Mindaribba)** — Intermediate Staff Instrument; controlling station Telarah; Pilotman's Key for Frame A (Electricity Commission) and Frame A (Meatworks); siding 2,508 feet |
| **28 June 1965** | **Electricity Commission Siding abolished** — Frame A and associated gear removed; Pilotman's Lock retained for Meatworks Siding; Circular No. 182–5 cancelled (W.N. 24–1965) |
| W.N. 7 and 8–1982 | Triangle Loop signalling amended; Circular No. 250–7 of 1956 amended |
| **1982** | **Telarah–Kilbride CTC introduced** — Broadmeadow CTC Centre; ETS sections Telarah–Mindaribba, Mindaribba–Paterson and Paterson–Kilbride cancelled; Telarah Stockyards Siding (Code 371E, Distance 196) added; **Circular No. 91–2 of 1982** issued |
| 1989 | Strathfield–Telarah speedboard section updated; SM Telarah deleted from daily test records |

---

*Extracted from NSW Government Railways Weekly Notices, 1922–1989.* 
*Note: Telarah was the first major operating point on the North Coast Line beyond Maitland, serving as a marshalling yard and goods crossing point from 1911. Its role evolved from a pure marshalling yard (1911) to a renamed station with passenger facilities (1922), a crossing loop (1945), and ultimately a CTC-controlled location (1982). The Triangle Loop connection to the Main North Line (1956), with its distinctive round red staff kept by the Telarah Station-master, reflects the station's strategic position at the junction of two major lines.*

> **Notes:** Roma Street Station is a Queensland Railways facility that has been the terminus of QR long-distance trains since **1 December 1940**, when it opened for long-distance trains from North and West of Brisbane. NSW/SRA North Coast Line trains began terminating at Roma Street on **21 June 1986** following the closure of South Brisbane Station and the opening of the Merivale Bridge standard gauge connection.
>
> The route from South Brisbane to Roma Street is entirely on Queensland Railways infrastructure: trains exit the Clapham–South Brisbane Single Line Track Block section at **Outer Home Signal SB.1**, proceed to **Home Signal SB.3**, thence the standard gauge line runs into the **dual gauge line** and proceeds over **Merivale Bridge** to Roma Street. Signals B.015 and B.011 are automatic; RS.31 and RS.39 are Home Signals. Platform No. 1 Roma Street is entered on a proceed aspect (yellow) in the subsidiary shunt signal. Standard gauge trains must not proceed unless the **"S.G." indicator is illuminated** on relevant signals.
>
> Locomotive release procedure after arrival: Queensland shunters detach locomotives and MBY from the train at Platform No. 1, run forward clear of crossover to Loop line, then propel MBY into unloading dock opposite Sydney end of platform. Locomotives then run back to Loop and await permission of Shunter and Starting Signal to depart for **Locomotive Depot, Yeerongpilly**. A signal box electrically released from Mayne Control Centre (**Frame 2 — No. 890 lever at Sydney end of Roma Street Platform**) allows shunting within the standard gauge complex.
>
> The Roma Street Freight Complex opened in March 1986 for L.C.L. goods traffic that can be loaded into RACE containers.

---

## 1930–1939 — Roma Street as QR Destination (Pre-Terminus)

### Roma Street in NSW Distance Tables — 1930
> An intersystem rate from **Roma Street**, where cheaper than the sum of ordinary rates, applies. *(Source: 1930 Weekly Notices)*

### "No. 4 North Extended to Roma Street" — 1931
> **No. 4 North** extended to **(Roma Street), Brisbane** — earliest reference to Roma Street as a destination on NSW trains via the Brisbane North Coast route. *(Source: 1931 Weekly Notices)*

> **Note:** From 1931 through to 1985, Roma Street is referenced consistently in the NSW Weekly Notices as a QR station and destination for goods and passengers via Wallangarra — not via Kyogle. The Kyogle route terminus was South Brisbane throughout this period.

---

## 1940 — Roma Street Opened as QR Long-Distance Station — 1 December 1940

### Opening of Roma Street Station — W.N. 48–1940
> **Opening of New Railway Station at Brisbane** — Commencing on **Sunday, 1st December, 1940**, a new railway station at **Roma Street** will be brought into use for arrival and departure of long distance Mail trains to and from North and West of Brisbane.
>
> The 8.0 p.m. Mail to Townsville and 9.0 p.m. Mail to Rockhampton will start from Roma Street, and will **not pass through Central**.
>
> Trains shown on page 12 of the Queensland Public Time-table will depart from or terminate at Roma Street.
>
> Intending passengers to places beyond Brisbane should make further enquiries of the local Station-master. *(W.N. 48–1940)*

> **Note:** This is the opening of Roma Street as a QR long-distance station in 1940 — not as a NSW terminus. NSW trains continued to use South Brisbane as their terminus until 1986.

---

## 1946 — "Yard Circuit to South Brisbane and Roma Street" — Early Standard Gauge Reference

### Electrical Circuit — South Brisbane and Roma Street — 1946
> The signal electrician's area of responsibility includes "yard circuit to **South Brisbane and Roma Street**." *(Source: 1946 Weekly Notices)*

> **Note:** This 1946 reference to "South Brisbane and Roma Street" in the electrical circuit confirms the two stations were already linked in the NSW railway electrical maintenance framework from an early date, though Roma Street was still a QR-only station for passenger operations.

