Coliban Viaduct at Malmsbury

The Coliban or Malmsbury Viaduct was part of the infrastructure on the Melbourne to Bendigo Railway line, officially known as the Melbourne, Mount Alexander and Murray River Railway (1) which opened in stages - Melbourne to Sunbury on February 10, 1859; Sunbury to Woodend on July 8, 1861, Woodend to Kyneton April 25, 1862; Kyneton to Bendigo, October 21, 1862 and two years later it was extended to the border at Echuca on September 19, 1864. (2)  The contractors for the viaduct and the first thirteen stages of the railway line were Cornish and Bruce, more of whom later.

Coliban Viaduct, 1860s. Also called the Malmsbury Railway Viaduct. 

Photographer: Alfred Morris. 

 State Library of Victoria image H3987

The viaduct was, I assume, designed by George Darbyshire, Chief Engineer of the Victorian Railways or William Hull, who was the Railways District Engineer in charge of the construction of Bendigo Railway line. 

George Christian Darbyshire (1820-1898)

George Christian Darbyshire had worked in railway construction in England from 1839 until 1851 (3) before he arrived in Victoria in 1853. On  May 1, 1856, he was appointed as the Chief Engineer on the newly created Victorian Railways Department of the Public Works Department. (4) His obituary tells us something of his life -

Coming to Australia in 1853, he accepted an appointment in the Lands department, and was for some time engaged in the Williamstown Survey District. In 1855 Legislative sanction was given for the preliminary railway surveys and in 1856 Captain Clarke, R.E. (now Sir Andrew Clarke, Acting Agent-General for Victoria), who was Surveyor-General, appointed Mr Darbyshire as the first Engineer-in-Chief to the railways. In this capacity he personally supervised the construction of the Bendigo line, and also the Geelong and Ballarat railway. On the retirement of Captain Clarke, Mr Darbyshire succeeded him as Surveyor-General of the colony, in addition to his position as Engineer-in-Chief. ....A strict disciplinarian, Mr Darbyshire was always noted for his impartiality, earning, in fact, with many of his subordinates the title of "Honest George." To many in the department he often proved himself a kindly, sympathetic friend in many ways. (5)

George was a  councillor for the Shire of Wyndham (later renamed the Shire of Werribee) and Shire President on two occasions. (6)  He died on March 15, 1898, aged 78, and was buried at the Werribee Cemetery, with his wife Maria, who had died in 1881. (7)  As was common in those days, there was a report of the contents of his will, which were interesting -  

By his will, which was made on 4th September, 1891, he left land in the parishes of Mambourim and Deutgam, together with his residence known as The Grange, to his trustees, for the purpose of founding or establishing in such manner as they may think proper, a home for deserving or destitute convalescent persons.  He also left a bequest to the widow of his brother, John, and to his housekeeper, Dora Furlong. (8)

George Darbyshire

Image: https://catalogue.wyndham.vic.gov.au/client/en_AU/search/asset/302243/0

William Bennett Hull (1821-1890)

William Bennett Hull was born in 1821 Bristol in England to William and Ann Hull; William was also a Civil Engineer.  In England he worked on the Western Railway and in 1851 married Charlotte Mitford. Some time after that, they migrated to Victoria. William was also appointed to the newly created  Railways Branch on May 1, 1856 as an Assistant Engineer and Surveyor, under George Derbyshire.  After his time with the Victorian Railways, he was appointed as a District Engineer with Railway branch of the New South Wales Railway Branch, the date of this appointment was April 9, 1866. Whilst in that State he worked on the Great Western Rail project. (9)

In the 1870s William was living and working in South Australia where in 1874  he was appointed Assistant-Engineer in the Engineer-in-Chief's department, having previously been the Superintendent of the Drainage Work. In 1881 he was assistant engineer in the Hydraulic Engineer's Department, however due to the South Australian Governments amalgamation of departments and  subsequent retrenchments he left his position at the end of 1881. Their house in Kensington, in Adelaide was sold and William and Charlotte moved back to Melbourne, living in Herbert Street, St Kilda. (10)

