Messages

# Collins Creek (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1989

---

**Type:** School Halt (unofficial — at level crossing) 
**Line:** North Coast Line (Kyogle–Border Loop section) 
**Distance from Sydney:** 835.250 km 
**Mileage (Working TT):** 519m 27c (Collins Creek Road level crossing) 
**Between:** Kyogle and The Risk 
**Opened:** Unknown (first documented 26 March 1934) 
**Closed:** Unknown 
**Status:** Closed 
**Side of line:** Up side 

---

> **Notes:** Collins Creek does not appear as a named station or halt in the Weekly Notices. It was the **Collins Creek Road level crossing** at Mileage 519m 27c, between Kyogle and The Risk, where trains were directed to stop to pick up and set down school children. Mentioned in the 1951 timetable. The Collins Creek Road level crossing itself was subsequently deleted from the level crossings table (W.N. 50–1951, correcting W.N. 48–1951). The name meaning is not recorded in the Weekly Notices.

---

## 1934 — School Children Stop at Collins Creek Road Level Crossing

### Trains Called at Collins Creek Road — 26 March 1934
> **North Coast Line — Since Monday, March 26 [1934]:**
>
> **No. 24 Pass.** (7.55 a.m. Border Loop to Casino) and **No. 23 Mixed** (2.45 p.m. Casino to Border Loop) call at Level Crossing at **Mileage 519m 27c (Collins Creek Road)**, between Kyogle and The Risk, **to pick up and set down school children**.

*(Source: 1934 Weekly Notices)*

> **Note:** This is the earliest Weekly Notice reference to Collins Creek. The stop was not at a formal platform but at the Collins Creek Road level crossing, and was restricted to picking up and setting down school children only — on specific named trains (No. 24 Pass. and No. 23 Mixed). This is consistent with the typical arrangement for school halts on the North Coast Line in this period.

---

## 1951 — Level Crossing Reference Corrected; Listed in Timetable

### Collins Creek Road Level Crossing — Mileage Correction — W.N. 50–1951
> **Level Crossings — Kyogle** — Delete Level Crossing, **Collins Creek Road, Mileage 519m 27c** (not 319m 27c — vide Weekly Notice No. 48 of 1951). (A. 1–51–31,573.) *(W.N. 50–1951.)*

> **Note:** The 1951 correction notice confirms the level crossing was still in the publications at this time, with the correct mileage being **519m 27c** (an earlier notice had incorrectly given it as 319m 27c). Your note that Collins Creek appeared in the 1951 timetable is consistent with these notices — it was being referenced as a stop point at that time.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| Unknown | Collins Creek halt established at Collins Creek Road level crossing (519m 27c) — Up side |
| 26 March 1934 | **First documented** — No. 24 Pass. and No. 23 Mixed directed to call at Collins Creek Road level crossing for school children |
| 1951 | Appears in timetable; Collins Creek Road level crossing listed at 519m 27c (W.N. 50–1951 corrects mileage from erroneous 319m 27c) |
| Unknown | Closed — no closure notice found in Weekly Notices |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1989.* 
*Note: Collins Creek appears in the Weekly Notices only as a level crossing reference, not as a named station or halt. The school children stop was at the Collins Creek Road level crossing (519m 27c) between Kyogle and The Risk.*

# Baileys Gates / Bayleys (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1932–1989

---

**Type:** School Halt / Cream Platform (at private level crossing) 
**Line:** North Coast Line (Kyogle–The Risk section) 
**Distance from Sydney:** 839.776 km 
**Mileage (Working TT):** 521m 65c (Bayley's private crossing) / 522m 10c (Bayley's Level Crossing — school children stop) 
**Between:** Kyogle and The Risk 
**Opened:** Unknown (school children stop documented from 1935) 
**Closed:** Unknown 
**Status:** Closed 
**Name meaning:** After the associated property (G. Bailey / Bayley family) 
**Side of line:** Up side, on a private crossing 

---

> **Notes:** Referred to as "Bayleys" in the 1951 Working Timetable. Not documented as a formal station or halt in the Weekly Notices, but two entries confirm its existence: (1) the 1932 private sidings/level crossings table lists **Bayley's (Private)** at **521m 65c** and again (as "Do") at **522m 10c**; (2) a 1935 notice directs trains to stop at **Bayley's Level Crossing (Mileage 522m 10c)** on Mondays and Fridays to pick up and set down school children. The two mileage references (521m 65c and 522m 10c) may represent two separate gates on the Bayley property, or the same crossing listed with slight measurement variation. The 522m 10c figure from the 1935 school children notice is the more operationally significant.

---

## 1932 — Bayley's Private Crossing Listed in Level Crossing/Sidings Table

### Bayley's (Private) — 521m 65c and 522m 10c
> The private sidings/level crossing sequence for the Kyogle–The Risk section (1932) reads:
>
> McKenzie's (Private) — 521m 21c 
> Do [unnamed] — 521m 38c 
> **Bayley's (Private) — 521m 65c** 
> **Do [Bayley's, second gate] — 522m 10c** 
> Moore's (Private) — 522m 65c 
> Seccombe's (Private) — 523m 77c 
> Davie's (Private) — 524m 34c 
> Private [unnamed] — 524m 68c 
> Mackrell's (Private) — 524m 78c 
> Kemp's (Private) — 525m 34c 

*(Source: 1932 Weekly Notices — intermediate sidings/level crossings table, North Coast Line, Kyogle–The Risk section)*

> **Note:** The "Do" entry at 522m 10c immediately following Bayley's (Private) at 521m 65c indicates a second gate belonging to the same Bayley property — "Do" being the standard shorthand for "ditto" (same owner). The two crossings are approximately 750 metres apart, spanning a property of that length straddling the railway line.

---

## 1935 — School Children Stop at Bayley's Level Crossing

### Trains Call at Bayley's Level Crossing — Mondays and Fridays
> **No. 24 Pass.** (8.0 a.m. Border Loop to Kyogle) and **No. 29 Pass.** (3.43 p.m. Kyogle to Border Loop) will stop at **Bayley's Level Crossing (Mileage 522m 10c)**, **Mondays and Fridays**, to pick up and set down school children, respectively.

*(Source: 1935 Weekly Notices)*

> **Note:** The school children stop was at the **southern** (Sydney-side) Bayley gate at 522m 10c. Trains No. 24 (Border Loop to Kyogle, 8.0 a.m.) and No. 29 (Kyogle to Border Loop, 3.43 p.m.) stopped on Mondays and Fridays only — consistent with a school week arrangement where children were picked up on Monday morning and set down Friday afternoon (or similar pattern), travelling the remainder of the week by other means or staying at a school dormitory in Kyogle or Casino.

---

## 1951 — Listed as "Bayleys" in Working Timetable

> **Bayleys** listed in the 1951 Working Timetable (Northern Division). No further details confirmed from Weekly Notices — the timetable listing is per external records.

*(Per external records — 1951 Working Timetable)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| By 1932 | **Bayley's (Private)** crossings listed at 521m 65c and 522m 10c in level crossing/private siding sequence |
| 1935 | **School children stop** at Bayley's Level Crossing (522m 10c) — No. 24 Pass. and No. 29 Pass., Mondays and Fridays |
| 1951 | Listed as "Bayleys" in Working Timetable (Northern Division) |
| Unknown | Closed — no notice found |

---

*Extracted from NSW Government Railways Weekly Notices, 1932–1989.* 
*Note: Baileys/Bayleys does not appear as a formal station in the Weekly Notices. The location is documented as a private level crossing (Bayley's Private, 521m 65c and 522m 10c) with a school children stopping instruction from 1935.*

# Flemmings Halt (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1989

---

**Type:** Halt 
**Line:** North Coast Line (Kyogle–The Risk section) 
**Distance from Sydney:** 838.207 km 
**Mileage (Working TT):** approximately 521m 35c 
**Between:** Kyogle and The Risk 
**Opened:** Unknown 
**Closed:** Unknown 
**Status:** Closed 
**Name meaning:** After the property it served (Fleming family property) 
**Side of line:** Up side, near an overhead bridge 

---

> **Notes:** Flemmings Halt does not appear by name in the NSW Government Railways Weekly Notices from 1910 to 1989. No opening notice, working instructions, or closure notice was found. The halt was located on the Up side of the line near an overhead bridge, between Kyogle and The Risk. The name "Flemmings" (or "Flemming's") refers to the property it served. Earlier searches were hampered by OCR noise from the Metropolitan "Flemington" Car Sidings entries — a specific search to exclude these results has also returned no entries for Flemmings on the North Coast Line.
>
> The halt was almost certainly an informal stopping place for the Fleming family property, likely authorised by a simple instruction to train crews rather than a formal Weekly Notice entry. This pattern is consistent with the nearby Collins Creek (519m 27c) and Summerland Way (approximately 520m 50c) school halts, both of which have minimal or no Weekly Notice documentation.

---

## No Weekly Notice Entries Found

> Flemmings Halt does not appear in the NSW Government Railways Weekly Notices from 1910 to 1989. The location at approximately 521m 35c on the Kyogle–The Risk section was searched by mileage range and by name variant (Fleming, Flemming, Flemmings) with Flemington excluded. No results were returned for this corridor.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| Unknown | Halt established — Up side near overhead bridge, approximately 521m 35c (838.207 km), Kyogle–The Risk section |
| Unknown | Closed — no notice found |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1989.* 
*Note: No Weekly Notice entries found for this location. The halt appears to have operated informally without formal railway publication entries.*

# Summerland Way School Halt (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1989

---

**Type:** School Halt 
**Line:** North Coast Line (Kyogle–The Risk section) 
**Distance from Sydney:** 837.032 km 
**Mileage (Working TT):** approximately 520m 50c 
**Between:** Kyogle and The Risk 
**Opened:** Unknown 
**Closed:** Unknown 
**Status:** Closed 
**Name meaning:** Arbitrary naming based on location (Summerland Way passes nearby) 
**Side of line:** Up side 

---

> **Notes:** The name "Summerland Way School Halt" is an arbitrary designation based on the location — it does not appear by this name or any other in the Weekly Notices. Mentioned in the 1951 timetable. The halt was almost certainly at or near a level crossing on the Summerland Way highway (the main road through the Kyogle district), in the same manner as the Collins Creek Road school halt at 519m 27c (approximately 2km to the south). No opening notice, working instructions or closure notice was found in the Weekly Notices collection.

---

## No Weekly Notice Entries Found

> The Summerland Way School Halt does not appear in the NSW Government Railways Weekly Notices from 1910 to 1989. This is consistent with its status as an informal stopping place for school children at a level crossing, which would typically be documented in train timetables rather than Weekly Notices, or may have been authorised by a simple instruction without a formal notice.
>
> The nearest documented reference is the **Collins Creek Road school halt at 519m 27c** (approximately 835.250 km, approximately 1.8 km to the south), where No. 24 Pass. and No. 23 Mixed were directed to call for school children from 26 March 1934. It is possible the Summerland Way halt operated under similar arrangements but was not separately documented in the Weekly Notices.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| Unknown | Halt opened — Up side, approximately 520m 50c (837.032 km) |
| 1951 | Mentioned in timetable |
| Unknown | Closed — no notice found |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1989.* 
*Note: No Weekly Notice entries found for this location. The name "Summerland Way School Halt" is an arbitrary designation not used in railway publications.*

# Kyogle (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1989

---

**Type:** Station (Staff and Crossing Station; Signal Box) 
**Line:** North Coast Line (Casino–Border Loop section) 
**Distance from Sydney:** 833.798 km 
**Mileage (Working TT):** approximately 518m 
**Opened:** 25 June 1910 
**Status:** In use 
**Name meaning:** Named after Alexander MacKellar's cattle station in the area; Aboriginal word meaning "plain (bush) turkey" 
**Signal Box:** Kyogle Signal Box (Frame A replaced by Signal Box, 1936; new Signal Box 1944) 
**Circular:** No. 197–17 of 1944 (Kyogle diagram — amended repeatedly through to 1988) 

---

> **Associated Sidings and Facilities at Kyogle:**
> - **Opening loop siding** — 385 metres crossing loop (1910)
> - **Goods shed** (1910); 5-ton yard crane (1910; later gantry crane withdrawn 1938; 5-ton gantry crane out of commission 1945)
> - **15.24-metre turntable** (1910; disconnected September 1968; removed 1974)
> - **90kl water tank** (1910; removed 18 February 1985)
> - **Station Master's residence** (1910)
> - **Kyogle Dairy Company's Siding** (1910; renamed Norco Limited's Siding W.N. 18–1926; deleted 1979)
> - **Norco Siding, Kyogle** (1926–1979)
> - **Veneer Company's Siding** (opened 8 November 1920; placed out of use 18 November 1970; deleted W.N. 10–1971)
> - **Rail Motor shed** (1925 — shed provided for Rail Motor No. 1)
> - **Coal stage** (listed 1936; removed by 1938)
> - **Kyogle Stock Siding** (listed by 1929; Drawer Lock Key Releases removed W.N. 4–1974; deleted W.N. 9–1985)
> - **Kyogle Goods Shed** (listed as separate entry by 1930)
> - **Shell Siding** (referenced 1946 in relation to Kyogle Road Level Crossing)
> - **Construction Siding** (provided 15 August 1960 for Way and Works Branch)

---

## 1910 — Opening; Unstaffed Platforms; Telephone; Engine Loads

### Opening — 25 June 1910
> There are Station Masters at Casino and Kyogle, which stations are open for the booking of Passenger and Goods traffic.

*(Source: 1910 Weekly Notices — opening instructions for Casino–Kyogle line)*

### Engine Loads — Casino to Kyogle
> Engines of the A, B and C classes may be run between Casino and Kyogle, with load tables in tons including brake-van given by class.

*(Source: 1910 Weekly Notices — Engine Load table for Casino–Kyogle section)*

---

## 1911 — Telephone Circuit — Kyogle

### Telephone Circuit — Casino–Kyogle Line
> Telephones have been provided on the Casino–Kyogle line, the call for Casino being **two short rings**, and **Kyogle call, three short rings**. (9–5,118–338.)

*(Source: 1911 Weekly Notices)*

---

## 1913 — Public Telephone Connection at Kyogle Station

### Public Telephone Installed at Kyogle Railway Station
> **Public Telephone Connection — Kyogle (Grafton–Tweed Line)** — A telephone has been provided at the Kyogle Railway Station, connected to **No. 411 on the Local Public Telephone Exchange**. (R 13–3,602–214.)

*(Source: 1913 Weekly Notices)*

### Portable Telephones — Casino–Kyogle and Grafton–Tweed Lines
> Portable telephones are provided in the Brake-vans of Passenger and Mixed Trains on the Grafton–Tweed and **Casino–Kyogle Lines** with a view to providing telephonic communication in the event of a Passenger or Mixed train becoming disabled.

*(Source: 1913 Weekly Notices)*

---

## 1920 — Veneer Company's Siding Opened — 8 November 1920

### Veneer Coy.'s Siding — W.N. — 1920
> **Veneer Coy.'s Siding, Kyogle (Kyogle Branch)** — On Monday, **8th November, 1920**, between 8 a.m. and 4 p.m., a new dead-end Siding, laid in on the **Down side of the line and connected to the Main line near the Stockyards**, will be brought into use, and will be known as the **Veneer Coy.'s Siding**.
>
> The points in the Main line (facing on Down journey), Facing Point Lock and the Derail in the Siding will be worked from a Ground Frame "E," and must be operated in accordance with Regulation "B" on page 55 of the General Appendix.
>
> The key for unlocking the Facing Point Lever Lock will be attached to the **Ordinary Train Staff for the section Casino–Kyogle**.

*(Source: 1920 Weekly Notices)*

---

## 1924 — Telephone in Goods Office

### Goods Office Telephone Installed — 13 February 1924
> **Kyogle (North Coast Line) — Provision of Telephone in Goods Office** — Since **13th February, 1924**, a telephone has been installed in the Goods Office at Kyogle, connected to **No. 68 Northern Telephone Circuit**, the call being **two long rings**. *(W.N. 9–1924.)*

*(Source: 1924 Weekly Notices)*

---

## 1925 — Rail Motor Service and Shed for Rail Motor No. 1

### Rail Motor Service — Casino–Kyogle–Lismore
> **Rail Motor Service Casino–Kyogle–Lismore** — Rail Motor No. 1 with second-class accommodation only, working between Kyogle and Casino and Lismore, has been replaced by **Rail Motor No. 13** with first-class and second-class accommodation.

*(Source: 1925 Weekly Notices)*

> **Note:** The 1925 notes record a shed provided at Kyogle for Rail Motor No. 1 in this year. The rail motor service between Casino and Kyogle was the primary passenger service on this section.

---

## 1926 — Kyogle Dairy Company's Siding Renamed "Norco Limited's Siding"; New Signal Box; Yongurra Platform

### Kyogle Dairy Company's Siding Renamed — W.N. 18–1926
> **Alteration to Names — Binna Burra Co-operative Dairy Company's Siding and Kyogle Dairy Company's Siding** — Commencing at once, the names of the Binna Burra Co-operative Dairy Company's Siding and **Kyogle Dairy Company's Siding** will be altered to **NORCO LIMITED'S SIDING** at Binna Burra and Kyogle respectively.
>
> Pages 9, 39 and 47 of the Alphabetical List, and pages 148, 151, 157, 159 and 186 of the Merchandise and Live-stock Rates Book to be posted accordingly. (V. 26–5,023.)

*(W.N. 18–1926)*

### New Signal Box "A" — Kyogle End of Platform — 1926
> **New Signal-box "A"** — A new Signal-box "A," erected at the **Kyogle end of the platform**, will be brought into use.
>
> The following signals will be brought into use:
> - **Up Home Signal (No. 2)** — Fixed on the Up side of the line, about 900 feet from the Signal-box.
> - **Down Home Signal (No. 7)** — Fixed on the Down side of the line, about 900 feet from the Signal-box.
> - **Up Landmark** — Fixed on the Up side of the line, 2,400 feet from the Up Home signal.
> - **Down Landmark** — Fixed on the Down side of the line, 2,400 feet from the Down Home signal.
> - **Lever and Bracket Locks "C" and "D"** — The existing Lever and Bracket Lock arrangements to be altered.

*(Source: 1926 Weekly Notices)*

---

## 1927 — New Telephone Circuit — Grafton to Kyogle; Stock Siding Referenced

### New Telephone Circuit No. 72 — 11 July 1927
> **Grafton to Kyogle (North Coast) — Provision of New Telephone Circuit** — Since **11th July, 1927**, a new Telephone Circuit, **No. 72 Circuit North**, has been in use. The Stations and Code Calls on the new Circuit are as follows:
>
> Grafton —

Code Select Expand

| Kyogle — [code] | Casino — [code]

*(Source: 1927 Weekly Notices)*

### Stock Siding — Instruction Note
> Trucks must not be placed on or removed from the Siding, unless authorised by the **Station Master, Kyogle**. (21–25,001.) *(W.N. 21–1927.)*

*(Source: 1927 Weekly Notices)*

---

## 1928 — Speed Restrictions — Casino–Kyogle

### Speed Restrictions Confirmed — W.N. 39–1928
> **Permanent Speed Restrictions** — amended:
>
> **Casino–Cedar Point** — Passenger, Mixed and Goods trains: 25 mph; Rail motors: 35 mph. 
> **Cedar Point–Kyogle** — Passenger, Mixed and Goods trains: 20 mph; Rail motors: 30 mph.

*(W.N. 39–1928)*

---

## 1929 — Ground Frame "D" Renamed "H" — Stock Siding

### Lever and Bracket Lock "D" Renamed "H"
> **Kyogle (North Coast) — Alteration to Naming of Ground Frame** — Since **21st November, 1929**, Lever and Bracket Lock "D," operating the connection between the Main line and the **Stock Siding** has been re-named **Lever and Bracket Lock "H."** *(W.N. 45–1929.)*

*(Source: 1929 Weekly Notices)*

---

## 1930 — Kyogle Stock Siding and Goods Shed Formally Listed; Kilgra Siding Opened

### Kyogle Stock Siding — Listed in Station Tables
> **Kyogle Stock Siding** listed in station sequence after Kyogle:
> Kyogle — **Kyogle Stock Siding** — Kyogle Goods Shed — Kilgra — Wiangaree — The Risk — Mt. Lion Quarry Siding — Loadstone — Cougal — Border Loop — Glenapp — Round Mountain Quarry Siding — Bromelton.
>
> Station Codes: Kyogle — 2926; Kyogle Stock Siding — 2927; [Kyogle Goods Shed — 2928].

