<p>The Immanuel High School is a historic school building in rural Arkansas County, Arkansas. It is located at 68 Immanuel Road, about 0.5 mi east of Arkansas Highway 33, east of Almyra. It is a single-story wood frame structure in a U shape, covered in siding, with a cross-gable roof. Built c. 1940, it is the only surviving element of the Immanuel Industrial Institute, a larger complex of buildings built to educate the local African-American population. The complex was merged into a regional school district in 1950, and was closed in 1966. It was used for a variety of other private and non-profit educational purposes afterward, but has been vacant since the mid-1990s.</p><br>
<p>The building was listed on the National Register of Historic Places in 2007.</p><br>
<p>Sunnycroft is a historic house on Locust Hill in the center of Limerick, Maine. Built in 1921-22, it is a picturesque and rambling exposition of Colonial Revival architecture. It was listed on the National Register of Historic Places in 1984.</p><br>
<h2>Description</h2><br>
<p>Sunnycroft is a 2-1/2 story wood frame house, resting on a fieldstone foundation. It is located on Locust Hill, a high spot overlooking the center of Limerick, and its foundation is exposed on the east side. The southern facade has a significantly projecting gabled portico, supported by two-story fluted Doric columns. This portico has a modillioned cornice, and a fanlight window in the gable pediment. Underneath this portico, the main entry is framed by a smaller portico, which is supported by paired Doric columns (one each square and round), and topped by a balustrade with urn-topped posts.</p><br>
<p>The eastern facade of the house has a porte-cochere. The building has much asymmetrical styling, including semicircular and oval windows, and a number of single-story additions that gives the building a rambling quality, and an architectural sophistication unusual in a rural setting. The house was built by Charles G. Moulton.</p><br>
<p>The Dempsey Wood House is a historic home located near Kinston, North Carolina, United States. Built in the mid-19th century, the house exemplifies the transition from Greek Revival to Victorian architecture. Interesting architectural details of the home include the two-story porch and eight fireplaces. The Dempsey Wood House was added to the National Register of Historic Places  in 1971.</p><br>
<h2>History</h2><br>
<p>James Wood received a plantation from his father in 1836. Records show Wood has begun building a home on the property by 1850, presently located at 3066 Kennedy Home Road (State Route 1324), near the intersection of Louie Pollock Road. Construction wasnt completed until the Civil War, although the Wood family apparently lived in the house prior to that. Woods sons, Dempsey and James, lived in the house until 1892 when the property was divided and sold to N. J. Rouse. The home was owned by a succession of people before being purchased in 1945 by W. C. Emerson. The Emersons owned the home until at least 1971 when it was the subject of a historical survey. The Dempsey Wood House was added to the NRHP on August 26, 1971.</p><br>
<h2>Architecture</h2><br>
<p>According to the historical survey of the Dempsey Wood House, it is "an important example of the transition from the pure Greek Revival to the more elaborate Victorian eclecticism which was becoming popular just before the Civil War." The home is a two-story wooden frame house on brick piers. The facade is three bays wide and includes a two-tiered porch supported by two square pillars and two paneled pilasters. The second level of the porch features a rounded balustrade. Two pairs of paneled pilasters support a thin entablature above the entrance. Multi-paned sidelights and a narrow transom are on either side of the front door. The east and west sides of the home are four bays wide and feature two pairs of large common bond chimneys. The chimneys are similar in design to ones found in the 17th century and believed to be the only ones of its type in the state. Multi-paned sidelights and a pair of pilasters flank the double door rear entrance. The windows on the front and rear sides of the house, most of which are original, are six-over-six sash while the narrow windows on the east and west sides are four-over-four sash. Molded architraves and triangluar pediments are above each window of the house. The interior features a central hall layout plan. The staircase with octagonal handrail is located on the right side of the hallway and is supported by a large newel. The walls are covered with plastering and a vertical wainscot. Architrave and paneled corner blocks frame the interior side of all of the home&#39;s doors and windows.</p><br>
<p>The Grove, also known as Blount-Bridgers House, is a historic home located at Tarboro, Edgecombe County, North Carolina. It was built about 1808, and is a two-story, five bay, Federal style frame dwelling. It has a gable roof and pairs of double-shouldered brick end chimneys. It was the home of Thomas Blount , an American Revolutionary War veteran and statesman.</p><br>
<p>It was listed on the National Register of Historic Places in 1971. It is located in the Tarboro Historic District.</p><br>
<p>Edgecombe Arts is located in the Blount-Bridgers House, which features a permanent collection of works by Tarboro-born artist Hobson Pittman (1899–1972), including oil paintings, pastels, drawings, prints and watercolors. Blount-Bridgers House also exhibits locally-made period furniture and 19th-century paintings of such area painters as Thomas Sully, Thomas Landseer and William Garle Brown. The area also changing exhibits of contemporary artists.</p><br>
<p>Bracebridge Hall is a historic house and national historic district located near Macclesfield, Edgecombe County, North Carolina. The district encompasses eight contributing buildings, two contributing sites, and three contributing structures associated with the Bracebridge Hall plantation complex. The original house was built about 1830-1832, and enlarged about 1835-1840, 1880-1881, and 1885. It is a two-story, five bay, weatherboarded frame dwelling with Greek Revival and Victorian style design elements. It features a one-story Doric order portico. Also on the property are the contributing Metal boiler/basin , Plantation Office , Servants’ House  , Tobacco Barn , Troughs , Large Barn , Barn , Overseer’s House , Carr Cemetery , and the Agricultural landscape. Buried in the cemetery is North Carolina Governor Elias Carr .</p><br>
<p>It was listed on the National Register of Historic Places in 1971, with a boundary increase in 2005.</p><br>
<p>The Phillips County Penal Farm Historic District encompasses a former prison facility in Phillips County, Arkansas. It is located on the east side of County Road 353, south of United States Route 49, about half way between Helena-West Helena and Marvell. The complex consists of three concrete structures, a water tower, and a concrete foundation pad. The main building is a cast concrete structure, two stories in height, with Plain Tradition and International styling, while the other two buildings are single-story concrete block structures. These, and the water tower, were built c. 1935-37 with funding from the Works Progress Administration, and served as a penal facility until 1973. The property is now vacant and abandoned.</p><br>
<p>The complex was listed on the National Register of Historic Places in 2007.</p><br>
<p>Tarboro Historic District is a national historic district located near Tarboro, Edgecombe County, North Carolina. The district encompasses 364 contributing buildings in central Tarboro. It includes a variety of industrial, commercial, residential, and institutional buildings dating from the late-18th through early-20th centuries. Located in the district are the separately listed Tarboro Town Common, The Barracks, Redmond-Shackelford House, Pender Museum, Blount-Bridgers House, Coates-Walston House, Calvary Episcopal Church and Churchyard, and the Cotton Press complex. Other notable buildings include the Morris-Powell House , Porter House , U. S. Post Office , Pippen House , Dancy-Battle-Bass Clark House , Holderness House , Howard Memorial Presbyterian Church , W. H. MacNair House , Henry Cherry-George White House, Jones House , Tarboro Primitive Baptist Church , St. James Methodist Church , Carolina Telephone & Telegraph , Clark&#39;s Warehouse #1 and #2, Battle-Porter-Powell House , Gaskil1-Hussey House , Cheshire-Nash House , and Norfleet Court .</p><br>
<p>It was listed on the National Register of Historic Places in 1980.</p><br>
<p>Lake Wauburg is located just south of Paynes Prairie in central Alachua County, Florida, United States. The lake is in the Ocala Uplift District, situated between the forested highlands of the Fairfield Hills area and the surrounding dissolution valleys of the Alachua Prairies. Lake Wauburg is irregular in shape, covering 1.6 km2 with about 5 km of shoreline. The fertile green water supports shad and a deep grass line is good to hold fish. It had a maximum depth of 3m and offers excellent Black Crappie and Bass fishing. The lake is adjoined to the east by Sawgrass Pond. A marshy area to the northwest is separated from the lake by a topographic high. The north end of the Lake is owned by the University of Florida and is operated as a recreation facility for students and faculty. The southern edge is boarded by Paynes Prairie Preserve State Park, which allows public access to the lake and a boat launch. Outboard motors are prohibited on the lake but trolling motors and paddle boats are permitted.</p><br>
<p>Rocky Mount Central City Historic District is a national historic district located at Rocky Mount, Edgecombe County and Nash County, North Carolina. The district encompasses 166 contributing buildings in central Rocky Mount. It includes a variety of industrial, commercial, residential, and institutional buildings dating from the late-19th through mid-20th centuries. Notable buildings include the Firestation No. 2 , Union Bus Station , the Railway Express Agency Building , Memorial Hospital , Church of the Good Shepherd , Atlantic Coastline Railroad Station , Imperial Tobacco Company Processing Plant , S. H. Kress and Company , Belk-Tyler , Grand Theater , Manhattan Theater , Holy Hope Episcopal Church , and Summerlin House .</p><br>
<p>It was listed on the National Register of Historic Places in 1980, with a boundary increase / decrease in 2009.</p><br>
<p>The Mayflower School, now known as Juneau Montessori School, is a historic school building at St. Ann&#39;s and Savikko Streets in the Douglas part of Juneau, Alaska. It is significant as the only surviving historic Native school building in the Juneau-Douglas area. It is also the only Colonial Revival style BIA school in Alaska. Its nomination to the National Register of Historic Places in 1988 asserts the school was "a source of great pride to the Douglas Native community" and that it "represents a significant tie with the past for many Douglas Native people."</p><br>
<p>It is a rectangular 2-1/2 story wood frame structure, with a gable roof, and sited in Savikko Park overlooking the Gastineau Channel. It is set on a hillside, and only presents 1-1/2 stories to the front. Its main entrance is on the second level, set in a recessed entryway which is flanked by fluted pilasters and topped by a swan pediment.</p><br>
<p>The school was built in 1934 by the United States Bureau of Indian Affairs (BIA) to serve as a model school for Native children in Alaska. In addition to educational facilities, the school also contained community meeting facilities, including a library, kitchen, and recreation room. The Bureau intended for the school to provide vocational training and to serve as a community center for the Tlingits of Douglas.</p><br>
<p>The building served as an educational facility exclusively for Native children until 1940, when it was merged into the Juneau school system. Since 1994, the building has been used as a Montessori school.</p><br>
<p>The building was listed on the National Register of Historic Places in 1988.</p><br>
<p>Glengariff is a heritage-listed villa at 5 Derby Street, Hendra, City of Brisbane, Queensland, Australia. It was designed by Hubert George Octavius Thomas, with 1907 alterations by Robin Dods, and built from 1888 to 1889. It is also known as Dura and Glenaplin. It was added to the Queensland Heritage Register on 21 August 1992.</p><br>
<h2>History</h2><br>
<p>Glengariff (then called Dura) was erected in 1888-89 for bank manager Edward Jones by architect Hubert George Octavius Thomas. The site consisting of some 19 blocks (described as sections 87-105 of allotment 16 portion 2) totally nearly 5 acres was acquired by Jones in 1886 from the Queensland Turf Club. Located a short distance to the north of the Eagle Farm Racecourse, it had formed part of the original grant made in 1863 of over 300 acres to the Turf Club to enable the club to re-establish its racecourse, then at New Farm, at Eagle Farm. To overcome financial difficulties, parts of the original grant were sold off by the Club; the first subdivisions (of a number of 4-5 acre blocks) occurred in 1878. The Glengariff holding formed part of a second subdivision of some 180 blocks in the area roughly bound by Manson, Zillman, Gerler, and Nudgee Roads; street names such as Derby Street (after races, racecourses, and Turf Club trustees) alluding to the area&#39;s turf origins.</p><br>
<p>The 1880s was a period of great economic prosperity in Queensland – no better evidenced than the resulting building boom which transformed the central business districts of many of the states towns. In the suburbs of Brisbane, that prosperity was also evidenced in the substantial villa residences erected by the princes of the commercial world. In the midst of the boom, the Commercial Bank of Australia (established in Melbourne in 1866) opened its Brisbane branch in 1886 with Edward Jones as its manager. The Hendra site selected by Jones for his own suburban villa was somewhat unlikely, possessing neither elevation nor proximity to the river. It did however have proximity to the states premier racecourse and to the recently opened Sandgate / City Railway line (via Hendra railway station). A number of other substantial houses had also been erected in the vicinity including:</p><br>
<p>Stanley Hall and Ralahyne (1888) in Enderley Road</p><br>
<p>W H Heckelman&#39;s two story residence Friendenthal erected 1886-67 on Nudgee Road (architect Andrea Stombuco)</p><br>
<p>James Clark&#39;s substantial timber residence Dunsinane erected in 1892 on Manson Rd (architect George Henry Male Addison).</p><br>
<p>The two-storey masonry Dura was located to the southern (most elevated) part of the site with views from the upper floor of the surrounding district; the tower with its view to the south presumably providing a lookout to the Racecourse – a feature known to have been included for this purpose in additions to the nearby Stanley Hall undertaken in 1888-89 by architect G. H. M. Addison for racing aficionado Hubert Hunter. A contemporary lithograph (which shows Dura prior to the 1907 Dods additions) shows a two story bay to the western elevation (matching the two story bay to the southern elevation) with a hipped roof running back to the main roof. It is not known whether this was actually built or if it was removed to accommodate the later addition of the Dods verandahs. To the north of this bay, the lithograph also shows windows at both levels with continuous hoods in place of the enclosed verandahs which now exist.</p><br>
<p>Described in 1888 by the Aldine History of Queensland as one of the rising young architects of the city, Welsh architect Hubert George Octavius Thomas (1857-1922) arrived in Brisbane in 1883 practising in his own right from. After his marriage in 1898, Thomas lived and practised at Sandgate; his work there including a band stand at Moore Park (demolished), extensive alterations and additions to Howrah (later Blue Waters) as well as the removal and rebuilding of the Wesleyan Church (which Thomas attended) and the building of the parsonage. In 1903 Thomas moved his office back to the city. Other works include his own house Rheidol a single story stylistic relative to Dura erected at Montague Road, South Brisbane (demolished); a house for his father-in-law William Lee (1896-7) at Wooloongabba; and possibly his later house at Wooloowin, Nanteos. Thomas may also have been responsible for additions to Cintra House in 1888. A founder and President of the St David&#39;s Society in Brisbane, Thomas died in 1922. Thomas is said to have specialised in suburban villas of which Dura/Glengariff would appear to be his most substantial.</p><br>
<p>Edward Jones did not however reside at Dura for long; by 1892 he is no longer listed in the Queensland Post Office Directories. It appears however that the house (recorded by the 1895 McKellar&#39;s Map as Glen Aplin) was rented to the manager of the Queensland National Bank (DG Stuart) until about the time when acquired by T C Beirne and his family in 1898.</p><br>
<p>Thomas Charles Beirne (1860-1949) arrived in Australia from Ireland in 1884. Together with Irish contemporaries M. D. Piggott (with whom Beirne established his first store at South Brisbane in 1886) and F. J. McDonnell, T. C. Beirne was to found a fortune based on the burgeoning retail trade which saw the transformation of small nineteenth century drapers stores into the large department stores of the twentieth century. Beirnes own fortunes became closely aligned with that of Fortitude Valley where (after the dissolution of his partnership in 1891 with M. D. Piggott), Beirne established his store. (Pigott later established Piggotts Department Store in Toowoomba.) Beirnes store grew over the succeeding decades to become Queenslands leading departmental store, making the once unfashionable Fortitude Valley into Brisbanes principal shopping area. Other stores were also to be established at Ipswich (1892) and Mackay (1902). A successful businessman (with extensive interests in the Brisbane Tramway Company, the Australian Mutual Provident Society, Queensland Trustees, Atlas Assurance Company, and the British Australian Cotton Association), Beirne was appointed to the Queensland Legislative Council in 1905, and elected to the Council of the University of Queensland in 1927, becoming warden from 1928-1941. In 1935 he donated £20,000 to establish the TC Beirne School of Law. A devout Roman Catholic and close friend and confidant of Archbishop James Duhig (1871-1965), Beirne was also a prominent benefactor of the church including Duhig&#39;s grandiose scheme for the building of the Holy Name Cathedral in Brisbane; the architect for which and many other Duhig projects, Jack Hennessy, junior, was to marry one of the Beirne daughters. In 1929 he was awarded a papal knighthood of the Order of St Gregory. At his death in 1949 The Courier-Mail commented that Brisbane has lost a personality whose life has been woven strongly into its own progress and development for half a century.</p><br>
<p>As TC Beirne&#39;s Fortitude Valley store was to be central to the public expression of the man so Glengariff (as the Beirnes renamed Dura) was to his private life: the Australian Dictionary of Biography describing his pastimes as mainly connected with his family life (he and his wife Ann Kavanagh had ten children, five daughters surviving infancy) and his home, Glengariff, at Hendra, with its beautiful grounds, tennis and croquet courts. What prompted the move to Glengariff is not known: prior to the purchase of Glengariff the family are not believed to have owned their own home: leasing a property at Moray Street, New Farm and earlier living above the Brunswick Street store. By this time, however, Beirne was established as a successful businessman; moreover just prior to purchasing Glengariff there was much illness in the family with a baby boy dying from pneumonia and TC Beirne himself suffering from typhoid fever. The semi-rural Glengariff may have appeared the answer.</p><br>
<p>In his memoirs, TC (as he was known) recalled inspecting the property with his wife in whose name the property was acquired:The house was a large two-storied building standing in five acres of land, the lower portion of which was under water. It was the home of water birds, such as the ibis, and the call of the curlew and the croaking of the frogs made it a very eerie place. The house itself had a look of utter neglect about it, and the garden was completely overgrown with giant bamboos, making it almost impossible to see the house from the road... Mother, having viewed the house from every angle, turned to me and said, "What a beautiful home it will make!"On moving in, the bamboos were cleared away from the house but a lovely line of bunya pines along the west side (which remain today) was left; a large portion of the land was ploughed and crops of pineapples and rosellas, and lucerne for the cows were grown. To the east of the house was a tennis court and after becoming a fan of croquet TC had a croquet lawn constructed adjoining Goodwood Street.</p><br>
<p>In 1923 the Queensland Society Magazine (November 1923 p23) published photographs showing sweeping gravel paths including a circular drive to the front of the house, the entrance hall (by which time the stair which physical evidence suggests may have been moved is in its existing position), the double archwayed drawing room containing many art treasures, and dining room. On the upper level were some five bedrooms and separate quarters for the staff. A timber garage was erected sometime after 1908 on Ascot Street (now Burilda Street) after fire destroyed the stables (located to the north of the house). An undated sewerage detail plan also shows the circular brick underground water tank located to the north of the house (which remains in existence).</p><br>
<p>In 1907 architect Robin Dods (1868-1920) of the firm Hall & Dods undertook additions to Glengariff costing £496. Dods had previously undertaken work for Thomas Charles Beirne and their relationship was to be longstanding: Hall & Dods undertook several stages of building to the Fortitude Valley store and warehousing (1902–13) and the building of new stores at Ipswich (1902; additions 1909) and Mackay (1907). Dods also designed a house at Albion for the eldest Beirne daughter.</p><br>
<p>Dods work at Glengariff included the addition of double storeyed verandah rooms to the western side of the house and the building in of cupboards in the dining room. The use of weatherboard and the detailing employed would also suggest that Dods was responsible for alterations and / or additions to the rear service part of the house (including enclosing of the existing verandah to the rear of the western side on two levels with weatherboard). The articulation of the main stair may have been altered at this time. Dods had a highly developed architectural imagination: his introduction of the formal and philosophical ideas of both the British Arts and Crafts movement and Edwardian classicism and his significant functional solutions to the problems of living and building in Queensland combined to achieve an architectural revolution in Brisbane. In his domestic work, Dods reassessed local timber construction refining familiar elements including the planning and detailing of verandahs. Dods work at Glengariff is typical: the addition of timber verandahs (expanded in size to become outdoor rooms) on the western side offered protection from the western sun as well as permitting a flexibility of use including as a ball-room (on the ground level) and outside sleeping quarters (on the upper level). The Edwardian concerns for light and ventilation (which were central to Dods own work) linked to the health of the mind and body, which found their high point in the open air wards for treatment of infectious diseases such as tuberculosis (several being designed by Dods for the Brisbane General Hospital) and Queenslands open air schools are clearly in evidence in Dods work at Glengariff.</p><br>