In December 1882 it was reported that - The ordinary meeting of the Victorian Institute of Architects was held at the Athenæum yesterday. Messrs. W. B. Hull and A. G. Hill, civil engineers, were elected honorary members of the Institute. (11)  William died on September 28, 1890, aged 69. (12)

After I did all the research, above I found an obituary of William in the Kyneton Observer, which provides some additional information -

DEATH OF MR W. B. HULL. - The death of Mr W. B. Hull, C.E., an old and much respected colonist is announced. He was born at Bristol, England, in the year 1821 and came out to Adelaide in 1852, accompanied by his brother, the late Mr Frederick Hull. He came on to Melbourne in 1853, and assisted the late Mr Chancer, C.E., in the survey of the Melbourne and Sandridge railway. He entered the Lands and Survey Department in 1854, and was transferred to the Railway Department in 1856. After having conducted several railway surveys and superintended the construction of the main line from Malmsbury to Castlemaine, he severed his connection with the Railway Department of Victoria, and was appointed engineer in charge of the construction of the Zig-zag railway over the Blue Mountains, in New South Wales. Subsequently he held the position of engineer of harbours, etc., in Adelaide until the office was abolished, since which time he has been engaged in railway work in Tasmania and Melbourne, until failing health compelled him to retire from active work a few months ago. He left a widow, but no children. (13)

William left an estate of £7,100 and directed that all assets be sold, the proceeds invested and the income to be distributed to his wife, and after her death to his brother John Murvell Hull. Charlotte died June 17, 1896 and was buried with her husband and his mother, Ann, at the Boroondara Cemetery. (14)

Rail Bridge, Malmsbury, 1870.

Public Records Office of Victoria, Railway Negatives VPRS 12800 image H3418.

The Coliban Viaduct

Because I rather like bluestone structures and bridges I was taken by the Coliban Viaduct - it is a piece of skilled engineering, showcases the art of the stone masons and is very aesthetically pleasing or as one correspondent wrote in 1860 to the Mount Alexander Mail - For simplicity of design, boldness of execution, and neatness of finish, it will surpass all others of the sort. (15)

In May 1859, an unnamed journalist in the Kyneton Observer wrote this account of the soon to be erected viaduct, and because I especially like the first paragraph and all the statistics, it is published here in full - 

Among the many evidences of civilization in a country, railways appear the most prominent; but it is not the mere forming a level surface of earth with rails laid thereon, to enable carriages to move with less friction that upon the common road; nor is it owing to the ingenuity, skill, and contrivance in adapting steam power to the locomotive, which when harnessed to the carriages, carries them away at so great a speed; but it is to the many impediments met with in the construction of these railways, owing to the diversities of the earth's surface, over which hills, valleys, plains, streams, rivers, lakes and even aims of the sea itself. These modern roads are carried in spite of those apparent insurmountable obstacles, which to an untutored mind could never be overcome. In constructing bridges, viaducts, and other gigantic works in connection with railways, mathematical science in all its dignity is exercised: the field of geometry and the mazes of analysis are ranged through with the most enthusiastic emotions by scientific minds, who commanding much well-regulated labour, are enabled to complete structures which at once involve the contemplative mind in extreme astonishment, and proclaims the fact that the society in which such works are accomplished must be far advanced in civilization and progress. 

Such thoughts as these occupied my mind while inspecting the elevation, and other drawings for the railway viaduct, shortly to be constructed across the river Coliban at Malmsbury, and having examined the same with considerable attention, I am now enabled to give the result thereof for the benefit of all.