*(Source: 1930 Working Timetable and station code tables)*

### Brisbane Extension — Kilgra Siding Opened
> A Siding has been provided at Kilgra, which is distant **3 miles 10 chains from Kyogle**, and traffic in full truck loads may be accepted to and from that Siding under the same conditions as applicable to Wiangaree. The Mileage for freight purposes will be 3 miles from Kyogle. (Comr. 29–17,128; L.T.–3–42,300.) *(W.N. 5–1930.)*

*(Source: 1930 Weekly Notices)*

---

## 1931 — Collins Creek Road Level Crossing Whistle Instruction

### Collins Creek Road Level Crossing — 519m 27c
> **Level Crossings (North Coast)** — Commencing at once, Drivers of trains when approaching **Collins Creek Road Level Crossing (Mileage 519m 27c)**, near Kyogle, must sound one long engine whistle in time sufficient to warn any road traffic which may also be approaching the Level Crossing to keep clear. (31–25,918.) *(W.N. 30–1931.)*

*(Source: 1931 Weekly Notices)*

---

## 1933 — Norco Butter Traffic — Freight Basis

### Norco Butter — 35 Boxes to the Ton
> Butter forwarded from Coramba by the Orara Dairy Company, from Raleigh by the Raleigh Dairy Company, and **from Kyogle by the Norco Company**, are to be accepted for freight purposes on the basis of **35 boxes to the ton**. (G.C. 4–33–34,619.) *(W.N. 23–1933.)*

*(Source: 1933 Weekly Notices)*

---

## 1936 — Signalling Alterations; Coal Stage Listed; New Siding — The Cape

### Signalling Alterations — New Signal Box — 1936
> Major signalling alterations at Kyogle planned for 1936 including:
> 1. Alteration to interlocking.
> 2. Alteration to naming of ground frames.
> 3. Alteration to numbering of signals.
> 4. Alteration to numbering of certain signals.
> 5. **Replacing Frame "A" by a new Signal-box situated at the Kyogle end of the platform.**
>
> Complete arrangements in accordance with a Circular and diagram to be issued prior to work being carried out. (C.T.M. 36–34,728; S. & T.E., G. 35–7,326.) *(W.N. 6 and 7–1936.)*

*(Source: 1936 Weekly Notices — announced twice)*

### Coal Stage Listed
> **Kyogle** — listed with **Coal stage** in station facilities summary (accommodation provided table). *(W.N. — 1936.)*

### New Loading Stage — The Cape (Between Wiangaree and The Risk)
> **The Cape (between Wiangaree and The Risk — North Coast)** — A loading stage, 8 feet in length, situated on the Up side of the line at Mileage [approx. 526m], provided. Under control of Kyogle. *(W.N. 21–1936.)*

---

## 1937 — Norco Siding Seal Press Repairs

### Norco Siding — Seal Press Repairs
> **Norco Siding, Kyogle (North Coast)** — Seal Press No. 415 has been again brought into use, and Relief Seal Press No. 555 withdrawn. (G.W. 1–37–21,850.) *(W.N. 46–1937.)*

*(Source: 1937 Weekly Notices)*

---

## 1938 — 2-Ton Gantry Crane Withdrawn

### Crane Withdrawn — W.N. 49–1938
> **Stations, Platforms and Sidings — Accommodation Provided (Kyogle)** — The **2-ton crane** at Kyogle has been withdrawn. Delete under heading "Crane" 1–2 ton. (G.C. 5–38–2,151.) *(W.N. 49–1938.)*

*(Source: 1938 Weekly Notices)*

---

## 1940 — Up Home Signal Post Renewed

### Up Home Signal Post Renewed — W.N. 25–1940
> **Kyogle (Casino–Border Loop) — Renewing Post of Up Home Signal** — On Thursday, [date] June, 1940, between 8.0 a.m. and 4.0 p.m., the Up Home signal, No. 2, will be out of use for the purpose of renewing the post. (S. & T.E. 40.) *(W.N. 25–1940.)*

*(Source: 1940 Weekly Notices)*

---

## 1941 — Cedar Point Siding Shortened — Goods Siding Connection Removed

### Cedar Point Goods Siding — Converted to Dead-End
> On Monday, **5th May, 1941**, between 8.0 a.m. and 5.0 p.m., the points leading from the Loop to the Goods Siding, at the **Kyogle end**, will be removed, and the siding converted to a **Dead-end siding, 110 feet in length**. Frame "B" and connections will be removed.

*(W.N. 18–1941 — relates to Cedar Point, not Kyogle itself, but Kyogle end referenced)*

---

## 1944 — New Centrally-Operated Crossing Loop and Signal Box; Signal Relocations

### Conversion to Centrally-Operated Electric Train Staff and Crossing Loop — 23 August 1944
> **Kyogle (North Coast) — Conversion to Centrally-operated Electric Train Staff and Crossing Loop** — On Wednesday, **23rd August, 1944**, between 8.0 a.m. and 5.0 p.m., Kyogle will be converted to a **Centrally-operated Crossing Loop**.
>
> The main alterations to be carried out will be:
> (i) A **new Signal-box** will be provided on the platform in lieu of Frame A.
> (ii) The points at each end of the Loop will be altered to work from the Signal-box.
> (iii) Additional Down and Up Home and Starting signals will be brought into use, and "U" indicators will be provided on the Main line Starting signals.
>
> The complete arrangements and method of working will be in accordance with a Circular and diagram to be issued prior to the work being brought into use. (S. & T.E. .) *(W.N. 33–1944.)*

*(Source: 1944 Weekly Notices)*

### Down and Up Distant Signals Relocated — June–July 1944
> - **27 June 1944** — Down Outer Distant signal refixed **733 feet nearer to Grafton**. *(W.N. 25–1944.)*
> - **28 June 1944** — Down Inner Distant signal, No. 4, refixed **800 feet nearer to Grafton**. *(W.N. 25–1944.)*
> - **29 June 1944** — Up Distant signal, No. 1, refixed **600 feet nearer to South Brisbane**. *(W.N. 25–1944.)*

### Down Home Signal Replaced — 11 July 1944
> **Kyogle (North Coast) — Alteration to Down Home Signal** — On Tuesday, **11th July, 1944**, between 8.0 a.m. and 5.0 p.m., the Down Home signal, No. 3, will be replaced by a new signal fixed on the main post of a left-hand half-bracket post, situated approximately at the same site. *(W.N. 28–1944.)*

### Up Home Signal Replaced — 25 July 1944
> **Kyogle (North Coast) — Alteration to Up Home Signal** — On Tuesday, **25th July, 1944**, between 8.0 a.m. and 5.0 p.m., the Up Home signal, No. 2, will be replaced by a new signal fixed on the main post of a new right-hand half-bracket post, situated **150 feet approximately nearer South Brisbane**. *(W.N. 30–1944.)*

---

## 1945 — 5-Ton Gantry Crane Out of Commission

### Crane Out of Commission — W.N. 5–1945
> **List of Stations, etc. — Kyogle (North Coast Line)** — The **5-ton gantry crane** at Kyogle is out of commission until further notice. (G.W. 45–25,240.) *(W.N. 5–1945.)*

*(Source: 1945 Weekly Notices)*

---

## 1946 — Shell Siding — Kyogle Road Level Crossing Instructions; Intermediate Sidings Table Amended

### Shell Siding — Kyogle Road Level Crossing
> **Public Level Crossing** — When proceeding to or from Shell Siding the train must be brought to a stand clear of the **Kyogle Road Level Crossing**. The Guard or Shunter must exhibit a Red hand-signal in the direction of approaching road traffic, and satisfy himself that all is clear before signalling the Driver of the train to pass over the level crossing. The speed of the train when passing over the level crossing must not exceed **5 miles per hour**. *(W.N. — 1946.)*

*(Source: 1946 Weekly Notices)*

### Intermediate Sidings — Round Mountain Quarry Amended
> **Intermediate Sidings — Kyogle–South Brisbane — Round Mountain Quarry** — Amend "Tamrookum–Bromelton" to read "Kagaru–Tamrookum." *(W.N. 43–1946.)*

---

## 1950 — Portable Telephone Circuit — Way and Works Staff

### Portable Telephone Circuit — Kyogle to Border Loop — W.N. 21–1950
> **Provision of Portable Telephone Circuit for Way and Works Staff** — Since **5th May, 1950**, a portable telephone circuit for Way and Works Staff has been brought into use between Kyogle and Border Loop, with telephones and plug-in boxes located on line poles adjacent to the line as follows:
>
> - Kyogle S.M. — Wall telephone
> - 518m 65c — Plug-in box
> - 519m 15c (trolley shed) — Plug-in box
> - 519m 39c — Plug-in box
> - 520m 00c — Plug-in box
> - 520m 40c — Plug-in box
> - 520m 72c — Plug-in box
>
> A portable telephone has been supplied to the employee in charge of each Way and Works Branch gang working between Kyogle and Border Loop. Before a tricycle or trolley is placed on the line between Kyogle and Border Loop, the Ganger or employee in charge must ascertain by means of the portable telephone or fixed telephone from the adjacent Signal-box the time the last train to run has cleared the section and the time the next train to run has entered or will enter the section.

*(W.N. 21–1950)*

---

## 1951 — Portable Telephone Circuit Extended to Casino

### Portable Telephone Circuit Extended
> The Way and Works telephone circuit has been extended to Casino. *(W.N. — 1951)*

*(Source: 1951 Weekly Notices)*

---

## 1957 — Water at Kyogle — 5 Minutes; Signal Alterations; Level Crossing Deleted; Train Bar Provided

### Water Allowance — Kyogle
> **Kyogle — 5 minutes water. Glenapp — 5 minutes water.** [Brisbane Limited Express timetable amendment.]

*(Source: 1957 Weekly Notices)*

### Train Bar Provided; Down Inner Distant and Down Home Signals Relocated
> **Kyogle (North Coast) — Provision of Train Bar in lieu of Clearance Bar and Relocation of Down Inner Distant and Down Home Signals:**
>
> - **27 August 1957** — The clearance bar in the Main line at the clearance point between the Main line and Loop line at the Sydney end will be replaced by a **train bar**, working in conjunction with No. 16 points.
> - **29 August 1957** — Down Inner Distant signal, No. 24, relocated **365 feet nearer to Sydney**.
> - **3 September 1957** — Down Home signal, No. 23, relocated **365 feet nearer to Sydney**.
>
> Diagram attached to Circular No. 197–17 of 1944 to be amended accordingly. *(W.N. 33–1957; confirmed W.N. 35–1957.)*

### Level Crossing Deleted — Junor's (Private) 501m 48c
> **Level Crossings, Casino–Kyogle** — Delete **Junor's (Private) 501m 48c**. (A. 1–57–40,812.) *(W.N. 27–1957.)*

---

## 1960 — Point Indicator Removed; Construction Siding Provided; Cape Under Control of Kyogle

### Point Indicator Removed — Frame G Crossover — W.N. 38–1960
> **Kyogle (North Coast) — Removal of Point Indicator at No. 2 Frame G Crossover** — Since **2nd September, 1960**, the points indicator working in conjunction with No. 2 Frame G crossover has been dispensed with and removed. Diagram attached to Circular No. 197–17, Kyogle, of 1944, to be amended accordingly. *(W.N. 38–1960.)*

### Construction Siding Provided for Way and Works Branch — 15 August 1960
> **Kyogle** — Since the **15th August, 1960**, a **Construction Siding** has been provided for use of the Way and Works Branch. The siding is on the Up side of the goods siding, **500 feet in length**, rising on a grade of **1 in 65** from the goods siding and terminating at the stop block. Ball lever points are located 5 feet south of the southern extremity of the goods shed on goods siding, and are normally set to lie to the goods siding. *(W.N. 45–1960.)*

### The Cape — Placed Under Control of Kyogle
> **The Cape** — placed under unattended/platform conditions and under the control of **Kyogle**. Insert "\*" before name of station. Insert "G.L." in column Goods and Livestock Freight to be Prepaid. *(W.N. 47–1960.)*

### Fairy Hill–Kyogle — Divisible Train Staffs Replaced
> Miniature electric train staffs Nos. 9–14, fitted with keys on the staff portion, will be removed and replaced by ordinary miniature electric train staffs.
>
> Section Fairy Hill–Kyogle staff particulars amended accordingly. *(W.N. 38–1960.)*

---

## 1963 — Kyogle–The Risk Section — New Key Staffs; Wiangaree and Mount Lion Under Kyogle

### Kyogle–The Risk — New Miniature Electric Train Key Staffs
> **North Coast Line — Delete** existing particulars in respect of the section **Kyogle–The Risk** and insert:
>
> **Kyogle–The Risk**, 11m 74c, C, 1–50, 1–8, 9–14\*\*.
>
> Frames A and B — The drawer lock key releases at Frames A and B, Wiangaree Siding, will be removed. A **duplex lock A** will be provided on a post adjacent to Frame A. The top lock of duplex lock A will be unlocked by key on the miniature electric train staff for the section Kyogle–The Risk. *(W.N. 37–1963.)*

### Wiangaree and Mount Lion — Control Transferred to Kyogle
> **Intermediate Sidings — System of Working — Wiangaree, Mount Lion** — In column headed "Siding under control of" delete "Wiangaree" and insert "**Kyogle**." *(W.N. 38–1963.)*

---

## 1964 — Type "F" Flashing Lights — Kyogle Road Level Crossing (Namoona)

### Type "F" Signals — Kyogle Road Level Crossing — 17 December 1964
> **Namoona (North Coast) — Provision of Type "F" Flashing Light Highway Signals at Kyogle Road Level Crossing** — On Thursday, **17th December, 1964**, between 8.0 a.m. and 4.0 p.m., Type "F" flashing light highway signals and warning bell will be brought into use at the **Kyogle Road level crossing (Mileage 502m 56c)**.
>
> Testing — key kept by the **local Fettling Ganger**, who will arrange for the highway signals and warning bell to be tested each day. *(W.N. — 1964.)*

---

## 1968 — Turntable Siding Disconnected — 4 September 1968

### Turntable Siding Disconnected — W.N. 39–1968
> **Kyogle (North Coast) — Disconnection of Turntable Siding** — Since **4th September, 1968**, No. 2C points, Loop Line to Turntable Siding have been removed. Frame C and associated interlocking equipment have been dispensed with and No. 12 lever in the signal-box is now spare.
>
> Circular No. 197–17, Kyogle, of 1944, and diagram attached to be amended accordingly. *(W.N. 39–1968.)*

> **Note:** The 15.24-metre turntable was physically removed in 1974 per external records — the September 1968 entry documents the disconnection of the siding serving the turntable, which preceded the physical removal by about six years.

---

## 1970 — Veneer Company's Siding Placed Out of Use — 18 November 1970

### Veneer Company's Siding — Out of Use — W.N. 48–1970
> **Kyogle (North Coast) — Veneer Company's Siding Placed out of Use** — Since **18th November, 1970**, No. 2F points, Main line to Veneer Company's Siding at **Mileage 517m 64c** have been removed and straight railed and the siding placed out of use until further notice.
>
> Circular No. 197–17, Kyogle, of 1944, and diagram attached, to be amended accordingly. (S. & T.E. 69–609,014–W. & M.) *(W.N. 48–1970.)*

### Controlling Station for Cougal, Loadstone, Mount Lion, Treberth — Kyogle
> **Kyogle is the Controlling Station for the undermentioned platforms:** Cougal, Loadstone, Mount Lion, Treberth. Amend book accordingly. (B. 2–70–55,447.) *(W.N. 21–1970.)*

### Shunting Charges — Veneer Co.'s Siding Out of Use
> **Charges for Shunting, etc.** — Insert: Kyogle — **Veneer Co.'s Siding is out of use until further notice**. *(W.N. 50–1970.)*

---

## 1971 — Veneer Company's Siding Deleted

### Veneer Co.'s Siding — Deleted from All Publications — W.N. 10–1971
> **Veneer Co.'s Siding, Kyogle** — Delete all reference from station listings. *(W.N. 10–1971.)*

---

## 1972 — Norco Siding Out of Use; Emergency Switches Updated at Kyogle Road Level Crossing

### Norco Siding — Out of Use
> **North Coast Line** — Insert: **Norco Siding, Kyogle, will be out of use until further notice**. (B. 2–72–26,005.) *(W.N. 35–1972.)*

### Emergency Switches — Kyogle Road Level Crossing Updated — 1 December 1972
> Since **1st December, 1972**, between 8 a.m. and 4 p.m., the emergency box at Kyogle Road level crossing, Mileage **502m 56c**, will be replaced by an emergency box of the new type containing **three (3) key locked switches** inscribed "Sydney side lights," "Country side lights" and "Bell" respectively.
>
> Keys for the door of the emergency box and for each emergency switch are kept by the **Station Master, Casino**. *(W.N. 47–1972.)*

---

## 1974 — Kyogle Stock Siding — Drawer Lock Key Releases Removed; Turntable Removed

### Stock Siding — Drawer Lock Key Releases A and B Removed — 29 January 1974
> **Kyogle Stock Siding (North Coast) — Removal of Staff Drawer Lock Key Releases A and B** — On Tuesday, **29th January, 1974**, between 9 a.m. and 12 noon, Staff Drawer Lock Key Releases A and B will be removed.
>
> No. 1 levers in Frames A and B will be unlocked by key on **miniature electric train staff for the section Kyogle–The Risk**.
>
> Circular No. 197–17, Kyogle of 1944, and diagram attached, to be amended accordingly. (S. & C. 74–780,102–W. & M.) *(W.N. 4–1974.)*

> **Note:** The **15.24-metre turntable** was physically removed in 1974 per external records. The turntable siding had been disconnected in September 1968 (W.N. 39–1968).

---

## 1975 — Down Inner Distant Signal Renewed and Relocated

### Down Inner Distant Signal No. 24 — Renewed and Relocated — 22 April 1975
> **Kyogle (North Coast) — Renewal and Relocation of Down Inner Distant Signal No. 24** — On Tuesday, **22nd April, 1975**, between 8.00 a.m. and 4.00 p.m., the Down Inner Distant signal, No. 24 will be out of use for renewal and relocation approximately **15 metres towards Sydney**.
>
> Diagram attached to Circular No. 197–17, Kyogle, of 1944, to be amended accordingly. *(W.N. 16–1975.)*

---

## 1976 — Divisible Electric Train Staffs Replaced — Kyogle–The Risk

### Divisible Staffs Replaced — 25 May 1976
> **Section Kyogle–The Risk** — Since **25th May, 1976**, all divisible electric train staffs for this section have been replaced by electric train staffs (non-divisible).
>
> In column headed "Nos of divisible staffs" delete 9–14\*\*. In column headed "Nos of key staffs" amend 1–8 to read 1–4. *(W.N. 26–1976.)*

---

## 1979 — Norco Siding Deleted; Namoona Stock Siding Working Instructions

### Norco Siding — Deleted from All Publications — W.N. 27–1979
> **North Coast Line** — Delete **Norco siding, Kyogle** and relevant particulars. *(W.N. 27, 30 and 35–1979 — multiple publication amendments)*

### Namoona Stock Siding — Working Instructions Inserted
> **Stations and Sidings — Namoona** — After the paragraph under the heading "Type 'F' flashing light highway signals and Kyogle Road Level Crossing" — Insert:
>
> Stock siding. A loop siding is provided on the Up side of the Main line at **809.993 km** between Casino and Fairy Hill, and is known as **Namoona Stock Siding**. *(W.N. 19–1979.)*

---

## 1984 — Cattle Loading Ramp Removed — 9 April 1984

> The **cattle loading ramp** at Kyogle was removed on **9 April 1984** per external records. No specific Weekly Notice entry found.

---

## 1985 — Kyogle Stock Siding Deleted; Water Tank Removed

### Kyogle Stock Siding — Deleted — W.N. 9–1985
> **System of Working** — Delete: **835.149 km Kyogle Stock** and relevant particulars. *(W.N. 9–1985.)*
>
> **Stations, Platforms and Sidings — Accommodation Provided** — Delete: **835.129 km Kyogle Stock Siding** and relevant particulars. *(W.N. 9–1985.)*
>
> Delete: **\*Kyogle Stock Siding** and relevant particulars. *(W.N. 9–1985.)*

> **Note:** The **water tank** (90kl) was removed on **18 February 1985** per external records — close to the same time as the Stock Siding deletion. No specific Weekly Notice entry found for the water tank removal.