---

## 1971 — Roma Street Listed as Intersystem Destination

### Roma Street — Intersystem Destination
> **Brisbane (South Brisbane or Roma Street)** — listed as an intersystem destination alongside Oodnadatta, Port Pirie, Cook, Kalgoorlie and other capitals. *(Source: 1971 Weekly Notices)*

---

## 1982 — Roma Street in Queensland Timetable Published in NSW Weekly Notices

### Queensland Timetable — Sunlander — 1982
> **Brisbane (Roma Street Station)** depart 0715, Bundaberg 1446, Gladstone 1842 — timetable for the Sunlander published in NSW Weekly Notices as it affected intersystem connections. *(Source: 1982 Weekly Notices)*

### Clause (i) — South Brisbane and Roma Street Listed Together — 1982
> **Clause (i) — Brisbane (South Brisbane and Roma Street)** — jointly referenced for the first time in the same clause, as the two stations were being administered together for goods and freight purposes. *(Source: 1982 Weekly Notices)*

---

## 1986 — Roma Street Freight Complex Opened; South Brisbane–Roma Street Line; Signalling Installed

### Roma Street Freight Complex — March 1986
> **Roma Street Freight Complex** — opened March 1986, when South Brisbane Interstate Goods Depot closed on 10 March 1986:
>
> **(1) Inwards Traffic to Brisbane (via Kyogle):**
> L.C.L. goods traffic other than articles normally conveyed in open wagons are to be consigned to **Roma Street Freight Complex** for delivery.
>
> **(2) Outwards Traffic from Brisbane to Interstate (via Kyogle) — Roma Street Freight Complex:**
> L.C.L. goods traffic which can be easily loaded into **RACE containers** will be accepted at this station. Goods which cannot be easily handled will not be accepted.
>
> **R.O.A. Goods Rates Book** — South Brisbane deleted; **Roma Street** inserted in lieu. *(Source: 1986 Weekly Notices)*

### South Brisbane–Roma Street — Signalling — 1986
> **South Brisbane–Roma Street** — The colour light signals on the **dual gauge line** from the Sydney side of the **Merivale Bridge** to Roma Street will be of the single light type. Exceptions:
>
> 1. Marker lights will not be provided
> 2. **Junction Indicators** — for turnout movements, signals will display an inclined band of white lights in the junction indicator, plus a yellow light in the main signal head and an illuminated stencil **"SG"** in the subsidiary route indicator
>
> Shunt signals in accordance with Regulation 7 (Signalling).
>
> **Frame 2** — a ground frame electrically released from Mayne Control Centre by **No. 890 lever** is provided at the Sydney end of Roma Street Platform to allow shunting within the standard gauge complex.
>
> **Working of Trains — South Brisbane to Roma Street:**
> [Full working instructions to appear in a subsequent Weekly Notice.] *(Source: 1986 Weekly Notices)*

---

## 1987 — Full Working Instructions for Roma Street; Signal Details; Locomotive Release

### Working of Trains — Full Instructions — W.N. 22–1987
> **Roma Street — Working of Trains** — A signal box electrically released from **Mayne Control Centre** is provided at the Sydney end of Roma Street platform to allow shunting within the Standard Gauge Complex.
>
> **Down Journey (Sydney to Roma Street):**
> 1. Trains exit the **Clapham–South Brisbane Single Line Track Block** section at **Outer Home Signal SB.1**
> 2. Proceed to **Home Signal SB.3**
> 3. From SB.3, the Standard Gauge Line runs into the Dual Gauge Line and proceeds over **Merivale Bridge** to Roma Street
> 4. Signals **B.015 and B.011** — Automatic
> 5. Signals **RS.31 and RS.39** — Home Signals
> 6. Notice board on RS.31: **"Standard Gauge trains not to proceed unless 'S.G.' Indicator is illuminated"**
> 7. After passing RS.31 — proceed to Home Signal RS.39 and enter **Platform No. 1, Roma Street** on a proceed aspect (yellow) in the Subsidiary Shunt Signal
>
> **Up Journey (Roma Street to Sydney):**
> - Signal **GF.7** at the Sydney end of Roma Street Platform — Shunt Signal
> - Signals **RS.34, RS.32** — Home Signals; **B.010** — Automatic; **SB.6 and SB.4** — Home Signals
> - Signals RS.32 and SB.4 installed with "S.G." illuminated indicator boards; junction indicators illuminated in conjunction with Caution (yellow) aspect; stencil "S.G." indicator for trains proceeding from Roma Street
>
> **Release of Locomotives after Arrival at Platform No. 1:**
> 1. **Queensland Shunters** detach locomotives and MBY from train
> 2. Run forward clear of crossover to Loop line
> 3. MBY propelled into **unloading dock**, opposite Sydney end of platform
> 4. Locomotives detached and run back to Loop
> 5. Await permission of Shunter and Starting Signal to depart for **Locomotive Depot, Yeerongpilly** *(W.N. 22–1987)*

### Failure of Signals at Roma Street — 1987
> **Failure of Home Signals and Shunting Signals** — Within the Mayne Control Signalling area of Roma Street, all signals with the prefix "**RS**" if defective are to be passed at Stop on **telephone authority from the Controlling Signalman** under specific conditions:
>
> 1. Driver must wait one minute after arriving at controlled signal in stop position, then contact Signalman by telephone
> 2. Power operated points need not be secured by point clip or SL lock providing Signalman operates points switch to required position and confirms point detector light
> 3. Signalman must operate route set buttons and place switch collar over applicable buttons; lever sleeve must remain until train clears track circuit
>
> **Failure of Telemetry Control System** — All "SB" signals (except SB2) are provided with push buttons in SL-locked boxes to allow signals to be cleared when telemetry from Mayne Control Centre is lost.
>
> **Working of Traffic Between South Brisbane and Roma Street over a Single Line during Repairs** — Pilot Working to be instituted under Queensland Regulations. *(Source: 1987 Weekly Notices)*