 At the point where the viaduct crosses the river, the levels of the "line" is 7 ft. 6 in above its bed, which to that point will be its height. Above this, however, a parapet of 4 ft. 6 in. will be carried up. The main portion of the viaduct will consist of three arches, each having a 60 ft. span, their figure being that of a segment of a circle; their rise from the base line to the crown being 66 ft. Between these arches will be two piers, each 12 ft. in width, on the face of which are pilasters with moulded cap, &c., in the Grecian order of architecture. Each pier, including the cutwater at the base, is 54 ft. in length. At either end are abutments, each 78 ft. long, these will be arched over in the inside. The whole width of the structure over the parapet is 21 ft., over the pilasters, 37 ft., and at the base over the cutwater 54 ft. 

The total length of this immense pier of masonry over all is 360 ft., and will be built entirely of the blue-stone, now being quarried from the immediate vicinity of its construction. The first two courses for the foundations will consist wholly of blocks, each of not less than a ton, and many as much as 2½  tons in weight. The quantity of earth required to fill up the level of the line to the abutments is 30,000 cubic yards. The total cost of the whole work will be upwards of £40,000. In order to the safe construction of the work, and for raising and lifting up the immense blocks of stone, what is called an "erecter" must be prepared. This will consist of longitudinal and horizontal beams of Baltic timber, running the entire length of the work for the support, &c., of cranes. The cost of this work alone will be upwards of £1500.

Besides this, there must be the centres for the arches, pieces of work of no small magnitude. The mode of their construction, or their probable expense, however, is not yet ascertained, as a plan of the same must first be prepared and submitted for the approval of the Engineer in Chief. It is expected the first stone of this viaduct will be laid in about six weeks, from which period to its completion will occupy from a year and a half to two years. In furnishing this report I have to acknowledge the kindness and great courtesy shown me by Mr Alexander Kerr the superintendent of the works, who submitted plans to my inspection, and gave me every information he was enable to do. (16)

Just a note that other newspaper reports sometimes published different measurements of the various components of the viaduct, but essentially you can understand the size of the structure from the figures above. 

The foundation stone of the viaduct was laid on October 25, 1859. The Mount Alexander Mail reported on the event -
Yesterday, the foundation stone of this viaduct was laid by the Hon. G. W. S. Horne, Commissioner of Public Works, in the presence of about 500 spectators, including a party of guests who had been specially invited from Melbourne. Among the latter were the Dr. Macadam, M.L.A., Mr. Sinclair, M.L.A., Mr. Derbyshire, Engineer-in-Chief, and Messrs. Green, Lord, Smith, Superintendent of Police Kent Hall, Throckmorton, Wilkinson, Mitchell (of De Pass Brothers.) and J. Watson, J. P., Messrs. Bruce, Urquhart (District Surveyor), Hull (District Engineer), Zeal (17) and Finlay were also present. The children of the National School marched in procession to the spot, proceeded by a flag on which were the words "Advance Malmsbury," and the utmost enthusiasm pervaded the large assemblage collected by the interesting nature of the proceedings. (18)

The report continued with a description of the foundation stone -

The stone, an enormous block of bluestone, weighing about two tons and a half, was then lowered over the hole, in which a bottle containing copies of the 'Mail' and 'Advertiser' had been deposited. A brass plate bore the following inscription - "Sir Henry Barkly, Governor. This foundation stone of the Coliban Viaduct was laid by the Hon. G. S. W. Horne, Commissioner of Public Works, the 25th Oct, 1859. G.C. Darbyshire, Esq., C. E. Engineer-in-chief of Victorian Railways, W. B. Hull, Esq., C. E., District Engineer. Cornish and Bruce, contractors." (19)  C.E is short for Civil Engineer.

Exactly one year later on October 25, 1860, Dr. Greeves, who was the newly appointed Commissioner of Lands and Survey,  performed  the ceremony of placing the keystone to the arch in the Coliban viaduct, (20) whilst in February 1861 the last stone was laid on the 27th of February, by a humble individual and without any demonstration (21) and the Viaduct was completed. 