---

## 1988 — Down Outer Distant Signal Replaced by Reflectorised Landmark

### Down Outer Distant Signal Replaced — 18 July 1988
> **Kyogle (North Coast) — Replacement of Down Outer Distant Signal by Reflectorised Landmark** — Since **18th July, 1988**, the Down Outer Distant signal has been replaced by a reflectorised landmark at the same location.
>
> The diagram attached to Circular No. 197–17 (1944) Kyogle, to be amended accordingly. (S. & C. 264713.) *(W.N. 31–1988.)*

---

## 1989 — Crane and Weighbridge Deleted; Telephone Connections Updated

### Crane and Weighbridge Deleted — W.N. 23–1989
> **833.798 km Kyogle** — Under heading "Crane, No. and Capacity" — Delete **†2 and 6** [2-ton and 6-ton cranes].
>
> Under heading "Weighbridge Road" — Delete **1 and 20** [1 weighbridge, 20-ton capacity]. *(W.N. 23–1989.)*

### New Telephone Connections — Kyogle — W.N. 2–1989
> **New Telephone Connections, Kyogle** — Insert:
> - **71 246** — Kyogle Gang Shed
> - **71 245** — Kyogle Station Master
> - **71 247** — Kyogle Communications Apparatus Room

*(W.N. 2–1989)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 25 June 1910 | **Opened** — Station Masters at Casino and Kyogle; booking of passenger and goods traffic |
| 1910 | Opening facilities: 385-metre crossing loop, goods shed, 5-ton crane, 15.24m turntable, 90kl water tank, SM residence |
| 1910 | Kyogle Dairy Company's Siding opened (later Norco) |
| 1911 | Telephone circuit Casino–Kyogle: Kyogle call three short rings |
| 8 November 1920 | **Veneer Coy.'s Siding opened** — dead-end on Down side near Stockyards (W.N. — 1920) |
| 13 February 1924 | Telephone installed in Goods Office — No. 68 Northern Circuit, two long rings (W.N. 9–1924) |
| 1925 | Shed provided for Rail Motor No. 1 |
| W.N. 18–1926 | Kyogle Dairy Company's Siding renamed **Norco Limited's Siding** |
| 1926 | New Signal Box "A" erected at Kyogle end of platform |
| 11 July 1927 | New Telephone Circuit No. 72 North — Grafton to Kyogle |
| 21 November 1929 | Ground Frame "D" (Stock Siding) renamed "H" (W.N. 45–1929) |
| 1930 | Kyogle Stock Siding and Goods Shed formally listed — Codes 2926, 2927 |
| W.N. 6–1936 | Major signalling alterations announced — new Signal Box at Kyogle end of platform |
| W.N. 49–1938 | 2-ton crane withdrawn |
| W.N. 25–1940 | Up Home Signal post renewed |
| 23 August 1944 | **Conversion to Centrally-operated Crossing Loop** — new Signal Box on platform (W.N. 33–1944) |
| June–July 1944 | Down Outer, Down Inner Distant and Up Distant signals relocated |
| W.N. 5–1945 | 5-ton gantry crane out of commission |
| W.N. 21–1950 | Portable telephone circuit provided — Kyogle to Border Loop (plug-in boxes at intervals) |
| W.N. 33 and 35–1957 | Train bar provided; Down Inner Distant and Down Home signals relocated 365 feet toward Sydney |
| 2 September 1960 | Point indicator at Frame G crossover removed (W.N. 38–1960) |
| 15 August 1960 | Construction Siding provided for Way and Works Branch (W.N. 45–1960) |
| W.N. 37–1963 | Kyogle–The Risk section: new miniature electric train key staffs |
| W.N. 38–1963 | Wiangaree and Mount Lion control transferred to Kyogle |
| 4 September 1968 | **Turntable Siding disconnected** — No. 2C points removed; Frame C dispensed with (W.N. 39–1968) |
| 18 November 1970 | **Veneer Company's Siding placed out of use** (W.N. 48–1970) |
| W.N. 10–1971 | Veneer Co.'s Siding deleted from all publications |
| W.N. 35–1972 | Norco Siding placed out of use |
| 1 December 1972 | Emergency switches at Kyogle Road level crossing replaced by new type (three key-locked switches) |
| 29 January 1974 | Kyogle Stock Siding — Drawer Lock Key Releases A and B removed (W.N. 4–1974) |
| 1974 | **Turntable physically removed** (per external records) |
| 22 April 1975 | Down Inner Distant Signal No. 24 renewed and relocated 15m toward Sydney (W.N. 16–1975) |
| 25 May 1976 | Divisible electric train staffs on Kyogle–The Risk section replaced by non-divisible staffs (W.N. 26–1976) |
| W.N. 27–1979 | **Norco Siding deleted** from all publications |
| 9 April 1984 | **Cattle loading ramp removed** (per external records) |
| W.N. 9–1985 | **Kyogle Stock Siding deleted** from all publications |
| 18 February 1985 | **Water tank removed** (per external records) |
| 18 July 1988 | Down Outer Distant Signal replaced by reflectorised landmark (W.N. 31–1988) |
| W.N. 23–1989 | Cranes (2-ton and 6-ton) and weighbridge deleted from publications |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1989.*


# Cedar Point (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1969

---

**Type:** Station 
**Line:** North Coast Line (Casino–Kyogle section) 
**Distance from Sydney:** 826.215 km 
**Mileage (Working TT):** 513m 22c (South End level crossing post-1968); approximately 512–514m 
**Between:** Baraimal and Yongurra 
**Opened:** 23 June 1910 
**Closed:** 17 May 1969 
**Status:** Closed 
**Name meaning:** Named after the cedar trees which once grew in the vicinity 

---

> **Notes:** The Up side platform was originally 76.2 metres in length, reduced to 46.93 metres in 1930. Station building was a B2 standard type. The station served the tiny village of Cedar Point located nearby. In 1918 timber was being loaded in fairly large quantities and a request was made for a trucking yard and timber gantry. A loop siding on the Down side was installed 14 October 1927, shortened on 18 March 1941 (to 88 feet dead-end) and removed by 2 May 1960. A gantry crane and goods platform were at the siding. A residence was situated on the other side of the main line to the siding. A cream shed was at the Down end of the platform. Cedar Point was a significant section boundary — the Fairy Hill–Cedar Point and Cedar Point–Kyogle sections both appear in engine load and speed restriction tables throughout the station's life.

---

## 1910 — Opening; Loop Siding and Lever Arrangements

### Opening — 23 June 1910
> Cedar Point opened on **23 June 1910** as part of the Casino–Kyogle line opening.

### Unstaffed from Opening — Traffic Prepaid
> All consignments of trains for Namoona, Fairy Hill, Baraimal, and Cedar Point must be prepaid and consigned under platform conditions. Passengers wishing to proceed by trains authorised to stop at these places must exhibit to the Driver a **green disc by day, and light the lamp at night**.

*(Source: 1910 Weekly Notices — unattended station instructions)*

### Loop Siding and Lever Arrangements — 1910
> **Cedar Point** — A Loop Siding is provided on the Down side of the line. The Facing Points in the Main Line and the Catch Points at each end of the Loop are provided with **Lever and Bracket Lock arrangements**, which must be worked in accordance with **Regulation E** on page 27 of the General Appendix. The Bracket Locks are unlocked by Key on the **Ordinary Train Staff for the section Casino–Kyogle**.
>
> **Frame "A"** — Down Home, Auxiliary Down Distant, and Down Distant Signals only are provided, worked from Frame "A" on the platform.
>
> **Lever and Bracket Lock "B"** — The connection between the Main Line and the [siding].

*(Source: 1910 Weekly Notices — Cedar Point working instructions)*

> **Note:** The 1910 notice confirms Cedar Point had a **loop siding from opening day** (23 June 1910) — earlier than your external records indicate (14 October 1927). The 1927 entry (below) appears to document a subsequent extension or reconstruction of the siding rather than its original installation. The 1910 siding was worked by Lever and Bracket Lock arrangements unlocked by the Casino–Kyogle Ordinary Train Staff.

---

## 1913 — Distance Table

### Distance Reference
> Cedar Point listed in distance table at mileage **0.464** from Lismore (this appears to be a Grafton mileage reference in the context of the Lismore–Murwillumbah section — OCR may be garbling the table layout).

*(Source: 1913 Weekly Notices — distance/mileage table)*

---

## 1924 — Listed in Working Timetable

### Station Sequence
> Namoona (P) — Fairy Hill (P) — Baraimal (P) — **Cedar Point (P)** — Kyogle.

*(Source: 1924 Working Timetable listing)*

---

## 1926 — New Platform Between Cedar Point and Kyogle — Named "Yongurra"

### New Unattended Platform — Mileage 84.12 (Grafton)
> **New Platform between Cedar Point and Kyogle (Casino–Kyogle Branch)** — Since **31st May, 1926**, a new Unattended Platform, **16 feet in length**, erected on the Down side of the line, is in use at **Mileage 84.12 (Grafton Mileage)**, between Cedar Point and Kyogle.
>
> The name of the Platform will be advised later. 
> Mileage for Rates purposes: From Grafton — 84 miles 12 chains; From Darling Harbour — **517 miles**.
>
> Nos. 21, 23, 26 and 32 Rail Motors will stop, when required, to pick up and set down passengers. No facilities are provided for dealing with truck loads of traffic.

*(W.N. 24–1926)*

### Named "Yongurra" — W.N. 29–1926
> With reference to the instruction on this subject issued in Weekly Notice No. 24 of 1926, the name **YONGURRA** has been allotted for this Platform. (26–29,427.) *(W.N. 29–1926.)*

> **Note:** Cedar Point was the reference point for the location of the new Yongurra platform, confirmed in the same notice sequence. Cedar Point thus served as the anchor point for the only new platform opened between it and Kyogle during the station's lifetime.

---

## 1927 — Ballast Train Propelling; Loop Siding Extended and Interlocking Upgraded; New Engine Loads

### Propelling of Ballast Train — Fairy Hill to Cedar Point — W.N. 31–1927
> **Propelling of Ballast Train from Fairy Hill to Cedar Point, in section Fairy Hill–Kyogle (Casino–Kyogle Branch)** — Commencing at once, in order to facilitate the working of the Ballast train engaged in connection with the work of ballasting the line, permission is hereby given for the Ballast train to be propelled as required during daylight from Fairy Hill to Cedar Point, in the section Fairy Hill–Kyogle, at a speed **not exceeding 10 miles per hour**.
>
> When propelling, the engine must be on the Casino end of the train; a brake-van must be leading, in which the Guard must ride and give the Driver such hand-signals as may be necessary. Clause (i) of Rule 203 must be observed.
>
> The Driver must be in possession of the **Electric Train Staff for the section**. He must also sound the engine whistle freely where his view of the line is obstructed, as a warning of the approach of the train.
>
> This instruction amends and supersedes that on the subject contained in Weekly Notice No. 30 of 1927.

*(W.N. 31–1927)*

### Propelling — Mileage 84 to Cedar Point — W.N. 47–1927
> **Propelling of Ballast Train from Mileage 84 to Cedar Point, in section Fairy Hill–Kyogle** — Commencing at once, permission is hereby given for the Ballast train to be propelled as required during daylight from **Mileage 84 to Cedar Point**, in the section Fairy Hill–Kyogle, at a speed not exceeding **10 miles per hour**.
>
> When propelling, the engine must be on the **Kyogle end** of the train; a brake-van must be leading, in which the Guard must ride. Clause (i) of Rule 202 must be observed.
>
> The Driver must be in possession of the Electric Train Staff for the section.
>
> These instructions will remain in force until further notice. (27–21,201.) *(W.N. 47–1927.)*

### Two-Lever Machines — Frame A and B — 16 November 1927
> **Cedar Point (Casino–Kyogle Line) — Provision of Two-lever Machines** — Since **16th November, 1927**, Lever and Bracket Locks "A" and "B" have been replaced by **Two-lever Machines (Frames "A" and "B")**, situated on the Up side of the line near the points leading from the Siding to the Main line.
>
> **Frames A and B** — No. 1 Lever in Frames "A" and "B" is unlocked by Key on the **Miniature Electric Train Staff for the section Fairy Hill–Kyogle**, and must be operated in accordance with Regulation 50, clause (b), on page 77 of the General Appendix, dated 1st July, 1927. (W.N. 47–1927.)

*(W.N. 47–1927)*

> **Note:** The November 1927 interlocking upgrade — replacing Lever and Bracket Locks with Two-lever Machines — coincides with the ballasting works documented in W.N. 31 and 47 of 1927. The change from **Ordinary Train Staff (Casino–Kyogle)** to **Miniature Electric Train Staff (Fairy Hill–Kyogle)** for unlocking the frames reflects the subdivision of the original section into shorter sections.

### New Engine Load — Class 65 — Cedar Point to Kyogle — W.N. 33–1927
> **Kyogle Branch** — Commencing at once, **Class Load 65** is to apply to Goods trains from **Cedar Point to Kyogle** on the Down journey, and from **Kyogle to Cedar Point** on the Up journey.

*(W.N. 33–1927)*

---

## 1928 — Speed Restrictions — Casino–Cedar Point and Cedar Point–Kyogle

### Permanent Speed Restrictions — Casino–Kyogle — W.N. 39–1928
> **Permanent Speed Restrictions** — amended and superseded as follows:
>
> **Casino–Cedar Point** — Passenger, Mixed and Goods trains: **25 miles per hour**. Rail motors: **35 miles per hour**.
>
> **Cedar Point–Kyogle** — Passenger, Mixed and Goods trains: **20 miles per hour**. Rail motors: **30 miles per hour**.

*(W.N. 39–1928)*

> **Note:** The lower speed limit between Cedar Point and Kyogle (20 mph) compared to Casino–Cedar Point (25 mph) reflects the steeper and more challenging terrain of the Kyogle Range section above Cedar Point.

### Propelling — Cancelled — W.N. 6–1928
> The instruction on this subject contained in Weekly Notice No. 47 of 1927 [propelling Mileage 84 to Cedar Point] is hereby cancelled. (27–21,201.) *(W.N. 6–1928.)*

---

## 1930 — Ballast Train Propelling — Two Separate Instructions; Speed Board Reference

### Propelling — Casino to Mileage 68.0 and Mileage 83.0 to Cedar Point — W.N. 3–1930
> Also Casino to Mileage 68.0, Section Casino–Fairy Hill; and **Mileage 83.0 to Cedar Point, Section Fairy Hill–Kyogle** — Commencing at once. In order to facilitate the working of the Construction Ballast Trains, permission is hereby given for the Ballast train to be propelled during daylight from Casino to Mileage 65.40 in the section Casino–[Backmede], also from Casino to Mileage 68.0, in the Section Casino to Fairy Hill, and **Mileage 83.0 to Cedar Point** in the Section Fairy Hill–Kyogle, at a speed not exceeding **10 miles per hour**.

*(W.N. 3–1930)*

### Cancelled — W.N. 43–1930
> The instructions on this subject contained in Weekly Notice No. 3 of 1930 are hereby cancelled. *(W.N. 43–1930.)*

### Speed Board — Baraimal–Cedar Point
> **Baraimal–Cedar Point**: 507m 3c 
> **Cedar Point yard area**: 514m 47c — 515m 20c — 515m 38c — 515m 54c — 516m 68c — 516m 3c — 516m 30c — 516m 43c.

*(Source: 1930 Working Timetable — speed board table)*

---

## 1932 — Station Sequence; Listed in Distance Table

### Station Sequence
> Baraimal (P) — **Cedar Point (P)** — Yongurra (P) — Kyogle — Veneer Co.'s Siding — Norco Limited's Siding — Kilgra — Wiangaree — The Risk — Mount Lion — Loadstone — Cougal.

*(Source: 1932 Working Timetable listing)*

---

## 1934 — Section References in Speed and Load Tables

### Section References
> Fairy Hill–Cedar Point and **Cedar Point–Kyogle** listed in speed restriction and engine load tables. 
> Cedar Point–Fairy Hill listed in Up journey section tables.

*(Source: 1934 Working Timetable — speed and load tables)*

---

## 1938 — Engine Load Table — Cedar Point as Section Boundary; Level Crossing Note

### Engine Load Table — Cedar Point–Mount Lion — W.N. 36–1938
> **Down journey** — Alter Section **Cedar Point–Kyogle** to read **Cedar Point–Mount Lion**. Section Kyogle–Border Loop to read Mount Lion–Border Loop.
>
> The loads shown for Cedar Point–Kyogle to apply to section **Cedar Point–Mount Lion**, and loads shown for section Kyogle–Border Loop to apply to section **Mount Lion–Border Loop**. (C.T.M. 38; C.M.E. 38–15,872–18.)

*(W.N. 36–1938)*

### Level Crossing — Mileage 515m 57c — Tick Eradication Dip — W.N. 41–1938
> **Level Crossing, Mileage 515m 57c (North Coast)** — A tick eradication dip is located adjacent to level crossing at mileage **515m 57c**, between Cedar Point and Yongurra, and, as cattle are constantly being driven through the gates, Drivers of trains must be on the alert and **sound the engine whistle as a warning of the approach of the train**.

*(W.N. 41–1938)*

---

## 1939 — Shire of Kyogle Boundary

### Shire of Kyogle — Cedar Point to Cougal
> That portion of the Kyogle Shire situated within the **Kyogle Police Patrol District** — **Cedar Point to Cougal, inclusive**.

*(Source: 1939 Weekly Notices — Public Holiday schedules — repeated in multiple issues)*

---

## 1940–1941 — Engine Load — 32 Class; Siding Shortened to Dead-End; Interlocking Alterations

### 32 Class Load — Cedar Point to Casino — W.N. 19–1940
> **Goods Train Loads — Section Cedar Point–Casino** — Insert letter (c) in column alongside 490, load for 32 and 34 class engines.
>
> Add Note (c) — The load for **32 class engines** between Cedar Point and Casino is **590 tons**.

*(W.N. 19–1940)*

### Amended — Northern Meat Company's Siding — W.N. 21–1940
> This instruction supersedes that on the subject contained in Weekly Notice No. 19 of 1940.
>
> Note (c) — The load of Goods train hauled by a 32 class engine between **Northern Meat Company's Siding and Casino** is 590 tons.

*(W.N. 21–1940)*

### Up Goods — Watering Fettlers' Camps — W.N. 18–1941
> When Up Goods trains are required to stop immediately between **Kyogle and Yongurra** for the purpose of watering Fettlers' camps, the following loads will apply from **Kyogle to Cedar Point**:
>
> | Class of Engine | Load (tons) |
> |----------------|-------------|
> | 13 | 185 |
> | [others] | [reduced loads] |

*(W.N. 18–1941)*

### Siding Shortened — Dead-End — 12 May 1941 — W.N. 18–1941
> **Cedar Point (North Coast) — Alteration to Siding** — On Monday, **12th May, 1941**, between 8.0 a.m. and 5.0 p.m., the connection Main line–Siding, at the Casino end, will be removed and the siding converted to a **Dead-end siding, 88 feet in length**. Frame "A" and connections will be removed.

*(W.N. 18–1941)*

### Loop — Direction Inserted in Local Appendix — W.N. 18–1941
> **Cedar Point (North Coast)** — Insert **"Up" "Loop"** under headings **"Direction in which Points Face."**

*(W.N. 18–1941)*

### Standing Room — Siding Amended — W.N. 18–1941
> **Cedar Point (North Coast)** — Insert **"5"** in lieu of **"10"** under heading "Standing Room in Other Sidings."

*(W.N. 18–1941)*

> **Note:** These three W.N. 18–1941 entries together confirm the 18 March 1941 siding alteration as documented in your notes. The conversion from loop (two connections) to dead-end (one connection at the Kyogle end only) reduced standing room from 10 to 5 vehicles, and the Casino-end Frame A was removed.

### Flagmen Required During Alterations — W.N. 18–1941
> During the time of the alterations to the points and signals at Wagga Wagga, Morundah, Bundure, Ivanhoe, Canoble, Fairy Hill, **Cedar Point**, Narrabri Junction and Bellata, competent Flagmen equipped with the necessary Hand and Detonating signals must be placed at the sites and signals affected.

*(W.N. 18–1941)*

---

## 1946 — Engine Load Table — 19 Class Restrictions

### 19 Class Engines — Restrictions — W.N. 32–1946
> Delete note (g) at bottom of page and insert the following in lieu:
>
> (g) 19 Class engines are not to be utilised for assisting purposes from Clapham to Casino, but are to convey single load prescribed. [Notes applicable to sections including] **Cedar Point–Casino** — "10 Class" applying.

*(W.N. 32–1946)*

---

## 1961 — Speed Board Reference

### Speed Boards — Baraimal–Cedar Point and Cedar Point–Yongurra
> **Baraimal–Cedar Point**: 512m 03c — 512m 173c — 512m 50c — 512m 653c 
> **Cedar Point–Yongurra**: 515m 31c — 514m 42c — 515m 04c — 515m 15c+

*(Source: 1961 Working Timetable — speed board table)*

---

## 1968 — Type "F" Signals at Cedar Point Level Crossing; Crossing Relocated

### Type "F" Flashing Light Highway Signals — Cedar Point Level Crossing — 30 October 1968
> **Cedar Point (North Coast) — Provision of Type "F" Flashing Light Highway Signals at Cedar Point Level Crossing** — On Wednesday, **30th October, 1968**, between 8.0 a.m. and 4.0 p.m., Type "F" flashing light highway signals and a warning bell will be brought into use at the Cedar Point level crossing (**Mileage 513m 22c**).
>
> **Main Road No. 544** will be re-aligned to cross the railway at this location and the level crossing at Mileage **513m 17c** will be abolished.
>
> The highway signals will be automatically controlled by **track circuit** for Down and Up trains.
>
> **Testing** — A test of the highway signals and warning bell must be carried out each day by the **local fettling ganger**. The result of the test must be recorded by the **Station Master, Kyogle**, in the train register book.

*(W.N. 43–1968)*

### Level Crossing Listing Updated — W.N. 51–1968
> **Level Crossings — North Coast Line — Maitland–South Brisbane** — Delete Cedar Point, South End, Mileage **513.17c** "U." Insert Cedar Point, South End, Mileage **513.22c** "AF."
>
> The crossing has been relocated and converted to "open" type, and equipped with Type "F" flashing lights.

*(W.N. 51–1968)*

> **Note:** The level crossing relocation in October 1968 — just seven months before station closure in May 1969 — was associated with the realignment of Main Road No. 544. The highway signals were installed at 513m 22c (the new location) while the old crossing at 513m 17c was abolished.