---

## 1989 — Roma Street/Clapham Substituted for South Brisbane in Goods Rates

### Roma Street/Clapham — Joint Accounting Reference — 1989
> Delete "South Brisbane" and insert instead **"Roma St/Clapham"** in goods rate book references.
>
> Delete all reference to **South Brisbane (Passenger train only)**. *(W.N. — 1989)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 1930 | Roma Street referenced in NSW intersystem rate tables as a QR destination |
| 1931 | "No. 4 North extended to (Roma Street), Brisbane" — first reference to NSW train reaching Roma Street |
| **1 December 1940** | **Roma Street Station opened** by Queensland Railways for long-distance trains to/from North and West of Brisbane; 8.0 p.m. Mail (Townsville) and 9.0 p.m. Mail (Rockhampton) start from Roma Street (W.N. 48–1940) |
| 1946 | "Yard circuit to South Brisbane and Roma Street" — electrical maintenance boundary |
| 1971 | "Brisbane (South Brisbane or Roma Street)" listed jointly as intersystem destinations |
| 1982 | "Brisbane (South Brisbane and Roma Street)" — Clause (i) — joint reference for goods purposes |
| **10 March 1986** | **Roma Street Freight Complex opened** — L.C.L. goods (RACE containers) accepted; South Brisbane deleted from ROA Goods Rates Book; Roma Street inserted; goods routed via Kyogle now to Roma Street or Acacia Ridge |
| **21 June 1986** | **Roma Street becomes NSW terminus** — South Brisbane passenger station closed; dual gauge line via Merivale Bridge opened; Frame 2 (No. 890 lever) at Sydney end of Roma Street Platform; South Brisbane–Roma Street signalling installed (dual gauge, SG indicators) |
| W.N. 22–1987 | **Full working instructions published** — Down journey SB.1→SB.3→Merivale Bridge→RS.31→RS.39→Platform 1; Up journey GF.7→RS.34→RS.32→B.010→SB.6→SB.4→Clapham; locomotive release by QR shunters; loco to Yeerongpilly Depot |
| W.N. — 1989 | **"Roma St/Clapham"** substituted for "South Brisbane" in all goods rate references |

---

*Extracted from NSW Government Railways Weekly Notices, 1930–1989.* 
*Note: Roma Street Station is a Queensland Railways facility. NSW/SRA trains have used Roma Street as their Brisbane terminus from 21 June 1986, when the Merivale Bridge standard gauge connection opened and South Brisbane Station closed. All signalling and shunting at Roma Street is controlled by Mayne Control Centre (Queensland Railways). The locomotive release procedure — QR shunters, unloading dock, then loco to Yeerongpilly Depot — is documented in detail in W.N. 22–1987.*

# South Brisbane (North Coast Line — Border Loop to South Brisbane)
## Entries from NSW Government Railways Weekly Notices, 1930–1989

---

**Type:** Station / Terminus / Interstate Goods Depot 
**Line:** North Coast Line (terminus of Kyogle–Brisbane line) 
**Distance from Sydney:** 986.737 km (dead end at 986.834 km) 
**Mileage (Working TT):** approximately 612m 
**Opened:** 26 September 1930 (as Brisbane; known as South Brisbane locally) 
**Closed (passenger):** 21 June 1986 — line extended to Roma Street via Merivale Bridge 
**Closed (Interstate Goods Depot):** 10 March 1986 
**Status:** Closed (as NSW terminal); line continues to Roma Street 
**Name meaning:** After Sir Thomas Brisbane, Governor of NSW 1821–1825; "South Brisbane" because the station was south of the CBD 
**Platform:** Standard gauge platform 193.5 metres on the Down side 
**Dead end:** 986.834 km 
**Seal Press:** No. 332 (allocated from 1930; frequently missing — Relief Press No. 233 used at various times) 
**Circular:** No. 390–19 of 1930 (Kyogle–Brisbane base diagram — South Brisbane referenced throughout from 1930 to 1989) 

---

> **Notes:** South Brisbane was the original terminus of the North Coast Line's Queensland extension, opened 26 September 1930. The station was known locally as "South Brisbane" from the outset — the 1930 Weekly Notices confirm "Brisbane, the terminus of the Kyogle route, known locally as South Brisbane." The standard gauge platform (193.5 metres, Down side) served NSW/intersystem trains. The Interstate Goods Depot closed **10 March 1986** when the new Acacia Ridge complex opened. The passenger station closed **21 June 1986** when the line was extended via Merivale Bridge to Roma Street — the existing South Brisbane sidings (Platform Road, Run Round, Nos 1–5 Yard Sidings and Outside Loading Sidings) were removed and the standard gauge line extended to the Sydney side of the Merivale Bridge. South Brisbane Signal Box was then removed. From 1986–1987 the section became Clapham–South Brisbane (Single Line Track Block), and trains proceeded from South Brisbane signal SB2 via Merivale Bridge to Roma Street under Queensland control through Mayne Control Centre.

---

## 1930 — Opening; Name; Seal Press; Transhipping; Telephone Circuit; Sections

### Opened — 26 September 1930; Known as South Brisbane
> On **Friday, 26th September, 1930**, the extension of line from Kyogle to Brisbane opened for traffic.
>
> **Brisbane, the terminus of the Kyogle route, known locally as South Brisbane, is not open to interstate passengers for the present.** *(W.N. 39–1930)*

### Seal Press No. 332 Allocated — 1930
> **South Brisbane — Seal Press No. 332** — allotted to Brisbane (South). *(Source: 1930 Weekly Notices)*

### Ticketing of Trucks — 1930
> **Ticketing of Trucks for South Brisbane** — Stations must ticket trucks "South Brisbane" and the matter needs to be closely watched. *(Source: 1930 Weekly Notices)*

### Transhipping Charges — From Clapham
> Terminal charges at Clapham to be shown under Queensland proportion. All Intersystem Goods invoiced via Clapham, with the portion at Clapham for South Brisbane noted separately. *(Source: 1930 Weekly Notices)*

### Telephone Circuit — South Brisbane Listed
> **South Brisbane Signal-box, South Brisbane Goods Office, South Brisbane Station-master** — listed in No. 89 Telephone Circuit alongside Clapham Signal-box, Clapham Goods Office, Yeerongpilly Signal-box and Yeerongpilly Loco. *(Source: 1930 and 1931 Weekly Notices)*

### Sections — 1930
> - **Yeerongpilly–Brisbane** (Schedule C) — from opening
> - Later: **Yeerongpilly–South Brisbane** and **South Brisbane–Park Road** (reversed direction)

### Code Address — "KYOG" — 1930
> Insert **"KYOG"** — Stations Casino to Brisbane Loco., Casino, Lismore, and Yeerongpilly. *(W.N. 52–1930)*

---

## 1931 — South Brisbane as Booking Point; Clapham Is Not South Brisbane

### Distinction Between South Brisbane and Clapham — 1931
> **Goods consigned to South Brisbane are being invoiced to Clapham for re-booking** — It is clearly understood that goods for delivery at Brisbane must be invoiced to **South Brisbane** direct and all concerned are enjoined to give this matter their special attention in future.
>
> **Similar traffic for South Brisbane must be waybilled direct to that station.** *(W.N. 2–1931)*

> **Note:** The problem of goods being incorrectly addressed to Clapham instead of South Brisbane was a persistent issue throughout the 1930s and 1940s, reflecting the administrative complexity of the interstate goods arrangements.