 A year later, there was still some major work to be done on the line before it could be opened, as The Argus reported -
Only three obstacles of any importance now remain to the immediate connection of Kyneton (and of course Melbourne) with Castlemaine and Sandhurst, by a single line of rail. These are the heavy embankment at Malmesbury bridge over the Coliban, the Taradale viaduct, and the embankment at Castlemaine. (22)

The railway was opened to Castlemaine on October 15, 1862 and six days later to Bendigo (Sandhurst), on both occasions by the Governor, Sir Henry Barkly. To add to the festivities of the day, triumphal arches were erected on the Coliban and Taradale viaducts and the Elphinstone tunnel.  The cost estimate of the Viaduct in 1859 was £40,000, however a report in March 1861, noted the cost as £65,000. (23)

In August 1864, The Australian News for Home Readers would report -
this viaduct is one of the finest pieces of work along the whole extent of this line, about 100 miles, and as will be seen, it was designed strictly with a view to stability and strength, and but little architectural decoration has been bestowed in the finish of it. (24)  It also published the engraving below, based on a photograph of Alfred Morris, who took the photograph at the top of this post.

Engraving of the Coliban Viaduct, from a photograph by A. Morris.

The Australian News for Home Readers, August 25, 1864  https://trove.nla.gov.au/newspaper/article/63170444/6162875

The Contractors

The contractors for the Viaduct and the railway line were the firm of Cornish and Bruce.- William Crocker Cornish and John Vans Agnew Bruce.  It was a massive project as these statistics provided by Cornish and Bruce attest, and these figures only relate to the work undertaken up to two years before completion  -

The Melbourne and River Murray Railway. - Statement of Work Performed to Date 25th October, 1859.- Cornish and Bruce, Contractors.

We have removed and deposited in embankment one million five hundred and ten thousand and sixteen (1,510,016) cubic yards of earth and rock ; we have provided two hundred and seventy-six thousand six hundred and forty-nine (276,649) cubic yards of ballast. We have set two hundred and twenty-four thousand five hundred and eight-nine (224,589) cubic feet of ashlar masonry ; likewise sixteen thousand seven hundred and thirty-four (16,734) cubic yards of rubble masonry. We have erected one hundred and twenty-five thousand six hundred and seventy (125,670) lineal yards of post and rail fencing. We have laid seventy-seven thousand four hundred and forty (77,440) lineal yards of permanent railway, weighing fifteen thousand four hundred and eighty (15,480) tons. We have removed and transported to place since the commencement of the works two million nine hundred and seventy thousand and twenty-five (2,970,025) tons of material, a distance averaging twelve hundred and sixty-one (1261 yards.) We employ four thousand three hundred and eighty-one (4,381) excavators and labourers ; four hundred and twenty-two (422) stone-cutters and masons ; one hundred and twenty-four (124) smiths and fitters ; and one hundred and eighty-nine (189) carpenters.; seven hundred and eighty-two (782) horses, three hundred and fifty (350) of which belong to the firm; likewise two hundred and twenty (220) bullocks for the cartage of timber ; and we have belonging to us, and in daily use, thirty-three (33) miles of temporary rails, upon which are worked five hundred and sixty-four (564) earth waggons. (25)

William Crocker Cornish (1815-1859)

William Crocker Cornish was born in Cornwall in 1815 and arrived in Melbourne in September 1852. In 1850s Cornish built a number of public buildings including the Melbourne Post Office in 1853; the Geelong Post Office and Customs House in 1855,  Parliament House in 1856 and Castlemaine Gaol in 1857.  In June 1858, he began the major work of his career. He had formed a partnership with John Bruce to tender for constructing the Melbourne to River Murray and the Geelong to Ballarat railways. The partners won the contract for the first thirteen sections of the Melbourne-Murray railway, to be built at a cost of some £3,357,000. (26)

Sadly, William died at the age of  44 on March 31, 1859, so he did not see the railway completed. The Age announced his death - 