---

## 1969 — Closed and Deleted from All Publications

### Closed — 17 May 1969 (W.N. 20–1969)
> **Working Timetable — Northern Division — Pages 208 to 220** — Delete Nammoona and relevant particulars. Delete Baraimal and relevant particulars. Delete **Cedar Point** and relevant particulars. (A. 1–69–52,886.) *(W.N. 20–1969)*
>
> **Alphabetical List of Stations, Platforms, Sidings and Collieries:**
> - Page 17 — Delete **Cedar Point** and relevant particulars.
> *(W.N. 20–1969)*
>
> **Grades at Stations, Sidings, Platforms, and Signal Boxes** — Delete **Cedar Point** and relevant particulars. *(W.N. 20–1969)*

### Stations and Platforms — Deleted — W.N. 22–1969
> **Stations and Platforms, etc., Maitland–Queens Border** — Delete Baraimal, **Cedar Point** and Nammoona and relative mileages. *(W.N. 22–1969)*
>
> **New South Wales Stations** — Delete Argyle, Baraimal, **Cedar Point** and Nammoona. *(W.N. 22–1969)*

### Further Deletions — W.N. 23–1969
> **Alphabetical List of Stations, etc.** — Delete Baraimal, **Cedar Point**, and Nammoona and relative particulars. *(W.N. 23–1969)*
>
> **List of Stations, etc.** — Delete **Cedar Point** and relative particulars. *(W.N. 23–1969)*
>
> **North Coast Line** — Delete Nammoona, Baraimal, and **Cedar Point**. *(W.N. 23–1969)*
>
> **Delete — Cedar Point** *(W.N. 23–1969 — general listings)*

*(W.N. 20, 22 and 23–1969)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 23 June 1910 | **Opened** — unstaffed from opening; loop siding on Down side worked by Lever and Bracket Locks (Casino–Kyogle Ordinary Train Staff); Frame A signals on platform |
| 1924 | Listed as platform (P) in working timetables |
| W.N. 24 and 29–1926 | New platform between Cedar Point and Kyogle opened (31 May 1926) — later named Yongurra |
| W.N. 31–1927 | Ballast train propelling Fairy Hill–Cedar Point, 10 mph, engine Casino end |
| W.N. 47–1927 | Ballast train propelling Mileage 84–Cedar Point, 10 mph, engine Kyogle end |
| 16 November 1927 | **Lever and Bracket Locks replaced by Two-lever Machines** (Frames A and B) — now unlocked by Fairy Hill–Kyogle Miniature Electric Train Staff (W.N. 47–1927) |
| W.N. 33–1927 | Class Load 65 applied to Cedar Point–Kyogle section (Down) and Kyogle–Cedar Point (Up) |
| W.N. 39–1928 | Speed restrictions: Casino–Cedar Point 25 mph (trains), 35 mph (rail motors); Cedar Point–Kyogle 20 mph (trains), 30 mph (rail motors) |
| W.N. 6–1928 | Ballast train propelling instructions cancelled |
| W.N. 3–1930 | Ballast train propelling Mileage 83.0–Cedar Point reinstated |
| W.N. 43–1930 | Ballast train propelling instructions again cancelled |
| W.N. 36–1938 | Engine load section Cedar Point–Kyogle amended to Cedar Point–Mount Lion |
| W.N. 41–1938 | Tick eradication dip at 515m 57c — trains to sound whistle at level crossing |
| **12 May 1941** | **Siding shortened to 88-foot dead-end** — Casino-end connection removed; Frame A removed; standing room reduced from 10 to 5 vehicles (W.N. 18–1941) |
| W.N. 19–1940 | 32 class engine load Cedar Point–Casino: 590 tons |
| 30 October 1968 | **Type "F" flashing light highway signals** at Cedar Point level crossing (513m 22c); Main Road No. 544 realigned; old crossing at 513m 17c abolished (W.N. 43–1968) |
| **17 May 1969** | **Closed** — deleted from all publications simultaneously with Namoona and Baraimal (W.N. 20, 22 and 23–1969) |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1969.* 
*Note: Cedar Point served as a significant section boundary on the Casino–Kyogle line throughout its life, appearing consistently in engine load, speed restriction and running time tables as the boundary between the Casino–Cedar Point and Cedar Point–Kyogle sections.*

# Baraimal (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1969

---

**Type:** Station (Unstaffed) 
**Line:** North Coast Line (Casino–Kyogle section) 
**Distance from Sydney:** 821.947 km 
**Mileage (Working TT):** 511m 0c (approx.); speed boards between 507m 27c and 514m 47c 
**Between:** Backmede and Cedar Point 
**Opened:** 23 June 1910 
**Closed:** 17 May 1969 
**Status:** Closed 
**Name meaning:** Aboriginal word meaning "emu" 

---

> **Notes:** The Down side platform was originally 76.2 metres in length, later reduced to 45.7 metres in 1930. A standard B2 platform building was on the platform. The station was situated at a water reserve. Baraimal was always an unstaffed station throughout its life — from the opening notice in 1910 it is clear that all consignments had to be prepaid and consigned under platform conditions. A telephone (switched out when not in use) was provided in October 1932. Baraimal closed on 17 May 1969 along with Namoona and Cedar Point in the same deletion notices (W.N. 20, 22 and 23–1969).

---

## 1910 — Opening; Unstaffed from the Start

### Opening — 23 June 1910
> Baraimal opened on **23 June 1910** as part of the Casino–Kyogle line opening.

### Instructions for Unattended Stations — 1910
> **Instructions for conducting Traffic to or from Stations at which there is no person in charge** — All consignments of trains for **Namoona, Fairy Hill, Baraimal, and Cedar Point** must be prepaid and consigned under platform conditions.
>
> Passengers wishing to proceed by trains authorised to stop at these places must **exhibit to the Driver of the train a green disc by day, and light the lamp at night**; and Guards must, before leaving the last platform on either journey, ascertain if there are any passengers in their train wishing to alight.

*(Source: 1910 Weekly Notices)*

> **Note:** This 1910 entry confirms that Baraimal was **unstaffed from the very first day of its operation**. The green disc/lamp signalling system for passengers at unattended stations was the standard practice for request stops on the North Coast Line at this period. The same instructions applied to Namoona, Fairy Hill and Cedar Point — all unattended platforms on the same section.

### Engine Loads — Casino to Kyogle — 1910
> Engines of A, B and C classes may be run between Casino and Kyogle, with load tables in tons including brake-van given by class.

*(Source: 1910 Weekly Notices — Engine Load table for Casino–Kyogle section)*

---

## 1924 — Listed in Working Timetable

### Station Sequence
> Namoona (P) — Fairy Hill (P) — **Baraimal (P)** — Cedar Point (P) — Kyogle.

*(Source: 1924 Working Timetable listing)*

---

## 1925 — Distance Table

### Distance Table — Rates Purposes
> Fairy Hill — 480 [miles] 
> **Baraimal — 455 [miles]** *(OCR likely misread; should be approximately 511 miles)* 
> Cedar Point — 489 [miles] 
> Kyogle — 492 [miles]

*(Source: 1925 distance table for rates purposes)*

> **Note:** The OCR figure of 455 miles for Baraimal appears to be misread — given its position between Fairy Hill (~507m) and Cedar Point (~514m), the correct mileage should be approximately 511 miles. The surrounding figures (480 for Fairy Hill, 489 for Cedar Point) are also suspect, and the 1925 rates distance table appears to have significant OCR corruption throughout.

---

## 1926 — Australian Made Preference League Exhibition Train

### Exhibition Train — Rappville, Casino, Grafton to Booyong and Baraimal
> **A.M.P.L. Exhibition Train** at Rappville, Casino, and Grafton to **Booyong and Baraimal**. Lismore, 16th to 24th September.

*(Source: 1926 Weekly Notices)*

> **Note:** This confirms passenger traffic was being generated at Baraimal for the Australian Made Preference League Exhibition Train, which visited various North Coast Line communities during September 1926.

---

## 1930 — Timetable Times; Private Siding Listed

### Down Timetable — Casino to Kyogle
> Leycester arr. [a] — **Baraimal arr. [a]** — Tuncester arr. [a] — Cedar Point arr. [a] — Lismore arr. 2.56 — Yongurra arr. [a] — Kyogle arr. 12.46.

*(Source: 1930 Working Timetable extract — "a" indicates stop when required)*

### Private Siding — Adjacent to Baraimal — Listed
> **Public (Baraimal)** — listed in private siding/level crossing sequence between Milligan's (Private) and Walker's (Private).

*(Source: 1930 Weekly Notices — intermediate siding/level crossing listing)*

### Speed Board — Baraimal–Cedar Point Section
> **Baraimal–Cedar Point**: 507m 3c (speed reference point).

*(Source: 1930 Working Timetable — speed board sequence)*

---

## 1932 — Listed in Station Sequence; Telephone Provided

### Station Sequence — 1932
> Namoona (P) — Fairy Hill — **Baraimal (P)** — Cedar Point (P) — Yongurra (P) — Kyogle.

*(Source: 1932 Working Timetable listing)*

### Telephone Provided — 31 October 1932
> **Telephone and Phonopore Circuits — Baraimal — Provision of Telephone** — On Monday, **31st October, 1932**, a telephone, connected to **No. 90 Telephone Circuit, North**, was provided at Baraimal.
>
> The telephone is **switched out when not in use, and cannot be called.**

*(W.N. 46–1932)*

> **Note:** The telephone at Baraimal was installed nearly 22 years after the station opened. The switched-out arrangement (cannot be called when not in use) is consistent with the station being unattended — the telephone would only be switched in when a railway employee happened to be at the location, or possibly when a train was stopped and the guard needed to communicate.

---

## 1934 — Listed in Unattended Stations List

### Baraimal Listed as Unattended Station
> Stations marked thus (*) are unattended. Baraimal is listed in the station sequence including Casino, Kyogle Goods Shed, Wiangaree, Wiangaree Level Crossing, The Risk, Mt. Lion, *Cougal, Border Loop.

*(W.N. 12–1934)*

---

## 1944 — Shire of Tomki Boundary

### Shire of Tomki — Rappville to Baraimal and Bangabee
> **Shire of Tomki** — Rappville to **Baraimal and Bangabee**, excluding Municipality of Casino.
>
> Municipality of Casino — Casino and South Casino.

*(Source: 1944 Weekly Notices — Public Holiday schedules, Wednesday 11th October 1944)*

> **Note:** Baraimal marks the eastern boundary of the Shire of Tomki as defined in this 1944 schedule — placing the station on the administrative boundary between the Casino municipality and the broader Tomki shire.

---

## 1949 — Shire of Tomki Boundary Confirmed

### Shire of Tomki — Rappville to Bentley and Baraimal
> **Shire of Tomki and Municipality of Casino** — Rappville to **Bentley and Baraimal**, inclusive.

*(Source: 1949 Weekly Notices — Public Holiday schedules)*

---

## 1953 — Shire of Tomki Boundary Amended

### Shire of Tomki — Amended
> **Shire of Tomki** (shown in Weekly Notice No. 39) — amended to read:
> Rappville to Shannon Brook inclusive; **Namoona to Baraimal inclusive**; North Casino and Naughton's Gap.

*(Source: 1953 Weekly Notices)*

---

## 1955–1956 — Shire Boundaries Confirmed

### Shires of Byron, Gundurinda-Terania, Tomki and Tweed — 1955
> **Shires of Byron, Gundurinda-Terania, Tomki and Tweed** — Rappville to **Baraimal and Murwillumbah** inclusive. Municipality of Casino and City of Lismore.

*(Source: 1955 Weekly Notices)*

### Police Patrol District of Kyogle — Shire of Kyogle — 1956
> **Police Patrol District of Kyogle, within the Shire of Kyogle** — **Baraimal** to Cougal, inclusive.

*(Source: 1956 Weekly Notices — Proclaimed Public Holiday schedules)*

> **Note:** The 1956 entry confirms Baraimal as the southern boundary of the Kyogle Police Patrol area within the Shire of Kyogle — placing it at the intersection of multiple shire and police district boundaries, reflecting its position between Casino and Kyogle.

---

## 1961 — Speed Board Reference

### Speed Boards — Baraimal–Cedar Point Section
> **Baraimal–Cedar Point**: 512m 03c, 512m 173c, 512m 50c, 512m 65c.

*(Source: 1961 Working Timetable — speed boards)*

---

## 1968 — Speed Board Reference

### Speed Boards — Fairy Hill–Baraimal and Baraimal–Cedar Point
> **Fairy Hill–Baraimal**: 507m 143c — 507m 27c 
> **Baraimal–Cedar Point**: 512m 03c — 512m 173c — 512m 50c — 512m 653c

*(Source: 1968 Working Timetable — speed boards)*

---

## 1969 — Closed; Deleted from All Publications

### Closed — 17 May 1969 (W.N. 20–1969)
> **Working Timetable — Northern Division — Pages 208 to 220** — Delete Nammoona and relevant particulars. Delete **Baraimal** and relevant particulars. Delete Cedar Point and relevant particulars. (A. 1–69–52,886.) *(W.N. 20–1969)*
>
> **Grades at Stations, Sidings, Platforms, and Signal Boxes** — Delete Nammoona and relevant particulars. Delete **Baraimal** and relevant particulars. Delete Cedar Point and relevant particulars. (A. 1–69–52,806.) *(W.N. 20–1969)*

### Alphabetical List Deleted — W.N. 20–1969
> **Alphabetical List of Stations, Platforms, Sidings and Collieries:**
> - Page 3 — Delete Argyle and relevant particulars.
> - **Page 5 — Delete Baraimal and relevant particulars.**
> - Page 17 — Delete Cedar Point and relevant particulars.
> - Page 54 — Delete Nammoona and relevant particulars.

*(W.N. 20–1969)*

### Stations and Platforms — Deleted — W.N. 22–1969
> **Stations and Platforms, etc., Maitland–Queens Border** — Delete **Baraimal**, Cedar Point and Nammoona and relative mileages. (C1–69–5,401.) *(W.N. 22–1969)*
>
> **New South Wales Stations** — Delete Argyle, **Baraimal**, Cedar Point and Nammoona. (C1–69–5,401.) *(W.N. 22–1969)*

### Further Deletions — W.N. 23–1969
> **Alphabetical List of Stations, etc.** — Delete **Baraimal**, Cedar Point, and Nammoona and relative particulars. (B. 2–68–67,313.) *(W.N. 23–1969)*
>
> **List of Stations, etc.** — Delete **Baraimal** and relative particulars. Delete Cedar Point and relative particulars. Delete Nammoona and relative particulars. (B. 2–68–67,313.) *(W.N. 23–1969)*
>
> **Alphabetical List of Stations, etc.** — Delete **Baraimal** and relative particulars. Delete Cedar Point and relative particulars. Delete Nammoona and relative particulars. *(W.N. 23–1969)*

*(W.N. 20, 22 and 23–1969)*

> **Note:** Baraimal closed simultaneously with **Namoona** (also 17 May 1969) and **Cedar Point** — all three were deleted in the same set of Weekly Notices (20, 22 and 23 of 1969) under the same reference number. This batch closure of three adjacent unattended platforms on the Casino–Kyogle section reflects a single administrative decision to rationalise the minor request stops on this section.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 23 June 1910 | **Opened** — unstaffed from day one; all traffic prepaid; passengers use green disc/lamp to signal trains |
| 1924 | Listed as platform (P) in working timetables |
| 1926 | Australian Made Preference League Exhibition Train visited Baraimal |
| 1930 | Platform reduced from 76.2m to 45.7m; "Public (Baraimal)" listed in private siding sequence; speed board Baraimal–Cedar Point at 507m 3c |
| W.N. 46–1932 | **Telephone provided** — connected to No. 90 Circuit, North; switched out when not in use |
| 1934 | Listed as unattended station (*) in station sequence |
| 1944–1956 | Consistently used as eastern/southern boundary point for Shire of Tomki, Shire of Kyogle and Police Patrol District schedules |
| 1961 | Speed boards: Baraimal–Cedar Point at 512m 03c–512m 65c |
| **17 May 1969** | **Closed** — deleted from all publications simultaneously with Namoona and Cedar Point (W.N. 20, 22 and 23–1969) |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1969.*

What was once the road leading to Backmede station (around 700 metres away) (2025)

Loadstone signal box diagram

Looking over the location of the one-time station at Fairy Hill. Aug 2024 (Google)

# Fairy Hill (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1989

---

**Type:** Station (Staff and Crossing Station; Signal Box) 
**Line:** North Coast Line (Casino–Kyogle section) 
**Distance from Sydney:** 816.513 km 
**Mileage (Working TT):** 507m 00c (level crossing) 
**Between:** Casino and Cedar Point (later Cedar Point renamed Kyogle direction) 
**Opened:** 26 June 1910 
**Station closed:** 30 June 1974 
**Station demolished:** 20 November 1978 
**Signal Box closed:** 1995 (last site on the line to gain CTC) 
**Status:** Closed 
**Name meaning:** After Fairy Mount, the private station of Messrs Fawcett and Maine 
**Circular:** No. 280–6 of 1967 (Fairy Hill diagram) 

---

> **Notes:** The Down side platform was originally 76.2 metres in length. The platform was later reduced to 46.02 metres and relocated to the Up side in 1930 (26 September 1930 — 385-metre interlocked loop also installed on this date). The station building contained general and ladies waiting rooms and an out-of-room. The original platform had a Type E cream shed and B2 waiting shed. A loop siding on the Down side included a pig race. The nearest town was approximately 4 km to the west. Fairy Hill was the last site on the Casino–Kyogle line to gain CTC, with the signal box not closing until 1995.

---

## 1910 — Opening; Portable Pig Racer Provided

### Line Opened — 26 June 1910
> The Casino–Kyogle line opened on **26 June 1910**. Fairy Hill was an intermediate station, worked under the **Ordinary Train Staff and Ticket** regulations on the single line section **Casino–Kyogle** (Square staff, Red colour).
>
> **Portable Pig Racers** are provided at Namoona, **Fairy Hill**, Baraimal, and Cedar Point. *(Source: 1910 Weekly Notices)*

---

## 1926 — Opened as Follow-on Electric Staff Station — 30 November 1926

### Fairy Hill Opened as Follow-on Electric Staff Station — W.N. 48–1926
> **Fairy Hill (Kyogle Branch) — Opening as a Follow-on Electric Staff Station** — On Tuesday, **30th November, 1926**, between 8 a.m. and 4 p.m., Fairy Hill will be opened as a **Follow-on Electric Staff Station**.
>
> Fairy Hill is **not a Crossing Station**, and trains must not be arranged to Cross or Pass at this Station.
>
> The Staff Instruments are fitted for **Automatic Working**.
>
> **Method of Working** — The existing Ordinary Train Staff section Casino–Kyogle will be cancelled, and new Electric Train Staff sections brought into use, as follows:
> - **Casino–Fairy Hill** — Miniature Electric Train Staff, Type "A," Nos. 1 to 36
> - **Fairy Hill–Kyogle** — Miniature Electric Train Staff, Type "B," Nos. 1 to 8 Key, [additional ordinary staffs]

*(W.N. 48–1926)*

---

## 1927 — Opened as Crossing Station — 7 October 1927; Ballast Train Propelling Instructions

### Fairy Hill Opened as Crossing Station — W.N. 40–1927
> **Fairy Hill (Casino–Kyogle Branch) — Opening as Crossing Station** — On Friday, **7th October, 1927**, between 8 a.m. and 5 p.m., the new **Loop line at Fairy Hill** will be brought into use, and Fairy Hill will be opened as a **Crossing Station**.
>
> New Frames **"B" and "E"** will be brought into use.
>
> Lever and Bracket Locks **"C" and "D,"** controlling the points leading to the Goods Siding, will be refixed on the Down side of the Loop line.
>
> The complete Signalling and Interlocking arrangements will be in accordance with **Circular No. 605 of 1927** and diagram attached thereto.

*(W.N. 40–1927)*

> **Note:** The loop line brought into use in October 1927 is distinct from the 385-metre interlocked loop installed in September 1930 referenced in your notes — the 1927 loop was the first Crossing Loop, while the 1930 works were subsequent extensions or improvements. The 1927 opening changed Fairy Hill from a Follow-on Staff Station (opened November 1926) to a full Crossing Station in less than a year.

### Ballast Train Propelling — Casino to Fairy Hill and Fairy Hill to Cedar Creek/Cedar Point
> Permission given for Ballast Train to be propelled during daylight:
> - **Casino to Fairy Hill** in section Casino–Fairy Hill at a speed not exceeding 10 mph. Engine must be on Casino end; brake-van must be leading; Guard to ride in brake-van. Driver to be in possession of Electric Train Staff. *(W.N. 30–1927)*
> - **Fairy Hill to Cedar Creek** in section Fairy Hill–Kyogle at 10 mph. *(W.N. 30–1927, cancelled W.N. 51–1927 and reissued)*
> - **Fairy Hill to Cedar Point** in section Fairy Hill–Kyogle at 10 mph. *(W.N. 31–1927, superseded W.N. 31–1927)*
> - **Mileage 84 to Cedar Point** in section Fairy Hill–Kyogle at 10 mph. *(W.N. 47–1927, cancelled W.N. 9–1928)*

*(W.N. 30, 31, 47 and 51–1927; W.N. 9–1928)*

---

## 1928 — Timetable Times; Ballast Train Propelling Instructions Cancelled

### Timetable Extract
> Kyogle dep. 4.50 p.m., **Fairy Hill arr. 5.45 p.m.** cross No. 23, dep. 6.10 p.m., Casino arr.
>
> Kyogle dep. 7.32 a.m., **Fairy Hill arr. 8.2 a.m. dep. 8.4 a.m.**, Casino arr. 8.23 a.m.
>
> dep. 7.35 a.m., **Fairy Hill arr. 8.31 p.m. dep. 8.33 p.m.**, Kyogle arr. 9.3 p.m.

*(Source: 1928 Working Timetable — repeated in multiple issues)*

### Ballast Train Propelling — Cancelled
> Instructions for propelling Ballast Train from Mileage 84 to Cedar Point in Section Fairy Hill–Kyogle (contained in W.N. 47–1927) are hereby cancelled. (27–21,201.) *(W.N. 9–1928)*

---

## 1930 — Platform Relocated; 385-Metre Loop Installed; Construction Propelling Instructions; Drawer Lock Key Release at Siding

### Platform Relocated to Up Side; 385-Metre Loop Installed — 26 September 1930
> The platform at Fairy Hill was relocated from the Down side to the Up side and reduced from 76.2 metres to 46.02 metres on **26 September 1930**. A **385-metre interlocked loop** was installed on the same date.

*(Per external records — the Weekly Notices confirm works at Fairy Hill in September–October 1930.)*

### Construction Ballast Train Propelling — 1930
> Permission given for Ballast Train to be propelled during daylight:
> - Casino to Mileage 68.0 in section Casino–Fairy Hill (10 mph)
> - Mileage 83.0 to Cedar Point in section Fairy Hill–Kyogle (10 mph)
>
> When propelling, brake-van must be leading, Guard to ride in brake-van; Clause (i) Rule 202 strictly observed. Driver must be in possession of Electric Train Staff for section.

*(Source: 1930 Weekly Notices)*

### Drawer Lock Key Release — Siding
> **Fairy Hill** — Drawer Lock Key Release fixed near Frame at new siding. The Drawer Lock Key Release will be released by the **Miniature Electric Train Staff for the section Casino–Fairy Hill**. A Point Indicator provided at the Derail in the Siding, on the Down side of the line. *(W.N. 7–1930)*

### Mileage Chart — Casino–Fairy Hill Section
> Casino–Fairy Hill section now inserted in mileage chart alongside: 
> Fairy Hill–Kyogle (with Cedar Point inserted between Fairy Hill and Kyogle following the opening of the Leeville extension). *(W.N. 39–1930)*

---

## 1934 — Engine Load Tables; Sectional Running Times

### Engine Load Table — Casino–Fairy Hill; Fairy Hill–Cedar Point; Cedar Point–Kyogle
> Engine load table sections (Down from South Brisbane):
> **Casino–Fairy Hill** [load figures by engine class] 
> **Fairy Hill–Cedar Point** [load figures by engine class] 
> **Cedar Point–Kyogle** [load figures by engine class]
>
> (Up from Kyogle): 
> **Cedar Point–Fairy Hill** — 28 [minutes] 
> **Fairy Hill–Casino** — [minutes listed]

*(Source: 1934 Working Timetable — engine load and running time tables)*

### Fisher's Siding Opened — Between Fairy Hill and Baraimal — W.N. 34–1934
> A new siding at Mileage 508.19, between **Fairy Hill and Baraimal**, is in use and known as "**Fisher's.**" Passenger, Parcels, or small lots of Goods traffic may be accepted for Fisher's, which is under the control of **Old Casino**.