### "Clapham is 15 miles distant from South Brisbane" — 1931
> The distance from Clapham to South Brisbane is **15 miles** (approximately 24 km). *(Source: 1931 Weekly Notices)*

---

## 1933 — "KYOG" Code Expanded; Section West Maitland–South Brisbane

### KYOG Code — 1933
> **KYOG — All Stations Casino to South Brisbane; Loco., Casino; Lismore; and Yeerongpilly.** *(Source: 1933 Weekly Notices)*

### Section — West Maitland–South Brisbane — 1933
> The main working timetable section from 1933 is described as **West Maitland–South Brisbane**. *(Source: 1933 Working Timetable)*

---

## 1937 — Telegraph Communication; Signal Box; Goods Office; Station Master Listed

### No. 89 Telephone Circuit — 1937
> **South Brisbane Signal-box, South Brisbane Goods Office, South Brisbane Station Master** — listed in No. 89 Telephone Circuit alongside Clapham Signal-box, Yeerongpilly Signal-box and Roma Street Telegraph Office. *(Source: 1937 Weekly Notices)*

---

## 1939–1941 — Seal Press Repairs; Two Engines Coupled Yeerongpilly–South Brisbane

### Two Engines Coupled — Yeerongpilly to South Brisbane
> Between **Yeerongpilly and South Brisbane**, two (2) engines may be coupled and run tender first at a speed not exceeding **20 miles per hour**, provided the leading engine is fitted with a bogie tender. *(Source: 1939, 1941, 1944, 1958 Weekly Notices — recurring instruction)*

---

## 1942 — Up Starting Signal No. 17; South Brisbane as Controlling Station for Park Road

### Up Starting Signal No. 17 — W.N. 35–1942
> The Signalman at South Brisbane may give permission for a Staff to be issued for a train to approach from Yeerongpilly, provided the line is clear to the **Up Starting signal, No. 17**.
>
> Circular No. 390–19 of 1930 and diagram attached thereto to be amended accordingly. *(W.N. 35–1942)*

### Park Road Siding Under Control of South Brisbane — 1942
> **Park Road Siding** (12 November 1942) — under control of **South Brisbane**. Drawer Lock Key Releases A and B released by Electric Train Staff for the section **Yeerongpilly–South Brisbane**. *(W.N. 47–1942)*

### New Siding — 1,800 feet — at South Brisbane — 1942
> The new siding will be **1,800 feet (approx.)** in length in the clear, connecting with the Main line at the Sydney end about **200 feet on the South Brisbane side** of the Up Starting signal, No. 4, and at the South Brisbane end about **180 feet on the Sydney side of No. 8 points** (Main–Sidings).
>
> **Signal-box** — Two bracket locks, "X" and "Y," provided and will release the keys for Frames "B" and "C" respectively. *(Source: 1942 Weekly Notices)*

---

## 1944 — Down Outer Distant Signal Relocated; Signal Alterations

### Down Outer Distant Signal Relocated — W.N. 25 and 26–1944
> **South Brisbane (North Coast) — Alteration to Location of Down Outer Distant Signal** — On **Thursday, 29th June, 1944**, between 8.0 a.m. and 5.0 p.m., the Down Outer Distant signal will be refixed **1,130 feet nearer to Grafton** [i.e. toward Sydney/Clapham].
>
> Diagram attached to Circular No. 390–19 of 1930 to be amended accordingly. *(W.N. 25 and 26–1944 — published twice)*

---

## 1952 — Alterations to Connections at South Brisbane End of Yard

### Yard Connections Altered — October 1952
> On **12th October, 1952**, alterations to connections at the South Brisbane end of the yard were carried out:
>
> 1. The crossover leading from the Main line to the Loop line (No. 8 Points) was removed and replaced by a new connection. No. 8 Points in the Main line were located **72 feet nearer to Sydney**.
> 2. The connection leading from the Loop line to No. 1 Down Siding and Nos. 1 and 2 Transhipping Sidings (No. 2 lever in Frame "E") and the connection leading to the Down Goods line (No. 9) were slewed to connect with the new Main–Loop connection (No. 8 Points). No. 2E Points were relocated **20 feet nearer** [to Sydney]. *(Source: 1952 Weekly Notices)*

---

## 1953 — South Brisbane (Standard Gauge) — Down Outer Home Signal

### Down Outer Home — Not to be Passed at Stop Without Signalman's Authority — 1954
> The following signals at South Brisbane may not be passed at Stop without authority from the Signalman:
>
> - **South Brisbane — Down Outer Home, No. 1** *(Source: 1954 Weekly Notices)*

---

## 1956 — Queensland Railway Electrician at South Brisbane; Seal Press No. 332 Frequently Missing

### QR Electrician at South Brisbane — 1956
> **Queensland Railway Electrician at South Brisbane** may be called to attend failures of the Down Outer Home Signal at South Brisbane and the Electric Releasing Switches at Clapham. *(Source: 1956 Weekly Notices)*

### Seal Press Issues — 1955 and 1956
> **Seal Press No. 233 is again in use at South Brisbane** (W.N. 22–1955) — confirming that the main Seal Press No. 332 was frequently out of service for repairs. *(Source: 1955 and multiple earlier Weekly Notices)*

---

## 1962 — Brisbane Limited Express Timetable; New Passenger Services

### Brisbane Limited Express — 1962 Timetable
> - **No. 2 "Brisbane Limited Express"** — depart South Brisbane **4.40 p.m.** — arrive Sydney
> - **No. 3 "Brisbane Express"** — depart Sydney **6.55 p.m.** — arrive South Brisbane **12.45 a.m.**

*(Source: 1962 Working Timetable)*

---

## 1969 — Engine Load Tables; South Brisbane as Section Boundary; Senior Inspector Casino

### Engine Load Tables — South Brisbane — 1969
> - **South Brisbane–Park Road–Clapham**: 300 tons
> - **Clapham–Park Road–South Brisbane**: 300 tons
> - **Yeerongpilly–South Brisbane**: 14 minutes running time
> - **Park Road–South Brisbane**: 6 minutes running time