<p>After the death of their mother (in 1940) and father (in 1949) the five Beirne daughters gifted Glengariff to the church as an episcopal residence. T. C. Beirnes longstanding friend Archbishop James Duhig offered it to his newly appointed Coadjutor Archbishop, Patrick Mary ODonnell. Contemporaneously more than half of the original Glengariff holding (lots 91-101) fronting Gerler Road became a municipal park, TC Beirne Park. Changes undertaken by the Church include the removal of a lift (installed by TC Beirne for use by his wife); the installation of Archbishop ODonnells coat of arms above the front door and fireplace in the drawing room (which remain) and the replacing of the timber entrance gates (located near the corner of Burilda and Derby Streets) and paling fence with chain wire. Glengariff was to remain Archbishop ODonnells home even after the death of James Duhig in 1965 when he became Archbishop; he chose not to move to Wynberg, the residence purchased by Duhig in 1925 as the Archbishops residence after the demolition of Dara to make way for the building of Duhigs most ambitious building project the ill fated Holy Name Cathedral. After the death of Archbishop O&#39;Donnell, his secretary (and previously secretary to Archbishop Duhig) Rev Father Francis Douglas remained in residence until his death after which it was sold by the church in 1985.</p><br>
<p>More recently a number of changes have been made to the house and grounds including the repositioning of the kitchen from the rear service wing to one room of the drawing room, the formation of a terrace to the rear of the new kitchen, with garage below, and the building of a new tennis court to the north of the house. Some changes have also apparently been made to the upstairs bedrooms and rear service wing including refitting of bathrooms. In 1993 roughly half of the remaining holding (lots 102-105) which previously contained the croquet and tennis courts to the east of the house were sold and a number of new houses erected. That land no longer forms part of heritage listing.</p><br>
<p>The house was bought privately in 1999. Major renovations and extensions to the property have been made. In recent time the house has been returned to its historic state. The gardens of the house have been transformed with statues and the introduction of a fountain. The house is still visible from the street and is beautifully restored on the outside bringing a new sense of aspiration to the historic house.</p><br>
<h2>Description</h2><br>
<p>Glengariff is a two storey brick residence located on the corner of Derby and Burilda Streets Hendra, the heart of Brisbane&#39;s racing industry. It is set in generous grounds which have been reduced in size by the formation of TC Beirne Park to the north and to the east the subdivision for residential purposes of land (1993) that was originally occupied by a tennis court and croquet green.</p><br>
<p>The property is accessed from Derby Street through a recent gate and via a semi-circular driveway. A double garage is located in Burilda Street which has a line of mature Bunya Pines running along its boundary. On the northern side of the house are two large camphor laurel trees. Other plantings appear to be of recent origin. A tennis court (1985) exists to the north of the house.</p><br>
<p>The house has a corrugated iron gabled roof with prominent chimneys, one four-flue and two three-flue, two positioned at the ridge line and one on the north end gable. The principle elevation facing Derby Street is asymmetric and has a rendered brick entry portico with a three storey tower that rises through the first floor and above the gutter line and is finished with a low hipped roof. To the left of this is a rendered brick gabled wing with two storey bay window with central and top cornices. To the right a late Victorian two storey cast iron verandah runs around the eastern gabled wing. The verandah is supported on paired cast iron posts with a deep semicircular cast iron valance between, in a floral design, at ground floor and shallow valance above at first floor. The balustrade on the first floor is cast iron with a timber handrail. To the west is a wide Edwardian timber verandah extension which has detailing that is an interpretation of the late Victorian verandah with paired square timber posts, timber semicircular valance with slatted detail, slatted timber balustrade with central diamond pattern section at ground and first floors and shaped bracket posts at first floor. The walls beneath the verandahs are painted and unpainted brick with rendered quoins on the corners and surrounding doors, windows.</p><br>
<p>A lift has been installed on the northern verandah that rises through the first floor and is finished in a weatherboard-clad dormer.</p><br>
<p>A narrow two storey brick wing extends off the north side with a narrow two storey cast iron verandah on the east side with the same cast iron detail as the rest of the verandah but with a lancet shaped valance. On the west of this wing the verandah has been enclosed with weatherboard.</p><br>
<p>Basement carparking has been created recently by excavation and the formation of a terrace to the north of the house. An original brick water tank which has a dome shaped top exists in this basement.</p><br>
<p>Glengariff which now has plan form that is roughly T shaped is entered via the entrance portico through heavy timber double doors which have lead light glass head and side windows. Above the door is located Bishop ODonnells Coat of Arms. The entrance hall is divided by a colonnade which leads to a single width return timber stair up to the first floor. The flight of the stair, which has carved timber newels and turned balusters, appears to have been altered. To the left of the entrance stair is the dining room which has a bay window at its southern end which has four high double hung windows with leadlight hopper windows with a central roundel with painted birds (a detail repeated in other rooms) over. At the north end is a central black marble fireplace with surrounding high timber mantle with central mirror and flanking book cases. Early wall paper is in evidence in the cupboards behind this fitting. This room opens out to the wide timber verandah to the west. To the north, behind the dining room, is another smaller room, physical evidence suggests that this may have originally accommodated the stair.</p><br>
<p>To the right of the entrance hall is a lounge room with white marble fireplace, surround and mantle. On the left side of this is a semicircular arched opening and on the right side a blind opening in the same detail. This room opens onto the verandah via French doors in the south and east elevations, and connects to the kitchen (inserted 1985) which has been fitted out in contemporary fashion. The north wall has been extended under the verandah with a timber and glass screen. There is a French door to the verandah in the east wall.</p><br>
<p>Access to the former kitchen wing is through single half glass door with lead light over onto the northern verandah. This verandah leads to the former kitchen and a secondary stair to the first floor.</p><br>
<p>The main stair with a lead light window at the half landing rises to the first floor landing which has been altered towards the south to form bathroom facilities. To the left of the landing are two bedrooms that open out on to the verandah via French doors. To the south off the landing is a large bedroom with a bay window and openings onto the western verandah. To the north of this are a further two bedrooms and behind this the secondary stair and a bedroom in the former kitchen wing. The enclosed verandah on the western side contains a bedroom and bathroom.</p><br>
<p>Access to the tower is from the first floor verandah via a decorative cast iron spiral stair.</p><br>
<h2>Heritage listing</h2><br>
<p>Glengariff was listed on the Queensland Heritage Register on 21 August 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>Constructed in 1888-89, Glengariff (or Dura as it was then known) is one of a number of large villa residences erected throughout Brisbane during the late nineteenth century. The semi-rural villas, of which Glengariff (with its remaining grounds) is typical, sought to combine the amenities of both the city and country and provide evidence of the marriage of buoyant economic times with the aspirations of those who benefited from them.</p><br>
<p>Glengariff is closely associated with the development of Hendra as the racing heart of Brisbane which followed on the establishment of Eagle Farm Racecourse (and subsequent subdivision of the original Deed of Grant by the Queensland Turf Club, of which Glengariff is part) and the opening of the Hendra Railway Station in 1882.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>The two storied brick Glengariff is a fine example of the work of architects HGO Thomas and RS (Robin) Dods whose 1907 additions included the two story verandah rooms to the western side.</p><br>
<p>The layout of the front drive and the line of Bunya Pines survive as evidence of early garden plans; the brick water tank is believed to be rare.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The house and grounds are of considerable aesthetic significance in particular the qualities of the cast iron work, joinery, glasswork, and the Dods additions.</p><br>
<p>The place has a special association with the life or work of a particular person, group or organisation of importance in Queensland&#39;s history.</p><br>
<p>For half a century Glengariff was the home of prominent Brisbane Catholic retailer, businessman, and benefactor TC Beirne and his family. Its gift to the Brisbane Diocese of the Roman Catholic Church after TC Beirnes death in 1949, and its subsequent use as the home of the Archbishop James Duhigs Coadjutor Archbishop ODonnell (after the death of Duhig in 1965 Archbishop) for a further three decades, was a continuation of a long line of interwoven histories of TC Beirne, the church, and the city of Brisbane. Thus Glengariff was not only the home of one of the citys most influential citizens but also became a symbol of his collaboration with another, Archbishop James Duhig who both individually and together did so much to shape the history (including the social and built fabric) of Brisbane in the first half of the century.</p><br>
<p>The Ziebach County Courthouse is located on Main Street in Dupree, the county seat of Ziebach County, South Dakota. It is a three story structure, faced in brick, with modest Classical Revival styling. It was designed by Hugill and Blatherwick of Sioux Falls and built in 1931-32, replacing inadequate and deteriorating facilities that included the county&#39;s first courthouse, built in 1911. The building is roughly rectangular in shape, divided into three sections, one of which projects slightly. The appearance of this section is one of a portico, with pilasters supporting an triangular gabled pediment. The building is, despite its relative architectural simplicity, one of the largest and most architecturally distinctive buildings in the county, and has housed most of the county offices and court facilities since its construction.</p><br>
<p>The courthouse was listed on the National Register of Historic Places in 1993.</p><br>
<p>Forest Hill Hotel is a heritage-listed hotel at 38 William Street, Forest Hill, Lockyer Valley Region, Queensland, Australia. It was built in 1898. It is also known as Station Hotel. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>Constructed in 1898, the Forest Hill Hotel is a good example of a two-storeyed, timber, corner hotel typical in rural Queensland towns. It was established at a time of growth and consolidation in Forest Hill following closer agricultural settlement of the immediate area in the 1890s and the development of Forest Hill as a service center and railhead for the surrounding farmlands.</p><br>
<p>From the 1840s to the 1880s, Forest Hill was part of the 20,000 acre Rosewood run, first taken up by David C McConnel in 1840, and later occupied by Kent & Wienholt, who worked the station in conjunction with their Jondaryan run. At that time the Forest Hill land was heavily timbered, with some large gum swamps.</p><br>
<p>In 1865 the Ipswich to Toowoomba railway was surveyed between Laidley and Gatton, but a siding was not established in the Forest Hill area until about 1881. At that time, the area which became known as Forest Hill was owned by Mr AJ Boyd who on first moving to the area found that the nearest form of conveyance was the railway line serving Laidley. Through intervention with the appropriate authorities, Boyd was able to arrange a siding onto his property "Forest Hill". Originally it was called Boyd&#39;s Siding but was subsequently named for the property, Forest Hill. Boyd was the first agriculturalist in the area and cultivated an orchard on his property. In 1886 the Queensland Railway Department provided a continuation of the line beyond Laidley and a new siding was constructed one mile east of the Forest Hill siding, it too was called Forest Hill.</p><br>
<p>Also at this time, in 1886 and 1889, Kent & Wienholt cut up 3,500 acres south of the second Forest Hill siding into farm selections. This was the impetus for the establishment of an agricultural community at Forest Hill, but the township of Forest Hill did not emerge until the late 1890s, following the Queensland Government&#39;s 1896 repurchase of 6,000 acres of the Rosewood freehold on the northern side of the Forest Hill railway station. This Rosewood Estate, comprising fertile black soil land, was cut into blocks of 70 to 125 acres, and sold at prices from £3 to £5 5s per acre, repayable over 20 years. The sale was part of a government initiative to encourage agricultural settlement of the rich West Moreton lands, by opening for selection nearly all the country between Lowood and Gatton. A further 18,000 acres in the Lockyer Valley were cut up and sold as farms in 1903, and Forest Hill emerged as a thriving township. By 1908, Forest Hill was despatching more produce than either of the older settlements of Gatton and Laidley, and of this, about 70 percent came from the farms on the repurchased estates. The Forest Hill Hotel was erected during growth period.</p><br>
<p>By 1909 the township of Forest Hill was a thriving centre, boasting three hotels, a post office, bank and a state school. In that year, the Crown Hotel was burnt down, leaving two hotels remaining (Forest Hill Hotel and Lockyer Hotel). The economic base of the town was the healthy agricultural community which surrounded it. The rich soils, combined with a high water table enabled extraordinary crops to be produced, several properties boasting seven cuts of lucerne in 1902, a drought year. During periods of drought this high water table served to protect the crops of many of the local farmers so that the local production remained at an acceptable level while neighbouring districts suffered.</p><br>
<p>The land on which the hotel now sits was first purchased as part of three parcels of land by Thomas Lodge Prior in 1867 comprising a total of 238 acres. The land was strategically located adjacent to the new railway station. After a series of complex transactions the land was subdivided and in 1888 Henry Chapman purchased Subdivision 1 of portion 47. Ten years later the land was sold to James Campbell who took out mortgages totalling £480 over the ensuing months. In 1900 a lease was registered to the Castlemaine Brewery, confirming that a hotel was, by this time, present on the land. A series of lessors undertook the management of the hotel over the ensuing years. In 1941 James Campbell died and the hotel passed to his widow, Margaret. Margaret, in her turn, passed the land to Charles Joseph Heenan and Kathleen Mary Heenan in 1948 who subsequently sold the place in 1951. Three years later the place was again sold, this time to Edward Walston Toohey and Muriel Mary Toohey who transferred the property to Joseph Conleth Carroll and Jean Carroll in 1955. In 1975 the property again changed hands with Ian William Wiseman and Margaret Betty Wiseman as joint tenants. Two years later the property passed to William Morris Graham, Dorothy Margaret Graham, Arthur Hugh Mears and Dulcie Margaret Mears. In 1980 the Grahams bought out the Mears&#39; share and sold the property to the present owners in 1989. The property description was altered to Lot 1 on RP7905 in 1982.</p><br>
<p>During the years since the hotel was constructed numerous alterations have occurred in the interior, reflecting changing technologies and the desire of lessors to ensure that the hotel met the requirements of the public. The most recent alteration occurred in 1993, when the lessor undertook renovations to provide access to a side pergola or beer garden.</p><br>
<p>Prior to around 1940 the Forest Hill Hotel was known as the Station Hotel.</p><br>
<h2>Description</h2><br>
<p>The Forest Hill Hotel is situated in the main thoroughfare of Forest Hill, built to the corner of William and Victoria Streets. It is a dominant part of the townscape in the small town of Forest Hill standing diagonally opposite the prominent Lockyer Hotel. The two hotels provide a visual focus in the town and form a major proportion of the built infrastructure in the main street.</p><br>
<p>The Forest Hill Hotel has two storeys with verandas to each storey on the alignment to the principal streets. Constructed from timber and iron the hotel has a number of characteristics of the vernacular Queensland style. The main core of the roof is a simple pyramid with a separate roof over the upper verandah. There is a split-level timber addition on the northern side facing William Street which adjoins the core of the hotel and continues the ground floor verandah.</p><br>
<p>A wide bull-nosed street awning extends from the base of the upper verandah out to the edge of the footpath along the frontages of William and Victoria Streets and is supported by stop-chamfered timber posts decorated with capitals. It is possible that this awning was added at a later stage as a narrower ground floor verandah sits underneath this awning. The ground floor verandah encompasses the hotel and was sheltered by the original line of the upper-verandah. It is decorated with an arched timber valance with crude circular and slot motifs and features slender stop-chamfered timber posts with simple capitals and simple timber brackets. This verandah sits on a raised concrete slab and is punctuated by double French-doors along the building line. The structure and the diagonal bracing of the walls are exposed externally.</p><br>
<p>Each end of the upper verandah has been sheeted behind the balustrade otherwise it remains intact. The cast iron balustrades are identified as being the design of John Crase & Co. Foundry who operated out of Warren Street, Fortitude Valley, Brisbane from 1885 until at least 1902.</p><br>
<p>The interior of the hotel has been the most changed with new bars and a carpeted floor however the walls and ceilings are unchanged and intact. The large internal stairs, which were once accessed by an entrance hall to Victoria Street, have been closed off by temporary means at the ground floor level. The timber staircase displays simple timber balustrades. The stairs access the accommodation on the upper storey.</p><br>
<p>There are several bedrooms on the upper-level all of which would have originally accessed the verandah via double French-doors. The verandah doors were the only access to the bedrooms having no internal doors. The verandah acted as an external hallway. This is still evident in the layout; however the rear verandah has been enclosed at some time to create extra space. The two bedrooms facing the rear now open onto an internal space which leads to a communal bathroom on the northern side of the building in the split level addition. The three bedrooms opening onto the northern verandah are still used as accommodation.</p><br>
<p>On the south side of the hotel a timber pergola has been provided to allow outdoor dining and drinking facilities. A side door and window were altered to accommodate two large doors on the southern side of the hotel. The doors are hinged to open upwards, attaching to the awning over the outdoor eating area. The doors are steel-framed and clad in UPVC boarding.</p><br>
<h2>Heritage listing</h2><br>
<p>Forest Hill Hotel was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Forest Hill Hotel in Forest Hill is important in demonstrating the evolution of Queensland&#39;s history, being evidence of the late 19th century development of Forest Hill as a focal point for the surrounding agricultural district.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>It is important in demonstrating the principal characteristics of a two-storeyed, single-skin timber hotel of the 1890s in rural Queensland.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The Forest Hill Hotel makes an important aesthetic contribution to the character and townscape of the town as one of the most prominent and distinctive buildings in Forest Hill that is valued by the community.</p><br>
<p>Forest Hill War Memorial is a heritage-listed memorial at Gordon Street, Forest Hill, Lockyer Valley Region, Queensland. Australia. It was built in 1921. It is also known as Forest Hill Soldiers Memorial. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>The Forest Hill War Memorial was erected by the Forest Hill Memorial League in 1921, in a small reserve adjacent to the railway line. The memorial was unveiled on 26 March 1921.</p><br>
<p>The township of Forest Hill developed during the 1890s, following the repurchase by the Queensland Government of 6,000 acres from the Rosewood station. Although the Ipswich to Toowoomba railway had been surveyed between Laidley and Gatton in 1865, it was not until that a siding was established in the Forest Hill area. Originally known as Boyd&#39;s siding, it was shifted to the site of the present Forest Hill railway station. As the surrounding country was progressively opened and settled by farmers, Forest Hill became a busy transport centre for agricultural produce, often requiring special trains to be run from Forest Hill.</p><br>
<p>The masons for the monument were PJ Lowther and Sons of Brisbane, who were also responsible for memorials in Brisbane (the pedestal for the South African memorial), Blackbutt, Murgon, Goodna, Mount Perry and Tiaro. It is possible that the monument was actually carved by Charles Lowther, sculptor son of this Brisbane masonry family, and an ex-serviceman who fought with the Australian Light Horse in the First World War.</p><br>
<p>The monument cost £300, and was unveiled by five mothers of fallen soldiers. A plate with the names of World War II servicemen was added at a later stage.</p><br>
<h2>Description</h2><br>
<p>The Forest Hill War Memorial is located in a small park at the end of Victoria Street, completing a vista down the town&#39;s main street. The finely carved memorial stands approximately four and a half metres high, and consists of a life-size grey sandstone Digger statue on a tall sandstone pedestal. The statue faces eastwards, in the direction of an adjacent steel flagstaff. The site is marked out with small steel fence posts and chains.</p><br>