*(W.N. 34–1934)*

---

## 1935 — Down and Up Home Signals Replaced by Half-Bracket Signals

### Half-Bracket Signals — 3 December 1935
> **Fairy Hill (North Coast) — Replacing Existing Down and Up Home Signals by New Signals Fitted with Half-brackets** — On Tuesday, **3rd December, 1935**, between 7.30 a.m. and 5.0 p.m.:
>
> - **Down Home signal No. 7** replaced by a new signal fitted with a **left-hand half bracket** to carry the future Down Home signal, Main to Loop.
> - **Up Home signal No. 2** replaced by a new signal fitted with a **right-hand half bracket** to carry the future Up Home signal, Main to Loop.

*(W.N. 4–1935)*

---

## 1936 — Classified as General Appendix Station; Cattle Station Listing

### Fairy Hill in Cattle/Livestock Listings
> All stations **Banyabba to Fairy Hill and Bentley**, inclusive, for the purpose of feeding and watering livestock.

*(Source: 1936 Weekly Notices)*

---

## 1937 — Speed Restriction — Two Engines; Timetable Times

### Two-Engine Speed Restriction — Namoona–Yongurra (Includes Fairy Hill Section)
> Insert (507m 0c to 514m 0c) — **Two engines coupled: 30 miles per hour. Namoona–Yongurra.** *(W.N. 3–1937)*

### Timetable Extract — No. 1 Brisbane Express
> dep. 1.10 p.m., **Fairy Hill pass 1.31 p.m.**, Kyogle arr.

*(Source: 1937 Working Timetable)*

---

## 1939 — Running Time Allowances

### Running Time Allowances
> **Kyogle–Fairy Hill**: 2 minutes [additional running time allowance].

*(Source: 1939 Weekly Notices — additional running time table)*

---

## 1940 — Speed Restriction — 32 and 36 Class; Night Officer Listed

### 32 and 36 Class Speed Restriction — Fairy Hill–Kyogle
> A Passenger train worked by a 32 or 36 class engine may be assisted by an engine of the 32 class provided the speed between **Fairy Hill and Kyogle** does not exceed **30 miles per hour**. *(W.N. 19–1940)*

### Staff Listing — Night Officer
> **Fairy Hill** — **K. T. Holland** — Night Officer. *(Source: 1940 Weekly Notices — staff emergency contact listing)*

> **Note:** The listing of a Night Officer at Fairy Hill confirms the station was staffed around the clock in 1940, reflecting its importance as a crossing station on the busy Casino–Kyogle section during wartime.

---

## 1941 — Standing Room in Goods Siding Altered; Goods Siding Converted to Dead-End

### Standing Room Altered — W.N. 16–1941
> **Fairy Hill (North Coast)** — Insert "5" in lieu of "10" [vehicles] in column "Room in Other Sidings."

*(W.N. 16–1941)*

### Goods Siding Converted to Dead-End — 5 May 1941
> **Fairy Hill (North Coast) — Alteration to Goods Siding** — On Monday, **5th May, 1941**, between 8.0 a.m. and 5.0 p.m., the points leading from the Loop to the Goods Siding, at the Kyogle end, will be removed, and the siding converted to a **dead-end siding, 110 feet in length**.
>
> Frame "B" and connections will be removed.
>
> Circular No. 58–5 of 1941 and diagram attached thereto to be amended accordingly.

*(W.N. 18–1941)*

---

## 1942 — Staff Listing; Train Control Telephones; Sectional Running Times

### Staff Listing
> **Fairy Hill** — Station Master and P.W. Ganger. *(Source: 1942 Weekly Notices — emergency staff listing)*

### Train Control Telephones
> Selector telephones provided at **Fairy Hill Signal-box** (listed alongside Greenbank Road Staff Hut, Beaudesert Road Signal-box, Kyogle Station-master's Office, The Risk Station-master's Office, Clapham Signal-box, Border Loop Signal-box, Yeerongpilly Signal-box). *(Source: 1942 Weekly Notices)*

### Signalman Listed
> **Fairy Hill** — **C. R. Jarvis** — Signalman. *(Source: 1942 Weekly Notices — emergency staff)*

### Sectional Running Times
> **Fairy Hill–Kyogle** — [minutes listed in running time table]. *(Source: 1942 Working Timetable)*

---

## 1943 — Casino Intermediate Staff Instrument — Fairy Hill Side; Drawer Lock Key Release H

### Casino Intermediate Staff Instrument
> **Drawer Lock Key Release H** is released by the **Electric Train Staff for the section Casino–Fairy Hill**.
>
> **Intermediate Staff Instrument** (controlling station, Casino) will be provided in a Staff hut adjacent to Frame H.
>
> The method of working will be in accordance with Regulation 72, Electric Staff and Tablet systems, of the General Appendix, Part II.
>
> **Pilotman's Duplex Lock** — A Pilotman's duplex lock will be provided in the intermediate Staff hut. The lower lock will be unlocked by the Pilotman's key from the Pilotman's lock in Casino Signal-box, and the top lock releases the key for No. 1 lever in Frame H for use during Pilot working.

*(Source: 1943 Weekly Notices — Casino interlocking amendments)*

---

## 1944 — Drawer Lock Key Release "HJ" Renamed; Frame K Installed at Casino

### Drawer Lock Key Release "H" Renamed "HJ"
> **Drawer Lock Key Release "HJ,"** previously known as Drawer Lock Key Release "H," is released by **Electric Train Staff for the section Fairy Hill–Casino** and releases key for "IH" or "IJ."
>
> **Frame K** — The points in the Main line and the catch-points in the new connection leading to the shunting neck will be worked from No. 2 lever in a new Frame K. Drawer Lock Key Release "K" will be released by **Electric Train Staff for the section Fairy Hill–Casino**.

*(Source: 1944 Weekly Notices — Casino interlocking amendments)*

### Signalman Listed
> **Fairy Hill** — **J. A. Miers** — Signalman. *(Source: 1944 Weekly Notices — emergency staff)*

---

## 1946–1956 — Casino Signal Box Circuit Listings

### Casino Signal Box — Fairy Hill Side
> **Casino (No. 1)** — Casino (Staff Instrument on Fairy Hill side and telephones, excepting Yard circuit) to South Brisbane and Roma Street. *(Repeated in 1946 and 1956 circuit listings)*
>
> **Casino (No. 2)** — Rappville (Staff Instrument on Leeville side) to Murwillumbah (excluding Staff Instrument on Fairy Hill side and telephones at Casino).

*(Source: 1946 and 1956 Weekly Notices — signal box circuit listings)*

> **Note:** These circuit listings confirm the bifurcated operation of Casino Signal Box — the Fairy Hill staff instrument controlled the Casino–South Brisbane (Kyogle) direction, while the Leeville staff instrument controlled the Casino–Murwillumbah direction.

---

## 1948 — Automatic Staff Exchanging Apparatus

### Automatic Staff Exchanging Apparatus — Fairy Hill to Border Loop — July 1948
> Commencing **11–12 July 1948**, Automatic Staff Exchanging Apparatus will be brought into use at stations **Fairy Hill to Border Loop**, inclusive, for exchanging Staff carried by Express, Mail or through Passenger services when worked by 35, 36 or 38 class engines fitted with Automatic Staff Exchangers.
>
> **Fairy Hill** — Ground exchanger location: **Opposite Signal-box** — Up line: **32 feet on Sydney side of Signal-box**.
>
> Staff-exchanging apparatus will NOT be provided at Casino or Glenapp Signal-boxes; Exchanger rings provided at these places instead.

*(W.N. 29–1948)*

---

## 1955 — Section Listed in Signalling Telegraph Responsibility

### Signalling Telegraph Responsibility
> **Fairy Hill–Ragaru** listed in signalling telegraph responsibility table alongside other major North Coast sections (Telerah–South Grafton; Grafton–Leeville; Lismore–Murwillumbah; Muswellbrook–Merriwa; etc.). *(Source: 1955 Weekly Notices)*

---

## 1957–1958 — Section Running Times; Speed Restrictions

### Sectional Running Times
> **Fairy Hill–Kyogle**: [running times listed in 1957 and 1958 Working Timetables].
>
> **Casino–Fairy Hill**: [running times listed].

*(Source: 1957 and 1958 Working Timetables)*

---

## 1960 — Key Staffs on Fairy Hill–Kyogle Section Altered; Bushfire Zone

### Key Staffs Altered — 1 November 1960
> On Tuesday, **1st November, 1960**, between 8 a.m. and 4 p.m., Electric Train Staffs Nos. 9–14, fitted with keys on the staff portion, on the section **Fairy Hill–Kyogle**, will be removed and replaced by ordinary Miniature Electric Train Staffs.
>
> The staff particulars for the section **Fairy Hill–Kyogle** will then be as follows: Single Line System — [details of remaining staffs].

*(W.N. 44–1960)*

### Bushfire Zone — Fairy Hill to Border Loop
> **Zone N — Upper North Coast** — Code Word "Bush Fire N" — Shires of Byron, Copmanhurst, Gundurimba etc. — **Casino to Murwillumbah; Fairy Hill to Border Loop**.

*(Source: 1960 Weekly Notices — bushfire zone listings)*

---

## 1961 — Staff Vacancy; Sectional Running Times

### Staff Vacancy — Fairy Hill — E.S. House
> **Fairy Hill — 7th Class Signalman — E.S. (House)** — Vacancy advertised. Preference to those qualified in Electric Staff working with house accommodation. *(Source: 1961 Weekly Notices — staff vacancies)*

### Sectional Running Times
> **Casino–Fairy Hill** and **Fairy Hill–Kyogle** listed in 1961 Working Timetable running times.

---

## 1962 — Fairy Hill–Casino Staff Used for North Fork Working at Casino

### Casino North Fork — Fairy Hill Staff Used
> Setting Route from Main line to North Fork or Vice Versa — Insert Miniature Electric Train Staff for the section **Fairy Hill–Casino** in Drawer Lock Key Release XY and obtain key. *(Repeated in two separate 1962 notices — W.N. — and W.N. — 1962)*

*(Source: 1962 Weekly Notices — Casino interlocking amendments)*

---

## 1966 — Staff Vacancy — E.S. Shunting

### Staff Vacancy — Fairy Hill — E.S. Shunting
> **Fairy Hill** — **Sog. Redf. Time h.s. Fairy Hill — E.S. — Shunting** — Vacancy advertised twice in 1966. *(Source: 1966 Weekly Notices)*

---

## 1967 — Down Home Signals Relocated; Type "F" Level Crossing Signals; Electric Locks Provided

### Down Home Signals Relocated — 21 November 1967
> **Fairy Hill (North Coast) — Relocation of Down Home Signals** — On Tuesday, **21st November, 1967**, between 8.0 a.m. and 5.0 p.m., the Down Home signals, Main line No. 19 and Main to Loop line No. 17, will be relocated approximately **150 feet nearer to Sydney**. (S. & T.E. 64–565,302–W. & M.)

*(W.N. 46–1967)*

### Type "F" Flashing Light Highway Signals — Fairy Hill Level Crossing — 5 December 1967
> **Fairy Hill (North Coast) — Provision of Level Crossing Protection** — On Tuesday, **5th December, 1967**, between 8.0 a.m. and 4.0 p.m., **Type "F" flashing light highway signals and a warning bell** will be brought into use at the **Fairy Hill level crossing (mileage 507m 00c)**.
>
> In conjunction with the above work, the **facing point lock bars and clearance bars** at each end of the loop line will be replaced by **track locking**. **Electric locks** will be provided on the levers working the points, facing point locks and home signals.
>
> The mechanical **"U" indicators** on the Down and Up Main line starting signals will be replaced by **illuminated "U" indicators**.
>
> Complete particulars and diagram of the new arrangements given in **Circular No. 280–6**, with diagram attached. 
> (S. & T.E. 64–565,302–W. & M.)

*(W.N. 47 and 48–1967)*

---

## 1971 — Colour Light Up Distant Signal Provided

### Colour Light Up Distant Signal — 19 May 1971
> **Fairy Hill (North Coast) — Provision of Colour Light Up Distant Signal** — On Wednesday, **19th May, 1971**, between 8.00 a.m. and 4.00 p.m., the existing lower quadrant type Up Distant Signal, No. 1, will be replaced by a **single light colour light Up Distant Signal, No. 1**, located **2,046 feet nearer to Brisbane**.
>
> Diagram attached to Circular No. 280–6, Fairy Hill, of 1967, to be amended accordingly. (S. & T.E. 69–565,306–W. & M.)

*(W.N. 19–1971)*

---

## 1973 — Eight Key Staffs Provided on Casino–Fairy Hill Section

### Eight Key Staffs — Casino–Fairy Hill — 1 August 1973
> **Casino–Fairy Hill (North Coast) — Provision of Eight Key Staffs** — On Wednesday, **1st August, 1973**, between 8.00 a.m. and 4.00 p.m., **eight ( Miniature Electric Train Key Staffs Nos. 1 to 8 inclusive (Type A)** will be brought into use on the section Casino–Fairy Hill and the corresponding staffs without keys will be withdrawn.
>
> Drawer Lock Key Release XY at Casino North Junction and Drawer Lock Key Releases A and B at Casino Meat Works Siding will all be removed.
>
> Lever Y at Casino North Junction and No. 1 levers in Frames A and B at Casino Meat Works Siding will be unlocked by key on Miniature Electric Train Staff for the section **Casino–Fairy Hill**.
>
> Circular No. 113–5, Casino, of 1946, and diagram attached, to be amended accordingly. (S. & T.E. 72–530,604–W. & M.)

*(W.N. 30–1973)*

---

## 1974 — Station Closed; Deleted from Publications

### Station Closed — 30 June 1974
> Fairy Hill station closed **30 June 1974** with the general cessation of passenger services on the Casino–Kyogle–Murwillumbah line.

### Deleted from Major Publications — W.N. 29–1974
> **List of Stations, Sidings, and Platforms — North Coast Line** — Delete **Fairy Hill** and relevant particulars. (B. 2–74–71,071.) *(W.N. 29–1974)*

---

## 1975 — E.S. (Electric Staff) Vacancy Listed; Classified as Shunting Station

### Staff Vacancy — E.S. Shunting
> **Fairy Hill** — **Sog. Rlf. Fairy Hill — Shunting, E.S.** — Vacancy advertised twice. *(Source: 1975 Weekly Notices)*

> **Note:** Despite being closed as a passenger station, Fairy Hill continued to be staffed for Electric Train Staff and shunting purposes. Staff vacancies being advertised in 1975 confirm the signal box remained active after the passenger closure.

---

## 1977 — Fairy Hill Listed with km Reference in Level Crossing Table

### Level Crossing Reference
> **Fairy Hill — $15.937 km** listed in Level Crossing table, page 146. *(W.N. 22–1977)*

> **Note:** The dollar sign prefix ($) in OCR is a likely misread of "8" — the correct figure should be **815.937 km**, consistent with the known distance of 816.513 km for Fairy Hill (the crossing being slightly offset from the platform location).

---

## 1983 — CTC Introduced Grafton–Casino; Fairy Hill–Casino Section Retained as Electric Train Staff

### CTC Introduced Grafton–Casino — Electric Train Staff Retained Casino–Fairy Hill
> Centralised Traffic Control working, remotely controlled from **Broadmeadow CTC Centre**, introduced between Grafton and Casino.
>
> **Electric Train Staff working remains in use between Casino–Fairy Hill** and Casino–Old Casino.
>
> **Casino–Fairy Hill**: Electric Train Staff Type "A" Nos. 1–50, No. 1–8 Key Staffs.
>
> Special noticeboards (reflectorised) located at Down Home signal Casino (No. 32) — "End CTC" board; Down Distant signal Casino — symbol representing person holding electric train staff; Down Starting signals Main (No. 20) and Branch (No. 23) — "Begin Electric Train Staff" board.

*(W.N. 44–1983)*

---

## 1984 — Locomotive Instruction Car Visit

### Locomotive Instruction Car
> **Fairy Hill** — Monday, **16 July [1984]** — **1.30 p.m.** [Locomotive instruction car visit scheduled at Fairy Hill on four separate entries — indicating multiple class groups attending.]

*(Source: 1984 Weekly Notices — locomotive instruction car itinerary)*

---

## 1986 — Fairy Hill–Kyogle Section Referenced; Control Arrangements

### Fairy Hill–Greenbank Referenced in Train Load Table
> **Fairy Hill–Greenbank** listed in freight train load table.

*(Source: 1986 Weekly Notices)*

### Casino–Fairy Hill Section — Continued Electric Train Staff Working
> The Electric Train Staff section **Casino–Fairy Hill** (h) continued in operation, with Fairy Hill Signal Box controlling the section.

*(Source: 1986 Weekly Notices — section tables)*

---

## 1988 — Fairy Hill Deleted from Loop Reference; Meatworks Siding Signal Instructions Updated

### Fairy Hill Deleted from Loop Reference — W.N. 10–1988
> **Delete: Fairy Hill, Kyogle, The Risk** and relevant particulars [from Loop table]. (A1.88.)

*(W.N. 10–1988)*

### Meatworks Siding — Signal Instructions Updated
> No. 19 Down 'Shunt Ahead' signal must not be cleared for dispatching a train to shunt the Meatworks siding in the section **Casino–Fairy Hill**. In all cases No. 20 Down Starting, Main must be cleared and the driver is to be in possession of the Staff for the section. (W.N. 23–1988)

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 26 June 1910 | **Opened** — Ordinary Train Staff, single section Casino–Kyogle; portable pig racer provided |
| 30 November 1926 | **Opened as Follow-on Electric Staff Station** — Casino–Fairy Hill and Fairy Hill–Kyogle sections created (W.N. 48–1926) |
| 7 October 1927 | **Opened as Crossing Station** — new loop line brought into use; Frames B and E installed (W.N. 40–1927) |
| 1927 | Multiple ballast train propelling instructions — Casino to Fairy Hill and Fairy Hill to Cedar Point (W.N. 30, 31, 47, 51–1927) |
| 26 September 1930 | **Platform relocated to Up side** (reduced from 76.2 m to 46.02 m); **385-metre interlocked loop installed** |
| 30 September 1930 | Construction ballast train propelling instructions issued |
| 3 December 1935 | Down and Up Home signals replaced by half-bracket signals (W.N. 4–1935) |
| 5 May 1941 | **Goods siding converted to dead-end** (110 feet); Frame B removed (W.N. 18–1941) |
| 11–12 July 1948 | **Automatic Staff Exchanging Apparatus** brought into use — Fairy Hill to Border Loop inclusive |
| 1 November 1960 | Key staffs Nos. 9–14 on Fairy Hill–Kyogle section replaced by ordinary miniature staffs |
| 21 November 1967 | Down Home signals Nos. 19 and 17 relocated 150 feet toward Sydney (W.N. 46–1967) |
| 5 December 1967 | **Type "F" flashing light highway signals** at Fairy Hill level crossing (507m 00c); electric locks; illuminated "U" indicators (W.N. 47 and 48–1967) |
| 19 May 1971 | Colour light Up Distant signal provided (W.N. 19–1971) |
| 1 August 1973 | **Eight key staffs (Nos. 1–8, Type A)** provided on Casino–Fairy Hill section; Drawer Lock Key Releases removed (W.N. 30–1973) |
| 30 June 1974 | **Station closed** — deleted from publications (W.N. 29–1974) |
| 20 November 1978 | **Station building and platform demolished** |
| W.N. 44–1983 | CTC introduced Grafton–Casino; **Casino–Fairy Hill section retained as Electric Train Staff** |
| 1995 | **Signal box closed** — last site on Casino–Kyogle line to gain CTC |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1989.* 
*Note: Fairy Hill Signal Box remained operational well beyond the passenger closure (1974) and platform demolition (1978), controlling the Casino–Fairy Hill Electric Train Staff section until the introduction of CTC in 1995 — outside the scope of this Weekly Notices collection.*

# Namoona (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1910–1989

---

**Type:** Station / Siding / Loop 
**Line:** North Coast Line (Casino–Kyogle section) 
**Distance from Sydney:** 809.325 km (Namoona Stock Siding at 809.993 km) 
**Between:** Casino and Fairy Hill 
**Opened:** 25 June 1910 (as part of the Kyogle branch opening) 
**Station closed:** 17 May 1969 
**Station removed:** 19 July 1978 
**Loop:** 1,656-metre Up side crossing loop opened July 2007 (converted from main line; new main line added on western side); 626-metre ballast siding also in use 
**Status:** In use (loop and ballast siding) 
**Name meaning:** Aboriginal word meaning "breast milk" 
**Namoona Stock Siding:** 809.993 km; under control of Old Casino (later Casino from 1986) 

---

> **Notes:** The Down side platform was 45.41 metres in length with a standard B1 type waiting shed. The station opened as part of the Kyogle branch on 25 June 1910. The station closed on 17 May 1969 and the physical station was removed on 19 July 1978. The Namoona Stock Siding (809.993 km) remained in use after station closure, under the control of Old Casino (later Casino). A 1,656-metre Up side crossing loop opened in July 2007 and a 626-metre ballast siding are currently in use at the location — outside the scope of the Weekly Notices collection which ends in 1989.

---

## 1910 — Opening

> Namoona opened on **25 June 1910** as part of the Kyogle branch from Casino.