*(Source: 1969 Weekly Notices)*

### Senior Inspector, Casino — South Brisbane Boundary
> **Senior Inspector, Casino — Casino (inclusive) to South Brisbane** (including Murwillumbah). *(Source: 1966 Weekly Notices — administrative boundary)*

---

## 1974 — Special Staff Receptacles; South Brisbane Platform and Yard References

### Platform — South Brisbane
> Berth and seat tickets at **South Brisbane** — departure time arrangements. *(Source: 1974 Weekly Notices)*

---

## 1980 — Cease Issuing South Brisbane Tickets to Bromelton Passengers

### Bromelton Tickets — 1980
> Cease issuing **South Brisbane tickets** to passengers travelling to Bromelton and instead issue correct Bromelton tickets. *(Source: 1980 Weekly Notices)*

---

## 1982 — Starting Signal No. 5-6 Relocated; Clapham–South Brisbane Section Created

### Starting Signal No. 5-6 Relocated — W.N. 16–1982
> **South Brisbane** — No. 5-6 Starting Signal, Yard, will be relocated **25 metres nearer to South Brisbane** and No. 4 catchpoint will be removed and **No. 4 derail substituted** in lieu thereof.
>
> Diagram that appeared in W.N. 21 of 1980, to be amended accordingly. *(W.N. 16–1982)*

### Clapham–South Brisbane Section Created — April and July 1982
> Following the abolition of Yeerongpilly signal box (April 1982) and introduction of Single Line Track Block Working (Clapham–South Brisbane, 29 July 1982):
>
> - Section Yeerongpilly–South Brisbane cancelled
> - New section: **Clapham–South Brisbane** (9.174 km) — Single Line Track Block System
>
> **South Brisbane Down Starting Signal No. 38 (YY29)** and Clapham signal-box No. 43 interlocked.

---

## 1986 — Interstate Goods Depot Closed 10 March 1986; South Brisbane Station Closed 21 June 1986; Extension to Roma Street

### South Brisbane Interstate Goods Depot Closed — 10 March 1986
> **Closure of South Brisbane Interstate Goods Depot** — Due to the **closure of South Brisbane Goods on and from 10 March 1986** and the opening of the new Interstate Goods Handling Complex at **Acacia Ridge**, L.C.L. goods traffic is to be consigned to either Acacia Ridge or Roma Street. *(W.N. 8–1986)*

### South Brisbane Station (Standard Gauge) Closed — 1986
> **Due to the impending closure of South Brisbane Station (Standard Gauge) from the 10th March, 1986** [later confirmed as 21 June 1986 for passenger services]:
>
> - **ROA Goods Rates Book** — Delete: South Brisbane; Insert: Acacia Ridge / Roma Street
> - Page 3 Intersystem Traffic — Delete: South Brisbane; Insert: Acacia Ridge
> - Page 5 Methods of Application — Delete: South Brisbane; Insert: Roma Street
> - Page 7 Bogie Exchange or Transfer — Delete: South Brisbane; Insert: Roma Street

*(Source: 1986 Weekly Notices)*

### Extension to Roma Street — South Brisbane Sidings Removed — 1986
> **South Brisbane** — The Platform Road, Run Round, Nos 1–5 Yard Sidings and the Outside Loading Sidings will be **removed** and the single line standard gauge line extended to the Sydney side of the **Merivale Bridge** where it joins the dual gauge line (Down Southern Main Line) to proceed to **Roma Street**.
>
> The South Brisbane Signal Box, Lever B, Frame C, mechanical signals, points and associated signalling equipment will be **removed**.
>
> The existing Down fixed distant signal will be replaced by a single light colour light signal numbered **SB1P** at approximately the same location.
>
> The existing Down Outer Home signal, **SB-1-2**, has been renumbered **SB 1** and the Up Starting signal, **SB 17**, will be removed. *(Source: 1986 Weekly Notices)*

---

## 1987 — Single Line Track Block — Clapham to South Brisbane Confirmed; Emergency Working

### Clapham–South Brisbane Section — Emergency Working
> **Clapham–South Brisbane** — Single Line Track Block system operating between Down Starting Signal **YY29** at Clapham and Up Starting Signal **SB2** at South Brisbane. Both signals fitted with half pilot staffs.
>
> **Emergency Working** — In the event of failure, South Brisbane Starting Signal SB2 is to be manned and Pilot Staff working instituted. The Officer taking charge at South Brisbane is to confer with the Supervisor at **Mayne Control Centre** and with the Signalman at Clapham. *(Source: 1987 Weekly Notices)*

### South Brisbane–Roma Street — Telemetry and Signals
> **Failure of Telemetry Control System** — All SB signals (except SB2) are provided with push buttons in SL-locked boxes to allow signals to be cleared when Mayne Control Centre telemetry is lost.
>
> **Working of Traffic Between South Brisbane and Roma Street over a Single Line during Repairs** — Pilot Working to be instituted under Queensland Regulations.
>
> **From South Brisbane to Roma Street:** trains exit Clapham–South Brisbane Block section at Outer Home Signal SB1, proceed to Home Signal SB3, thence via Merivale Bridge to Roma Street. Signals B.015 and B.011 are automatic; RS.31 and RS.39 are Home Signals. *(Source: 1987 Weekly Notices)*

---

## 1989 — South Brisbane References Deleted; "Roma St/Clapham" Substituted

### South Brisbane Deleted from Goods Rate References — 1989
> Delete "South Brisbane" and insert instead **"Roma St/Clapham"** — in goods rate book references. *(W.N. — 1989)*