<p>The pedestal rests on a plinth of blocked rusticated brown sandstone on a stepped concrete base. The lower portion of the pedestal is columnar, with leaded marble plaques, and rests on a block with shaped corners. The upper portion has a central wreathed column surrounded by colonnettes, and the statue is mounted on rounded base which caps the colonnettes.</p><br>
<p>The memorial contributes to the townscape of Forest Hill in its axial location at the end of the main street.</p><br>
<h2>Heritage listing</h2><br>
<p>Forest Hill War Memorial was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Forest Hill War Memorial is important in demonstrating the pattern of Queensland&#39;s history as evidence of an era of widespread expression of Australian patriotism and nationalism, during and following the First World War.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>As a "Digger" statue, it demonstrates the principal characteristics of a commemorative structure erected as an enduring record of a major historical event.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>It exhibits aesthetic characteristics which are valued by the community, in particular the fine craft work of the sandstone carving and the aesthetic contribution of the monument to the townscape of Forest Hill in a vista down the main street.</p><br>
<p>The place has a strong or special association with a particular community or cultural group for social, cultural or spiritual reasons.</p><br>
<p>It has a strong association with the community as evidence of the impact of a major historical event.</p><br>
<p>Lockyer Hotel is a heritage-listed hotel at Victoria Street, Forest Hill, Lockyer Valley Region, Queensland, Australia. It was built from 1906 to 1970s. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>This two-storeyed timber hotel appears to have been built in 1906, for local Forest Hill farmer Alexander McAllister, who acquired the site in 1897. It was the town&#39;s third hotel, erected during the early 20th century growth of Forest Hill as a railhead and service centre, following closer agricultural settlement of the immediate area in the late 1890s and early 1900s.</p><br>
<p>From the 1840s to the 1880s, Forest Hill was part of the 20,000 acre Rosewood run, first taken up by DC McConnel in 1840, and later occupied by Kent & Wienholt, who worked the station in conjunction with their Jondaryan run. The Forest Hill land was heavily timbered, with some large gum swamps. The Ipswich to Toowoomba railway was surveyed between Laidley and Gatton in 1865, but a siding was not established in the Forest Hill area, about a mile and a half closer to Laidley than the present Forest Hill station, until. Originally it was called Boyd&#39;s Siding, servicing the property of Mr AJ Boyd, about 4 miles from the railway line. Boyd, the first agriculturalist in the area, planted an orchard and named his property Forest Hill, after which the siding was named in the early 1880s. This siding was shifted to the site of the present Forest Hill station.</p><br>
<p>In 1886 and 1889, Kent & Wienholt cut up 3,500 acres south of the second Forest Hill siding into farm selections. This was the impetus for the establishment of an agricultural community at Forest Hill, but the township of Forest Hill did not emerge until the late 1890s, following the Queensland government&#39;s 1896 repurchase of 6,000 acres of the Rosewood freehold on the northern side of the Forest Hill railway station. This Rosewood Estate, comprising fertile black soil land, was cut into blocks of 70 to 125 acres, and sold at prices from £3 to £5 5s per acre, repayable over 20 years. The sale was part of a government initiative to encourage agricultural settlement of the rich West Moreton lands, by opening for selection nearly all the country between Lowood and Gatton. A further 18,000 acres in the Lockyer Valley were cut up and sold as farms in 1903, and Forest Hill emerged as a thriving township. By 1908, Forest Hill was despatching more produce than either of the older settlements of Gatton and Laidley, and of this, about 70 percent came from the farms on the repurchased estates.</p><br>
<p>The Lockyer Hotel was erected during this growth period. In November 1906, Alex McAllister was granted a publican&#39;s licence, but this was transferred a month later to Frederick William Wilson, who had taken out an 8-year lease on the property in October 1906. In February 1907 the licence was transferred to Janet Meredith, previously the licensee of the Station Hotel (erected ) in Forest Hill. Mrs Meredith took over the lease of the Lockyer Hotel in 1907 and purchased the property in 1911. From late 1911 she leased it to a succession of publicans but retained ownership until her death in 1955. The Lockyer Hotel remained in the Meredith family until 1969. The rear annex, which includes the dining room, was erected in the late 1970s.</p><br>
<h2>Description</h2><br>
<p>The Lockyer Hotel is prominently sited on the corner of Victoria and William Streets. It is a double-storeyed externally framed timber building, with generous verandahs overlooking the street, and a hipped corrugated galvanised iron roof. The building has a truncated entrance corner at the street intersection, and is abutted by an L-shaped single storeyed weatherboard annex to the east.</p><br>
<p>The hotel contains two bars on the ground floor, and accommodation upstairs. The principal bar, which is entered from the street corner, displays evidence of having once been two rooms, with an original timber archway and new post and beam replacing the wall. The bar has French doors and sliding sash windows, and arched sliding sash windows either side of the corner entrance. The entry vestibule to the upstairs accommodation to the south of the bar has a decorative arch above the foot of the timber stairs. The stairs have a carved balustrade, and a stained glass window at the half-landing.</p><br>
<p>The annex includes some fabric of the original outhouse kitchen, in particular the fireplace, chimney and stove, and windows which were once external.</p><br>
<p>The upstairs accommodation consists of small rooms flanking a central north-south running corridor. The walls are vertically-jointed timber, and all rooms have French doors opening onto a deep verandah.</p><br>
<p>The verandah has unpainted timber floors, iron lace-work balustrades, and is covered by a bull-nosed awning. The eastern verandah has been partially closed in. The verandah and awning are supported by chamfered posts with timber capitals resting on square concrete upstands; these posts are paired at the truncated corner. The exterior is further embellished with batten screens forming arches which run under the verandah. The battens have small decorative holes at their ends.</p><br>
<p>The external framing is mostly stud and nogging, with cross-bracing at the corners. The exterior of the building is intact and its distinctive character and position makes the Lockyer Hotel one of the most prominent buildings in the town.</p><br>
<h2>Heritage listing</h2><br>
<p>Lockyer Hotel was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Lockyer Hotel, Forest Hill is important in demonstrating the evolution of Queensland&#39;s history, being evidence of the early 20th century development of Forest Hill as a focal point for the surrounding agricultural district.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>It is important in demonstrating the principal characteristics of a two-storeyed, early 20th century, single-skin timber hotel in rural Queensland.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>As one of the most prominent and distinctive buildings in Forest Hill, the Lockyer Hotel makes an important aesthetic contribution to the character and townscape of the town, which is valued by the community.</p><br>
<p>Queensland National Bank is a heritage-listed bank at 3 Victoria Street, Forest Hill, Lockyer Valley Region, Queensland, Australia. It was built. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>This single-storey timber building was erected c.1909 as offices for the Forest Hill branch of the powerful Queensland National Bank, established in 1872. The building was constructed on land leased, in November 1909, from Forest Hill property owner Allister McAllister. McAllister had acquired the site in 1897, as part of a larger block at the corner of Victoria and William Streets, on which he erected the Lockyer Hotel c.1906. The new QNB building was erected adjacent to the hotel and close to the railway depot, in the commercial centre of the town. The Queensland National Bank first opened a branch office at Forest Hill on 10 September 1901, in leased premises. A c.1908 photograph shows the branch occupying part of George Wymans store in Victoria Street. It was the towns first bank, opened during the early 20th century growth of Forest Hill as a railhead and service centre, following closer agricultural settlement of the area in the late 1890s and early 1900s.</p><br>
<p>Until the 1880s, Forest Hill was part of the 20,000 acre Rosewood run, first taken up by DC McConnel in 1840, and later occupied by Kent & Wienholt, who worked the station in conjunction with their Jondaryan run. The Forest Hill land was heavily timbered, with some large gum swamps. The Ipswich to Toowoomba railway was surveyed between Laidley and Gatton in 1865, but a siding was not established in the Forest Hill area, about a mile and a half closer to Laidley than the present Forest Hill railway station, until c.1881. Originally it was called Boyd&#39;s Siding, servicing the property of Mr AJ Boyd, about 4 miles from the railway line. Boyd, the first agriculturalist in the area, planted an orchard and named his property Forest Hill, after which the siding was named in the early 1880s. This siding was shifted to the site of the present Forest Hill station c.1887.</p><br>
<p>In 1886 and 1889, Kent & Wienholt cut up 3,500 acres south of the second Forest Hill siding, into farm selections. This was the impetus for the establishment of an agricultural community at Forest Hill, but the township of Forest Hill did not emerge until the late 1890s, following the Queensland government&#39;s 1896 repurchase of part of the Rosewood freehold, 6,000 acres of fertile black soil land on the northern side of the Forest Hill railway station. The Rosewood Estate was cut into blocks of 70 to 125 acres, and sold at prices from £3 to £5 5s per acre, repayable over 20 years. The sale was part of a government initiative to encourage agricultural settlement of the rich West Moreton lands, by opening for selection nearly all the country between Lowood and Gatton.</p><br>
<p>In January 1903, the Board of the QNB decided to close the Forest Hill branch and transfer the business to Laidley, but this was reversed following protest from Forest Hill residents. The decision to remain was timely: a further 18,000 acres in the Lockyer Valley were cut up and sold as farms in 1903, and Forest Hill emerged as a thriving township. By 1908, Forest Hill was despatching more produce than either of the older and larger settlements of Gatton and Laidley, and of this, about 70 percent came from the farms on the repurchased estates. This boom corresponded with the erection of purpose-built bank premises for the QNB at Forest Hill.</p><br>
<p>The QNB, and later the National Bank, leased the site on which the bank building was erected, for over 60 years. The branch was closed temporarily on 2 February 1943, as part of the wartime rationalisation of bank branches in Australia, but was re-opened on 3 February 1947. In 1948 the Queensland National bank was amalgamated with the National Bank of Australasia Ltd, and the Forest Hill office then became part of the National Bank network.</p><br>
<p>In 1970, the leased land on which the bank building stood was purchased by the National Bank from the estate of Miss E McAllister, but the branch at Forest Hill survived only another 6 years, closing on 16 June 1976. The decision to close the Forest Hill branch after nearly 75 years, reflected a trend, occasioned by improved transport and communications, for district residents to purchase goods and services at the larger centres of Gatton and Laidley. Following closure of the branch, the land and premises were sold, and the bank fittings were removed. The building has served since as retail premises.</p><br>
<h2>Description</h2><br>
<p>Occupying the north western corner of a triangular site near the intersection of Victoria and William Streets, the former bank is a single-storeyed building, slightly elevated on stumps, with chamferboard walls. Rectangular in plan, this timber framed structure is distinguished by a restrained ornamental facade of asymmetrical design which faces Victoria Street.</p><br>
<p>The Victoria street facade consists of a parapet wall marking the western alignment, a wide skillion roofed awning which covers the footpath in front of the building and an attached entry porch on its northern side. The parapet wall is decorated by timber mouldings forming a simplified entablature. Behind the parapet is a simple pitched corrugated iron roof that terminates in a hip at rear of the building.</p><br>
<p>The awning is supported by a row of timber posts positioned at the edge of the footpath nearest the road. The posts are decorated with timber brackets and double timber posts emphasise the outer corners of the awning. Below the line of the awning are three double hung timber windows facing the street. At the northern end of the street facade are steps leading to the entry porch. Both the awning and the parapet wall extend beyond the main part of the building forming a front for the attached porch. The pitched roof over the entry porch together with the skillion roof of the footpath awning forms an unequal gable facing north which is infilled with timber battens. The porch has a timber balustrade and decorative arches.</p><br>
<p>A timber panelled door opens from the entry porch into the main room which takes up the front part of the building. Behind this is a larger room on the northern side and a smaller windowless room on southern side. The building has no hallway being simply a series of interconnected rooms. At the rear of the building are a number of smaller rooms connected by various doors and windows. Ceilings and internal walls are lined with v-jointed timber boards.</p><br>
<p>The northern elevation has three windows as well as the main entry door and a minimal roof overhang. The southern wall is a plain chamferboard parapet wall, previously concealed by the adjoining building which has been demolished. The rear or eastern facade has a minimal roof overhang. Timber steps lead from the centrally positioned back door to the rear yard. A rainwater tank is located adjacent to the south east corner of the building.</p><br>
<h2>Heritage listing</h2><br>
<p>Shop, 3 Victoria Street, Forest Hill was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The former Queensland National Bank, Forest Hill, erected, survives as evidence of the early 20th century development of Forest Hill as a focal point and commercial centre for a prosperous agricultural district. In particular, the building illustrates the close relationship between the Queensland National Bank and the commercial activity centred on Forest Hill, prior to the Second World War.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>A restrained and economical design, the building demonstrates the priority of the street in country town commercial architecture through the elaboration of its front facade and the simplicity of the building behind. A distinctive bank image is created through the use of classical details and the discrete side entrance. The intact interior is an example of the domestic and work environments provided in early 20th century banks in smaller towns.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>A restrained and economical design, the building demonstrates the priority of the street in country town commercial architecture through the elaboration of its front facade and the simplicity of the building behind. A distinctive bank image is created through the use of classical details and the discrete side entrance. The intact interior is an example of the domestic and work environments provided in early 20th century banks in smaller towns.</p><br>
<p>The place has a special association with the life or work of a particular person, group or organisation of importance in Queensland&#39;s history.</p><br>
<p>It has an important association with the former Queensland National Bank, which contributed substantially to the economic development of Queensland in the late 19th and early 20th centuries.</p><br>
<p>Lockyer Creek Railway Bridge  is a heritage-listed railway bridge on the Toowoomba–Helidon line over Lockyer Creek at Murphys Creek, Lockyer Valley Region, Queensland, Australia. It was designed by William Pagan and built from to 1911. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>The railway opened for traffic between Helidon and Toowoomba on 1 May 1867. From the 1870s there has been a continuing process of improving the Main Line between Brisbane and Toowoomba because of its importance as a major arterial route. As part of that process, which required the replacement of original bridges to carry heavier loads, construction work began in 1909 on a reinforced concrete arch bridge over Lockyer Creek at 77m 55c immediately following the construction of one at 75m 48c. Design of the innovative bridge was completed and signed by Chief Engineer, William Pagan on 31 March 1910. The bridge and deviation were completed and brought into use on 21 December 1911.</p><br>
<h2>Description</h2><br>
<p>A concrete arch bridge aligned on a straight alignment and carrying a single track on a ballasted deck. Its spans are:</p><br>
<p>2x15 foot (4.6m) reinforced concrete arches, concrete abutment, common concrete piers</p><br>
<p>1x74 foot (22.6m) reinforced concrete arch supporting 2x12 foot (3.7m) and 1x13 foot (4.0m) reinforced concrete spandrel arches, common concrete piers.</p><br>
<p>1x90 foot (27.4m) reinforced concrete arch supporting 2x13 foot (4.0m) and 2x12 foot (3.7m) reinforced concrete spandrel arches, common concrete piers.</p><br>
<p>1x74 foot (22.6m) reinforced concrete arch supporting 1x13 foot (4.0m) and 2x12 foot (3.7m) reinforced concrete spandrel arches, common concrete piers.</p><br>
<p>3x15 foot (4.6m) reinforced concrete arches, common concrete piers, concrete abutment.</p><br>
<p>The spandrel columns are arranged in pairs, one for each arch rib, with crossbracing in concrete. The arch ribs are parabolic of rectangular section. There is a concrete balustrade. The whole structure is in cast-in-situ concrete.</p><br>
<h2>Heritage listing</h2><br>
<p>Lockyer Creek Railway Bridge was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>This reinforced concrete arched bridge on a straight alignment has one of the largest spans of its type in Australia.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>It has an innovative and aesthetically pleasing design.</p><br>
<p>The place is important in demonstrating a high degree of creative or technical achievement at a particular period.</p><br>
<p>This reinforced concrete arched bridge on a straight alignment has one of the largest spans of its type in Australia.</p><br>
<p>The place has a special association with the life or work of a particular person, group or organisation of importance in Queensland&#39;s history.</p><br>
<p>Its innovative and aesthetically pleasing design was associated with the Chief Engineer, William Pagan.</p><br>
<p>Murphys Creek Railway Complex is a heritage-listed railway yard on the Main Line railway at Odin Street, Murphys Creek, Queensland, Australia. It was built from 1921 to. It is also known as Murphys Creek Locomotive Water Tank & Tower. It was added to the Queensland Heritage Register on 24 September 1999.</p><br>
<h2>History</h2><br>
<p>Murphys Creek Railway Station opened in 1867 on completion of the Main Range segment of the Ipswich-Toowoomba stage of the Southern and Western Railway. The station closed in 1992. The township of Murphys Creek developed as a direct result of the construction of the railway station. The name Murphy&#39;s Creek was a reference to a creek named after a shepherd who had a hut in the area of the time of the 1864 survey for the Main Range Railway.</p><br>
<p>Tenders were invited in January 1867 for the construction of station buildings at Murphy&#39;s Creek.</p><br>
<p>Locomotives in the early years of operation on the Main Range had a limited water carrying capacity, and as a result water halts were required at Helidon, Murphys Creek, and Highfields (later Spring Bluff). At Spring Bluff a 7,000 gallon (35,000 litre) water supply was created by damming a spring then gravity feeding the water to a water column situated in the station yard. Prior to the completion of the rail link, the Murphys Creek area was referred to as a "feeding place for the engines" on the 30 kilometre range climb to Toowoomba, by a correspondent for the Brisbane Courier. Similarly, a journalist for the Darling Downs Gazette who had made the trip on a special picnic train from Murphys Creek to Toowoomba prior to the opening of the Main Range Railway, described a water tank at Murphys Creek for the use of locomotives.</p><br>
<p>In 1871 a goods shed was provided at Murphy&#39;s Creek for increasing goods traffic. Ten years after completion of the Southern and Western Railway, traffic on the line had increased to the extent that the station yard, track layout and buildings were considered cramped and additional room was required to pass trains, on the single line track. In May 1877 tenders were called for a booking office and platform; the accepted tenders were priced at £1,287 and £1,640 respectively. This work was completed in 1878, along with an extra siding. At the completion of the work in 1879 the water supply for locomotives was expanded with the installation of an 11,000 gallon water tank.</p><br>
<p>The station yard was resignalled in 1884. At this time according to the Working Timetable, Murphy&#39;s Creek consisted of a station building, with telegraph connection and a watering point.</p><br>
<p>In November 1884 a reserve for railway purposes was set aside opposite the railway station. A forkline, or turning triangle, for locomotives was constructed on this site in 1885. Prior to construction of the forkline, the Working Timetable made mention of a turntable being situated at Murphys Creek. The forkline was established in response to the inability of early steam locomotives to ascend the Main Range without reducing their load at Murphys Creek. Trains would descend from Toowoomba to assist in hauling loads and from the early 1900s banking engines were used to help push trains up the Range from Murphy&#39;s Creek. At the same time that the forkline was constructed, a timber loading bank and gantry also were built, for loading stone from nearby quarries.</p><br>
<p>The ladies waiting room and the station lamp room were both destroyed by fire in February 1887. A new signal cabin and interlocked signalling was installed in 1913, as part of the duplication work being completed between Laidley and Helidon to speed up workings on the western main line, and increase train movements.</p><br>