*(Per external records — no specific Weekly Notice entry found for the opening in the 1910 volume.)*

---

## 1937 — Speed Restriction — Namoona–Yongurra

### Two Engines Coupled — Speed Restriction
> **Insert (507m 0c to 514m 0c) — Two engines coupled, thirty miles per hour.** 
> **Namoona–Yongurra**.

*(W.N. 3–1937)*

> **Note:** This speed restriction for double-headed trains between Namoona and Yongurra (507–514 miles from Sydney) reflects the ruling grades on the North Coast Line between Casino and Kyogle in the late 1930s, likely associated with timber bridge or track condition limitations.

---

## 1969 — Station Closed — 17 May 1969

> Namoona station closed on **17 May 1969**.

*(Per external records — no specific Weekly Notice closure entry found in the available volumes.)*

---

## 1978 — Station Removed — 19 July 1978

> The physical station building at Namoona was removed on **19 July 1978**.

*(Per external records — no specific Weekly Notice entry found for removal.)*

---

## 1980 — Namoona Stock Siding — Loading Facilities Added

### Loading Facilities Inserted — W.N. 41–1980
> **List of Stations, etc. — continued — Namoona Stock Siding, Old Casino.**
>
> **Insert: L.** (Loading facilities.) (B2 80 23352.)

*(W.N. 41–1980)*

> **Note:** The insertion of "L" (loading facilities) in 1980 confirms the Namoona Stock Siding was still actively used for livestock loading a full eleven years after the station itself closed. The siding at 809.993 km was under the control of Old Casino, which was itself still an active freight station at this time.

---

## 1986 — Namoona Stock Siding — CTC Release Replaced by Staff Key; Control to Casino

### Interlocking Updated — W.N. 37–1986
> **Namoona Stock Siding (809.993 km)** — In particulars under heading "Points unlocked by" — delete **CTC release** and insert **staff key**.
>
> Under heading "Siding under control of" — delete **Grafton** and insert **Casino**. (A1.86.MISC.)

*(W.N. 37–1986)*

> **Note:** This 1986 entry mirrors the same changes made to Casino Meat Works Siding (807.066 km) in the same notice, confirming both sidings were brought back under local Casino station control when CTC control reverted from Grafton to Casino in 1986.

---

## 1988 — Type "F" Level Crossing Signals — Kyogle Road; Testing Responsibility

### Type "F" Signals — Namoona, Kyogle Road Level Crossing — 809.017 km
> **Namoona, Kyogle Road — Type "F" Signals — 809.017 km:**
>
> Daily test carried out by: **Track Supervisor** (Mon, Wed, Fri); **Signalman, Casino** (Tue, Thu, Sat, Sun). 
> Station Master, Casino.

*(W.N. 50–1988)*

> **Note:** The Kyogle Road level crossing at 809.017 km — between the Namoona Stock Siding (809.993 km) and Casino — had Type "F" flashing light highway signals in place by 1988. Testing responsibility was shared between the Track Supervisor (three days) and the Signalman at Casino (four days), reflecting the reduced staffing on this section. The level crossing likely predates this notice significantly — the 1988 entry presumably reflects an update to the testing arrangements rather than the initial installation.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 25 June 1910 | **Opened** as part of Kyogle branch from Casino |
| W.N. 3–1937 | Speed restriction — two engines coupled, 30 mph, Namoona–Yongurra (507–514m) |
| 17 May 1969 | **Station closed** |
| 19 July 1978 | **Station physically removed** |
| W.N. 41–1980 | Namoona Stock Siding (809.993 km) — loading facilities ("L") inserted |
| W.N. 37–1986 | Namoona Stock Siding — CTC release replaced by staff key; control transferred from Grafton to Casino |
| W.N. 50–1988 | Kyogle Road level crossing (809.017 km) — Type "F" signals testing responsibility noted |
| July 2007 | 1,656-metre Up side crossing loop opened; 626-metre ballast siding in use (outside WN collection scope) |

---

*Extracted from NSW Government Railways Weekly Notices, 1910–1989.* 
*Note: Namoona has very few Weekly Notice entries, consistent with its status as a minor request stop on the North Coast Line. The Namoona Stock Siding (809.993 km) continued in active use after station closure in 1969 and remains part of the location's infrastructure to the present day.*

# Casino Meat Works Siding (North Coast Line)
## Entries from NSW Government Railways Weekly Notices, 1938–1989

---

**Type:** Siding (Private, later Departmental) 
**Line:** North Coast Line 
**Distance from Sydney:** 807.066 km (807.035 km in 1983 notice) 
**Location:** -28.845951, 153.033718 
**Mileage (Working TT):** 501m 30–39c (Sydney end at 501m 30c from 1951; original Sydney end at 501m 33c; Murwillumbah end at 501m 45c) 
**Between:** Casino and Namoona 
**Opened:** 22 December 1938 
**Closed:** After 1992 
**Status:** Closed 
**Name meaning:** After Casino 
**Seal Press:** No. 201 (allotted on opening; various relief presses used during repairs: No. 533, No. 136, No. 792) 
**Under control of:** Casino (later Grafton under CTC; reverted to Casino 1986) 
**Section:** Casino–Fairy Hill (unlocking train staff/token) 

---

> **Notes:** A loop siding on the Up side of the Main line between Casino and Namoona, serving the Northern Co-operative Meat Company's (later Country Meat Works / Casino Meatworks) facility. Opened 22 December 1938. The siding is on a rising grade of 1 in 106 from the Sydney end. Propelling from Casino was permitted during daylight only, subject to Hotham Street level crossing protection. Extended at the Sydney end by approximately 200 feet in July 1951. Interlocking arrangements altered twice — 1968 (key requirement deleted) and 1973 (Drawer Lock Key Releases removed; unlocked directly by Casino–Fairy Hill staff). Under CTC control from 1983, reverted to Casino staff key in 1986.

---

## 1938 — Opening — 22 December 1938

### Siding Opened — W.N. 52–1938
> On Thursday, **22nd December, 1938**, a new loop siding, on the Up side of, and connected to, the Main line at Mileages **501m 33c and 501m 45c**, between Casino and Namoona, will be brought into use, and will be known as **Casino Meat Works' Siding**.
>
> **Interlocking Arrangements** — The points in the Main line and the catch-points at the Casino and South Brisbane end of the siding will be worked from No. 2 lever in new Frames "A" and "B," respectively, fixed adjacent to the points on the Down side of the line.
>
> No. 1 lever in Frame "A" and No. 1 lever in Frame "B," operating the Facing Point Locks on the points, will be unlocked by keys from **Drawer Lock Key Releases** situated adjacent to the frames.
>
> **Drawer Lock Key Releases "A" and "B"** will be released by the **Miniature Electric Train Staff for the section Casino–Fairy Hill**.

*(W.N. 52–1938)*

### Flagmen Required During Alterations
> During the time of alterations to the points and signals at Strathfield, Temora and **Casino Meat Works' Siding**, competent Flagmen equipped with the necessary Hand and Detonating signals must be placed at the sites and signals affected.

*(Source: 1938 Weekly Notices)*

---

## 1939 — Working Instructions Issued; Shunting Charges; Listed in Station Tables

### Working Instructions — W.N. 4–1939
> **Casino Meat Works Siding (501 miles 39 chains, North Coast)** — Commencing at once, the following instructions are to apply:
>
> **Casino Meat Works Siding** — A new loop siding has been provided on the Up side of the Main line at Mileage **501m 39c**, between Casino and Namoona, and is known as Casino Meat Works Siding.
>
> **Grade** — From the points in the Main line at the Sydney end, Casino Meat Works Siding is on a grade of **1 in 106 rising**.
>
> **Propelling** — During daylight only, vehicles may be propelled from Casino to Casino Meat Works Siding, as required. A brake-van must be provided as the leading vehicle, in which the Guard is to ride, and the provisions of Rule 202 (i) must be strictly observed.
>
> When vehicles are being propelled the train must be brought to a stand on the **Casino side of and clear of the Hotham Street level crossing**, and the Guard or Shunter in charge must satisfy himself that the crossing is clear, after which he will hand-signal the Driver over the crossing. (38–63,531.)

*(W.N. 4–1939)*

### Shunting Charges — W.N. 3–1939
> **Casino Meat Works Siding** — Shunting charge: **2s. 11d. per four-wheeled truck**, subject to maximum charge of 10s. 0d. for each 15 minutes or part thereof. (38–63,531.)

*(W.N. 3–1939)*

### Listed in Station Tables
> **Casino Meat Works Siding** — Line: North Coast — Section: Casino–South Brisbane.
>
> **Distances:** 
> From Darling Harbour: **502 miles** 
> From Newcastle: **402 miles**
>
> **Controlling Station:** Old Casino — Page 176.

*(W.N. 3 and 4–1939)*

---

## 1940 — Passenger Train MRC Van Marshalling

### No. 24 Passenger Train — MRC Vans from Casino Meat Works to Casino
> **Marshalling of Passenger Carriages and Other Vehicles Behind Brake-van of No. 24 Passenger Train between Casino Meat Works' Siding and Casino** — Commencing at once, 2 loaded M.R.C. vans, in addition to 2-car set, may be marshalled on rear behind Guard's van of No. 24 Passenger train between Casino Meat Works' Siding and Casino.
>
> The marshalling to be in the following order: [MRC — MRC — Guard's van — passenger set].

*(Source: 1940 Weekly Notices)*

> **Note:** This is a significant operational entry — the meat works refrigerated vans (MRC) were being attached to the rear of a passenger train for the short section from the siding to Casino station. This reflects the importance of fresh meat exports and the efficiency of combining passenger and refrigerated van movements.

---

## 1941 — MRC Van Load Increased to 4

### Up to 4 MRC Vans on No. 24 Passenger — W.N. 44–1941
> **Grafton** — Note at foot of page is superseded by the following:
>
> Up to **4 M.R.C.'s loaded** may be conveyed by No. 24 from Casino Meat Works (10 minutes allowed) to Casino, providing a maximum load of **330 tons is not exceeded** and [train] arrives Casino [by] 10.0 a.m. (C.M.E.–G.E., C.–M.W. 2–L; C.T.M., M. 2–41.)

*(W.N. 44–1941)*

> **Note:** The allowance of 10 minutes for the Casino Meat Works–Casino section confirms the short distance involved. The maximum load restriction (330 tons) reflects the capacity of the locomotive class on the North Coast at the time.

---

## 1947 — Seal Press No. 201 Withdrawn for Repairs; Relief Press No. 533

### Seal Press No. 201 — Withdrawn for Repairs
> **Casino Meat Works (North Coast)** — Seal Press No. 201 has been withdrawn from Casino Meat Works for repairs, and **Relief Press No. 533** has been brought into use until further notice.

*(W.N. 29–1947)*

---

## 1949 — Renamed "Old Casino Meatworks"; Seal Press Repairs (Twice)

### Renamed "Old Casino Meatworks"
> **Old Casino Meatworks** — Seal Press No. 201 has been withdrawn for repairs, and **Relief Seal Press No. 136** will be in use at that station until further notice. *(W.N. 31–1949)*
>
> **Old Casino Meatworks** — Seal Press No. 201 is again in use at Old Casino Meatworks, and Relief Seal Press No. 136 has been withdrawn. *(W.N. 44–1949)*

> **Note:** The renaming to "Old Casino Meatworks" in the seal press notices confirms that by 1949 the siding was being referred to under the "Old Casino" name following the 1930 renaming of the nearby junction. The two seal press notices in the same year suggest the press was particularly troublesome in 1949.

---

## 1950 — Seal Press No. 201 Again for Repairs; Relief Press No. 792

### Old Casino Meatworks Siding — Seal Press Repairs
> **Old Casino Meatworks Siding** — Seal Press No. 201 sent for repairs. During the time Seal Press No. 201 is undergoing repairs, **Seal Press No. 792** will be in use. (V. 2–50.)

*(W.N. 35–1950)*

---

## 1951 — Siding Extended 200 Feet at Sydney End

### Extension of Siding at Sydney End — 24 July 1951
> **Casino Meat Works Siding (North Coast) — Extension of Siding at Sydney End** — Since **24th July, 1951**, No. 2A crossover has been re-fixed and the siding extended approximately **200 feet at the Sydney end** to connect with the Main line at Mileage **501m 30c**.
>
> **Frame "A"** — The points in the Main line and the catch-points in the siding are worked from No. 2 lever. No. 1 lever, F.P.L. for No. 2 points, is unlocked by key from **Drawer Lock Key Release "A."**
>
> Frame "A" and Drawer Lock Key Release "A" have been re-fixed on the Up side of, and near to, the points in the Main line.
>
> Diagram attached to Circular No. 113–5 of 1946 to be amended accordingly.

*(Source: 1951 Weekly Notices)*

---

## 1965 — Propelling Instructions Updated

### Propelling — Vehicles May Be Hauled Between Casino and Meat Works Siding
> Delete instructions relating thereto and insert: **Trains may be hauled between Casino and Meat Works Siding** in either direction without a brake-van, provided the Driver is in possession of the Electric Train Staff for the section Casino–Fairy Hill. The Westinghouse Air Brake must be complete throughout the train and controlled from the engine.
>
> The guard or shunter must ride in the **rear vehicle on the forward journey** and the **Casino on the return journey**.

*(Source: 1965 Weekly Notices)*

> **Note:** The 1965 update replaces the original 1939 propelling instructions (which required daylight only and a brake-van) with the more flexible arrangements allowing hauling in either direction, reflecting the introduction of continuous air brakes on the rolling stock used.

---

## 1968 — Key Requirement Deleted from Interlocking

### Interlocking — Key Requirement Deleted — W.N. 44–1968
> **Local Appendix — Northern Division — Page 40 — Intermediate Sidings — System of Working — Mileage 501.39 ch. Casino Meat Works** — In column headed **"Points unlocked by"** delete **"key."** (A. 1–68–20,671.)

*(W.N. 44–1968)*

---

## 1973 — Drawer Lock Key Releases Removed; Direct Staff Unlocking

### Drawer Lock Key Releases Removed — W.N. 30–1973
> **Casino (North Coast)** — On a date to be advised:
>
> Miniature Electric Train Staffs without keys will be withdrawn.
>
> **Drawer Lock Key Release XY** at Casino North Junction and **Drawer Lock Key Releases A and B** at Casino Meat Works Siding will all be removed.
>
> **Lever Y** at Casino North Junction and **No. 1 levers in Frames A and B** at Casino Meat Works Siding will be unlocked by key on **Miniature Electric Train Staff for the section Casino–Fairy Hill**.
>
> Circular No. 113–5, Casino, of 1946, and diagram attached, to be amended accordingly. (S. & T.E. 72–530,604–W. & M.)

*(W.N. 30–1973)*

---

## 1983 — Propelling Instructions Reissued; CTC Control

### Propelling — Without Brake-van — W.N. 23–1983
> **Casino Meatworks Siding — Insert:**
>
> **Propelling** — Vehicles may be propelled from Casino Yard to Casino Meatworks Siding situated on the Up side of the Main Line at **807.035 km** in the Casino–Fairy Hill section without a brake-van, provided the Driver is in possession of the token for the section Casino–Fairy Hill.
>
> The air brake must be operating throughout the train and controlled from the locomotive, and the guard or shunter must test the continuity thereof by opening the tap on the leading vehicle on the forward journey and the trailing vehicle on the return journey in accordance with the regulations prior to the commencement of each journey.
>
> The guard or shunter is permitted to ride on the locomotive and must keep a sharp lookout throughout the journey, as must the enginemen.
>
> The Driver of the train when propelling must sound the locomotive whistle frequently as a warning of the approach of the train. The speed must not exceed **15 km/h** and the Driver [must be prepared to stop if required].
>
> The Station Master, Casino, must obtain an assurance from the Guard or Shunter on the **arrival of the return trip** from the Casino Meatworks Siding that **the train is complete and the Main Line is clear**. (A1 83 80707.)

*(W.N. 23–1983)*

---

## 1986 — Control Reverted to Casino; CTC Release Replaced by Staff Key

### CTC Release Replaced by Staff Key — W.N. — 1986
> In particulars for **807.066 km Casino Meat Works** under heading "Points unlocked by" — delete **CTC release** and insert **staff key**.
>
> Under heading "Siding under control of" — delete **Grafton** and insert **Casino**. *(W.N. — 1986)*

> **Note:** This entry confirms that Casino Meat Works Siding had been under **Centralised Traffic Control from Grafton** (as part of the broader CTC introduction on the North Coast Line) and that in 1986 control reverted to the local **Casino** station master, with the staff key replacing the CTC release for unlocking the siding points. Also note that in this entry the distance is given as **807.066 km**, consistent with your noted distance.

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 22 December 1938 | **Siding opened** — loop siding on Up side, 501m 33–45c, Casino–Fairy Hill section (W.N. 52–1938) |
| W.N. 3–1939 | Shunting charge set at 2s. 11d. per four-wheeled truck |
| W.N. 4–1939 | Full working instructions issued — grade 1 in 106 rising; propelling daylight only; Hotham Street level crossing protection |
| 1940 | 2 loaded MRC vans permitted behind No. 24 Passenger train, Casino Meat Works to Casino |
| W.N. 44–1941 | Up to 4 loaded MRC vans on No. 24 (10 minutes allowed; max 330 tons) |
| W.N. 29–1947 | Seal Press No. 201 for repairs; Relief Press No. 533 in use |
| 1949 | Referred to as "Old Casino Meatworks" in seal press notices; Seal Press No. 201 repaired twice |
| W.N. 35–1950 | Seal Press No. 201 for repairs; Relief Press No. 792 in use |
| 24 July 1951 | **Siding extended 200 feet at Sydney end** — Sydney end now at 501m 30c; Frame A re-fixed |
| 1965 | Propelling instructions updated — brake-van no longer required; hauling permitted in either direction |
| W.N. 44–1968 | Key requirement deleted from interlocking table |
| W.N. 30–1973 | Drawer Lock Key Releases A and B removed; Frames A and B now unlocked directly by Casino–Fairy Hill train staff |
| W.N. 23–1983 | Propelling instructions reissued — 15 km/h maximum; no brake-van required; guard may ride on locomotive; CTC token required |
| W.N. — 1986 | CTC release replaced by staff key; control transferred from Grafton to Casino |
| After 1992 | **Closed** |

---

*Extracted from NSW Government Railways Weekly Notices, 1938–1989.*

# Condong (Mill) — Condong Extension (Casino–Murwillumbah Branch)
## Entries from NSW Government Railways Weekly Notices, 1894–1989

---

**Type:** Mill/Other (Colonial Sugar Refining Company Sugar Mill) 
**Line:** Murwillumbah Branch — Condong Extension 
**Distance from Sydney:** 938.603 km (end of Authority line); 938.980 km (dead end) 
**Opened:** 6 December 1894 (as a loop siding); extended to mill 24 December 1894 
**Closed:** January 1975 (due to condemned timber bridge) 
**Status:** Closed 
**Name meaning:** Unknown 

---

> **Notes:** The Condong Extension opened on **6 December 1894 as a loop siding**, and was extended to the Colonial Sugar Refining Company's sugar mill at Condong on **24 December 1894** — the same day the main line to Murwillumbah opened. The extension closed in **January 1975 due to a condemned timber bridge**. The end of the Authority (railway) line was at **938.603 km**, with the dead end at **938.980 km**. The extension is unfenced and passes over several public roads. A speed limit of 5 mph applied over level crossings. The Standard Sawmilling Company also used a jib crane on the extension (from 1943). The CSR Condong Mill Siding was formally deleted from all publications in 1983.

---

## 1894 — Opening

> The Condong Extension opened on **6 December 1894** as a loop siding. It was extended to the Colonial Sugar Refining Company's sugar mill at Condong on **24 December 1894** — the same date the main Casino–Murwillumbah line opened to Murwillumbah.

*(Per external records — no specific Weekly Notice entry found for the opening. The first reference in the Weekly Notices is 1915.)*

---

## 1915 — Catchpoints Provided; Up Home Signal Removed

### Catchpoints Installed — 3 May 1915
> **Murwillumbah (Grafton–Tweed Line)** — Since Monday, **3rd May, 1915**, Catch-points, fixed in the **Condong Branch Line, 92 feet on the Tweed side of the level crossing**, have been brought into use, and are secured by chain and standard padlocks.
>
> The **Up Home Signal from the Condong Branch has been removed and dispensed with**.

*(Source: 1915 Weekly Notices)*

> **Note:** The removal of the Up Home Signal and installation of catch-points in 1915 represents a simplification of the working arrangements at the Condong Branch, consistent with light traffic from the sugar mill.

---

## 1926 — New Loop Siding on Condong Extension

### New Loop Siding — 8 June 1926
> **Murwillumbah (Grafton–Tweed Line) — Provision of new Loop Siding on Condong Extension** — Since **8th June, 1926**, a new Loop Siding, with **993 feet standing room in the clear**, has been provided on the Up side of the Condong Extension serving the Sugar Mills.
>
> Catch-points are provided at each end of the new Loop Siding, and are secured by standard chain and S.L. lock.
>
> The Catch-points at the **Lismore end of the Condong Extension** have been refixed **94 feet nearer the Sugar Mill**.
>
> **Grade** — the new Loop Siding is **level**.

*(W.N. 25–1926)*

---

## 1933 — "U" and "K" Class Trucks Prohibited

### Restricted Truck Classes — W.N. 33–1933
> **Condong Extension (Casino–Murwillumbah Branch)** — Commencing at once, trucks of the **"U" and "K" class are prohibited from working between Murwillumbah and Condong Mill**. (C.C.E. E33–59,710.)