We regret to have to announce the death of W. C. Cornish, Esq., of the firm of Cornish and Bruce. Mr Cornish has for a long time been suffering from a disease of the heart, which had latterly presented more serious and alarming symptoms, and yesterday, about half past five p.m., terminated fatally. (27) He left behind his wife, Jane, and six of their seven children. (28)

His funeral was reported on in great detail in The Age  -

The mortal remains of the late William Crocker Cornish were conveyed to their last resting place, in

the Melbourne General Cemetery, yesterday afternoon. The body was enclosed in three coffins. The inner one, made of wood, was lined with flannel and trimmed with satin ; the second coffin was composed of lead; and the third, or outer one, of cedar. It was covered with superfine black cloth and superbly mounted. The breastplate, of solid brass, contained the following inscription : - 

WILLIAM CROCKER CORNISH,

Died 31st March, 1859,

Aged 44 Years.

The procession moved from the late residence of the deceased at Brighton, at a quarter past one

o'clock, in the following order : -

Carriage containing Dr. Ford and the Rev. Mr Chase

Carriage containing Drs. Motherwell and Brownless.

Undertaker and Assistant.

Four Mutes.

Hearse and plumes, drawn by four horses.

Deceased's private carriage with closed windows, and the horses clothed with black trappings.

Four Mourning Coaches.

Mr Bruce's private Carriage ; the horses clothed with black trappings.

About Fifty Workmen on Foot.

About Fifty Carriages.

Fífteen Persons on Horseback.

On arriving at the Cemetery the remains were conveyed to the grave, the procession observing the

following order : - The undertaker, followed by the Rev Mr Chase, the officiating clergyman, and Drs Ford, Motherwell, and Brownless. Next came four mutes, who were followed by the coffin. The following gentleman acted as pall bearers: Daniel Cleal, Esq.; -  Burgoyne, Esq.; J. Bignell, Esq.; - Stoddart, Esq.; - Darbysbire, Esq.; - Malleson, Esq.; - Mackenzie, Esq.; Jacob Cleal, Esq. The chief mourners were the deceased's three sons and Mr. Bruce. The coffin having been lowered into the brick vault prepared for its reception, the sublime service of the Church of England was pronounced over the dead by the Rev Mr Chase, and the mourners departed. The whole of the arrangements, under the superintendance of Mr John Sleight, of Collins street, were carried out in a manner befitting the importance and solemnity of the occasion. (29)

John Vans Agnew Bruce (1822-1863)

It was left to John Vans Agnew Bruce to complete the railway, after the death of William Cornish. John was born in 1822 in Edinburgh and arrived in Victoria in 1854 and started work in road construction. In 1858, as we saw, he won the contract for the River Murray Railway with his new partner William Cornish. John also died young, at only 41 on April 5, 1863, only six months after his work on the railway line was completed. He left behind his wife Margaret and four children. (30)

John Vans Agnew Bruce, 1863. 

 Incorrectly called Charles on the photo label.

Photographer: Batchelder & O'Neill. State Library of Victoria image H6059

John's obituary, with again comprehensive details of his funeral, appeared in The Age, and, again,  because I am fascinated by all these details, it is published here in full- 

MR. BRUCE'S FUNERAL.

The funeral of the late Mr Bruce, whose sudden demise, on Sunday morning last, caused such a painful sensation amongst his large circle of friends and acquaintances, look place yesterday. As might be expected, from the somewhat public position which Mr Bruce held, as the representative of the firm who had undertaken, and nearly carried out, one of the largest railway contracts in Victoria, and his private character as a man of generous sentiments, his funeral was one of the largest - if not the largest -and most influentially attended of any, being that of a private citizen, that has hitherto taken place in this colony. Members of the Ministry, of both branches of the Legislature, of the Civil Service, of the mercantile and trading community, and others, attended to pay their last tribute to the memory of one who had been so suddenly removed from a sphere of usefulness. 