<p>In 1917 Murphys Creek was closed as a watering station for trains working on the Main Range and watering stops were provided elsewhere on the line. However, in August 1921 an 8,000 gallon (40,000 litre) single tier water tank for use in emergencies was erected at Murphys Creek, which was used by crews requiring additional water supplies running on to the Main Range section. Helidon was also supplied with watering facilities.</p><br>
<p>Water softening plants were installed at Helidon and Murphy&#39;s Creek, to soften water using lime. This was to prevent a buildup of scale in locomotive boilers that would shorten the life of boilers. A sand box (shed) was also provided to store sand which had been previously dried in a furnace, as an aid for traction on slippery rails on steep grades and sharp curves of the Main Range section. The sand shed was to replenish a reservoir situated atop the boiler barrel of locomotives (sand dome), and was activated by a lever in the engine cab. Water was pumped from the nearby creek into the storage tank by a steam pump, operated from a stationary boiler.</p><br>
<p>By 1949 the capacity of the 1921 water tank at Murphys Creek had been doubled with the addition of a second tier to the tank. The largest tender capacity carried by a Queensland steam locomotive was 3,500 gallons, and the Murphys Creek tank held approximately three times this amount.</p><br>
<p>The use of Murphys Creek as a station diminished with the introduction of diesel-electric motive power in 1952, and complete dieselisation of Brisbane to Toowoomba services in June 1956. Prior to the introduction of the new motive power, on goods trains up to 12 hours could be spent working between Brisbane and Toowoomba. Prior to dieselisation in 1956, over 49 light engine movements alone were timetabled on the Toowoomba-Murphys Creek section. 83 working hours a day was taken up in light engine running and banking time on the range from the Willowburn depot. Engines would also attach to trains at Helidon or Lockyer stations depending on how locomotives were performing. The new motive power eliminated the need to run attached locomotives on the range section.</p><br>
<p>In 1963 the raised timber platform at Murphys Creek station (similar to that at Grandchester) was removed and replaced by a ground level gravel platform and a new 14-lever interlocked signal cabin was provided with the rearrangement of signalling of the Murphys Creek shunting yard. Steam operations on the Main Range had ceased by the mid 1960s.</p><br>
<p>Murphys Creek railway station was closed in 1992, with the introduction of Centralised Traffic Control (CTC) along the Main Range line. This form of computerised and radio safeworking rendered the former mechanical form of signalling, interlocking and staff working obsolete. The station and associated buildings were sold to the local Murphys Creek Progress Association in 1993. The water tank was in use prior to and post closure as a water supply for the local township, and also as an emergency water storage facility during bush fires. The water tank was retained by Queensland Railways for the use of special steam-hauled excursion trains operating between Brisbane and Toowoomba, but was placed out of use in 1994.</p><br>
<h2>Description</h2><br>
<p>Murphys Creek Railway Complex, which includes a station building, signal cabin, water tank, trolley shed and forkline, is located in the rural hamlet of Murphys Creek at the base of the Main Range. Most of the complex is contained within the railway corridor, with the forkline situated north-west of the corridor, on the opposite side of Odin Street. A crossing loop runs along the extent of the station.</p><br>
<h3>Station Building</h3><br>
<p>The Murphy&#39;s Creek Station building is a single-storeyed rectangular timber structure, centrally positioned on a north-east facing station platform. The building is timber-framed and clad with chamferboards, set on stumps. A gabled roof of corrugated iron projects towards the platform, supported by timber brackets.</p><br>
<p>The building consists of two sections, divided by a central open shelter shed. The main elevations of both sections have a multi-paned sash window and two timber doors that provide access to rooms from the platform. The two doors closest to the waiting area on each section are four-panelled timber doors.</p><br>
<p>The south-east end of the building (which appears to be the earlier section) has wide chamferboards of 270 mm. Mounted on the chamferboards facing the platform is a timber cabinet and two small metal "staff" boxes. The chamferboards on the north-west end of the building are of a shorter width.</p><br>
<p>The interior of the shelter shed has a ticket window on its south-east wall. chamferboards of a shorter width line the wall beneath window height. The rear wall is lined with vertical tongue and groove boards and an entrance provides access from the rear of the building. The floor is lined with timber boards.</p><br>
<p>The rear elevation has a multi-paned sash window in the south-east section with the wider chamferboards. A small flight of timber stairs lead to the shelter shed entrance. On the north-west end, access to a room is provided via a timber door.</p><br>
<p>The east elevation of the building has a hooded multi-paned sash window. A modern timber picket fence stands between the station building and the railway line.</p><br>
<h3>Signal Cabin</h3><br>
<p>The signal cabin is a free-standing small timber building sheltered by a skillion roof, located close to the station building at its south-east end. The cabin is clad in weatherboards and sits on a concrete base. The cabin has glass louvre windows on its main elevation and a set of timber casement windows on its east elevation. Access is provided by a door on its west elevation. A small corrugated iron watertank on timber stumps sits at the rear of the building.</p><br>
<h3>Trolley Shed</h3><br>
<p>Located approximately 25 metres east of the platform is the trolley shed. The trolley shed is rectangular, clad in unpainted corrugated iron and sheltered by a skillion roof. The main elevation is filled by three bays, each with hinged double doors with timber battens and internal diagonal braces.</p><br>
<h3>Water Tank</h3><br>
<p>Murphys Creek water tank is situated 120 metres north-west of the Murphys Creek railway station. The water tank is constructed of cast iron, with the 1921 8,000 gallon capacity tank forming the lower element of the water storage, and a second, later tier doubling the overall storage capacity. The lower tier features decorative castings on the iron facings. The tank is elevated above the height of the locomotive tender for a steam locomotive being supported on a timber frame approximately 6 metres in height, consisting of 10 hardwood cross braced piles. The piles are marked with inspection dates, detailing maintenance work, and timber treatment carried out until 1994.</p><br>
<p>The tank is internally braced, and also wind braced externally. Unlike the water tank retained at Grandchester station, the Murphy&#39;s Creek tank features a high flow water delivery system utilising a water jib or crane. An electric pump is used to reticulate water into the tank being supplied from mains power. A swing jib is situated on the north tank face adjacent to the mainline, and is used to deliver water through a gravity-fed pipe-work system into a corresponding filling hole on the tender water tank of a steam locomotive. A canvas hose is used to direct the flow of water into the tender tank. The jib is operated manually by a locomotive fireman standing on the tender tank, swinging the jib to a position 90 degrees from the face of the tank and controlling the flow of water from the jib via a valve and float system actuated on the filling pipe. An inspection ladder is situated on the east face of the tank enabling access to the tank for maintenance purposes. A fluorescent light is also affixed to the tank headstocks to illuminate the area at night.</p><br>
<p>Approximately four metres to the east of the tank base are three concrete foundation blocks used to support the former water softening plant (now removed). A wooden sandbox used to replenish sandboxes on diesel-electric locomotives with traction on the Main Range is also located adjacent to the base of the tank. A safety fence (1996), between the rear of the tank and a large drainage ditch, is situated at the Odin Street aspect of the tank base.</p><br>
<h3>Forkline</h3><br>
<p>Veering from the main line between the station building and the watertank, forming a turning triangle on a large grassed area south of the railway corridor, is the forkline. A groundframe and electric release are positioned at the beginning of the forkline, which passes through a gate of timber post-and-rail over a small culvert. From the gate the railway crosses Odin Street extending in a large curve to the south, terminating at an earth stop block; and to the west, terminating at a raised concrete loading bank. A triangle is formed by a section of track that links the southern and western extensions before their termination. Trailing points are positioned on the southern and western corners of the turning triangle. The forkline sits on a raised formation.</p><br>
<h2>Heritage listing</h2><br>
<p>Murphys Creek Railway Complex was listed on the Queensland Heritage Register on 24 September 1999 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Murphys Creek Railway Complex is important in demonstrating the evolution of transport patterns in Queensland, in particular the establishment and development of Queenslands Railways during the steam locomotive era 1865-1969.</p><br>
<p>The provision of water to locomotives on the Main Range Railway was a critical part of the journey and the introduction of the Murphy&#39;s Creek Railway Station was directly related to its use as a watering stop.</p><br>
<p>The place demonstrates rare, uncommon or endangered aspects of Queensland&#39;s cultural heritage.</p><br>
<p>Murphy&#39;s Creek Water Tank is a rare and still operable water tank used for the replenishing of steam locomotives operating on the Main Range railway. Water tanks were a common and important feature of railway infrastructure in Queensland, but the majority have been demolished, sold or removed from railway property. The tank was maintained by Queensland Rail as a water supply for steam locomotives on special excursion trips between Brisbane and Toowoomba until 1994.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>In its provision of water tank, forkline, station building, signal cabin and trolley shed, the Murphy&#39;s Creek Railway Complex contributes to an understanding of steam locomotive and train operations on the Main Range Railway between Helidon and Toowoomba for a period of nearly a century, and serves as a reminder of the operation and maintenance of this form of locomotive technology.</p><br>
<p>Main Range Railway is a heritage-listed railway from the end of Murphys Creek railway station, Murphys Creek to the Ruthven Street overbridge, Harlaxton, Queensland, Australia. It forms part of the Main Line railway and was built from 1865 to 1867 by railway builders Peto, Brassey and Betts. It was added to the Queensland Heritage Register on 5 February 2009.</p><br>
<h2>History</h2><br>
<p>The Main Range Railway, between Murphys Creek and Harlaxton on the outskirts of Toowoomba, was built in 1865–1867 by railway builders Peto, Brassey and Betts, for the colonial Government of Queensland.</p><br>
<p>The Main Range, part of Australias Great Dividing Range, was a formidable geological barrier to trade following pastoral settlement on the Darling Downs in the 1840s. An adequate transport link between the sheep stations of the Darling Downs and the ports of Brisbane and Ipswich became increasingly important to enable the export of wool and the import of station supplies. A number of dray routes were used, with varying degrees of difficulty, to move goods and people across the Main Range during the 1840s. From 1847 Spicers Gap replaced Cunninghams Gap (1828) as the preferred route in the southern Downs region. On the northern end of the Downs, Gormans Gap was used from 1840, followed by Hodgson&#39;s Gap in 1842.</p><br>
<p>In 1855 the Toll Bar Road was opened and the traffic that soon came to use this route facilitated the expansion of the settlement of "The Swamp", from 1857 officially known as Toowoomba. By the early 1860s Toowoomba was the principal settlement on the Darling Downs, supplanting nearby Drayton as the service centre for the surrounding district. In this period, the pastoralists of the Darling Downs wielded significant political and economic power in the young colony of Queensland. This influenced the decision to initiate Queensland&#39;s railway network from Ipswich, considered the port for the Darling Downs, rather than Brisbane.</p><br>
<p>Queensland&#39;s earliest endeavours toward constructing a railway were through the activities of the Moreton Bay Tramway Company. The company intended to construct a tramway with horses hauling vehicles on timber rails, surveying a route between Ipswich and Toowoomba in 1861. The company failed to raise sufficient capital for the project to succeed and by the end of 1862 was insolvent.</p><br>
<p>Thereafter, the Queensland Government took responsibility for building the colonys railways. The first Railway Bill, authorising the government to construct and borrow funds for this purpose was passed on 3 September 1863. In the lead up to the Bill, Irish civil engineer Abraham Fitzgibbon, estimating comparative construction costs of rail gauges between Ipswich and Toowoomba, recommended to the government the adoption of a light railway with a 3-foot 6 inch narrow gauge (1067 mm). The ascent of the Main Range was the principal engineering and expense obstacle for the railway to Toowoomba and a narrow gauge allowed for tighter rail curves on the Range incline. A lighter railway with extensive use of curved track meant cheaper construction costs, lessening capital outlay. After much debate, the Queensland government adopted Fitzgibbons proposal. While contemporary examples of shorter narrow gauge railways existed in other parts of the world, none were of the length or scale proposed for Queensland. The railway between Ipswich and Toowoomba was the first use of a narrow gauge for a main line.</p><br>
<p>Shortly after the bill was passed, Fitzgibbon was contracted as Chief Engineer, responsible for surveying the line, providing specifications and construction supervision. On 23 December 1863 he was appointed as Queensland&#39;s first Commissioner of Railways, a post held until October 1864. Sir Charles Fox was appointed consulting engineer, responsible for selecting the various components such as trains, rails and bridges to facilitate the railway. Samuel Willcox was responsible for the workforce involved in constructing the line.</p><br>
<p>The construction of the line between Ipswich and Toowoomba was divided into five sections. Section 1 was from Ipswich to Grandchester and opened on 31 July 1865. Tenders were called for Sections 2, 3, 4 and 5 on 24 August 1864 to extend the line from Grandchester to Toowoomba. Messrs Peto, Brassey and Betts, contractors with extensive world-wide experience in railway construction and builders of Section 1, were awarded the contract on 27 February 1865 for a sum of £515,000.</p><br>
<p>Section 5, the ascent of the Main Range from Murphy&#39;s Creek to Toowoomba was the most difficult section to engineer, involving steep gradients of 1 in 50, nine tunnels, 47 bridges, 126 curves, numerous cuttings, embankments, culverts and nearly 18 miles (32 km) of track work. Extensive use of five chain (100m) radius rail was necessary to negotiate the ascent. Nearly two thirds of the line required cutting, approximately one quarter embankments and the remainder tunnelling and bridging, over a rise close to 1200 feet (365.76 metres). Section 5 was engineered in two separate stages, delineated by the current site of Spring Bluff railway station. The incline from this point towards Toowoomba provided the most engineering challenges within Section 5, with work including five tunnels and three major bridges.</p><br>
<p>The immense scale of the Main Range Railway demanded large numbers of skilled and unskilled workers to complete the project. The Queensland Government&#39;s immigration agent advertised in Great Britain and Germany for railway workers, offering free passage on the Black Ball shipping line to artisans such as excavators, bridge carpenters, masons and bricklayers. During April 1866 a total of 1009 workmen were employed along Section 5.</p><br>
<p>Peto, Brassey and Betts contracted work for specified lengths of line or engineering features to agents, who were responsible for ensuring contracts were adhered to and who in turn employed gangs of workers. Peto, Brassey and Betts also appointed an Engineer-In-Charge, Robert Ballard, to oversee construction on the Main Range. Prior to working on the Main Range, Ballard had gained experience in tunnel construction in New South Wales and his expertise in challenging engineering work, especially tunnelling, determined his appointment. Ballards high standard of work on Section 5 (the Main Range Railway), in comparison with other sections of the Ipswich to Toowoomba line, was noted in reports soon after its completion and was considered the least expensive section of the Ipswich-Toowoomba railway to maintain. The high standard of his work on the Main Range Railway later earned him appointments as Superintending Engineer on Queenslands Great Northern Railway (later known as Central Western railway) in 1872 and as Chief Engineer for the Central and Northern railways (1882). He was granted £5,000 in the 1880s by the Queensland Government for his achievements in cost-effective railway construction.</p><br>
<p>With the large amount of cutting and tunnelling required, much of the labour force was engaged in heavy manual labour to remove earth. While explosives were used to blast through rock, the work relied on large teams of men excavating with pick and shovel, assisted by horse and bullock teams to move earth, which was then used to create embankments. Such work in difficult terrain carried with it a high degree of risk and a number of work-related injuries and deaths occurred along the line during construction.</p><br>
<p>Tunnels were constructed where the terrain was too difficult to create cuttings. Two were ready for brick lining on 1 November 1865, one on 1 January 1866 and another on 13 Feb 1866. By April 1866 three quarters of the tunnelling had been excavated and work had begun on lining the tunnels. Within the tunnels, curved and straight rail, or a combination of both were laid. In addition to its two portals, tunnel 8 was constructed with the aid of a side gallery to allow boring to proceed on four faces. The side gallery is the only example of a side gallery on a railway tunnel thought to exist in Australia.</p><br>
<p>The tunnels built for the Main Range Railway are among Australias earliest. In Queensland the only tunnels predating those of the Main Range are the two (Victoria Tunnel and the Six Chain Tunnel), built through the Little Liverpool Range in Section 2 of the main line opening 1 June 1866 (and still in use). The first railway tunnels were built in Victoria on the double line between Melbourne and Bendigo, opening in 1862 (still in use). New South Wales first tunnel, initially supervised by Ballard, was the Redbank Range Tunnel at Picton which opened in early 1867 (since closed).</p><br>
<p>A large quarry now known as Cliffdale was established roughly halfway up the Main Range during construction, to supply ballast for the line. In later years the quarry was furnished with its own siding (since removed) and loading area, with stone extracted from the site into the 1950s.</p><br>
<p>The navvies (construction workers) and contractors resided in a number of camps along the course of the railway. From the base of the range upwards, camps included Gibbons, Fountains, Holmes, Main Range, Ballards and Camerons, generally named after the person responsible for the section of line in a particular area. The camps operated as temporary townships and bases for specific engineering projects. Bricks were being manufactured at Ballards camp by August 1865. Peto, Brassey and Betts supplied a prefabricated church at Ballards and buildings were supplied for community use at other camps. Fountains, Holmes and Ballards camps were the most substantial, with Ballard&#39;s working population reported at about 500 in mid-1865.</p><br>
<p>Stores such as butchers and bakers were established and fresh produce was sourced from Toowoomba and Ipswich. Numerous drinking houses, legal and otherwise, provided workers with alcohol, meals and entertainment. Although many workers were single men, around one third were accompanied by their families. The makeshift nature of the camps led to inadequate sanitation with typhoid and diphtheria causing the death of a number of infants and young children in 1866 and 1867. One murder at Holmes camp and a small number of accidental deaths at campsites also occurred. Some 22 deaths (mainly infants) were recorded at Main Range camp.</p><br>
<p>The construction of the Main Range Railway took just over two years to complete. It was one of the most important early public works undertaken in Queensland and a major government investment in infrastructure. The first train to cross the Range made its entry into Toowoomba on 12 April 1867; the official opening of the line took place on 30 April 1867.</p><br>
<p>The railway soon became the dominant transport artery for the movement of goods and people between Toowoomba and Ipswich. From Toowoomba the Western railway line extended to Dalby in 1868 while the Southern railway line reached Warwick by 1871. Numerous visitors to the Darling Downs in the late nineteenth and early twentieth centuries marvelled at the engineering and scenic qualities of the Main Range Railway. Until road transportation began to dominate in the twentieth century, the railway was intrinsically associated with the development of pastoral, agricultural and mining industries, closer settlement and the growth of townships on the Darling Downs and south western Queensland.</p><br>
<p>The Main Range Railway was one of the most challenging sections of line for enginemen during the steam era on the Queensland Railways. Despite the advent of more powerful locomotives during the nineteenth and twentieth centuries, the combination of sharp curves, steep grades and tunnels created difficult conditions for crews. Railway workers needed to ensure adequate supplies of coal and water to negotiate the crossing and banking engines were employed between Murphys Creek and Toowoomba to assist ascending trains. On curved sections of track inner check rails were laid to minimise the possibility of derailment after 1897. Sandboxes were placed along the line to assist wheel traction. Despite being a difficult stretch of railway to work, the Main Range line has been relatively free of major disasters. Of the fatal incidents that have occurred, the worst was the Murphys Creek collision (1913) when six men were killed.</p><br>
<p>Since its opening in 1867 the Main Range line has sustained a high level of usage with various maintenance and upgrading works ensuring its continuity as a vital transport link. By 1868 excessive wear from steep grades and sharp curves was reported and some sections of iron rail were replaced with steel. From 1875 all curves sharper than 10 chain radius were re-laid with steel. In 1879 a proposal by Chief Engineer Henry Charles Stanley to re-lay track on the Main Range, to enable the use of heavier engines and to reduce maintenance was approved, with the work completed by 1883.</p><br>