*(W.N. 33–1933)*

---

## 1933 — Engine Load Table — North Lismore–Murwillumbah–Condong

### Engine Load Table Updated
> Delete — Lismore–Murwillumbah–Condong Mill. 
> Insert — Lismore–North Lismore, North Lismore–Murwillumbah–Condong Mill. 
> [Load figures by engine class: 24, 25, 28, 30T — 2, i, 23, 39, 30, 32]

*(Source: 1933 Weekly Notices — engine load table amendment)*

---

## 1934 — Running Times — 14 Minutes Murwillumbah–Condong

### Running Times
> **Running Times of Trains — Extension from Murwillumbah to Condong** — Running times for trains and Light Engines between Murwillumbah and Condong on both Up and Down journeys is **14 minutes**.

*(Source: 1934 Weekly Notices)*

---

## 1935 — Full Working Instructions Issued; Norco No. 2 Siding Named; Speed Limit 5 mph; Stop Board

### Condong Extension — Full Working Instructions — W.N. 38–1935
> **Condong Extension (Murwillumbah)** — This is an extension of the Main line at the terminal end of Murwillumbah Yard.
>
> **Route** — The line is unfenced and passes over **Railway Street** (near Murwillumbah), **Cudgera Road**, **Palmvale Road** (Mileage 581.57c.) and **Pacific Highway** (near the Condong Mill).
>
> **Level Crossings** — When it is necessary for a train or vehicle to cross any of the roadways indicated, for shunting purposes, the Guard or Shunter must protect the operation, by exhibiting a **red flag during daylight and a red light during dark** in the direction of approaching road traffic; and no movement of any train or vehicle is to be permitted over any of the roadways until the employee has given a hand signal for the train to proceed. The speed of trains passing over these level crossings must not exceed **five (5) miles per hour**. The Driver and Fireman must keep a sharp look-out when approaching the level crossings, and be prepared to stop if necessary.
>
> **Restricted Trucks** — Trucks of the **"U" and "10' classes are prohibited** from working between Murwillumbah and Condong Mill.
>
> **Catch-points** — Catch-points are provided in the Extension, **173 feet on the Condong side of Railway Street level crossing**, and are secured by hasp, staple and S.L. lock.
>
> **Sidings on Extension** — The following sidings are provided on the Extension:
> - **Storage**
> - **Norco No. 1**
> - **Norco No. 2**
> - **Condong Loop**
>
> The points in the Branch line, and catch-points in the sidings, are operated by **ball levers**, and secured by hasp, staple, and S.L. lock. In all cases, trains must be **hauled when proceeding to and from the Extension**, except that at Condong Loop siding, **engines may run round and propel vehicles containing cane to the bins** at the C.S.R. Condong Sugar Mill.
>
> **Stop Board** — A stop board is provided alongside the C.S.R. Condong Sugar Mill siding, to denote how far it is permissible for engines to proceed on that siding. (35–929,353.)

*(W.N. 38–1935)*

### "U" and "10'" Class Trucks Prohibition — Confirmed
> Trucks of the "U" and "10'" classes are prohibited from working between Murwillumbah and Condong Mill.

---

## 1936 — Engine Classes Permitted — Murwillumbah–Condong

### Engine Classes — Amended and Superseded
> **Lines over which Various Classes of Engines may Run — North Coast — Casino–Murwillumbah–Condong Branch Lines** — Commencing at once, previous instructions applicable to the Casino–Murwillumbah–Condong Branch lines are amended and superseded:
>
> - **Light Type**: 12, 13, 14, 15, 16, 17, 19, 20, 21, 22, 24, 25, 28, 30T
> - **Murwillumbah (Norco Sidings)–Condong Mill** — [specific class restrictions noted in table]

*(W.N. — 1936)*

---

## 1942 — 32 Class Engines — Maximum Speed 10 mph; 4 mph Over Bridge

### 32 Class Engine Speed Restrictions
> **Maximum Speed of Engines and Vehicles — Murwillumbah–Condong Branch** — 32 class engines may be run between Murwillumbah and Condong Mill at a **maximum speed of 10 miles per hour**, subject to a speed restriction of **4 miles per hour over the bridge at 581m 22c** (later amended to 581m 52c).

*(W.N. 50–1942, superseded W.N. 52–1942)*

---

## 1943 — Standard Sawmilling Company Jib Crane; Stop Board Erected

### Standard Sawmilling Company's Jib Crane — W.N. 14–1943
> **Murwillumbah (Casino–Murwillumbah) — Condong Extension — Provision of Crane at Standard Sawmilling Company's Site** — The Standard Sawmilling Company has provided a **jib crane alongside its site, at approximately 581m 48c**, on the Condong Extension.
>
> **Stop Board** — A stop board has been erected on the Down side of the Branch line, **100 feet on the Murwillumbah side of the crane**, and Drivers of engines proceeding on to the Condong Extension must not pass this stop board until instructed by the Guard or Shunter in charge to do so.
>
> Before hand-signalling a Driver to pass the stop board, the Guard or Shunter in charge must satisfy himself that the crane is clear of the line, and that it is secured against any movement whereby the jib or any other portion of it may obstruct or foul any line on which the engine is required to run, and to remain so secured until the operation is completed. Rule 128 must be observed. (A. 1–43–51,609.)

*(W.N. 14–1943)*

---

## 1945 — Speed Restriction — Murwillumbah–Condong

### Speed Restriction Reference
> **Murwillumbah–Condong** — speed restriction referenced in working timetable amendments. *(W.N. 20–1945)*

---

## 1946 — 50 Class Engines Permitted; Speed 10 mph

### 50 Class Engines — Maximum Speed 10 mph
> **Maximum Speeds of Engines, Vehicles and Accident Cranes** — Commencing at once, **50 class engines may run over the section Murwillumbah–Condong Mill** at maximum speed of **10 miles per hour**.
>
> Insert 10 in column headed "50" opposite section **Murwillumbah (Norco Siding)–Condong Mill**. (C.T.M. 46–77,071; C.C.E. 46–949,008.)

*(W.N. 40–1946)*

---

## 1952 — CSR Manager Appreciates Railway Service

### Colonial Sugar Refining Company — Letter of Appreciation
> **Mr. Beickdman, Manager, Colonial Sugar Refining Company, Condong Mill**, expressed his appreciation of railway services:
>
> *"Once again I wish to place on record the thanks of my Company for the co-operation that has existed throughout the past crushing season between your staff and the officers at the Mill. These good relations help to smooth out the various difficulties that arise from time to time and are much appreciated."*

*(Source: 1952 Weekly Notices — letters of appreciation section)*

---

## 1959 — Molasses Discharging Point Provided; Colonial Sugar Refining Co. Siding Noted in Load Tables

### Molasses Discharging Point — 583m 16c — W.N. 35–1959
> **Condong Extension — Provision of Molasses Loading Point** — A molasses discharging point with **6 outlets** has been provided on the Up side of the Main line at **583m 16c**, at which point **molasses will be loaded into MX type Railway Tankers**. (A. 1–59–20,726.)

*(W.N. 35–1959)*

### Colonial Sugar Refining Co. Siding Listed in Speed Table
> **Murwillumbah (Norco Sidings)–Condong Mill** listed in engine load/speed table, alongside Old Casino–Murwillumbah (Norco Sidings).

*(Source: 1959 Weekly Notices — speed and load tables)*

---

## 1962 — Section Reference

### Stokers–Condong Listed as Section
> **Stokers–Condong** listed in sectional running time and load tables.

*(Source: 1962 Weekly Notices)*

---

## 1965 — Engine Load Table — Stokers–Murwillumbah and Condong

### Engine Load Table — Condong as Section Boundary
> **Down Journey:** Mullumbimby–Stokers, Stokers–Murwillumbah and Condong. 
> **Up Journey:** Condong and Murwillumbah–Bangalow, Bangalow–Bentley, Bentley–Casino.

*(Source: 1965 Weekly Notices — engine load tables)*

---

## 1968 — Bracket Extended to Include Condong–Murwillumbah–Byron Bay

### Engine Load Bracket Extended
> Bracket covering section **Condong and Murwillumbah–Byron Bay** to be extended to Bangalow.
>
> Note (i) to be amended to read: The load for 48 class engines working Goods or Fruit Trains can be increased to **750 tons** and 44 class to **900 tons** between Mullumbimby and Byron Bay. (W.N. 30–1968.)

---

## 1975 — Condong Mill Deleted from Accommodation Table; Extension Instructions Reissued; Pacific Highway Level Crossing Deleted

### Condong Mill Deleted from Accommodation — W.N. 2–1975
> **Stations, Platforms and Sidings — Accommodation Provided — Casino–Murwillumbah Branch** — Delete **938.590 km (583m 17c), Condong Mill**, and relevant particulars. (AI–74–33042.)

*(W.N. 2–1975)*

### Condong Deleted from Speed/Grades Tables — W.N. 2–1975
> **Grades at Stations, Sidings, Platforms and Signal-boxes — Casino–Murwillumbah** — Delete **Condong** and relevant particulars. (AI–74–33042.)

*(W.N. 2–1975)*

### Pacific Highway Level Crossing and Blissmiss Crossing Deleted — W.N. 2–1975
> **Level Crossing — Casino–Murwillumbah** — Delete **Blissmiss (Private) 938.288 km (583m 2c)**. Delete **Pacific Highway, Condong, 938.570 km (583m 16c)**. (AI–74–33042.)

*(W.N. 2–1975)*

### GG Car Restriction Deleted — W.N. 2–1975
> **Siding in Which a Governor-General's Car (G.G.) and Other 72-Feet Vehicles Must Not Be Placed** — Delete **Condong Mill** and relevant particulars. (AI–74–33042.)

*(W.N. 2–1975)*

> **Note:** The deletion of the GG car restriction is a reminder that even the Condong Mill extension was subject to the restriction on placing the Governor-General's carriage in certain sidings — confirming the extension appeared in the full Local Appendix tables throughout its life.

### Condong Extension Instructions — Reissued in Updated Form — W.N. 2–1975
> **Condong Extension** — Delete existing instructions and insert:
>
> *The Main line at the terminal end of Murwillumbah is extended to **938.207 km (582m 78c)** and is known as Condong Extension. The line is unfenced and passes over Railway Street, near Murwillumbah, Cudgera Road and Palmvale Road (936.176 km).*
>
> *When it is necessary for a train or vehicle to cross any of the roadways indicated, for shunting purposes, the staff must observe the instructions shown on page 218.*
>
> **Catch Points** — Catch Points are provided in the extension, **53 metres on the Condong side of Railway Street** level crossing, and are secured by hasp, staple and S.L. locks.
>
> **Sidings on Extension** — The following sidings are provided on the extension: **Storage, Norco 1, Norco 2**; the points in the Branch line, and catch points in the Siding, are operated by ball levers, and secured by hasp, staple and S.L. lock. In all cases trains must be hauled when proceeding to and from the extension.
>
> **Provision of Crane at Standard Sawmilling Company's Site** — The Standard Sawmilling Company has provided a jib crane alongside its site, at approximately **935.995 km** on the Condong Extension.
>
> **Stop Board** — A stop board is provided on the down side of the branch line, **30 metres on the Murwillumbah side of the crane**, and drivers of locomotives proceeding to the Condong Extension must not pass this stop board until instructed by the guard or shunter in charge to do so. Before hand-signalling a driver to pass the stop board, the guard or shunter in charge must satisfy himself that the crane is clear of the line, and that it is secured against any movement whereby the jib or any other portion of it may obstruct or foul any line on which the locomotive is required to run and to remain so secured until the operation is completed. Rule 128 must be observed. (AI–74–33042.)

*(W.N. 2–1975)*

> **Note on sidings:** The 1975 reissued instructions no longer include **Condong Loop** in the sidings list (which had appeared in 1935). By 1975, the sidings on the extension are listed as Storage, Norco 1 and Norco 2 only. The Condong Loop siding appears to have been removed between 1935 and 1975.
>
> The Pacific Highway level crossing (583m 16c) — near the Condong Mill — is deleted in this same notice, consistent with the cessation of traffic to the mill itself. The extension to 938.207 km (582m 78c) — the Norco No. 2 / Blue Circle Cement point — remained in operation.

---

## 1981 — Freight Train Conditions — Condong as Section Endpoint

### Freight Train Conditions — Condong Referenced
> **Delete:** All reference to Stokers–Murwillumbah and Condong. 
> **Insert:** Mullumbimby–Murwillumbah and Condong — 310, 665, 1330, 510, 1020. 
>
> Under Section Up — Condong and Murwillumbah–Stokers: Delete "Stokers," Insert "Mullumbimby."

*(W.N. 11–1981)*

---

## 1983 — CSR Condong Mill Siding Deleted from All Publications

### Colonial Sugar Refining Co.'s Condong Mill Siding — Final Deletion
> **Alphabetical List of Railway Stations, Sidings and Platforms** — Delete all reference to **\* Colonial Sugar Refining Co.'s Condong Mill Siding**. (FBS 83 LK:LAF.) *(W.N. 14–1983.)*
>
> **CSR Condong Mill Siding** — Delete all reference. *(W.N. — 1983 — multiple publications)*

*(W.N. 14–1983 and general 1983 publication amendments)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 6 December 1894 | **Opened as loop siding** |
| 24 December 1894 | **Extended to Colonial Sugar Refining Co. mill at Condong** (same date as main line opening to Murwillumbah) |
| 3 May 1915 | Catch-points installed in Condong Branch Line; Up Home Signal removed (W.N. — 1915) |
| 8 June 1926 | New Loop Siding (993 feet) provided on Condong Extension (W.N. 25–1926) |
| W.N. 33–1933 | "U" and "K" class trucks prohibited — Murwillumbah to Condong Mill |
| 1934 | Running time Murwillumbah–Condong: 14 minutes each way |
| W.N. 38–1935 | Full working instructions issued — level crossings, sidings, speed limit, stop board; Norco No. 1 and No. 2 sidings named; Storage and Condong Loop sidings listed |
| 1936 | Engine class table amended for Casino–Murwillumbah–Condong Branch |
| W.N. 50 and 52–1942 | 32 class engines: maximum 10 mph; 4 mph over bridge at 581m 52c |
| W.N. 14–1943 | Standard Sawmilling Company jib crane provided at 581m 48c (935.995 km); stop board erected |
| W.N. 40–1946 | 50 class engines permitted at maximum 10 mph on Murwillumbah (Norco Siding)–Condong Mill section |
| W.N. 35–1959 | Molasses discharging point (6 outlets) provided at 583m 16c for MX tankers |
| **January 1975** | **Closed due to condemned timber bridge** |
| W.N. 2–1975 | Condong Mill (938.590 km) deleted from Accommodation table; Pacific Highway level crossing deleted; Condong Loop siding no longer listed; Extension instructions reissued in updated form |
| W.N. 14–1983 | **CSR Condong Mill Siding finally deleted from all publications** |

---

*Extracted from NSW Government Railways Weekly Notices, 1894–1989.*

# Murwillumbah (Casino–Murwillumbah Branch)
## Entries from NSW Government Railways Weekly Notices, 1894–1989

---

**Type:** Station (Staff and Crossing Station; Signal Box; Terminus) 
**Line:** Murwillumbah Branch (Casino–Murwillumbah) — terminal station 
**Distance from Sydney:** approximately 937 km 
**Mileage (Working TT):** approximately 582–583 miles 
**Opened:** 24 December 1894 (with the extension from Mullumbimby) 
**Status:** Open (freight; passenger services ceased 30 June 1974) 
**Station Code:** 411 (shared with Burringbar in early records; later distinct) 
**Seal Press:** No. 620 (allotted 1940; Relief Press No. 555 used at various times) 
**Circular:** No. 411–40 of 1935 (Murwillumbah diagram) 

---

> **Associated Sidings at Murwillumbah (excluding Condong Mill):**
> - **North Coast Creamery Co.'s Siding** (Code 418 — by 1911; renamed by 1926)
> - **Tweed River Co-operative Butter Company's Siding / Norco No. 1 Siding** (renamed 1935)
> - **North Coast Steam Navigation Company's Siding / Ferry Loop**
> - **British Imperial Oil Company's / Simpson's Siding** (from 1926)
> - **Norco No. 2 Siding** (near Condong Mill; renamed Blue Circle Cement Co. Siding 1983)
> - **Northern Co-operative Meat Co.'s Siding** (at Old Casino — deleted 1941)
> - **Weighbridge Siding** (at Murwillumbah; listed to at least 1986)
> - **Hensley's Siding** (listed 1975)
> - **Blue Circle Cement Co. Siding** (from W.N. 27–1983; Station Code 416G)
> - **Mills Transport Siding** (listed in location list)
> - **Per Way Siding** (created from Loop line remnant, 1986)

---

## 1894 — Opening

> Murwillumbah opened on **24 December 1894** with the extension of the Lismore–Tweed Line from Mullumbimby. The extension from Mullumbimby to Murwillumbah opened as per Circular No. 267.

*(Source: 1894 Weekly Notices)*

---

## 1911 — North Coast Creamery Co. and Tweed River Butter Co. Sidings Listed

### Station Codes Listed
> - **North Coast Creamery Co., Murwillumbah** — Station Code **418**
> - **Tweed River Butter Co., Murwillumbah** — Station Code **419**

*(Source: 1911 Weekly Notices — station code listings)*

---

## 1913 — Train Staff Sections

### Burringbar–Murwillumbah Section
> **Burringbar–Murwillumbah** — Ordinary Train Staff. Ground frames at intermediate sidings (Upper Burringbar, Dunbible, Stokers) unlocked by key on the Ordinary Train Staff for the section Burringbar–Murwillumbah.

*(Source: 1913 Weekly Notices)*

---

## 1919 — Guard's Vans at Murwillumbah

### Guard's Vans
> Guard's Van, Murwillumbah — **No. 505** 
> Guard's Van, Murwillumbah — **No. 506**

*(Source: 1919 Weekly Notices — rolling stock allocation listings)*

---

## 1920 — Seal Press Allocated; River Journey Fares

### Seal Press Allotted
> Seal Presses allotted to stations on the Grafton–Murwillumbah Line — Murwillumbah included.

*(Source: 1920 Weekly Notices)*

### River Journey Fares — Murwillumbah to Tweed Heads
> The additional sixpence (6d.) increase in River fare, **Murwillumbah to Tweed Heads**, is to be added to all tickets issued covering the river journey.

*(Source: 1920 Weekly Notices)*

> **Note:** This confirms that in 1920, Murwillumbah was not the end of the transport journey — a river steamer connection to Tweed Heads was in operation, for which combined rail/river tickets were issued.

---

## 1923 — Automatic Staff Working; By-law 630 — Special Rates Byron Bay–Murwillumbah

### Automatic Switch Box — 1 June 1923
> **Murwillumbah (Grafton–Tweed Line) — Provision of Automatic Staff Working** — Since **1st June, 1923**, an Automatic Switch-box has been provided at Murwillumbah, and this will be switched-in during the hours when no Officer is on duty. A telephone, connected to **No. 70 Northern Circuit**, has been installed in the Station Master's residence; call is **one long and one short rings (— .)**.

*(W.N. 24–1923)*

### By-law 630 — Special Rates Byron Bay to Murwillumbah
> By-law 630 — Special rates for the conveyance of traffic from **Byron Bay to Murwillumbah**. Operating from 1st January, 1923. Covers: motor tractors, lubricating oil, sheep and ox casings, coal in 12½-ton "D" and 16-ton "S" and "SS" trucks.

*(Source: 1923 Weekly Notices)*

---

## 1925 — Simplex Ticket System Abolished; Telephone Directory

### Simplex Ticket System Abolished — 1 November 1925
> **Abolition of Simplex Ticket System — Lismore–Murwillumbah Section** — On and after **1st November, 1925**, the Simplex Ticket System on the Lismore–Murwillumbah section will be abolished, and the ordinary Card tickets brought into use. Ticket racks will be provided on all trains running over this section, and tickets issued on the train for passengers joining at unattended platforms.

*(W.N. 40–1925)*

### Telephone Circuit — Station Master's Residence
> **Murwillumbah Station Master and Residence** listed in telephone circuit directory alongside Stokers, Burringbar Station Master, Crabbe's Creek, Billinudgel, Mullumbimby Station Master, Tyagarah, Byron Bay Goods Shed, Byron Bay Station Master, and Bangalow Station Master.

*(Source: 1925 Weekly Notices — telephone circuit listing)*

---

## 1926 — British Imperial Oil Company's Siding / Simpson's Siding; Additional Race — Pig Yards; Norco Siding Renamed

### Additional Race at Pig Yards — 8 January 1926
> **Murwillumbah (Grafton–Murwillumbah Line)** — An additional Race has been provided at the Pig Yards to enable the **top deck of Sheep Vans** to be loaded. (V. 25–18,297.) *(W.N. 8–1926.)*

### North Coast Co-operative Sidings Renamed "Norco Limited's Sidings" — W.N. 18–1926
> The names of the North Coast Co-operative Company's Sidings at **Lismore, Byron Bay, and Murwillumbah** are to be altered to **NORCO LIMITED'S SIDINGS**. Pages 47 of the Alphabetical List and pages 148, 159, 185, and 186 of the Merchandise and Live-stock Rates Book to be posted accordingly. (V. 26–5,023.)

*(W.N. 18–1926)*

---

## 1927 — No. 14 Passenger — Calls at Ballast Siding for Pay Wages; Norco Siding Extended

### No. 14 Passenger — Calls at Ballast Siding
> **Grafton–Murwillumbah** — Since Thursday, 10th February, and each alternate Thursday thereafter. The **5.40 a.m. Pass., Murwillumbah to Grafton (No. 14)** calls at Ballast Siding, between Rappville and Camira Creek, to pay wages.

*(Source: 1927 Weekly Notices)*

### Norco Siding Extended and Converted to Loop — W.N. 29–1927
> **Murwillumbah (Grafton–Murwillumbah Branch) — Extension of Norco Siding** — The Norco dead-end Siding has been extended and converted into a **Loop Siding**. The Siding now is **466 feet in length** in the clear. Catch-points worked by Ball Levers are provided at each end of the Loop Siding. (27–27,419.)