### South Brisbane (Passenger Train Only) Deleted
> Delete all reference to **South Brisbane (Passenger train only)**. *(W.N. — 1989)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| **26 September 1930** | **Opened as Brisbane** — terminus of Kyogle–Brisbane line; known locally as South Brisbane; Seal Press No. 332; sections Yeerongpilly–Brisbane and Brisbane–Park Road; Circular No. 390–19 of 1930 |
| 1930 | "Brisbane, the terminus of the Kyogle route, known locally as South Brisbane, is not open to interstate passengers for the present" — passengers admitted shortly after |
| 1931 | Distinction established — goods for South Brisbane must not be invoiced to Clapham; Clapham is 15 miles from South Brisbane |
| 1933 | "KYOG" code — All Stations Casino to South Brisbane; West Maitland–South Brisbane section designation |
| 1937 | No. 89 Telephone Circuit — South Brisbane Signal-box, Goods Office and Station Master listed |
| 1939–1958 | Two engines coupled — Yeerongpilly to South Brisbane — max 20 mph, bogie tender required on leading engine |
| W.N. 35–1942 | Up Starting signal No. 17 — Signalman at South Brisbane controls approach from Yeerongpilly |
| 12 November 1942 | Park Road Siding opened — under control of South Brisbane |
| W.N. 25–1944 | Down Outer Distant signal refixed 1,130 feet nearer to Grafton |
| October 1952 | Yard connections altered at South Brisbane end — No. 8 Points relocated 72 feet nearer Sydney |
| 1954 | Down Outer Home signal No. 1 — not to be passed at Stop without Signalman's authority |
| 17–18 April 1982 | Yeerongpilly signal box abolished; Clapham–Yeerongpilly and Yeerongpilly–South Brisbane sections cancelled |
| 29 July 1982 | **Single Line Track Block Working — Clapham–South Brisbane** (9.174 km) |
| W.N. 16–1982 | Starting signal No. 5-6 relocated 25 metres nearer to South Brisbane; No. 4 catchpoint replaced by derail |
| **10 March 1986** | **South Brisbane Interstate Goods Depot closed** — goods transferred to Acacia Ridge and Roma Street |
| **21 June 1986** | **South Brisbane Station (standard gauge) closed** — Platform Road, Run Round, Nos 1–5 Yard Sidings and Outside Loading Sidings removed; signal box removed; line extended via Merivale Bridge to Roma Street; SB1P installed |
| 1987 | Clapham–South Brisbane Single Line Track Block confirmed; emergency working procedures; Roma Street working instructions |
| W.N. — 1989 | "Roma St/Clapham" substituted for "South Brisbane" in all goods rate references; South Brisbane (Passenger train only) deleted |

---

*Extracted from NSW Government Railways Weekly Notices, 1930–1989.* 
*Note: South Brisbane was the original terminus of the Kyogle–Brisbane line from 1930. Circular No. 390–19 of 1930 (Kyogle–Brisbane base diagram) was referenced at South Brisbane from 1930 through to at least 1983 — 53 years. The Interstate Goods Depot closed 10 March 1986, passenger services ceased 21 June 1986, with the line extended via the Merivale Bridge to Roma Street.*

# Park Road Siding (North Coast Line — Border Loop to South Brisbane)
## Entries from NSW Government Railways Weekly Notices, 1930–1989

---

**Type:** Siding (Loop Siding — standard gauge, Queensland Railways territory) 
**Line:** North Coast Line (Yeerongpilly–South Brisbane section; later Clapham–South Brisbane section) 
**Distance from Sydney:** 984.729 km (your notes); level crossing listed at **983.953 km** (1986) and **983.95 km** (1982) 
**Mileage (Working TT):** 611m 41c (corrected from 611m 42c in W.N. 48–1942) 
**Between:** Yeerongpilly and South Brisbane 
**Opened:** **12 November 1942** (W.N. 47–1942) — **not 1930** (QR Park Road Station adjacent to siding predates the NSW siding) 
**Circular:** No. 378–38 of 1942 (Park Road base diagram — referenced through to 1989) 
**Under control of:** South Brisbane (from opening in 1942) 
**Status:** Unknown (outside WN collection) 
**Name meaning:** Named after the adjacent Queensland Railways Park Road Station 

---

> **Notes:** Park Road Siding was a standard gauge loop siding adjacent to the QR Park Road Station on the Tweed (Beenleigh) line. The NSW siding was 1,562 feet in length at opening with a 400-foot loading bank. The adjacent QR Park Road Station predated the NSW siding — "Mileage 611m 45c, adjacent to Park Road Station, on Queensland line" appears in the 1931 Weekly Notices. The siding opened on **12 November 1942** — not 26 September 1930 as in your external records. The 1930 date refers to the opening of the Kyogle–Brisbane line, at which time QR's Park Road Station existed but no NSW siding was provided.
>
> The level crossing at Park Road (at the Clapham/Sydney end of the yard) was a persistent feature requiring special operational arrangements — mechanical Down and Up Home and Distant signals were provided for crossing protection only, not interlocked with siding points and not lit during darkness. Frames A, B and C controlled access. By 1987 the release was transferred from South Brisbane signal-box to Mayne Control Centre (No. 822 lever). Down and Up Distant signals replaced by reflectorised landmarks on 4 July 1989.

---

## 1930–1931 — QR Park Road Station Adjacent to Future Siding Location

### QR Park Road Station — 1931
> **Sundays — Mileage 611m 45c — Adjacent to Park Road Station, on Queensland line.** 
> *(Week-days — Mileage 611m 37c — Adjacent to Rocklea Station, on Queensland line.)*

*(Source: 1931 Weekly Notices — cheap fare stop reference)*

> **Note:** This 1931 reference confirms that the QR Park Road Station existed at approximately 611m 45c from 1930, but no NSW siding was yet provided. The NSW siding was not opened until 12 November 1942.

---

## 1942 — Siding Opened — 12 November 1942; Working Instructions; Accommodation Details

### Park Road Siding Opened — W.N. 47–1942
> **Page 285 — Park Road Siding (North Coast)** — On **12th November, 1942**, a loop siding to be known as **Park Road Siding** (under control of **South Brisbane**) was provided at **Mileage 611m 41c** between Yeerongpilly and South Brisbane *(vide Circular No. 350 of 1942)*.
>
> **Frames "A" and "B"** — No. 1 levers are unlocked by keys from Drawer Lock Key Releases "A" and "B."
>
> **Drawer Lock Key Releases "A" and "B"** are released by the Electric Train Staff for the section **Yeerongpilly–South Brisbane**.
>
> **Gates** — A level crossing is situated at the Yeerongpilly end of the loop and before opening the gates for the passage of a road vehicle, the Officer in charge must telephone the Signalman at **South Brisbane or Yeerongpilly** and satisfy himself that a Staff has not been issued for a Down or Up train to enter the section. *(W.N. 47–1942)*