<p>In 1882 plans for a plate girder overbridge were drawn up for the Ruthven Street overbridge, at the range summit near Harlaxton. The plate girder replaced an earlier timber structure but the existing brick abutments were retained. Only a small number of railway bridges with brick abutments were ever built in Queensland. A report of the Main Range Railway line in March 1867 included a description of the brick abutments and stone facings of the overbridge on the road to Highfields. As other surviving examples post-date the construction of the Main Range Railway, the brick abutments are thought to be the oldest in Queensland.</p><br>
<p>Between 1899 and 1902 the track was strengthened to support 12 ton axle loads and realigned to eliminate curves below a five chain radius, while the inadequate original iron girder bridges on timber piers were replaced with embankments and culverts. During this period Swansons Rail Bridge was constructed close to the summit of the range; it is notable as the first concrete arched rail bridge constructed in Australia. From the latter half of the 1990s to 2006, eleven timber bridges were replaced with steel or concrete drains. Other than the Swanson and Harlaxton bridges, only two remain: Kings Bridge (timber) and Murphys Creek Bridge (steel and concrete).</p><br>
<p>Over time, different materials including brick, stone and concrete have been used to stabilise cuttings, embankments and entrances to tunnels. Many of the culvert portals were replaced and sides of shallow cuttings removed on the south side of the track when an access road running parallel to the line was built between 1993 and 1996. More recently timber sleepers have been progressively replaced by concrete sleepers.</p><br>
<p>After the opening of the line, a number of stations and sidings were established along the route between Murphys Creek and Toowoomba stations. Stations were located at Murphys Creek (1867), Holmes, known as 87 Mile siding until 1912, Ballard, in use by 1876, Rangeview, a public station by 1949, and Harlaxton (1884). Sidings included Cliffdale (by 1912), 88 and 95 Mile (1916) and Calobra, Commonwealth and Magoon (1942). While most of the components of these places are gone, Spring Bluff railway station (known as Highfields until 1890) survives as an example of the small railway settlements that used to exist on the range. Situated approximately halfway up the Main Range, equipped with a natural spring for watering and a level section of track, Spring Bluff has always been the principal halt between Murphy&#39;s Creek and Toowoomba and the only station equipped with a resident station master. Spring Bluff was utilised locally by nearby settlers and the Highfields sawmill.</p><br>
<p>By 1879, Spring Bluff station included a 7000-gallon gravity-fed supply of water, passenger station and office, porters cottage and station masters residence. The existing station and night officers quarters are thought to date from the 1880s. The crossing loop was extended in 1911 and 1959, with its current configuration dating from 1968. By 1963 the complex also included a signal cabin, single mens quarters (now removed), fettler&#39;s quarters, and loading bank. The station building contains two electric staff machines that demonstrate the safe management of multiple trains using the main range. No train driver was able to proceed between stations up or down the range without the issue of a staff. In 1992, Spring Bluff Station was decommissioned and Centralised Traffic Control (CTC) was installed.</p><br>
<p>From the early 1900s the picturesque surrounds of Spring Bluff became a popular local destination for recreation and leisure, with an entertainment shed provided on a rise behind the station between 1907 and 1911. In addition to recreation and leisure, Spring Bluff was and remains well known for its floral displays and gardens. Early evidence of efforts to beautify the surrounds exist in the sole remaining London Plane tree (Platanus acerifolia), one of five planted in 1870. From the 1910s, Queensland Railways began promoting the beautification of stations and growing of vegetables by station staff, with competitions held for the best displays. During the 1930s and 1940s Station Master Ralph Kirsop, his wife Lillian and night officers undertook extensive improvements to the gardens, creating flower beds terraced with blue metal stone. Spring Bluff Station was awarded prizes numerous times for its floral displays and produce.</p><br>
<p>After a period of post-war neglect, resident railway workers from the 1960s were required to assist in the upkeep of the gardens. Since this time the gardens have continued to be cultivated, offering alternating floral displays in summer and spring. In the 1970s Queensland Rail began excursions from Toowoomba to Spring Bluff and these trips continue to operate during Toowoombas Carnival of Flowers in September. During the last quarter of the twentieth century, Queensland Railways continued to improve visitor amenities at Spring Bluff. Work included extending the grassed area below the pavilion, addition of a cricket pitch, planting of native and exotic vegetation and lawn grasses, construction of bitumen pathways and installation of an ex-Guards Van to serve refreshments. Since 1995 the Spring Bluff Railway Station Trust Management Committee, composed of representatives from local councils and Queensland Rail, has been responsible for the management of the site. Lion&#39;s Club members have also contributed to the upkeep of the grounds and gardens. The Spring Bluff railway complex remains a well-patronised tourist attraction.</p><br>
<p>In the 1860s, the ambitious construction of the Main Range Railway provided the colony of Queensland a critical transport link for the export of goods from its interior. This role currently continues, with most of the traffic on the Main Range Railway laden with coal for overseas markets.</p><br>
<h2>Description</h2><br>
<h3>Main Range Railway Overview</h3><br>
<p>From Murphy&#39;s Creek Station, the railway begins its winding ascent up the Main Range, reaching the summit at Harlaxton before descending gently to Toowoomba Station. The line follows the contours of spurs and ridges, with the railway typically set in along ascending hillsides and banks that sit to the north of the track. Responding to the terrain, numerous built features including tunnels, cuttings, culverts, bridges, embankments and stabilizing works occur along the extent of the railway. Constantly changing and frequently spectacular vistas of steep timbered hills, gullies and distant ranges extend south east to the coastal plain.</p><br>
<p>The heritage boundary begins from the western side of the Murphy&#39;s Creek railway crossing, continuing within the boundary of the railway corridor as it ascends the Range, terminating on the summit at the Ruthven Street overbridge at Harlaxton.</p><br>
<p>The following descriptions relate to features inspected on two site visits. Other features not inspected are likely to exist along the railway. All descriptions are arranged according to type and in order of occurrence as the line ascends from Murphy&#39;s Creek. Locations included refer to the distance from Roma Street Station, as used by Queensland Rail. The extent of the 1860s railway campsites has not been determined.</p><br>
<h3>Tunnels</h3><br>
<p>Nine tunnels occur along the Main Range Railway, bore through hillsides of varying height. Each tunnel differs in length and all feature elliptical portals and interiors lined with stone and brick. Directly outside the portals are steep cuttings that include retaining features of regular and rubble coursed stone walls.</p><br>
<p>Tunnel 1 is located at 142.07 km. The tunnel is straight with a length close to 65 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry faced sandstone, crowned by a deck and projecting cornice. The segments forming the arch on the entry portal are of rendered stone. Set into the hill above the cornice is a section of stone retaining wall. The exit portal arch segments are of quarry-faced stone. Internally, the arched ceiling of the tunnel is lined with bricks, meeting with a lining of smooth-faced stone. A coarsely dressed stone wall extends to the base of the tunnel.</p><br>
<p>Tunnel 2 is located at 142.4 km. The tunnel is straight with a length close to 80 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone, crowned by a deck and projecting cornice. Sandstone segments form the arched entrance and small rendered side walls face the entrance. Internally, the arched ceiling of the tunnel is lined with bricks, meeting with a wall lining of smooth-faced stone. A coarsely dressed stone wall extends to the base of the tunnel. Concrete retaining walls supported by steel posts are located outside both portal entrances.</p><br>
<p>Tunnel 3 is located at 144.5 km. The tunnel is curved with a length close to 62 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone, crowned by a deck and projecting cornice. Sandstone segments form the arched entrance of the tunnel. Internally, the arched ceiling of the tunnel is lined with bricks, meeting with a lining of smooth-faced stone. Exposed sections of the ceiling reveal a second lining of brick. A coarsely dressed stone wall extends to the base of the tunnel. The entrances to Tunnel 3 are marked by steep rock cuttings with extensive pick-facing and sections of stone retaining wall.</p><br>
<p>Tunnel 4 is located at 147.25 km. The tunnel contains straight and curved line with a length close to 161 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone crowned by a deck and projecting cornice. Sandstone segments form the arched entrance of the tunnel. Internally, the arched ceiling of the tunnel immediately inside the entrance is lined with smooth-faced stone. Brick lining may occur further inside the tunnel. From mid-height a coarsely dressed stone wall extends to the base of the tunnel.</p><br>
<p>Tunnel 5 is located at 151.05 km. The tunnel is curved with a length close to 92 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone crowned by a deck and projecting cornice. Sandstone segments form the arched entrance of the tunnel. Internally, the arched ceiling of the tunnel is lined with bricks. From mid-height a coarsely dressed stone wall extends to the base of the tunnel.</p><br>
<p>Tunnel 6 is located at 151.89 km. The tunnel is curved with a length close to 87 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone crowned by a deck and projecting cornice. Sandstone segments form the arched entrance of the tunnel. Internally, the arched ceiling of the tunnel is lined with bricks. From mid-height a coarsely dressed stone wall extends to the base of the tunnel.</p><br>
<p>Tunnel 7 is located at 152.64 km. The tunnel contains straight and curved line with a length close to 59 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone crowned by a deck and projecting cornice. Sandstone segments form the arched entrance of the tunnel. The exit portal deck and cornice is stepped. Internally, the arched ceiling of the tunnel is lined with smooth-faced stone. From mid-height a coarsely dressed stone wall extends to the base of the tunnel.</p><br>
<p>Tunnel 8 is located at 152.8 km. The tunnel contains straight and curved line with a length close to 153 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone. Sandstone segments form the arched entrance of the tunnel. The entrance portal is crowned by a stepped deck with missing sections of cornicing. The exit portal has a straight deck and cornice. Internally, the arched ceiling of the tunnel is lined in different sections with brick and smooth-faced stone. From mid-height a coarsely dressed stone wall extends to the base of the tunnel. A side gallery, approximately presently obscured by vegetation, is set high into the hillside above the access road that skirts the hill containing the tunnel. The tunnel is approximately 10 metres in length, 2.5 metres wide and 2.6 metres high. The tunnel is unlined but its connection with the railway tunnel is arched.</p><br>
<p>Tunnel 9 is located at 153.85 km. The tunnel is straight with a length close to 127 metres. The spandrels of the tunnel portals are infilled with regular coursed quarry-faced sandstone crowned by a deck and projecting cornice. Sandstone segments form the arched entrance of the tunnel. Internally, the arched ceiling of the tunnel is lined with smooth-faced stone. From mid-height a coarsely dressed stone wall extends to the base of the tunnel.</p><br>
<h3>Culverts</h3><br>
<p>Culverts and drains occur frequently along the Main Range Railway. At varying depths beneath the rail, they direct water from the north side of the track, passing under the length of the railway and parallel access road and drain to the south east. The culverts and drains vary greatly in size shape and composition. Materials for culverts and drains include cut stone, mortared rocks, brick, concrete and corrugated iron piping. The following descriptions are of entrances situated on the north side of the track.</p><br>
<p>Located at 135.28 km is a brick culvert. The culvert is arched, with brick wing walls and stone decking and abutments. Internally the arch of the culvert is lined with bricks of varying colour, coated in scale.</p><br>
<p>Located at 137.32 km is a brick culvert. The culvert is arched, with brick wing walls and stone deck and abutments. Internally the arch and floor of the causeway are lined with bricks, coated in scale.</p><br>
<p>Located between culverts at 137.32 km and 137.8 km is a brick culvert. The culvert is arched, with brick wing walls and stone deck and abutments. Internally, the arch and floor of the causeway are lined with bricks, coated in scale.</p><br>
<p>Located at 137.8 km is a sandstone culvert. The culvert is arched, with stone wing walls, deck and abutments. The left half of the deck is missing. Internally, the culvert has a projecting base and the arch and floor of the causeway are lined with cut and dressed stone, coated in scale.</p><br>
<p>Located at 140.8 km is a drainway and culvert. From a small culvert with a stone deck and mortared walls, a drain cut out of rock extends vertically over the top of the rock face.</p><br>
<p>Located at 143.39 km is a sandstone culvert. The culvert is arched, with stone wing walls, deck and abutments.</p><br>
<p>Located at 143.69 km is a sandstone culvert. The culvert is arched with picked stone wing walls and stone deck and abutments. Internally the culvert has a projecting base and the arch and floor of the causeway is lined with cut and dressed stone, coated in scale. Outside the entrance to the culvert are stone retaining walls.</p><br>
<p>Located at 144.99 km is a sandstone culvert. The culvert is largely obscured by vegetation and is arched, with stone wing walls, deck and abutments.</p><br>
<p>Located at 145.33 km is a sandstone culvert. The culvert is arched, with stone wing walls deck and abutments. Internally arch and floor of the causeway is lined with cut and dressed stone.</p><br>
<p>Located between the trolley shed and the platform of Spring Bluff, a wide drain with rendered stone walls passes underneath the track. Sitting above the drain is a rough timber beam and a small leaning timber guardrail.</p><br>
<p>Located underneath the platform at Spring Bluff between the station building and a large clump of bamboo is a stone culvert. The culvert is arched, with stone wing walls, deck and abutments. Internally the arch and floor of the causeway is lined with cut and dressed stone. At the entrance of the culvert are stone retaining walls. There is stonework above the abutments and timber beams attached to the platform sit above the entrance. A circular pipe draining from the station building is placed in a retaining wall of stone to the right of the culvert. Located among the gardens below the residences, a wide winding waterway, lined with sections of large rock and stone retaining walls, empties to a large circular concrete pipe, continuing underneath the track. Located below the Fettler&#39;s quarters is the entrance to a small drain, with stone walls and rough timber decking.</p><br>
<h3>Cuttings</h3><br>
<p>A number of double sided cuttings course through rocky spurs along the Main Range Railway. Each of these cuttings is short in length, accommodating a curving section of rail. Stabilising features occur on the cutting faces.</p><br>
<p>A cutting is located approximately 100 metres after the 137 km peg. The cutting curves to the left, is high and steeply sloping, with sides of roughly equal height. Sections of concrete rendering occur on the right side of the cutting.</p><br>
<p>A cutting is located less than 250 metres past the 138 km peg. The cutting curves to the right, is high and steeply sloping. The right side of the cutting is higher than the left, with vegetation growing out of the face. Sections of concrete rendering occur on both faces of the cutting.</p><br>
<p>A cutting is located between the 147 km peg and the entrance to Tunnel 4 (147.25 km). The cutting curves to the right and is short and low, with sides of roughly equal height. The right hand side is more steeply sloped than the left. Curving parallel to the cutting, at the base of the left side is a low guard of steel piping. A railway signal is located at the exit of the cutting</p><br>
<p>A cutting is located between Tunnel 8,152.8 km and Tunnel 9,153.85 km. The cutting is high and curves to the right, with vegetation growing out of both faces. The right side of the cutting is higher while the left face is slightly steeper. Two sections of vertical stone or concrete walling are set into the left side of the cutting, roughly 1.5 metres apart.</p><br>
<p>A cutting is located between Swanson&#39;s Bridge (154.675 km) and Tunnel 9 (153.85 km). The cutting curves to the right and has a higher right side with vegetation growing on both faces from mid-height. Both faces pitch steeply near the base, sloping unevenly toward the top of the cutting. Curving parallel to the cutting, at the base of left side is a low concrete border.</p><br>
<h3>Retaining and Stabilizing features</h3><br>
<p>As the Main Range Railway ascends, numerous retaining and stabilising features occur on hillsides and banks to the right of the track. A wide range of materials and construction techniques are evident and features are set in at different heights.</p><br>
<p>Extending adjacent to the railway for approximately 50 metres, terminating at QR cant sign 138.22 km is a stone retaining wall. The wall is evenly course and with a quarry-face dressed stone. The wall is set in from the base on a steeply sloping hillside with a height close to four metres. Two small rectangular metal QR signs are attached along the wall and tufts of grass grow from mid-level upwards.</p><br>
<p>Between the 140 km post and a culvert at 140.8 km, steep high sections of rock face along the railway incorporate a number of stabilising features. Situated next to a railway signal marked "HS 27", a drain has been cut out of the rock extending vertically from a concrete culvert upwards over the top of the rock face. Immediately to the right of the drain, close to the top of the rock face is a set in, oblong section of lightly coloured brickwork. Extending from the edge of the culvert, a sloped retaining wall begins with a short section of rubble coursed stone. The wall continues with a section of quarry-faced stonework of about two metres in height. Parts of this wall have been rendered in concrete, and a section is collapsed with exposed earth. From the termination of the stone wall, the rock face projects closer to the rail track. A low vertical retainer of brickwork less than a metre in height is set in to the rock from the base section, extending for approximately 25 metres. Some distance on, set in to an eroded face of sandstone, are sections of brickwork. The bricks are of varying size and colour. The largest section of brickwork extends vertically and then horizontally in the "up" direction, and is surrounded by other smaller sections.</p><br>
<p>Between 143.17 km and 143.39 km is a section of stone retaining wall. The wall is rubble coursed, less than one metre high and is set into the base of a grassed, sloping bank approximately 2.5m high. A small rectangular metal QR sign has been attached to a stone along the wall.</p><br>
<p>Between a large, tiered modern cutting of shotcrete (known as Moggill&#39;s Wall and not of cultural heritage significance) and the entrance to Tunnel 3 (144.5 km), a steep, high and long rock face incorporates a number of features. The rock face runs parallel to a large section of check railed curving track. The face begins with a wall of pick-faced, cut and dressed stone extending approximately seven metres high and wide. As the face increases in height, large sections of concrete rendering surround numerous areas of pick-faced exposed rock. Set in among eroded sandstone at various heights are sections of cut and dressed and mortared stone work. Small tufts of vegetation are scattered along the face. Directly outside the entrance to Tunnel 3, a high cutting of steep rock has extensive pick facing and a section of stone walling along its base.</p><br>
<p>Between the 148 km and 149 km posts a number of stabilising features are set in to the base of low sections of bank opposite the railway. Running parallel to a section of check railed curving track is a stone retaining wall. The wall is rubble coursed, and is set into the base of a steep low bank. Much of the higher portion of the wall is rendered and there is evidence of collapse. The wall continues for approximately 15 metres, adjoining a low squared section of rock face close to the base, marked by a painted 7 within a white square. After passing a high tiered face of lightly coloured and loosely packed rock, a small low bank running parallel to a short, straight section of rail between two curves incorporates a number of features. Parallel to where the rail straightens is a steeply sloping retaining wall of brick. The bricks range in colour from orange to brown and are labelled: Campbells Redbank. The brickwork adjoins a low vertical section of pick-faced rock that extends until the next curve. The face contains a small section of cut and dressed stone and brickwork set in underneath the rock face to the base. Above the bank set into the hillside a section of stone walling is largely obscured by vegetation.</p><br>
<p>A large, high steeply sloping rock face between the 152 km and 153 km posts is attached with sections of concrete. Most of the concrete occurs along the base, with steel rods inserted in some higher sections.</p><br>
<p>Between the 154 km and 155 km posts, set into a steeply sloping face are two sections of high retaining wall. The cut and dressed stone blocks are long and rectangular with a mixture of pick and quarry facing. A small section of rubble coursed stone work divides the two sections. Tufts of grass grow through the top half of the wall. The hillside shows evidence of subsidence above and adjacent to the walled section.</p><br>
<p>Between Swanson&#39;s Bridge (154.675 km) and the Rangeview Station site (155 km) is a section of stone retaining wall. The wall is located on a steeply sloping face and is high set, close to the treeline. Much of the wall is obscured by vegetation.</p><br>