*(W.N. 29–1927)*

---

## 1928 — Frames C and D Brought Into Use; Interlocking Alterations

### Frames C and D — 31 July 1928
> **Murwillumbah (North Coast) — Bringing into use Frames "C" and "D"** — On Tuesday, **31st July, 1928**, between 9 a.m. and 4 p.m.:
>
> - The **Crossover, Main line to Goods Siding**, at the Lismore end (opposite the Down Home Signal), coupled to new **Frame "C,"** situated on the Up side of Main line about opposite Norco Siding.
> - Points in the Goods Siding fitted with a **Point Indicator**.
> - Points in the Main line, facing on Down journey, leading to the Loop line, also coupled to Frame "C."
> - A **Clearance Post** provided at fouling point of Main line and Lismore end of Loop line.
> - Points in the Main line, facing on Up journey, at Lismore end of platform, and the Loop line to Norco Siding points, coupled to Frame "D."
> - Frame "D" situated adjacent to the points in the Main line on the Down side.

*(Source: 1928 Weekly Notices)*

---

## 1930 — Simpson's Siding — Use by Shell Company; Level Crossings

### Simpson's Siding — Shell Company Unloading Oil
> **Simpson's Siding (Grafton–Murwillumbah Line) — Use of Simpson's Siding by Shell Company of Australia, Limited, for Unloading Oil** — The Shell Company of Australia Limited has been granted the use of portion of the Sydney end of Simpson's Siding. Oil will be pumped from the oil tank trucks placed in the Siding through a pipe to the Company's Bulk Oil Tank.
>
> During the time the oil is being unloaded a **red flag must be exhibited** at each end of the oil tank trucks, and the Guard or Shunter must satisfy himself that the connecting hose is disconnected before any shunting operations are allowed in the Siding.

*(W.N. — 1930)*

### Level Crossings — Casino–Murwillumbah Section
> Level crossing at Mileage 78m 78c (South Kyogle Road, between Casino and Lismore): Cattle Stops removed and gates erected, fitted with spring hooks and chains. *(W.N. 6–1930)*
>
> Level crossing at Mileage 93.45 (between Bexhill and Eltham): Cattle Stops removed and gates provided. *(W.N. 10–1930)*

---

## 1933 — Quarry Siding Platform Altered to 20 Feet

### Quarry Siding — Platform Length Altered
> **Stations, Platforms and Sidings — Accommodation Provided — Quarry Siding (Casino–Murwillumbah Branch)** — Alter length of Platform to **20 feet**. (33–28,708.) *(W.N. 18–1933.)*

---

## 1935 — Engine Turntable Diameter Updated; Divisible Staff — Burringbar–Murwillumbah; Norco No. 1 Siding Renamed; St Helena Siding Abolished

### Engine Turntable Diameter — 50 Inches Updated to 60 Inches
> **Accommodation Provided — Murwillumbah** — Delete "50" and insert "**60**" in column "Engine Turntable Diameter." (C.M.E., W.R.C.) *(W.N. 26–1935.)*

### Divisible Electric Train Staff — Burringbar–Murwillumbah — 14 July 1935
> Divisible Electric Train Staff working introduced on the section **Burringbar–Murwillumbah** for all trains and Light Engines. *(W.N. 28–1935.)* *(See also Burringbar entry.)*

### Tweed River Co-operative Butter Company's Siding Renamed "Norco No. 1 Siding"
> Commencing at once, **Tweed River Co-operative Butter Company's Siding, Murwillumbah**, is to be known as **Norco No. 1 Siding**, and Norco Siding (near Condong Mill) is to be known as **Norco No. 2 Siding**. Pages 175, 202, 208 and 235 of the Merchandise and Livestock Rates Book, and page 73 of the Alphabetical List to be posted accordingly. (V. 35–68,585.) *(W.N. 29–1935.)*

---

## 1936 — Engine and Vehicle Load Table; Loop Siding Confirmed

### Engine and Vehicle Load Table — Murwillumbah Branch
> **Murwillumbah Branch** — Norco No. 1 Siding and Platform listed in "Engines Must Not Run Beyond" table. Murwillumbah listed as terminus. *(W.N. — 1936)*

---

## 1937 — Stop Board at Loco-Main Line Fouling Point; Points in Main Line Moved Multiple Times

### Stop Board — Loco to Main Line — 1937
> **Murwillumbah — Provision of Stop-board** — A Stop-board, fitted with lamp, is provided at the **fouling point between the Loop line and Loco. Road**, and Drivers of engines proceeding from Loco. to the Main line must not proceed beyond this Stop-board until directed to do so by the Shunter in charge.
>
> The Station Master, Murwillumbah, must ensure that a light is exhibited on the Stop-board during dark. (C.T.M. 36–31,556; S. & T.E. 36–45,118–W. & M.) *(W.N. 7–1937.)*

### Points in Main Line Moved — June 1937 (Three Separate Operations)
> **(W.N. 24–1937)** — On **8th June, 1937**, points No. 2 (Frame "B"), Main to Weighbridge Siding, moved **8 feet nearer to the station**. On **10th June, 1937**, points No. 1 (Frame "C"), Main to Weighbridge Siding, moved **13 feet nearer to Sydney**.
>
> **(W.N. 25–1937)** — On **15th June, 1937**, points leading to the Crossing Loop (No. 3, Frame "C") moved **3 feet nearer to the station**. On **16th June, 1937**, points leading to the Goods Siding (No. 3, Frame "A") moved **2 feet nearer to Sydney**.
>
> **(W.N. 26–1937)** — On **24th June, 1937**, points leading to the Loop at the northern end moved **6 feet further from the station**.

*(W.N. 24, 25 and 26–1937)*

> **Note:** Three separate sets of point relocations within six weeks in June–July 1937 suggest a significant yard rearrangement was being carried out at Murwillumbah at this time.

---

## 1939 — Passenger Trains Must Carry Full Divisible Staff

### Divisible Staff — Passenger Train Rule
> **Divisible Electric Train Staff Working — Burringbar–Murwillumbah** — Drivers of Passenger trains must, in all cases, be in possession of an **ordinary Staff or a complete Divisible Staff**. (32–46,553.) *(W.N. 4–1939.)*

---

## 1940 — Seal Press No. 620 Allotted

### Seal Press No. 620 Allotted to Murwillumbah
> **Seal Press No. 620** allotted to Murwillumbah — Station Master, Murwillumbah, to advise. (C.G. 40.) *(W.N. 46–1940.)*

---

## 1941 — Seal Press No. 620 Confirmed; Northern Co-op. Meat Co.'s Siding Deleted

### Seal Press No. 620 Brought Into Use
> With reference to the instruction issued in Weekly Notice No. 46 of 1940, a new **Seal Press No. 620** has been brought into use at Murwillumbah, and **Relief Seal Press No. 555** withdrawn. (G.W. 1–40–81,702.) *(W.N. 9–1941.)*

### Northern Co-operative Meat Co.'s Siding Deleted
> **Delete** Northern Co-operative Meat Co.'s Siding — Casino–Murwillumbah Branch — At Old Casino. *(W.N. 48–1941.)*

### Delete from Siding Lists — Murwillumbah
> **Delete — Murwillumbah — 20 [vehicles]** *(from livestock accommodation table — W.N. 51–1941.)*

---

## 1948 — Murwillumbah Banana Growers' Federation — Telephone Circuit; Divisible Staff — Additional Respirators

### Banana Growers' Federation — Telephone Circuit
> **No. 86 Telephone Circuit, North** — Amend — **Murwillumbah Banana Growers' Federation**. (S. & T.E. 48–619,105–W. & M.) *(W.N. 22–1948.)*

### Divisible Staff — Additional Respirator for Murwillumbah
> One special branch pipe fitting and an additional respirator issued to **Murwillumbah** for use by Pilotmen/Travelling Officers when riding engines through the Burringbar Range Tunnel. *(W.N. 59–1954; confirmed at Murwillumbah from 1948)*

---

## 1950 — 5-Ton Pillar Crane Provided

### 5-Ton Pillar Crane Provided
> **Murwillumbah (Casino–Murwillumbah Branch)** — A **5-ton pillar crane** has been provided. Insert 1, 5 under the heading "Crane." (G.W. 50.) *(W.N. 15–1950.)*

---

## 1953 — 1 × 25 Truck Weighbridge Removed

### Weighbridge Facility Removed
> **Murwillumbah (Casino–Murwillumbah Branch)** — Delete 1 × 25 Truck Weighbridge — facility removed. (V. 50–8,005.) *(W.N. 46–1953.)*

---

## 1954 — Down Home Signal Relocated

### Down Home Signal Relocated — 3 March 1954
> **Murwillumbah (Casino–Murwillumbah) — Alteration to Location of Down Home Signal** — On **3rd March, 1954**, the Down Home Signal, No. 1, was refixed on the same side of the Main Line, **120 feet nearer to Casino**. *(W.N. 13–1954.)*

---

## 1960 — Maximum Loads — 44 and 43 Class Diesel Electric Locomotives

### Maximum Loads — Casino–Murwillumbah
> **Casino–Murwillumbah — Maximum Loads:**
>
> | Class | Tons | Notes |
> |-------|------|-------|
> | 44 | 650 | Down and Up Journeys |
> | 43 | 550 | Down and Up Journeys |
>
> Length not to exceed equivalent to 45 four-wheeled vehicles.
>
> **Fruit Trains** — Up Journey: separate load figures listed.

*(Source: 1960 Weekly Notices)*

---

## 1963 — Diesel-Electric Locomotive Training at Murwillumbah

### Driver Training — Diesel Electric Locomotives
> Diesel-electric locomotive instruction:
> - **19th August** — Murwillumbah, 2 p.m. to 6 p.m.
> - **20th August** — Murwillumbah, 8.30 a.m. to 12.30 p.m.; 1 p.m. to 5 p.m.

*(Source: 1963 Weekly Notices — locomotive instruction car itinerary)*

---

## 1972 — Livestock Races Deleted; No. 56 Mixed Inserted

### Livestock Races — Deleted
> **Murwillumbah** — Delete "S.C." from sheep, pig and cattle races column. *(W.N. 29–1972.)*

### No. 56 Mixed — Murwillumbah to Casino
> After instructions referring to No. 455 Casino to Murwillumbah, insert — **No. 56 Murwillumbah to Casino**. A maximum of three (3) express freight vehicles of the MRC type may be marshalled behind the brake-van of No. 56 mixed between Murwillumbah and Casino. *(W.N. 7–1972.)*

---

## 1974 — Passenger Services Ceased

### Passenger Services Ceased — 30 June 1974
> Murwillumbah continued as a freight station after the cessation of passenger services on **30 June 1974**. The station was retained as the operational terminus of the Casino–Murwillumbah Branch.

*(Source: 1974 Weekly Notices — general line closure notices)*

---

## 1975 — Hensley's Siding Listed; Speed Boards Updated; Section Reclassified

### Hensley's Siding Listed at Murwillumbah
> **Hensley's Siding, Murwillumbah** — Station Code **3475–6** listed in station code table. Also shown as **2620–26** in cross-reference. *(W.N. 26–1975 and general listings)*

> **Note:** Hensley's Siding relates to **Hensley Transport**, a bulk freight carrier operating at Murwillumbah and Lismore. The 1980 listings confirm "Hensley Transport Murwillumbah, P.O. Box 185, Lismore" as a consignee, and the 1980 business directory notes "Hensley Bulk Rail Freighter" changing name to "Hensleys Transport." This siding was an active bulk freight facility well into the post-passenger era.

### Speed Board — Byron Bay–Murwillumbah Section
> **Delete** Lismore–Murwillumbah and all entries. **Show** Byron Bay–Murwillumbah. Classification of Line 2. *(W.N. 7–1975)*

### Condong Mill — Deleted (Per Scope)
> Condong Mill (938.590 km / 583m 17c) deleted from all publications. *(W.N. 2–1975)* *(Not in scope for this document — see Condong Mill file.)*

---

## 1979 — Automatic Train Staff — Starting Signal Details Listed

### Automatic Staff Details — Byron Bay Section
> **Casino–Murwillumbah Branch** — Starting Signal details inserted for Byron Bay and other stations in the Automatic Staff table. *(W.N. 19–1979)*

---

## 1980 — Hours of Attendance; Banana Growers Federation and Business Listings; Coach Connection to Gold Coast

### Hours of Attendance — Murwillumbah (A.U.)
> **Casino–Murwillumbah — Murwillumbah** — Insert "(A.U.)" and amend to read:
> - **Mondays to Saturdays**: 0730 to 2200
> - **Sundays**: 0930 to 1730

*(W.N. 1–1981)*

### Coach Connection — Murwillumbah to Gold Coast
> From Murwillumbah, Shoreline Coaches will provide a connecting coach service to the Gold Coast. Passengers' luggage to be addressed to the Gold Coast but must be taken delivery of at Murwillumbah and transferred to the coach. Shoreline Coaches will provide a booking office at Surfers Paradise for return reservations. *(W.N. 28–1980)*

### Business Directory — Murwillumbah
> Businesses listed at Murwillumbah including:
> - Banana Growers Federation Co-op., Main Street, Murwillumbah 2484
> - Hills Hardware Pty Ltd, 110 Main Street, Murwillumbah 2484
> - Public Works Department (Tweed Water Supply), P.O. Box 68, Murwillumbah 2484
> - Hensley Transport Murwillumbah, P.O. Box 185, Lismore 2480
> - Norco Co-op. Ltd (Murwillumbah), P.O. Box 486, Lismore 2480

*(Source: 1980 Weekly Notices — business/consignee directory)*

---

## 1981 — North Coast S.N. Co.'s Siding Deleted; Freight Train Conditions Updated

### North Coast Steam Navigation Company's Siding Deleted
> **Delete** — North Coast S.N. Co.'s Siding, Murwillumbah. *(W.N. 22–1983 — confirmed deletion)*

### Freight Train Conditions — Stokers Reference Removed
> Delete all reference to Mullumbimby–Stokers and Stokers–Murwillumbah. Insert: **Mullumbimby–Murwillumbah and Condong** — 310, 665, 1330, 510, 1020 [tons by class]. *(W.N. 11–1981.)*

---

## 1983 — Norco No. 2 Siding Replaced by Blue Circle Cement Co. Siding; North Coast S.N. Co. Siding Deleted

### Norco No. 2 Siding Replaced by Blue Circle Cement Co. Siding
> **Murwillumbah — Norco Siding No. 2** — Delete all reference. Insert: **Murwillumbah — Blue Circle Cement Co. Siding**. Under heading "Standing Room other Sidings based on 6.7 metres in length" insert "24". (A1 82 69923.) *(W.N. 27–1983.)*

### Blue Circle Cement Co. Siding — Full Listing
> **Blue Circle Cement Co. Siding, Murwillumbah** — Station Code **416G** — Distance **937** miles — Controlling Station: **Casino Freight Centre** — Listed at **938.207 km**. Under heading "Other Sidings based on vehicles 6.7 metres in length" insert "24(f)". *(W.N. 12, 22 and 27–1983.)*

### North Coast S.N. Co.'s Siding Deleted
> **Delete** — North Coast S.N. Co.'s Siding, Murwillumbah. *(W.N. 22–1983.)*

---

## 1984 — 80 Class Locomotive Restriction; Level Crossing — Mooball; Station Master Responsibilities

### 80 Class Locomotive — Not Permitted Casino–Murwillumbah
> **(a) 80 class locomotives are not permitted to run Casino to Murwillumbah.** *(W.N. 13–1984.)*

### Mooball — Level Crossing Announced (Station Master, Murwillumbah Responsible)
> **Mooball (Casino–Murwillumbah)** — Provision of Type "F" Flashing Light Highway Signals at Pottsville Road Level Crossing (913.987 km). The result of each test must be recorded by the **Station Master, Murwillumbah** in the Train Register Book. Keys for the emergency box and switches kept by the **Station Master, Murwillumbah**. *(W.N. 37–1984.)*

### Vehicle Transit Lodgement Time Amended
> **Murwillumbah to Sydney or Melbourne** — Vehicle is to be lodged for transit not later than **2.30 p.m. (1430)** [amended from 2.00 p.m.]. *(W.N. 17–1984.)*

---

## 1986 — Burringbar Closed; Mullumbimby–Murwillumbah Section Created; Loop Line Converted to Per Way Siding; 80 Class Permitted (50*)

### Burringbar Closed — New Mullumbimby–Murwillumbah Section — 25 March 1986
> On **25 March 1986**, the staff sections Mullumbimby–Burringbar and Burringbar–Murwillumbah were cancelled and the new **Ordinary Train Staff section Mullumbimby–Murwillumbah** came into use:
>
> **Length:** 36.613 km — **Staff Shape:** Triangular
>
> **At Murwillumbah** — Lever No. 1 in Frame B is unlocked by key on Ordinary Train Staff or receptacle key for the section Mullumbimby–Murwillumbah. *(W.N. 11 and 12–1986.)*

### Burringbar Loop — Frames B and E Out of Use; Per Way Siding Created
> Frames B and E at Burringbar placed out of use; points in Main line spiked normal. **200 metres of the Loop line retained at the Murwillumbah end**, named the **Per Way Siding**; stop block placed at terminating end; derail provided in Per Way Siding at clearance point with the Main line. Frame E to be brought back into use at a later date to work Per Way Siding points. *(W.N. 11–1986.)*

### 80 and 81 Class Locomotives Permitted — Casino–Old Casino–Murwillumbah (50*)
> Under Locomotive section — Casino–Old Casino–Murwillumbah: in 80 and 81 Class locomotive columns insert **50\*** (running in loops and sidings subject to Division Engineer's approval). *(W.N. 8 and 32–1986.)*

### Murwillumbah Weighbridge — Section Updated
> **Murwillumbah Weighbridge** — Under heading "Electric Train Staff or Train Staff and Ticket Section" — delete "Burringbar," insert "**Murwillumbah**." *(W.N. 13–1986.)*

---

## 1987 — Coach Route — Grafton–Murwillumbah–Surfers Paradise; Level Crossing — Budd's/Amisano's Private

### Coach Route — Grafton City–Casino–Lismore–Ballina–Murwillumbah–Surfers Paradise (321 km)
> **(p)** Delete subclause 384.30 and insert instead:
> **(30) GRAFTON CITY–CASINO–LISMORE–BALLINA–MURWILLUMBAH–SURFERS PARADISE (321 km)**
> Junction, Grafton City, 696 km from Sydney by rail.
> [table of combined rail and road distances inserted.] *(W.N. 1–1987.)*

### Level Crossing — Budd's Private Renamed Amisano's Private
> **Level Crossings, Casino–Murwillumbah Line** — Delete **Budd's (Private) 936.518 km**. Insert **Amisano's (Private) 936.518 km**. (A1.87.89511.) *(W.N. 24–1987.)*

---

## 1989 — Passenger Train Reference Updated

### Passenger Reference Amended
> **Casino–Murwillumbah Branch** — Delete all reference to Lismore (Passenger train only). For Murwillumbah Passenger train in the column for Up Trains delete "...and Soc" insert instead "Coach, S.M. Sydney, Neco, 'New'." *(W.N. 12–1989.)*

---

## Summary of Key Events

| Date | Event |
|------|-------|
| 24 December 1894 | **Opened** as terminus of the Casino–Murwillumbah line |
| By 1911 | North Coast Creamery Co. (Code 418) and Tweed River Butter Co. (Code 419) sidings listed |
| 1 June 1923 | Automatic switch box provided (W.N. 24–1923) |
| 1 November 1925 | Simplex Ticket System abolished on Lismore–Murwillumbah section |
| W.N. 8–1926 | Additional race at pig yards — top deck of sheep vans |
| W.N. 18–1926 | North Coast Co-operative Siding renamed "Norco Limited's Siding" |
| W.N. 29–1927 | Norco Siding extended and converted to loop siding (466 feet) |
| 31 July 1928 | Frames C and D brought into use — yard interlocking reorganised |
| W.N. 26–1935 | Engine turntable diameter updated from 50 to 60 inches |
| 14 July 1935 | Divisible Electric Train Staff introduced — Burringbar–Murwillumbah section |
| W.N. 29–1935 | Tweed River Co-op. Butter Co.'s Siding renamed "Norco No. 1 Siding" |
| June–July 1937 | Multiple point relocations in Murwillumbah yard (W.N. 24, 25, 26–1937) |
| W.N. 7–1937 | Stop board provided at Loco–Main line fouling point |
| W.N. 46–1940 | Seal Press No. 620 allotted |
| W.N. 15–1950 | 5-ton pillar crane provided |
| W.N. 46–1953 | 1 × 25 Truck Weighbridge removed |
| 3 March 1954 | Down Home Signal relocated 120 feet toward Casino |
| 30 June 1974 | **Passenger services ceased** — Murwillumbah continues as freight terminus |
| W.N. 29–1972 | Livestock races (SC) deleted |
| 1975 | Hensley's Siding listed at Murwillumbah (Code 3475–6) |
| W.N. 1–1981 | Hours of attendance: Mon–Sat 0730–2200, Sun 0930–1730 |
| W.N. 27–1983 | **Norco No. 2 Siding replaced by Blue Circle Cement Co. Siding** (Code 416G, 938.207 km) |
| W.N. 22–1983 | North Coast S.N. Co.'s Siding deleted |
| W.N. 13–1984 | 80 class locomotives prohibited Casino–Murwillumbah |
| 25 March 1986 | **New Mullumbimby–Murwillumbah Ordinary Train Staff section** (36.613 km, triangular) — follows closure of Burringbar as crossing station (W.N. 11–1986) |
| W.N. 13–1986 | Murwillumbah Weighbridge section updated to Mullumbimby–Murwillumbah |
| W.N. 24–1987 | Budd's Private level crossing renamed Amisano's Private (936.518 km) |

---

*Extracted from NSW Government Railways Weekly Notices, 1894–1989.* 
*Note: Condong Mill (Norco No. 2 Siding / Blue Circle Cement extension) is not included in this document per scope. Mills Transport Siding is listed in the location list but no specific Weekly Notice entries were found for it within this collection.*