On account of the large number of friends Mr Bruce was happy enough to possess, and the impossibility of sending invitations to all, it was wisely determined to dispense with that formality, and a general invitation through the newspapers was all that was given. The funeral cortege was appointed to leave the residence of the deceased at two o'clock yesterday, and before that hour a number of the deceased's most intimate friends assembled there. Mr Bruce belonged to the Established Church of Scotland, and the Rev. Irving Hetherington was the officiating minister. Before the corpse was removed from the deceased's residence, a funeral service was performed by that gentleman, and the coffin was then placed in a hearse, which was drawn by four horses, caparisoned in black cloth. The funeral procession was then formed, and proceeded on its way towards Melbourne. Many who had not been able to reach Essendon before the departure fell in on the way, and before the outskirts of Melbourne leading to the Cemetery were reached, there were no less than eighty eight carriages in the procession, and about a score more joined it afterwards. As Mr Bruce was a freemason, a number of the members of that body, in all about fifty, attended the funeral, and joined the procession at Parkside.

The following was the order of the procession :-

Freemasons representing the Lodges under the English, Irish, and Scotch Constitutions, dressed

in masonic costume.

Medical gentlemen.

Undertaker and assistant.

Four mutes.

Hearse and plumes, drawn by four horses, with head plumes and trappings.

The carriage of the deceased, closed.

Four mourning coaches.

About one hundred private carriages.

Gentlemen on horseback.

In the first mourning coach were the Rev. Mr Hetherington and the eldest son of the deceased, and following them, in carriages, were the Chief Secretary, the Attorney-General, Mr Hugh Glass, the Surveyor-General, Mr Stodart, Mr David Wilkie, M.L.C., Mr John Watson, Mr Zeal, and Mr

Septimus Martin. Mr Hummfray, Mr Frazer, Mr J. T. Smith, and Mr Edwards, M.L.A.'s, were also

amongst those present; Mr Smith as provincial grand master of the freemasons, under the Irish

Constitution, walking on foot with the rest of that body, and bearing the insignia of office. We noticed present, also, representatives of the Melbourne Corporation, the Sandhurst, Castlemaine and Essendon Municipal Councils, and of several Road Boards and other public bodies. The procession arrived at the gate of the Cemetery at about four o'clock, and, of course, but a small portion of those who composed it could gain admission, for while the first portion was within the grounds, the rear was a mile off. 

On arriving at the gate, the masons ranged on each side of the walk, and the hearse and mourning coaches passed through, and halted near the Presbyterian burial ground, where a grave had been dug, and a vault was in the course of preparation. The coffin was then removed from the hearse, covered with a pall of black velvet, and carried to the place where it was to be finally deposited. The pall-bearers wore the eldest son of the deceased, John Macfarlane, Esq., the hon. the Chief Secretary, the hon. the Attorney-General, the Surveyor General, Hugh Glass, Esq., J.P., John Watson, Esq., J.P., and James Stodart, Esq. Crowds of persons had gained admission to the Cemetery, and the way to the grave was thronged. 

On arriving there, the coffin was deposited in the grave, and Mr Hetherington delivered a simple and impressive prayer. On the rev. gentleman concluding, Mr J. T. Smith, P.G.M., read the masonic ritual over the grave, and the service then terminated. The inscription plate on the coffin bore the following : 

JOHN VANS AGNEW BRUCE,

DIED 5TH APRIL, 1863,

Aged 41 Years.

Part of the masonic formula was the placing of the deceased's apron on the top of the coffin, and that portion of the vault was then closed in with stone slabs. The remains of the deceased were in three coffins, the inner one being stuffed throughout with, horsehair, and trimmed with satin ; the second one being of lead, and the outer one of 1½-inch wood covered with black cloth, highly mounted. There has been no funeral - being that of a private citizen - which has caused so deep and wide-spread a sensation as that of John Vans Agnew Bruce. Even to those who knew him not in friendship, his name was so well known in his public capacity as the great railway contractor, that it is not to be wondered at that his funeral should have attracted so many spectators as it did yesterday ; and the large number of his friends who attended as silent mourners was a befitting testimony of their respect for the deceased's memory. (31)

Bridge at Malmsbury.