<p>Between the 157 km and 158 km posts, close to the summit of the range and running parallel to a section of check-railed curving track is a retaining wall. The wall is set into the base of a steep rocky hillside and is of cut and dressed stone with quarry-faced stone. The wall extends for approximately twenty metres.</p><br>
<h3>Bridges</h3><br>
<p>A small number of bridges exist on the Main Range Railway, each differing in length, height and materials.</p><br>
<p>Located at 132.34 km is a large concrete bridge that crosses Murphy&#39;s Creek. The bridge is supported by high concrete piers that widen towards their base. On top of the piers a steel girder spans the bridge. The bridge has an open deck, with the railway set into timber sleepers. A timber walkway with guardrail runs parallel to the bridge on its left hand side.</p><br>
<p>Located at 135.5 km is King&#39;s Bridge, a medium length timber bridge, positioned over an underpass for Kherim Road, which is unsealed. The bridge is supported by six sets of three rounded pile piers, with diagonal braces bolted on each side. Each pier is capped with a single beam, upon which sit the timber girders that span the bridge. The bridge has an open deck, with the railway set into timber sleepers. A metal walkway runs parallel to the bridge on its south side. Concrete retaining walls supported by steel posts, are placed underneath both ends of the bridge.</p><br>
<p>Located at 154.960 km, over an unnamed gully near the top of the Toowoomba Range, is Swansons Rail Bridge. It is an unreinforced concrete arch construction, 99 feet in length, built on a steep slope. It is curved in plan and consists of three 10.1 metre circular concrete arches, two concrete piers and two abutments. It carries a single 1.07 metre gauge railway and is built to a 12-ton axle load. The structure is detailed with prominent cornices at the bases of the arches and incised lines on the spandrel walls of a form similar to the joints that would occur in a stone bridge. The bridge is in a remote location accessible only by rail staff. It commands a vast view over the Toowoomba Range.</p><br>
<p>Located at 157.76 km, marking the end of the Main Range ascent is the Ruthven Street overbridge (Picnic Bridge). The bridge sits high above the railway, situated close to the site of the former Harlaxton Station and carries northbound traffic on Ruthven Street. The bridge is a riveted plate girder bridge, decked in concrete and supported on brick abutments with stone quoins. The features of the bridge are largely obscured by a pipework pedestrian bridge on its east face and a duplicate concrete bridge on its west face. These are later bridges and are not considered of cultural heritage significance.</p><br>
<h3>Cliffdale Quarry</h3><br>
<p>Located between Tunnel 3 (144.5 km) and Spring Bluff Station (146.17 km) is Cliffdale Quarry. Set in some distance on the north side of the railway, the rock face of the quarry is high, steep and uneven. A number of trees grow out of the face and large amounts of rubble stone sit at its base. The formation of a siding sits adjacent to the railway within a wide grassed area. A thick wall of concrete is set into a sloping vegetated bank above the siding, flanked by walls of concrete and rubble coursed stone. A large concrete block sits in front of the wall, mounted by a short timber beam attached by steel rods. A timber Queensland Rail sign above the cement work prohibits fossicking. Above the bank a large level grassed area extends to the base of the quarry face.</p><br>
<h3>Spring Bluff railway station</h3><br>
<p>The Spring Bluff railway station complex is located 146.17 km from Roma Street Station along a large level curve of the Main Range Railway. The key features of the site are located on a series of terraces cut into the escarpment of the main range, on the north side of the railway, surrounded by native vegetation composed predominantly of open eucalypt forest. A station building and platform, railway residences, timber pavilion and other built structures are placed among expansive landscaped gardens and open grassed areas.</p><br>
<p>Garden beds with stone terracing and beds with retaining walls of stone, timber or concrete occur on both sides of the railway. In a garden bed below the Fettler&#39;s Quarters, large white stones set into concrete form the words: Spring Bluff. A mixture of exotic and native trees and shrubs are scattered among the site. Prominent plantings include a large clump of bamboo next to the station building and a nearby London Plane tree (platanus acerifolia) (1870) with a commemorative plaque at its base.</p><br>
<p>Facilities for recreation on the grounds include picnic tables, a cricket pitch and a railway carriage used for refreshments. Left of the railway, adjacent to a fenced bitumen carpark, is a modern Queensland Rail residence. A crossing loop runs along the extent of the station.</p><br>
<h4>Station Building and Signal Cabin</h4><br>
<p>The Spring Bluff Station building is a single storeyed rectangular timber structure, centrally positioned on the south-east facing station platform. The building is timber-framed and clad with chamferboards, except for the rear elevation, which has exposed stud framing to the shelter shed and ladies waiting room (which appear to be the earliest sections of the building). The whole is set on low set concrete stumping. A gabled roof of corrugated iron projects towards the platform, supported by curved and chamfered timber brackets with single-faced bosses.</p><br>
<p>The building comprises four sections: ladies waiting room, shelter shed, office and an electric staff instruments room.</p><br>
<p>At the north-east end of the building is the ladies waiting room. This has a four-panel timber door with fanlight and a sash window to the platform. At the rear corner of the waiting room, horizontal timber louvres form a window and a small door provides access at the base. There is a double-hung sash window in the rear wall.</p><br>
<p>Adjoining is the shelter shed with timber bench seats around the walls, two sets of pivoting timber shutters on the rear wall and a floor lined with timber boards. The rear wall is lined with horizontal beaded tongue and groove joinery. The north-east internal wall has vertical tongue and groove lining, with a high small hinged door opening from the waiting room. The south-west internal wall is lined with chamferboards. Interpretative and other panels are mounted on the walls.</p><br>
<p>Adjoining the waiting area is the office. The elevation to the platform has a sash window and a four-panel timber door with fanlight. A mail slot is inserted into the chamferboard cladding. There is a double-hung sash window in the rear wall.</p><br>
<p>At the south-west end of the building is the electric staff instruments room, which is accessed from the platform via a four panel timber door. Internally, two red electric staff instruments sit on timber pedestals. A switch board is mounted on the wall to the right and the rear wall has a sash window. There is a double-hung sash window in the rear wall.</p><br>
<p>A World War II commemorative stone with plaque is located on the platform near the shelter shed. Above this, mounted on the station building wall, is a panel commemorating the 50th anniversary of the end of World War II.</p><br>
<p>At the north-east end of the platform is a two-lever ground frame. At either end of the platform are timber signs displaying the name of the station: Spring Bluff.</p><br>
<p>Set in against the hillside at the rear of the building, is a coursed stone wall incorporating the remnants of an arched brick fireplace.</p><br>
<p>Immediately adjacent to the station building, at its south-west end, is a detached signal cabin. This is a small square structure with a skillion roof, clad with metal sheeting, and has aluminium-framed windows. A modern water tank collects rainwater from gutters of the signal cabin. The signal cabin building and the rain water tank are not of cultural heritage significance, but the cabin houses two culturally significant elements: a steel, 15 lever frame, set into timber floorboards, and a timber-framed cabin diagram mounted on the rear wall.</p><br>
<p>Next to the water tank a long flight of exterior timber stairs leads to the gardens and the Station Masters House.</p><br>
<p>Set high into the hillside above the railway at the rear of a large landscaped area, three timber buildings, all former railway residences, extend to the west.</p><br>
<h4>Station Master's House</h4><br>
<p>The Station Master&#39;s house is a timber building, sheltered by a hipped roof clad with corrugated iron sheeting. The building faces south-east, is clad with weatherboards and chamferboards, and stands on timber stumps, on a slightly sloping site. At the rear of the residence is an attached kitchen, with a broken gable roof. The kitchen is clad with chamferboards of varying widths, some up to 30 cm.</p><br>
<p>The main elevation has a central four panel timber door with multi-pane sash windows on either side. A separate corrugated iron roof shelters a lean-to verandah. The verandah is enclosed by post and rails extending from either side of the central staircase. The side balustrading of the verandah is filled with weatherboards.</p><br>
<p>The south-west elevation has a multipane sash window covered by a metal hood. A second, unhooded window of glass louvres is partially obscured by a corrugated iron water tank, set on high timber stumps and base. A small set of timber stairs lead to a screened side door. The detached kitchen section of the elevation contains a corrugated iron stove recess with a projecting vent pipe. The rear elevation includes a hooded sash window and timber door, both with security grills. Along the north-east elevation are three hooded sash windows, smaller meshed window, a side door and a small paved courtyard.</p><br>
<p>The front garden beds are bordered by timber posts.</p><br>
<h4>Night Officer's House</h4><br>
<p>The Night Officer&#39;s House is a long rectangular timber building, sheltered by a gabled roof clad in corrugated iron. The building faces south-east, is clad with weatherboards and stands on timber stumps, on a slightly sloping site. An attached rectangular structure sits at the rear of the building. The main elevation has a projecting front gable bay on the south-west corner with decorative timber infill. Beneath the gable is a large window shaded by a timber awning, covered by a small pitched iron roof. The south-west half of a former front verandah has been enclosed with weatherboards, incorporating two sets of aluminium framed sliding windows. A small set of timber steps leads to the section of open verandah and entrance, enclosed by a timber post and rail with circular timber balustrading. The rear wall of the verandah is clad in chamferboard and has two sash windows.</p><br>
<p>A modern timber picket fence, bordered by an external garden bed marks the entrance to the house.</p><br>
<h4>Fettler's Quarters</h4><br>
<p>The Fettler&#39;s Quarters is a small rectangular timber structure sheltered by a gabled roof clad in corrugated iron. The building faces south-east, is clad with a mixture of weatherboards and chamferboards and stands on timber stumps, on a slightly sloping site. The main and rear elevations have centrally placed sash windows. Attached to the north-east of the earlier quarters is a more recent rectangular structure clad in corrugated iron, sheltered by a skillion roof. The main elevation has a timber door and a window with two sets of glass louvres. A similar window exists on the rear elevation of the building. A venting pipe projects from the roof.</p><br>
<p>At the front of the building is a set of tiered garden beds divided by timber retainers and posts.</p><br>
<h4>Pavilion</h4><br>
<p>Located high above the grassed area with the cricket pitch, a winding bitumen path leads to a grassed clearing containing a timber pavilion. The pavilion is a large rectangular timber structure, open-sided and sheltered by a gabled roof clad in corrugated iron. The building faces south-east, and stands on timber stumps on a slightly sloping site. Internally, an exposed timber frame decorated in graffiti supports the length of the roof. Bench seats are built into the perimeter on all sides of the pavilion and the floor is lined with timber boards. The perimeter posts are fitted with diagonal braces attached to horizontal beams on the roof frame. On the south-west and north-east elevations, the posts support gabled infills of unpainted corrugated iron.</p><br>
<p>To the rear of the pavilion, a timber-framed structure with three sides of corrugated iron shelter a fireplace. Nearby is a timber ablutions block, containing male and female rest rooms.</p><br>
<h4>Trolley Sheds</h4><br>
<p>Located approximately 100 metres east of the platform along the railway is the trolley shed. The trolley shed is rectangular, clad in unpainted corrugated iron and sheltered by a skillion roof. The main elevation is filled by three bays, each with hinged double doors with vertical timber slats and internal diagonal braces.</p><br>
<p>Two smaller storage spaces sit on either side of the trolley shed. To the north-east is a storage shed of similar design to the trolley shed, with a single door. To the south-west is a timber structure. The building is clad with weatherboards and sheltered by a gabled corrugated iron roof. On the main and south-west elevation are entrance doors.</p><br>
<h2>Heritage listing</h2><br>
<p>Main Range Railway was listed on the Queensland Heritage Register on 5 February 2009 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Main Range Railway is important in demonstrating the pattern of development in Queensland, as a major government investment in infrastructure to facilitate the economic development of Queensland. An immense undertaking for its time (1865-1867), involving a large workforce and a dramatic alteration of the landscape, the Main Range Railway is one of Queensland&#39;s most significant early public works.</p><br>
<p>The Main Range Railway is important in demonstrating the evolution of Queensland&#39;s railway network and the objective behind its establishment. The Main Range Railway inaugurated the pattern of extending Queensland railways westwards from ports across the Dividing Range to assist the development of inland Queensland.</p><br>
<p>The Main Range Railway (constructed 1865-1867) was the earliest railway crossing of the Great Dividing Range in Queensland and in Australia, opening earlier than the Zig Zag Railway in the Blue Mountains of New South Wales, under construction from 1863-1869. It is also believed to be the world&#39;s first main line narrow gauge railway.</p><br>
<p>The place demonstrates rare, uncommon or endangered aspects of Queensland&#39;s cultural heritage.</p><br>
<p>The substantially intact tunnels of the Main Range Railway demonstrate a rare aspect of Queenslands cultural heritage, being among Australias earliest railway tunnels built in the 1860s.</p><br>
<p>Tunnel 8 demonstrates a rare aspect of Queensland&#39;s cultural heritage as the only example of a side gallery on a railway tunnel thought to exist in Australia.</p><br>
<p>The gardens of Spring Bluff Station demonstrate a practice once common but now rare: beautifying railway station grounds for the aesthetic appreciation of train passengers and visitors.</p><br>
<p>The Ruthven Street overbridge is Queensland&#39;s oldest extant metal rail overbridge with a length of approximately 40 feet (12.2m). The overbridge features a now rare use of brick abutments for a railway bridge. They are thought to be the oldest surviving examples of this type in Queensland.</p><br>
<p>The place has potential to yield information that will contribute to an understanding of Queensland&#39;s history.</p><br>
<p>Where locations of former campsites still exist within the railway reserve on the Main Range, there is potential to reveal information on the organisation and domestic life of 1860s railway camps in Queensland.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>The Main Range rail ascent is important in demonstrating the principal characteristics of a railway range crossing. The railway climbs from Murphy&#39;s Creek at the base of the Great Dividing Range to the summit at Harlaxton. Along the route engineering features responded to challenging and variable terrain, as demonstrated in the provision of nine tunnels, numerous culverts, cuttings and embankments, and extensive use of curved track. The line originally included the construction of 47 bridges (mostly timber), but these have been gradually replaced by culverts and embankments.</p><br>
<p>In particular, the tunnels of the Main Range Railway demonstrate the high quality of work of Engineer-In-Chief Robert Ballard, who was appointed specifically for his expertise in this field of railway engineering.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The Main Range Railway is important because of its aesthetic significance. The railway offers an array of different built and natural landscapes to experience. Cuttings, tunnels and other built features are a tangible illustration of the extraordinary human endeavour required to make the railway a reality. Sections of the winding railway can be seen making its way up the range. Constantly changing and frequently spectacular vistas of steep timbered hills, gullies and distant ranges extend south-east to the coastal plain.</p><br>
<p>The assemblage of landscaped gardens, railway buildings and natural setting at Spring Bluff station are a distinctive and highly picturesque feature of the Main Range Railway.</p><br>
<p>The place is important in demonstrating a high degree of creative or technical achievement at a particular period.</p><br>
<p>The Main Range Railway is important in demonstrating a high degree of technical achievement in 1860s Queensland. As part of the main line between Ipswich and Toowoomba, the Main Range Railway ascent, Queensland&#39;s first range rail crossing, utilised the medium of narrow gauge on a size and scale previously unknown, either in the Australian colonies or in other countries. Over challenging and variable terrain and an incline close to 365 metres, the Main Range Railway demonstrates the extent of engineering necessary to construct the route, as evidenced in the substantial use of tightly curved track, tunnels, culverts, cuttings, embankments and bridges.</p><br>
<p>Körners Folly is a historic home located at Kernersville, Forsyth County, North Carolina. It was built in 1880 by Jule Gilmer Körner, and is a 6,000 square foot, 3 1/2-story, eccentric brick dwelling with a shingled, cross-gable roof. It measures 48 feet on each side, with four bays. The house is said to have served originally as combination dwelling, stable, and carriage house, and featured an open carriageway running through the center of the house. Körner made his fortune by spearheading one of the first national advertising campaigns by painting murals of Bull Durham Smoking tobacco bulls on buildings and barns across the American east coast. In the 1870s he moved back to his hometown Kernersville, NC, to build Körners Folly and start an interior decorating and design business. After marrying Polly Alice Masten and having two children, Gilmer and Dore, Körner closed the carriageway and renovated the house to its present floor plan. The 22-room interior features unusual architecture and many examples of Victorian furniture and interior decoration since Körner used the house to showcase his business. Also on the property is a brick outbuilding – a small-scale version of the main house – which functioned as the "privy."</p><br>
<p>The third floor of Körners Folly contains "Cupids Park," which the museum says is the oldest private theater in America. Jule and Polly Alice Korner built the theater as part of their "Juvenile Lyceum," which was a philanthropic project providing local children with access to the arts. Today, the theater is used by local theatrical groups and by the Körners Folly Foundation for a puppet show, which is performed several times a year for children and visiting school groups.</p><br>
<p>The 22-room mansion is now a historic house museum that is owned and operated by the Körner’s Folly Foundation, a 501(c)3 nonprofit organization. Visitors can view original furnishings and artwork, 15 fireplaces, cast-plaster details, carved woodwork, and elaborate hand-laid tiles. The house is open to the public for self-guided tours Wednesday through Sunday.</p><br>
<p>It was listed on the National Register of Historic Places in 1973. It is located in the South Main Street Historic District.</p><br>
<p>The William Nicholas Straub House is a historic house at 531 Perry Street in Helena, Arkansas. It is a stylistically eclectict 2-1/2 story structure, built in 1900 for William Nicholas Straub, a prominent local merchant. The houses main stylistic elements come from the Colonial Revival and the Shingle style, both of which were popular at the time. The house has a first floor finished in painted brick, and its upper floors are clad in shingles. The main facade has a single-story porch across its width, supported by three Ionic columns. The entrance, on the left side, has a single door with a large pane of glass, and is topped by a transom window. On the right side is a two-sided projecting bay section. The houses most prominent exterior feature is a crenellated tower which rises above the entry.</p><br>
<p>The house was listed on the National Register of Historic Places in 1985.</p><br>
<p>Vitudurum  is the name of a Roman Vicus, those remains are located in Oberwinterthur, a locality of the municipality of Winterthur in the canton of Zürich in Switzerland.</p><br>
<h2>Geography</h2><br>
<p>The majority of the remains of commercial, residential, religious and public buildings are situated in Oberwinterthur, a locality of the municipality of Winterthur, around the St. Arbogast church, at Unterer Bühl, Kastellweg and Bätmur Flur.</p><br>
<h2>Location</h2><br>
<p>Vitudurum was established nearby productive resources and a prehistorican route from Lake Geneva to Lake Constance (Arbor Felix, Brigantium) in the late first century BC or early first century AD. It was located at the probably route leading to the north (Ad Fines, Tasgetium), presumably also towards Turicum, and towards the Irgenhausen Castrum and Centum Prata (Kempraten), and on the water transport route Obersee–Linth–Walensee on the Gotthard Pass route towards the Roman heartland in Italy.</p><br>
<h2>Subsequent history</h2><br>
<p>The Roman timber buildings were dendrochronologically dated around 4 BC. In 7 AD the Romans rebuilt the passageway in the Oberwinterthur area into a road. Starting from the village&#39;s center on the church hill (St. Arbogast) at the beginning of the 1st century AD, a street village stretched at a length of about 500 m having several insulae (districts). The open settlement had its flowering time in the 1st and 2nd centuries. During the Alamanii invasion, the vicus was replaced respectively fortified by a castrum (fort) on the present St. Arbogast church hill, surrounded by a wall. The date of the construction of the fortification around 294 AD is documented by its inscription stone. At the same place the predecessor building of the St. Arbogast church was erected in the 6th/7th century.</p><br>
<h2>Buildings and infrastructure</h2><br>