### Mileage Corrected — W.N. 48–1942
> **Page 285 — Park Road Siding** — The mileage given in W.N. 47–1942 as **611m 42c** should be altered to **611m 41c**. *(W.N. 48–1942)*

### Accommodation Details — W.N. 48–1942
> **Page 62 — Park Road Siding (North Coast)** — The following particulars are to be added:
>
> - Mile post mileage: **611m 41c**
> - Name: **Park Road Siding**
> - Standing Room — Other Sidings: **43 trucks**
> - Loading bank: **Yes — 400 feet in length**

*(W.N. 48–1942)*

### Listed in Alphabetical Index
> **\*Park Road Siding** — North Coast — Border Loop–South Brisbane. *(Source: 1942 Weekly Notices — alphabetical index, Page 55)*

---

## 1943 — Down and Up Home and Distant Signals; Frame C; Working Instructions

### Signals Provided — Frame C — W.N. — 1943
> **Park Road (North Coast) — Provision of Down and Up Home and Distant Signals and Two-lever Ground Frame** — On **Monday, 6th September, 1943**, between 8.0 a.m. and 5.0 p.m., the following signals will be brought into use:
>
> - **Down Home signal** (worked from No. 1 lever in a new **Frame C**) — situated approximately **500 feet on the Sydney side of the yard level crossing** at the Sydney end of the yard
> - **Down Distant signal** — situated **2,400 feet on the Sydney side of the Down Home signal**
> - **Up Home signal** (worked from No. 2 lever in Frame C) — situated on the Down side of the line, approximately **204 feet on the Brisbane side of the loading bank**
> - **Up Distant signal** — situated **2,802 feet on the Brisbane side of the Up Home signal**

*(Source: 1943 Weekly Notices)*

---

## 1944 — Additional Signal and Frame Alterations

### Additional Signal — 1944
> **Park Road (North Coast) — Additional [signal and Frame alterations]** — Circular No. 390–19 of 1930 to be amended accordingly. *(Source: 1944 Weekly Notices)*

---

## 1967 — Engine Load Tables — Park Road to Clapham

### Engine Loads — Park Road–Clapham — W.N. 16–1967
> Single engine loads increased between **Park Road and Clapham**:
>
> | Engine Class | Load (tons) | Running Time |
> |--------------|-------------|--------------|
> | 59 | 1,000 | — |
> | 40 | 900 | — |
> | 44 or 45 | 1,200 | — |
>
> **South Brisbane–Park Road**: 7a minutes 
> **Park Road–Clapham**: 12a minutes *(W.N. 16–1967)*

---

## 1969 — Engine Load Tables; Sectional Running Times

### Engine Load Tables — 1969
> - **South Brisbane–Park Road–Clapham**: 300 tons
> - **Clapham–Park Road–South Brisbane**: 300 tons

### Sectional Running Times — 1969
> - **South Brisbane–Park Road**: 12 minutes
> - **Yeerongpilly–Park Road**: 14 minutes 
> - **Park Road–Yeerongpilly**: 10 minutes 
> - **Park Road–South Brisbane**: 6 minutes

*(Source: 1969 Weekly Notices)*

---

## 1972 — Special Staff Receptacles — Park Road Shunting Trip; Maximum Length

### Special Staff Receptacles — W.N. 30–1972
> **Park Road** — Special staff receptacle provisions apply when the next train to be worked through the section will proceed from Yeerongpilly to South Brisbane, **or for a shunting trip from Yeerongpilly to Park Road and return**. *(W.N. 30–1972)*

### Maximum Length — 1972
> - **Park Road–Clapham**: maximum length **45** vehicles
> - **South Brisbane–Park Road**: maximum length **35** vehicles
> - **Clapham–Park Road–South Brisbane**: maximum length **35** vehicles

*(Source: 1972 Weekly Notices)*

---

## 1976–1977 — Park Road Frames A and B Listed

### Park Road Frames A and B — W.N. 51–1976 and W.N. 1–1977
> **Park Road Frame A** and **Park Road Frame B** listed in Intermediate Sidings — System of Working table.

*(W.N. 51–1976 and W.N. 1–1977)*

---

## 1981 — Down Distant Signal Relocated

### Down Distant Signal Relocated — W.N. 13–1981
> **Park Road (Border Loop–South Brisbane) — Relocation of Down Distant Signal** — On **13th March 1981**, the Down Distant signal was relocated **five metres nearer to Sydney**.
>
> **Circular No. 378–38, Park Road of 1942** and diagram attached, to be amended accordingly. *(W.N. 13–1981)*

---

## 1982 — Single Line Track Block Working; Frames B and C Released from South Brisbane; Level Crossing — 983.95 km; Working Instructions

### Single Line Track Block Working — Park Road Sidings — W.N. 32 and 35–1982
> **Park Road Sidings** — Consequent on Single Line Track Block Working being brought into use on **29th July, 1982**, between Clapham and South Brisbane:
>
> No. 1 lever in **Frame B and Frame C** will be electrically released direct from **South Brisbane signal-box, No. 6 lever**, as prescribed in Regulation 52(j). The sidings must be shunted with a portion of the train left on the Main line.
>
> In addition to the signal-box release, the shunting portion of the train or light locomotive must be positioned on the **South Brisbane side of Frame B points** or the **Sydney side of Frame C points** respectively and **within 15 metres** of same before the release will be effective. *(W.N. 32 and 35–1982)*

### Park Road Level Crossing Signals — 983.95 km — 1982
> **Park Road Level Crossing Signals** — There will be no alteration to the working of the Mechanical Down and Up Home and Distant Signals at Park Road level crossing **983.95 km**.
>
> Down and Up Home signals and Down and Up Distant signals (arm fixed at caution) are provided for the protection of the **yard level crossing on the standard gauge line only** at Park Road sidings.
>
> **Enginemen are reminded that the Down and Up Home signals at Park Road are level crossing signals and are NOT interlocked with the siding points nor controlled by track circuit. The signals are not lit during darkness.**
>
> When it is necessary to open the gate (Down side) for road vehicles to use the yard level crossing, the employee-in-charge at Park Road must first **telephone Clapham and South Brisbane signal-boxes** and ascertain the whereabouts of any train in the section Clapham–South Brisbane and obtain permission to open the gate.
>
> Upon receiving permission, the employee at Park Road will place the Down and Up Home signals to stop and open the boundary gate and direct road vehicles as required. When the level crossing is again clear, the employee at Park Road will close the boundary gate and return Down and Up Home signals to clear. *(W.N. 32–1982)*