Image undated. 

Public Records Office of Victoria, Railway Negatives VPRS 12800 image H4211.

Malmsbury Viaduct, East Side, November 1, 1945

Public Records Office of Victoria, Railway Negatives VPRS 12800 image H3894

This is the story of the construction of the Coliban Viaduct and a look at the lives of the engineers, George Darbyshire and William Hull, who likely designed the structure and William Cornish and John Bruce, whose company was responsible for its construction. The Coliban Viaduct at Malmsbury is still standing and still part of the rail network.

Trove list - I have created a list of articles on the construction of the Coliban Viaduct and the men involved - George Darbyshire, William Hull, William Cornish and John Bruce. Access it here.

Footnotes

(1) Harrigan, Leo J. Victorian Railways to '62 (Victorian Railways, 1962)

(2) Harrigan, op. cit., p. 283.

(3) Weekly Times, March 12, 1898, see here.

(4) Harrigan, op. cit., p. 14.

(5) Weekly Times, March 12, 1898, see here.

(6) Werribee: the first one hundred years edited by K.N. James (Werribee District Historical Society, 1985)

(7) The Argus, March 7, 1898, see here.

(8) The Age, March 31, 1898, see here. Darbyshire had actually sold The Grange to Captain Percy Chirnside in 1895; the Chirnsides demolished the house and built a new house, Werribee Manor. The house site overlooked the Werribee River. I don't know what effect that had on the Will, but the thought was there on George's part. 

(9) Sources on Ancestry.com - Bristol, England, Church of England Baptisms, 1813-1922; England & Wales, Civil Registration Marriage Index, 1837-1915; New South Wales, Australia, Public Service Lists, 1858-1960. Sydney Morning Herald, March 25, 1868, see here. Harrigan, op. cit., p. 14.

(10) Border Watch, March 25, 1874, see here; South Australian Register, May 25, 1881, see here; The Express and Telegraph, November 1, 1881, see here.

(11) The Age, December 19, 1882, see here.

(12) Death Notice - The Argus, September 29, 1890, see here.

(13) Kyneton Observer, September 30, 1890, see here.

(14) Melbourne Punch, November 6, 1890, see here; Ancestry.com - Victoria, Australia, Cemetery Records and Headstone Transcriptions, 1844-1997  for Boroondara Cemetery.

(15) Mount Alexander Mail, August 30, 1860, see here.

(16) Kyneton Observer, May 28, 1859, see here.

(17) William Austin Zeal - like William Hull, also appointed to the newly created  Railways Branch on May 1, 1856 as an Assistant Engineer and Surveyor, under George Derbyshire. He later became a member of the Victorian Parliament - https://adb.anu.edu.au/biography/zeal-sir-william-austin-1073

(18) Mount Alexander Mail, October 26, 1859, see here.

(19) Ibid.

(20) The Age, October 25, 1860, see here.

(21) Mount Alexander Mail, March 20, 1861, see here.

(22) The Argus, April 29, 1862, see here.

(23) The Herald, October 16, 1862, see here; Mount Alexander Mail, March 20, 1861, see here.

(24) The Australian News for Home Readers, August 25, 1864, see here. 

(25) Mount Alexander Mail, October 26, 1859, see here.

(26) Maxwell, John  Cornish, William Crocker (1815–1859), Australian Dictionary of Biography  https://adb.anu.edu.au/biography/cornish-william-crocker-3263

(27) The Age, April 1, 1859, see here.

(28) Maxwell, John  Cornish, William Crocker (1815–1859),  op. cit.

(29) The Age, April 5, 1859, see here.

(30) Maxwell, John  Bruce, John Vans Agnew (1822–1863),  Australian Dictionary of Biography  https://adb.anu.edu.au/biography/bruce-john-vans-agnew-3094

(31) The Age, April 9, 1863, see here.