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Station building when in use for trains was on the southern side of the level crossing, as marked on the attached rail plan, while the same station building now used as a shop. This meant the level crossing moved from north of building to south of building, giving a straight road road to Uki without the bend around the station on the western side.

The attached image shows the station, not the rails, was moved back. Rails in bitumen level crossing show rail's original alignment.

Stokers, near Murwillumbah, was rearranged in the 1990s. The level crossing was shifted from the north side to the south side. This straightened the junction with Smiths Creek Rd to Uki. The old format had the road to Uki crossing the line then doing a dog leg on its way west. The new format has the road to Uki crossing the line then straight out of Stokers to Uki. Old format in 1991 aerial and new in 1997 aerial. The attached has 1991 and present day Google image.

Done some checks on when the Murwillumbah platform was extended in late 1980s.

The late 1980s saw significant Murwillumbah track changes as the earlier MotoRail shunting procedures was cumbersome and involved an extra shunting locomotive, beside the MotoRail locomotives. The February 1986 Railway Digest indicated changes were afoot to simplify the MotoRail shunting as it listed a tender for the construction of a 200 metre platform extension for Murwillumbah Station. The 200 metre included extensions at both ends. These changes later included a new car unloading siding between the platform and the Tweed Valley Way, previously the Pacific Highway. The October 1988 Railway Digest reported the new MotoRail siding was available from 8 August 1988 and the previous shunter, rail tractor X217, was withdrawn, being noted on a well wagon at Grafton on 27 September 1988. The new system was very straightforward! Once the train had arrived from Sydney, the car carrying wagons were uncoupled from the carriages behind them and drawn forward by the train's locomotives past the points leading into the new siding, then simply propelled back into the unloading siding.

Station building when in use for trains was on the southern side of the level crossing, as marked on the attached rail plan, while the same station building now used as a shop.

In 1970 SM Burringbar won regional rail station garden competition, according to WN 48 of 1970.

Burringbar water tank (not station) closed 1967 as per Weekly Notice 51 of 23 December 1967

Burringbar water tank (not station) closed 1967 as per Weekly Notice 51 of 23 December 1967

Burringbar bus only, not XPT rail, in June 1990 timetable
 https://drive.google.com/file/d/0ByB-ppGeDyvwYjBJYlFHd0FNTzA/view?resourcekey=0-E_rKUSPhNY0VB1p32wP4cw

Burringbar still accepting passengers for MotoRail in 1989 timetable as per the following timetable
https://drive.google.com/file/d/0ByB-ppGeDyvwMkkxaFRuQjBZR1E/view?resourcekey=0-8qjq2dvfLAU24h6JP1fojg

Burringbar closed 25 March, I986 as an Electric Train Staff and Crossing Station. From Weekly Notice 11 of 1986. Passenger facilities in place for Motorail which finished in February 1990. Not listed on the replacement XPT rail timetable although listed on the railway bus timetable.

Shane Morris, wonderfully clear diagram with more than the usual items, so where did you find this gem?