---

## 1983 — Park Road Points Released by Electric Release

### Electric Release — W.N. 25–1983
> **Park Road** — In column headed "Points Unlocked by": Delete "Staff"; Insert "**Electric Release**." 
>
> In column headed "Electric Train Staff or Train Staff and Ticket etc.": Delete "Yeerongpilly–South Brisbane"; Insert "**South Brisbane**." *(W.N. 25–1983)*

---

## 1986 — Park Road Standard Gauge Line Listed; Level Crossing at 983.953 km

### Standard Gauge Line — 1986
> **Park Road — Standard Gauge Line** — listed in freight rate tables alongside Acacia Ridge, Kagaru, Greenbank, Tamrookum and other Queensland standard gauge stations. *(Source: 1986 Weekly Notices)*

### Level Crossing at 983.953 km — 1986
> **Park Road Level Crossing Signals** — There will be no alteration to the working of the Mechanical Down and Up Home and Distant signals at Park Road Level Crossing **983.953 km**. *(Source: 1986 Weekly Notices)*

---

## 1987 — Working Instructions Updated; Mayne Control Centre Releases Frames

### Mayne Control Centre Releases Frames B and C — W.N. — 1987
> **Park Road Siding** (updated instructions):
>
> **Gates** — A level crossing is situated at the Clapham end of the Loop. Before opening gates for the passage of road vehicles, the Officer in charge must telephone the **Mayne Control Centre** and satisfy himself that there are no trains in the section.
>
> **Sidings** — No. 1 lever in Frame "B" and Frame "C" will be automatically released from **Mayne Control Centre by No. 822 lever**. The Shunter or Guard/Observer is to contact Mayne Control Centre by telephone to obtain the release.
>
> The train or light locomotive must be positioned on the **Sydney side of Frame "C" points** or the **Roma Street side of Frame "B" points** respectively and within **15 metres** of the points before the release will be effective.
>
> When manipulating No. 1 lever of the ground frames the **push button under the white release light must be depressed**. If the whole of the train is placed in these sidings, the points must not be returned to normal until the shunting is completed and the train has been returned to the Main Line — otherwise the points will be locked and the services of the Electrician will be required. *(Source: 1987 Weekly Notices)*

---

## 1989 — Down and Up Distant Signals Replaced by Reflectorised Landmarks

### Landmarks Replace Distant Signals — W.N. 38–1989
> **Park Road (Border Loop–South Brisbane) — Replacing Down and Up Distant Signals with Landmarks** — Since **4th July, 1989**, the existing mechanical Down and Up Distant signals have been replaced by **reflectorised landmarks** at approximately the same location.
>
> **Circular No. 378–38 (1942) Park Road**, and diagram published in Weekly Notice No. 29–1982, to be amended accordingly. *(W.N. 38–1989)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 26 September 1930 | **QR Park Road Station** opened adjacent to future siding location (611m 45c per 1931 reference) — no NSW siding at this date |
| **12 November 1942** | **NSW standard gauge loop siding opened** — 611m 41c (corrected from 42c in W.N. 48–1942); 1,562 feet (your notes) / 43 trucks standing room; **400-foot loading bank**; under control of **South Brisbane**; Frames A and B; Drawer Lock Key Releases A and B by Yeerongpilly–South Brisbane staff; level crossing at Yeerongpilly end — Circular No. 378–38 of 1942 issued (W.N. 47 and 48–1942) |
| **6 September 1943** | Down and Up Home and Distant signals provided — **Frame C** (two-lever); Down Home 500 feet Sydney side of yard level crossing; Up Home 204 feet Brisbane side of loading bank; Down Distant 2,400 feet; Up Distant 2,802 feet from Up Home (W.N. — 1943) |
| W.N. 16–1967 | Engine loads — Park Road–Clapham: 59 class 1,000 tons, 40 class 900 tons, 44/45 class 1,200 tons; South Brisbane–Park Road 7a minutes, Park Road–Clapham 12a minutes |
| 1972 | Max length: Park Road–Clapham 45 vehicles; South Brisbane–Park Road 35 vehicles |
| W.N. 51–1976 | Park Road Frame A and Frame B listed in Intermediate Sidings table |
| W.N. 49–1976 | Pilotman's Lock at Yeerongpilly signal-box for operating Frames A and B during Yeerongpilly–South Brisbane staff failure |
| **13 March 1981** | Down Distant signal relocated **five metres nearer to Sydney** — Circular No. 378–38 amended (W.N. 13–1981) |
| **29 July 1982** | Single Line Track Block Working — Clapham–South Brisbane; **Frames B and C released from South Brisbane signal-box No. 6 lever**; level crossing at **983.95 km** — mechanical signals, not interlocked with points, not lit during darkness; special procedure for gate opening (W.N. 32 and 35–1982) |
| W.N. 25–1983 | Points unlocked by **electric release** (replacing staff); section changed from Yeerongpilly–South Brisbane to **South Brisbane** |
| 1986 | Park Road Standard Gauge Line listed; level crossing confirmed at **983.953 km** |
| W.N. — 1987 | Frames B and C released by **Mayne Control Centre No. 822 lever** (replacing South Brisbane No. 6 lever); gate procedure now through Mayne Control Centre |
| **4 July 1989** | Down and Up Distant signals replaced by **reflectorised landmarks** — Circular No. 378–38 amended (W.N. 38–1989) |

---

*Extracted from NSW Government Railways Weekly Notices, 1930–1989.* 
*Note: The NSW standard gauge siding at Park Road opened on **12 November 1942**, not 26 September 1930 as in external records. The 1930 date refers to the opening of the Kyogle–Brisbane line and the adjacent QR Park Road Station, but no NSW siding was provided until 1942. Circular No. 378–38 of 1942 (Park Road base diagram) was referenced from 1942 through to 1989 — 47 years.*