<p>A masonry temple in the center was built in the 1st to 2nd century, surrounded by a sacred precinct, the spa, three houses and a building of public character, and on the opposite side other larger stone buildings. To the south east, a residential and commercial district were situated at Unterer Bühl, which consisted entirely of wooden houses or clay-half-timbered structures. There were found organic materials in a very good condition: besides basket fragments, scrap leather and wooden objects, also a threshold beam and other parts of the house structures. About a wooden spring capture and wooden (so-called Teuchel) fresh water pipes were conducted in different houses. Elaborately constructed and parcarefully covered wooden channels were used for sanitation. Comparable with the southwesternly area, two rows of houses stretched towards the north-east. North of the church hill (Kastellweg) there were on 2,000 m&sup2; more residential and farm buildings made of wood, but also one of stone, fresh water pipes and sewers and latrines, established in the 1st to the 3rd century AD. Fire hazard exposed buildings and imissionary trades were situated at the edges of settlement in the west and east: in the 1st and 2nd centuries at least 14 kilns and tanneries in the southwest and northeast. Individual staves of six vats, embedded in the floor of the tannery date back in the 1st century,and show bear stamp and graffiti. The numerous single finds, mostly from the 1st century, include wooden writing tablets with inscriptions, pottery fragments and a pair of shoe bars.</p><br>
<h2>Archaeological exploration</h2><br>
<p>After the first excavations in 1841 and 1853, soundings at the location of the castrum at the St. Arbogast church and in the immediate vicinity have been done in 1934. On occasion of the rebuilding of the parish house Oberwinterthur, a rescue excavation was carried out from 1949 to 1951. In 1957/59 followed excavations and research and in 1960 further excavations. On the Roman road on the northeastern end of the Vicus excavations were carried out in 1967/69, and in 1976 at the St. Arbogast church, and from 1977 to 1982 on the lower western district (Unterer Bühl) of the settlement. Between 1979 and 2010 all construction projects were monitored in the area of the Roman Vicus, and over 50 rescue excavations were carried out; especially in 2002 at Bätmur Flur the aerchologists explored an early to high medieval settlement area (7th to 12th century AD), and from 2006 to 2009 at Kastellweg. In the area of the Vicus settlement remains of the European Neolithic, the early and late Bronze Age and grave remains of the Middle Bronze Age and the early Iron Age were uncovered. The excavations of 2015 were continued in spring 2016.</p><br>
<h2>Name and inscription stone</h2><br>
<p>The name Vitudurum, evidenced by the Latin inscription on the foundation stone of the castle in the former Roman province Germania Superior dating in 294 AD:</p><br>
<p>The Latin capitals of the shortend original inscriptions are completed by minisculs, now meaning literally:</p><br>
<p>The inscription stone is exhibited in the old city of Winterthur at the Rathaus Winterthur.</p><br>
<h2>Heritage site of national significance</h2><br>
<p>The area of the remains of the Vicus Vitudurm ist listed in the Swiss inventory of cultural property of national and regional significance as Class A object of national importance. Hence, the area is provided as a historical site under federal protection, within the meaning of the Swiss Federal Act on the nature and cultural heritage (German: Bundesgesetz über den Natur- und Heimatschutz NHG) of 1 July 1966. Unauthorised researching and purposeful gathering of findings represent a criminal offense according to Art. 24.</p><br>
<h2>Literature</h2><br>
<p>Jürg E. Schneider, Walter Ulrich Guyan, Andreas Zürcher: Turicum, Vitudurum, Iuliomagus=Zürich, Winterthur und Schleitheim: drei römische Siedlungen in der Ostschweiz. Ergänzte Sonderauflage, Werd-Verlag, Zürich 1988.</p><br>
<p>Vitudurum. Beiträge zum römischen Oberwinterthur, Volumes 1–9, published by Kantonsarchäologie Zürich, 1984–2001.</p><br>
<p>Schweizerische Gesellschaft für Ur- und Frühgeschichte (Publisher), SPM V. Römische Zeit (2002) p. 403–404.</p><br>
<p>The Richard Manning House is a historic house on Raymond Cape Road in South Casco, Maine. This well-preserved c. 1813 wood frame house is an excellent example of Federal architecture, and is further notable as one of the places where the writer Nathaniel Hawthorne spent some of his childhood years. Richard Manning, a native of Salem, Massachusetts, was Hawthornes uncle, and the house is located not far from Hawthornes boyhood home. The house was listed on the National Register of Historic Places in 1993.</p><br>
<h2>Description and history</h2><br>
<p>The Manning House is a two story wood frame structure, five bays wide, with a hip roof, and two large interior chimneys. It is joined via a connecting ell in the rear to a barn, and a second ell extends from the side. The main entry is centered on the front (east) facade, and is flanked by sidelight windows and topped by a fanlight window. The interior has a fairly typical Federal period arrangement, with a central hall separating two rooms on each side, with a kitchen behind. In a feature more reminiscent of Salem houses, there is also a small sleeping chamber off to one side of the kitchen.</p><br>
<p>The house was probably built in 1813, when Richard Manning, son of Richard and Miriam Manning, moved here to manage the familys landholdings after his fathers death. Mannings widowed sister, Elizabeth Clarke Manning Hawthorne, moved to a nearby house built for her by the family just over the town line in Raymond. It is unclear how much time the Hawthornes spent in Maine as opposed to Salem, but it appears likely that young Nathaniel would have been a visitor at his uncles house.</p><br>
<p>The Joseph Franklin Bland House  is a historic house located at Winston-Salem, Forsyth County, North Carolina.</p><br>
<h2>Description and history</h2><br>
<p>It was built in 1936, and is a 1-1/2 and two-story, asymmetical Châteauesque style fieldstone dwelling. It features a circular stair tower with steep conical roof, irregularly placed stone chimneys, and multiple gables. The house incorporates railroad tracks in the support system, oil drums in the porthole windows, steel pipe in the stair railing, and heavy iron bolts hand-fashioned into door hardware. It was built for Frank Bland (1888–1940), who served as the organist of the First Presbyterian and St. Paul&#39;s Episcopal churches and established the Bland Piano Company.</p><br>
<p>It was listed on the National Register of Historic Places on August 21, 1984.</p><br>
<p>The Norfolk Bay is a body of water in the south east of Tasmania, Australia. The north west aspect of Norfolk Bay is continuous with Frederick Henry Bay. The north east aspect of Norfolk Bay is continuous with Blackman Bay via the Denison Canal.</p><br>
<h2>History</h2><br>
<p>The first recorded Anglo-Saxon encounter with Norfolk bay was by Matthew Flinders in 1798.</p><br>
<p>In years gone by the waters of this bay were infested with enormous sharks, which were regularly fed by the authorities, to prevent the possibility of convicts escaping from the peninsula to the mainland by swimming.</p><br>
<h2>Geographical features</h2><br>
<p>Lying within Norfolk Bay are Smooth Island, King George Island, Fulham Island and Dart Island. Norfolk bay also contains the following small rock islands: The Mackerel Islets, Tinpot Island and Mason rock.</p><br>
<p>Frederick Henry Bay, Dunalley Bay and King George Sound, Connellys Bay and Lime Bay are all located adjacent to Norfolk Bay.</p><br>
<p>The following suburbs surround Norfolk bay: Connellys Marsh, Dunalley, Murdunna, Eaglehawk Neck, Taranna, Koonya, Premaydena and Saltwater River.</p><br>
<h3>Nautical information</h3><br>
<p>The Cruising Yacht Club of Tasmania published the following information about Norfolk Bay:</p><br>
<p>Norfolk Bay is relatively shallow (6 -) with some deeper holes, and several islands – Smooth Island, King George Island, Fulham Island and Dart Island. Whilst the shallowness can result in fairly choppy conditions in strong winds, especially from the South West, there is no swell to compound the situation. During summer months the sea breeze can bring strong Easterlies but, as with most waters in this part of the world, watch for the south westerly change.</p><br>
<h3>Fishing information</h3><br>
<p>Sand flathead is the predominant recreational fish species which can be found within Norfolk Bay. A study by the University of Tasmania found that the greatest density of flathead occur southeast of a line connecting Premaydena and Boxalls Bay, particularly towards Koonya.</p><br>
<p>John Wesley Snyder House is a historic home located near Winston-Salem, Forsyth County, North Carolina. It was completed about 1922, and is a large two-story, three bay, American Craftsman style granite dwelling. It features a low hipped roof pierced by three low hipped dormers, widely overhanging eaves, carved rafter ends, and projecting entrance bay supported by a pair of extraordinarily dramatic, large, curved, wood brackets. It has a Colonial Revival / Craftsman interior. Construction materials were sourced from local quarries and forests. Also on the property are the contributing two-story granite carriage house/apartment , granite smokehouse , frame barn , and frame pack house .</p><br>
<p>It was listed on the National Register of Historic Places in 2000.</p><br>
<p>Middleton House, also known as the Chatham–Hanes House and R. Philip Hanes Jr. House, is a historic home located at Winston-Salem, Forsyth County, North Carolina. It was built about 1829, and located on a hill overlooking</p><br>
<p>the Savannah River in northwestern South Carolina. The two-story, five bay, Federal style frame dwelling was dismantled and moved to its present site in 1930. It was subsequently reconstructed by noted architect William Roy Wallace and set in a landscape designed by Ellen Biddle Shipman. The front facade features a two-tier, center-bay porch with graceful Tuscan order columns. Also on the property is the contributing compatible garage/apartment (c. 1930). The house and grounds are owned by Wake Forest University.</p><br>
<p>It was listed on the National Register of Historic Places in 2000.</p><br>
<p>The Dabbs Store is a historic retail building at 1320 South Avalon Street in West Memphis, Arkansas. It is a brick two-story structure, located near the railroad tracks and the site of a now-demolished train depot in an isolated area of West Memphis. The building has two storefronts and a central entrance leading to the upper floor, which houses residential spaces. The storefronts are similarly styled but differ in size, that on the left wider due to larger windows flanking its entrance. The windows of the storefronts are mounted on decorative wooden panels, and there are a series of large transom windows above the porch roof, matching the width of each storefront. Built in 1912, it is one of the oldest surviving commercial structures in the city.</p><br>
<p>The building was listed on the National Register of Historic Places in 1982.</p><br>
<p>The Hamilton Apartments are a historic apartment house at 113 West Danner Street in West Memphis, Arkansas. It is a two story brick and stucco structure with a gable-on-hip roof. The first floor is finished in brick veneer up to the base of the second floor windows, while the rest of the exterior is finished in cream-colored stucco. The main entrance is centered on front facade, and there is a projecting bay with gable roof above, finished in stucco with applied half-timber detailing. The interior includes well-preserved period woodwork and plasterwork. Built in 1936, this building is one of a modest number of buildings to survive a major flood of the area the following year, owing to its location on some of the highest ground in the area. The building is also an excellent local example of Craftsman-Tudor Revival styling.</p><br>
<p>The building was listed on the National Register of Historic Places in 1998.</p><br>
<p>The Thurmond and Lucy Chatham House is a historic home located at Winston-Salem, Forsyth County, North Carolina. It was built in 1925, and is a Classical Revival style stuccoed dwelling consisting of a 2 1/2-story main block flanked by two-bay-wide projecting hip-roofed sections. It has a tall hip roof and bluestone terrace that fills the rear courtyard of the "H"-shaped plan. The house encompasses 9,065-square-feet of living space. Also on the property is a contributing 1 1/2-story garage / apartment. It was built for Congressman and businessman Richard Thurmond Chatham , who also served as president of the Chatham Manufacturing Company and his wife, Lucy Hodgin Hanes.</p><br>
<p>It was listed on the National Register of Historic Places in 2014.</p><br>
<p>The Barchell Castle, located in the municipality of Alcoy, Alicante, Spain, is a 13th-century medieval building which stands on a rocky mound in the middle of a pine forest. It is next to the CV-795 road, between Alcoy and Banyeres de Mariola. It is located in the rural place of Barchell at 800 metres altitude. It is very close to the "Solanetes" which had a small population in the Muslim era.</p><br>
<p>The Barchell Castle is located in the rural place of Barchell, in the Valley of Polop, a natural enclave of great scenic value between two natural parks, the Font Roja and Serra Mariola.</p><br>
<h2>Bibliography</h2><br>
<p>PAREDES VAÑÓ, Enric (2006), "El castell de Barxell" en Història dAlcoi, Alcoi: Ajuntament dAlcoi, Editorial Marfil, S.A., Centre Alcoià d&#39;estudis Històrics i Arqueològics (p. 133)</p><br>
<p>PAREDES VAÑÓ, Enric (2011), "Aproximación a la arquitectura de las fortificaciones en las montañas del valle central del Serpis. Las Torres". Actas del Séptimo Congreso Nacional de Historia de la Construcción. Instituto Juan de Herrera - Madrid - 2011. 2 vols., 146 comunicaciones, 1507 pp.</p><br>
<p>Arista Cotton Mill Complex, also known as Salem Cotton Manufacturing Company and Arista Cotton Mill  and Lentz Transfer & Storage Co., is a historic cotton mill complex located at Winston-Salem, Forsyth County, North Carolina. The complex includes two buildings: a brick building built in 1836 by part of the Moravian congregation of Salem and the original home of the Salem Cotton Manufacturing Company, and the other is the original Arista Mill, built in 1880 by F. and H. Fries Cotton Arista Mills. The 1836 Salem Cotton Mill is a three-story, brick building with a monitor roof. The 1880 mill is a three-story brick building, 14 bays long, with bracketed eaves with timber supports. A two-story roughly triangular brick building was added about 1900. The 1836 building has been converted to a hotel known as The Historic Brookstown Inn.</p><br>
<p>It was listed on the National Register of Historic Places in 1977.</p><br>
<p>Forest Lodge is a historic homestead in rural northern Oxford County, Maine. Located in a hard-to-reach corner of Upton on the northern bank of the Rapid River, it consists of a complex of seven buildings, four of which are residential. The complex was owned and occupied by the family of writer Louise Dickinson Rich  on a year-round basis between 1933 and 1944, and as Rich&#39;s summer residence until 1955. The property, as well as the surrounding country and its small number of year-round residents and seasonal visitors, were a recurring theme in her writings, which spanned forty years. The property was listed on the National Register of Historic Places in 2008.</p><br>
<h2>Description and history</h2><br>
<p>Forest Lodge occupies a roughly triangular parcel of land 1.8 acre in size, on the north bank of the Rapid River. Although within the municipal bounds of Upton, it is isolated from the rest of the town, requiring a lengthy drive through one of the adjacent counties to reach the Carry Road, which passes through the property. The main complex of buildings is located on a loop road south of Carry Road, which runs closer to the river.</p><br>
<p>The complex includes a variety of buildings built at different times. The oldest buildings, which are of uncertain construction date, include the Winter House, the Summer House, and the Guide House, all of which were extant in 1933 when Ralph Rich moved into the property. That summer he met Louise Dickinson and her sister, who were canoeing on the river and stopped at the camp during the lengthy portage between Lower Richardson Lake and Lake Umbagog. Louise moved in the following year, and the couple adapted the seasonal camp for year-round living, producing two children before Ralphs death in 1944. Louise took up writing to supplement the family income, publisher her best-known work, We Took To The Woods, in 1942. This work is an autobiographical account of living and working in the Maine woods, and has become an iconic work of regional writing. After her husbands death, Louise Rich wintered on the Maine coast, but returned to Forest Lodge in the summers. In 1955 she sold the property to a relative of one of her long-time local workers, and the property has remained in sympathetic hands since then. A portion of the property is (as of 2014) for sale, with the idea to turn the rest into a memorial to Rich.</p><br>
<p>The Winter House is a single-story rectangular wooden structure, about 20 x, finished in clapboards. Its main facade faces east, and is sheltered by a hip-roofed porch supported by log posts. The interior is divided into two sections, the southern having two bedrooms, and the northern a large living space. The northern space has pine flooring, wainscoting, and a brick fireplace.</p><br>
<p>The Summer House, the largest building in the complex, is nearly twice the size of the Winter House. Its main block, almost as large as the Winter House, rests on a concrete foundation which is exposed due the sloping terrain, while a slightly smaller ell is attached to the west. A porch extends across the full length of the southern elevation. This building still houses some of Rich&#39;s furniture and working materials, including a typewriter and a rolltop desk.</p><br>
<p>The Guide&#39;s House is a small wood frame structure measuring 20 x with a side gable asphalt roof. It is divided into two sleeping chambers, and has no modern amenities (plumbing or electricity), and was used by the Riches as housing for seasonal workers on the property.</p><br>
<p>Of the other buildings on the property, two woodsheds and a workshop were built by the Riches. The other structures, including the Guest House and Fly Shop, are additions by later owners.</p><br>
<p>P.H. Hanes Knitting Company is a historic textile mill complex located at Winston-Salem, Forsyth County, North Carolina. The complex includes three buildings. The Knitting Building or North Building was built in 1920-1921, and is a six-story, Beaux-Arts style concrete and steel building sheathed in brick. The Mill Building or East Building was built in 1928, and is a five-story-plus-basement building of concrete, brick, and steel construction. The Warehouse and Shipping Building was built in 1940, and is a six story steel frame building sheathed in brick. The P.H. Hanes Knitting Company was founded in 1901 by Pleasant H. Hanes, brother of John W. Hanes who founded Shamrock Mills, later Hanes Hosiery. In February 1965, P. H. Hanes Knitting Company merged with Hanes Hosiery. The downtown mill complex closed in 1965. The complex has been converted to loft apartments.</p><br>
<p>It was listed on the National Register of Historic Places in 2005.</p><br>
<p>W. F. Smith and Sons Leaf House and Brown Brothers Company Building, also known as Piedmont Leaf Tobacco Co., is a historic tobacco manufacturing complex located at Winston-Salem, Forsyth County, North Carolina. The complex includes two buildings. The W. F. Smith and Sons Leaf House was built about 1890, and is a 4 1/2-story, nine bays long and three bays wide, stuccoed brick building with a stepped gable facade. The former Brown Brothers building, was built between 1890 and 1895, and is a five-story brick building with a mansard roof and hip roof dormer windows. By 1900 both buildings housed tobacco prizeries.</p><br>
<p>It was listed on the National Register of Historic Places in 1978. It is located in the Winston-Salem Tobacco Historic District.</p><br>
<p>Lennox Passage is a navigable waterway between Cape Breton Island and Isle Madame in Nova Scotia, Canada. Small craft use the relatively protected Passage  traveling to and from St. Peters Canal at the village of St. Peter&#39;s and the Strait of Canso to avoid sailing around the east coast of Cape Breton in the open Atlantic Ocean.</p><br>
<p>The Passage is approximately 10 nautical miles (16 km) in length from MacDonalds Shoal (near Janvrin Island) to Ouetique Island near DEscousse with depths varying from 3 to 20 metres. Initially crossed by two ferries, (one from the present location of the bridge and one from Grandique Point to Grandique Ferry), a swing bridge construction of which had begun in 1916 was completed in 1919 which was horse-operated and according to Canadian yachtsman and author Silver Donald Cameron, a former resident of DEscousse) in his book "Wind, whales and whisky" (page 14), was powered by Stanley Forgeron&#39;s rather temperamental horse in 1967 when Farley Mowat sailed through the passage aboard Happy Adventure on his way to Expo67 connecting Isle Madame to Cape Breton.</p><br>
<p>In February 1970 following the grounding and subsequent breakup of the Liberian-registered tanker Arrow on Cerberus Rock in Chedabucto Bay and the resulting spill of 77,000 to 82,500 barrels (more than 2 million gallons) of bunker C oil, the decision was made by the Nova Scotia Government to construct two causeways between Burnt Point and Burnt Island to stop the spread of the Arrow&#39;s spilled cargo into the lucrative fishing areas of the Passage as well as the coastline to the east.</p><br>
<p>After the oil spill cleanup by the mid-1970s, the Government left one causeway in place because the bridge had rusted beyond repair and in response to the needs of marine interests built the electrically powered single-leaf bascule bridge (Lennox Passage Bridge) carrying Nova Scotia Route 320 which is currently in operation. When closed, the bridge has a vertical clearance of 21 feet (6.4 metres).</p><br>
<p>Beginning in 2010, marine interests were advised that the heat of the day in summer months may make it impossible for the bridge operator to lift the span, forcing vessels to either wait at anchor or make the voyage around the east coast of Isle Madame. The Nova Scotia Government advised the public that repairs to the structure are scheduled as an ongoing project beginning in 2015-2016.</p><br>
<p>The Passage is well-buoyed and marine interests should be aware that eastbound vessels leave the green buoys to starboard while making their way towards St. Peter&#39;s.</p><br>
<p>Madhogarh Fort is located on top of Madhogarh Hill in the Aravalli mountain range, near Madhogarh village, in the Mahendragarh district of Haryana state in India. It is located 12 km from Mahendragarh.</p><br>
<h2>History</h2><br>
<p>Rao Shekha, a Shekhawat rajput (sub-branch of Kachwaha or Kushwaha), was the founder of Shekhawati, who originally divided Shekhawati into 33 Thikana (also called a Pargana), each styled as Thakur with at least a kuccha mud fort, some of which were fortified further with stone. After him, additional thikanas were granted to the descendants of subsequent generations.</p><br>
<p>Loharu Thikana, Loharu was founded as 33rd Thikana in the year 1588 A.D by the Thakur Narhar Das, a decedent of Rao Shekha.</p><br>
<p>Mahendragarh Thikana, was granted by Maharaja Mukund Singh of Shekhawati in 1868 to Kunwar Sheonath Singh I, the son of Maharaja Raj Singh II.</p><br>
<p>Tosham Thikana, It was granted as a thikana by Shekhawati ruler Maharaja Mukund Singh in 1870 to Kunwar Abhaya Singh.</p><br>
<p>Madhogarh Thikana and fort were founded by Madho Singh I in the first half of the 18th century, when he placed the area under the control of Balwant Singh. The fort is named after Madho Singh I; "Madhogarh" literally means "the fort of Madho". Around 1755, this area passed from the Rajputs to the Maratha Empire under Maharaja Khande Rao Holkar of Indore when he attacked the independent Mughal chieftain Ismail Beg, Ismail Beg escaped to Madhogarh and established a post near Madhogarh fort. Khande Rao Holkar attacked Madhogargh fort and captured it on 16 February 1792. Ismail Beg escaped and attacked Kanud when the ruling wife of already deceased Nawab Najaf Quli Khan had died. Khande Rao Holkar then attacked Kanud and captured Ismail Beg, imprisoned him at Agra Fort and put him to death on 1794. Maratha Maharaj Mahadaji Shinde (Scindia) of Gwalior had conquered Rania, Fatehabad and Sirsa from Bhatti Rajput Muslims. Haryana came under Maratha Empire. Mahad ji divided Haryana in four territories: Delhi (Mughal emperor Shah Alam II, his family and areas surrounding Delhi), Panipat (Karnal, Sonepat, Kurukshetra and Ambala), Hisar (Hisar, Sirsa, Fatehabad, parts of Rohtak), Mewat (Gurugram, Rewari, Narnaul, Mahendragarh). Daulat Rao Scindia ceded Haryana on 30 December 1803 under the Treaty of Surji-Anjangaon to British East India Company&#39;s Company rule in India.</p><br>
<h2>Architecture</h2><br>
<p>The fort is one of only a few hill forts in Haryana. The architecture is of Hindu Rajput origin.</p><br>
<p>It has two portions: an upper section on top of the hill, with a ruined main structure, and a smaller section just below the top of the hill. The fort is surrounded by a high and thick wall around the hill with several bastions. Below the sections of the fort, there is a water tank that still stands. The upper complex has a few chambers that appear to be connected to the water tank.</p><br>
<h2>Future development</h2><br>
<p>The Government of Haryana plans to develop an integrated tourist resort incorporating the Madhogarh fort.</p><br>
<p>Buechberg  is a longside molasse hill in the Swiss cantons of Schwyz and St. Gallen on Obersee lakeshore.</p><br>
<h2>Geography</h2><br>
<p>The Molasse hill is a remain of the last glacial period in Switzerland. Situated on the southeastern Obersee lakeshore, the hill is situated on the area of the municipalities of Tuggen and Wangen−Nuolen in the canton of Schwyz, bordered by the lakeshore area in the canton of St. Gallen and by the Linth river towards Schmerikon. The highest elevation is about 631 m at the southwestern end of the hill, overlooking the Linth and Obersee area at around 406 m sea level.</p><br>
<p>The commonly called Bollingen Sandstone since centuries is used for the construction of buildings, among them the Einsiedeln Abbey and the St. Gallen Abbey, as well as for the construction of Fraumünster and Grossmünster in Zürich; the quarries are still in use.</p><br>
<h2>Name</h2><br>
<p>The official name is the Swiss-German language term Buechberg (not written with "ü"), although Buchberg is often used.</p><br>
<h2>Güntliweid–Bätzimatt protected area</h2><br>
<p>Among the area around the Holzbrücke Rapperswil-Hurden lake crossing and between Rapperswil and Busskirch around Obersee, Güntliweid up to Bätzimatt at Buechberg are listed ast bird reserves of national importance. The reserve is located on the south shore, at the foothills of Buechberg and extends from the south of Bätzimatt at Schmerikon to Güntliweid east of Lachen. It is considered as a particularly valuable resting place for waders, and may be obtained as resting place for birds on passage.</p><br>
<h2>History</h2><br>
<p>About two thousand years ago, Buechberg formed an island in the former flat Tuggenersee lake area, and there was probably at least one Roman watching tower on the hill established. In the early 13th century AD the House of Rapperswil built the Grynau Castle at the most important and strategically river crossing over the Linth river nearby the then nearly landed lake.</p><br>
<p>From Tuggen there&#39;s also a historical road heading from the former granary at the Grynau Castle over the Buechberg hill towards Siebnen.</p><br>
<p>The taming of the Linth river (Linthkorrektur) from 1807 to 1823 once more changed the landscape, which is also very popular for hiking.</p><br>
<h2>Literature</h2><br>
<p>Friedrich Müller: Internationale Natursteinkartei (INSK). Ebner Verlag, Ulm 1993.</p><br>
<p>Union Station, also known as Davis Garage, is a historic train station located at Winston-Salem, Forsyth County, North Carolina. It was designed by Fellhimer & Wagner and built between 1924 and 1926. It is a one- to three-story, banked Beaux-Arts style steel frame building faced with brick and limestone. It consists of a rectangular main body, five bays wide and eight bays deep, with a large square east wing. The front facade features a limestone portico supported by paired heroic columns with stylized Corinthian order capitals. Surrounding the building are some surviving original landscape features. The station served as the city&#39;s sole passenger train station between 1926 and 1970.</p><br>
<p>It was listed on the National Register of Historic Places in 1998.</p><br>
<p>Sosnik-Morris-Early Commercial Block, also known as Thalhimers, are two historic commercial buildings located at Winston-Salem, Forsyth County, North Carolina. They were built in 1929, and known as the Morris-Early furniture store building and the Sosniks clothing store. Both buildings include elements from the popular Art Deco style. The Morris-Early building is a four-story, brick building with terra cotta ornament and cable molding. The Sosniks building is a three-story, nine bay by ten bay, limestone faced building. The Sosniks building was extensively renovated in 1949 by Raymond Loewy Associates, when Sosniks and Thalhimers merged. In 1958, Thalhimers acquired the Morris-Early store for further expansion.</p><br>
<p>It was listed on the National Register of Historic Places in 1984.</p><br>
<p>The Isaac Block House is a historic house at 404 East Hamilton Street in Wynne, Arkansas. It is a 1-1/2 story wood frame structure, locally notable for its fine Queen Anne styling. On the exterior this is evident in the wraparound porch, the use of fish-scale wood shingles, a projecting gable with carved decoration, and projecting bays that are similarly decorated. The house was built in Wittsburg in about 1885 by Isaac Block, a merchant son of German Jewish immigrants. After the railroad bypassed Wittsburg, Block decided to move the house to Wynne, a feat accomplished in the early 1900s by cutting the house into sections and hauling them on oversized wagons to the present location.</p><br>
<p>The house was listed on the National Register of Historic Places in 1998.</p><br>
<p>The Capt. Isaac N. Deadrick House is a historic house on the west side of Arkansas Highway 163, a short way north of its junction with United States Route 64 in the community of Levesque, Arkansas. It is a two story wood frame T-shaped structure, probably built around 1850 by the slaves of the father-in-law of Isaac N. Deadrick, a prominent early settler of the area who later served as captain of a cavalry company in the Confederate Army. It is the oldest known house in Cross County, and has been extensively altered, although much of its original structure is discernible. It is five bays wide, with a central entry on the main  facade that is flanked by sidelight windows and topped by a transom window. On the second floor above this entry is another door, which  is probably original to the house.</p><br>
<p>The house was listed on the National Register of Historic Places in 1993, at which time it was reported to be in deteriorating condition.</p><br>
<p>Gospel Pilgrim Cemetery was founded in 1882 as a cemetery for African Americans in the 216th general militia district, Athens, Georgia area. Nine acres in size, it contains an estimated 3500, mostly unmarked, graves. The Gospel Pilgrim Society, which founded the cemetery, was "a social and charitable burial insurance organization".</p><br>
<p>The site was listed on the National Register of Historic Places in 2006.</p><br>
<p>By 2006 the University of Georgias New Media Institute, in hopes of attracting visitors to the site, had set up a local phone number that visitors could dial to hear descriptions of the cemeterys history and commentary by Rev. Archibald Killian, a local expert on black history.</p><br>
<h2>Gospel Pilgrim Society</h2><br>
<p>Social and charitable lodges became very popular during the period after the Civil War. By 1912, the African-American community had eight orders - including the Gospel Pilgrims - with a total of 29 lodges in Athens, Georgia. The membership of these lodges totaled about 2500 people that year, "or about 75 percent of the adult black population of Athens". The origin of the name, "Gospel Pilgrim", is unknown.</p><br>
<h2>Cemetery</h2><br>
<p>In 1882, the Gospel Pilgrim Society purchased 8.25 acres from the estate of William P. Talmadge. He was a white blacksmith; his widow and executrix, Elizabeth Talmadge sold the property for $238.50. The deed lists the probably illiterate laborer, Green Bullock, as the president of the society at the time of the sale. In 1902, the society purchased an additional 0.75 acres from George P. Brightwell. Finally, in 1905, a 100x60 parcel was transferred to neighboring Springfield Baptist Church to give the cemetery its current dimensions, bordering Fourth Street and what is now the Seaboard Airline Railway. A 2004 survey found the acreage to be 10.071 acres, slightly larger than given in the deeds.</p><br>
<p>The earliest burials date from 1885, and most of those are from one family, the Monroe B. Morton family. Other smaller cemeteries for African Americans were associated with churches throughout the county, but Gospel Pilgrim was "Athens&#39; first major cemetery controlled by African Americans." Burials were performed there regularly until the 1960s, with the peak decade being the 1940s. and the cemetery fell into disuse and disrepair, probably due to lack of funding; the last burial took place in 2003.</p><br>
<p>Athens-Clarke County hired attorney Jim Warnes to do a title search on the property; he found no owner, and in 2002, the cemetery "was declared an abandoned property". Warnes did find a Georgia law "which allows local governments to use local funds to care for abandoned property without the local government assuming ownership or responsibility."</p><br>
<h2>Restoration efforts</h2><br>
<p>In 2007, Athens-Clarke County designated $350,170 for rehabilitation efforts. The restoration project was completed on October 13, 2008. In 2009, the project received an Outstanding Achievement Award from the Athens-Clarke Heritage Foundation and an Excellence in Rehabilitation Award from the Georgia Trust for Historic Preservation.</p><br>
<h2>Notable burials</h2><br>
<p>Madison Davis, who, along with Alfred Richardson, was one of two black, former slave, state legislators from Clarke County during Reconstruction. It is worth noting that, "umor has it that Richardson is buried" there, "ut no marked grave has been found for him... Fellow legislator Madison Davis is buried in Gospel Pilgrim with a fine headstone."</p><br>
<p>Monroe Bowers "Pink" Morton, who built the Morton Theatre</p><br>
<p>Harriet Powers, former slave, folk artist, quilt maker; grave rediscovered in 2005</p><br>
<p>The Star is a historic commercial building at 5 Creek Street in Ketchikan, Alaska, United States. It is the only one of a once-numerous collection of brothels that famously lined Creek Street to retain its historical integrity, and was one of the largest in the city. The Star&#39;s origins  lay in a 1903 city ordinance banning brothels from the city center, after which those businesses began building up what is now Creek Street on stilts over the north bank of Ketchikan Creek. The Star was probably built as a modest gable-roofed structure not long after the ordinance was passed, and was enlarged in 1910 and again in 1917 to achieve its present size. Its name devrives from a star placed in the center of the wooden floor of the dance hall on the first floor. It is documented to have been in operation between 1917 and 1954 , with only a few brief closures. The building was damaged by fire in 1971, and restored in 1991.</p><br>
<p>The building was listed on the National Register of Historic Places in 1993.</p><br>
<p>The Fryeburg Registry of Deeds is a historic former government building on Main Street in Fryeburg, Maine. Built in the early 18th century, it was the only building of the Oxford County government in the western part of the county, and a rare regional example of Greek Revival styling executed in brick. It was listed on the National Register of Historic Places in 1987.</p><br>
<h2>Description and history</h2><br>
<p>The registry is a small brick single-story structure, two bays wide, resting on a granite foundation. It has a gable roof, with a simple corbelled cornice giving it a Greek Revival flavor. The windows have granite sills and lintels, as does the main entrance, which is in the right bay of the facade. The eastern (right) facade has two sash windows, while the western side has only one. A frame addition, added in 1975, extends along the rear of the building, projecting on the west side. The exterior walls have been reinforced with steel, and a brick flue rises from the buildings metal roof. The buildings interior has modern finish, and there is a large vault inside.</p><br>
<p>The town of Fryeburg was established in 1762 by Joseph Frye and several other proprietors, and was the first non-Native community in what is now Oxford County. In 1800 Fryeburg was chosen by York County as the place for a registry of deeds covering the northern part of the county. Oxford County was separated from York County and Cumberland County in 1805, with its seat at Paris Hill. The county opted to continue maintaining a registry in Fryeburg, and in 1821 ordered the construction of a fireproof registry building, which was completed the following year. The present building, if it was built at this time, is stylistically anomalous, as the Greek Revival period did not begin until later in the 1820s. However, no documentary evidence exists for a replacement in the county records. The building is stylistically similar to a small number of regional buildings built between 1840 and 1850. This building housed the registry until 1918, and was used thereafter for town offices and the local historical society museum. It is presently (2014) vacant.</p><br>
<p>The James C. Tappan House, also known as the Tappan-Pillow House, is a historic house at 717 Poplar Street in Helena, Arkansas. It is a two story wood frame structure, three bays wide, with a hip roof. A two-story porch projects from the main facade, topped by a Greek Revival triangular pediment with brackets. The porch is supported by square columns and has urn-shaped balusters. The house was built in 1858 for James C. Tappan, and is unusual for the extremely early appearance of otherwise later Victorian features in its design. Tappan served as a general in the Confederate Army during the American Civil War; his house was occupied by higher-ranking Union Army officers during the occupation of Helena.</p><br>
<p>The house was listed on the National Register of Historic Places in 1973.</p><br>
<p>The Maj. James Alexander Tappan House is a historic house at 727 Columbia Street in Helena, Arkansas. It is a 2-1/2 story wood frame structure, built in 1892 for James Tappan, a wealthy businessman from a prominent local family. The house is a fine Queen Anne Victorian, with a particularly elaborate porch with a spindled balustrade and delicately proportioned columns, which wraps around a turreted projection with a conical roof. The cornice is decorated with brackets and panels, and the exterior also features the use of decoratively-cut shingles. James Tappan operated a number of businesses, including coal supply and a hardware store, and was director of a local bank.</p><br>
<p>The house was listed on the National Register of Historic Places in 1974.</p><br>
<p>The Turner Historic District encompasses the 19th-century core of the small community of Cypert in rural Phillips County, Arkansas. Located at the junction of Arkansas Highway 318 and County Road 606, south-southwest of Marvell, the district includes a store and house, both built and operated by members of the Turner family, who were among the first to settle the area. The John L. Turner House, built in 1896, is unusual as a relatively high-style Queen Anne Victorian for such a remote rural area. The N. B. Turner & Son Store, built in 1892, is wood-frame structure with Folk Victorian styling. Both properties continue to be owned by members of the Turner family.</p><br>
<p>The district was listed on the National Register of Historic Places in 2006.</p><br>
<p>Grove Place is a Grade I listed building in Nursling, Hampshire. Now converted into facilities for the residents; a wonderful panelled tudor snooker room, coffee lounge, meeting room, library/computer room and good subsidised restaurant. Retirement apartments and cottages have been added to the spacious grounds. The beautiful gardens have been maintained well. The building was originally a country house and was converted into a lunatic asylum before being developed for its present purpose.</p><br>
<h2>History</h2><br>
<p>The current house at Grove Place replaced an older one which was located to the south west of the building that stands today. The older house dated from medieval times.</p><br>
<p>In the 15th century the manor of Southwells, into which Grove Place was incorporated, came to be possessed by the Dean and Canons of St George&#39;s Chapel in Windsor Castle. Several estates in the area were purchased by a merchant from Southampton named John Mill in the 1520s, and his son Thomas leased the house and six acres of garden at Grove Place from Romsey Abbey.</p><br>
<p>Thomas Mill died in 1560 and the house and garden passed to his son, Richard. John Mills son-in-law, James Paget, leased Southwells from the Dean and Canons of St Georges Chapel in 1561 for 81 years and it was Paget who commissioned the building of the new house at Grove Place, about 100 metres away from the medieval building which continued to be occupied into the next century.</p><br>
<p>The house, an Elizabethan mansion, was built in the mid to late 16th century, probably between 1565 and 1576, with some alterations and restoration taking place towards the end of the 18th century and again in 1895.</p><br>
<p>James Paget&#39;s son-in-law William Paulet transferred the remainder of the Southwells lease to Richard Mill in 1590. The manor was purchased by King Charles I in 1630 and he granted it to Henry Knollys. The Knollys family dwelt at Grove Place until Robert Knollys died without a male heir in 1751 and ownership reverted to the Mill family, who kept most of the farmland on the estate but leased 88 acres, including the house.</p><br>
<p>Dr Edward Middleton purchased the property in 1831 and converted it into a private lunatic asylum.</p><br>
<p>As well as private patients, the asylum at Grove Park accepted paupers from poor law unions in the area, but the two groups were treated very differently. In 1844 the 19 private patients were housed in the main house but the 53 resident paupers were located in outbuildings. They were separated into "clean" and "dirty" patients but otherwise little attention was paid to their comfort or rehabilitation.</p><br>
<p>Magistrates visited Grove Place in 1853 and, finding evidence that a patient there had been treated cruelly and severely, they recommended that the owners licence to run the asylum be discontinued. The following year the asylum was sold to Dr James Baillie. Baillie paid a considerable sum to take over the asylum and the Lunacy Commissioners reported in 1854 that they were concerned he would attempt to seek a return on his investment by cutting back further on the quality of the patients accommodation. Subsequently the asylum&#39;s licence was not renewed.</p><br>
<p>The house remained empty from 1855 to 1861 when it was purchased by Viscount Palmerston who leased it as a farmhouse but it was purchased by Colonel de Sales la Terriere in 1895, who restored the interior of the house and extended the gardens. The colonel sold the estate in 1906 and by 1908 it was owned by Mr. Clarence Wilson.</p><br>
<p>The estate was divided into lots in 1949 and they were all sold, and the house was given its Grade I designation on 29 May 1957. The house and gardens were sold to Northcliffe School in 1961, and the school demolished parts of the gardens to make way for several new buildings. The remains of the gardens were not well cultivated during the school&#39;s tenure. The Atherley School took over Northcliffe School in 1995 and built further buildings on top of the gardens. The school closed in 2006.</p><br>
<p>The Former Fryeburg Town House is a historic municipal building in what is now a rural section of Fryeburg, Maine. Built in 1847, it served as Fryeburg&#39;s town hall for over 130 years, and is still used as a polling place. It was listed on the National Register of Historic Places in 1992.</p><br>
<h2>Description and history</h2><br>
<p>The Town House is a single-story wood frame structure with a gable roof, resting on a granite foundation. The ridgeline of the roof is pierced by a corbelled brick chimney, and a small square ventilator with a hip roof. It is located on the east side of Maine State Route 5, just north of its junction with Corn Shop Road. The main facade, facing the street to the west, is three bays wide, with a center entrance flanked by sash windows. The gable end is fully enclosed, with narrow modillions both in the cornice and the gable rakes. The center of the tympanum has a small octagonal window, with a sign giving the building&#39;s construction date, 1847, above. A ramp on the south side of the building provides handicap access to the rear entrance, and there is a small projecting addition on the rear, which houses restroom facilities. The interior of the building is an open plan, with wide plank flooring and wainscoting on the walls, which are otherwise finished in original plaster.</p><br>
<p>Although the town of Fryeburg was settled in 1762 and incorporated in 1775, it remained an unfocused collection of rural properties for some time. Its earliest meeting houses were built in the geographic center of the town, near where this town house stands, but the area never developed as a significant economic center. The town appropriated $700 for the construction of the town house in 1847, and it was completed by an unknown builder later that year. The design, particularly of its braced roof framing, is reminiscent of that used in barns of the period, and the lath used in the plasterwork was created using an older technique. The building probably had only very modest Greek Revival styling when it was built; the modillions and the roof ventilator were probably added during renovations and alterations made in 1909.</p><br>
<p>The building was used as the town&#39;s principal meeting space from 1848 to 1983, and is still used as its polling place. Economic and civic activity in the town became focused in southern Fryeburg in the second half of the 19th century, leaving the Fryeburg Center area as a relatively rural area.</p><br>
