Mail Carriage by Rail
It was mentioned earlier that in 1891 only 8% of the mail
routes were by train, but that this accounted for 33% of gross yearly mileage.
The first railway in Queensland began operating in 1865, but railway
development took a long time, mainly because of the vast distances to be
covered. There is a coastline of over 5,000 kilometres, and most of the main
centres developed in the coastal strip, so the principal trade and
communication routes were by sea. As a result of pastoral or mining development
inland, railways were built to service them, but because of the distances,
these were built from the nearest port, which in many cases was not Brisbane in
the south-east of the Colony. It thus happened that a number of railway systems
developed which were originally entirely separate.
(1) Southern & Western Railway:
(a) Southern Line: Brisbane-Toowoomba-Warwick-Wallangarra.
(b) Western Line:
Toowoomba-Dalby-Roma-Charleville-Cunnamulla.
The first railway in Queensland, opened 31 July 1865, ran
from Ipswich on the Bremer River to Grandchester, a distance of twenty miles.
Helidon was reached on 30 July 1866, and towards the end of the following year
the line reached Toowoomba. From this point one line was continued over the
next few years to Dalby, and another southward to Millhill on the outskirts of
Warwick. When Ipswich was finally connected to Brisbane in 1875, the main
foundations of the Southern and Western Railway had been laid. The Southern
Line was gradually extended through Warwick and Stanthorpe to Wallangarra on
the New South Wales border (reached 1887), and the Western Line through Roma
and Charleville to Cunnamulla (reached 1898). The system was also extended by
the building of the South Coast Line and other branches.
(2) Central Railway: Rockhampton-Emerald-Longreach.
This began with the section Rockhampton-Westwood, opened 17
September 1867. No extensions were made until 1874, and it was 1879 before the
railway reached Emerald. Steady progress was made over the next few years, and
finally the Central Railway reached Longreach in 1892.
(3) Great Northern Railway: Townsville-Charters
Towers-Hughenden-Cloncurry.
The first section was that between Townsville and Reid
River, opened 20 December 1880. The railway reached Charters Towers in 1882,
and Hughenden in 1887. From here, a line to Winton was completed in 1899, while
the westward extension to Cloncurry was opened in 1908. It was later still, in
1929, when the extension to Mount Isa was completed.
(4) Bundaberg Railway: Bundaberg-Mount Perry.
The Section North Bundaberg-Moolboolamon was opened 10 July
1881, and the line to Mount Perry in 1884.
(5) Maryborough Railway: Maryborough-Gympie.
This was opened on 6 August 1881. Later, however, branches
were built from Kilkivan Junction (Theebine) (Nanango Branch) and Mungar
(Gayndah-Monto Branch).
(6) Mackay Railway:
(a) Mackay-Eton.
(b) Newbury Junction-Mirani-Netherdale.
Two sections, Mackay Wharf-Draper's (just out of Eton) and
Newbury Junction- Mirani were opened on 10 August 1885. Netherdale was reached
in 1911.
(7) Cooktown Railway: Cooktown-Laura.
The first section, Cooktown-Palmer Road, was opened 30
November 1885, and the line was completed on 8 October 1888.
(8) Cairns Railway: Cairns-Mareeba-Atherton-Ravenshoe.
The short section Cairns-Redlynch was opened 8 October 1887,
and Mareeba was reached in 1893. The line to Atherton was opened in 1903, but
it was 1916 before Ravenshoe was reached. In the meantime, the privately-owned
Chillagoe Railway Company had built lines from Mareeba Junction to Mungana, and
from Almaden to Forsayth. These were not taken over by the Government until
1919, but the section Mareeba Junction-Almaden has an earlier interest for us
from the postal point of view, as it formed part of the run of the Cairns
Railway Travelling Post Office.
(9) Normanton Railway: Normanton-Croydon.
The Normanton-Haydon section was opened on 7 May 1889, and
Croydon was reached in 1891.
(10) Bowen Railway: Bowen-Bobawaba.
The first section to Guthalungra was completed on 2 June
1890, and the second section to Bobawaba the following year. The Bowen Railway
was linked to the Great Northern Railway in 1913.
(11) North Coast Railway:
Brisbane-Rockhampton-Townsville-Cairns
This railway finally linked most of the isolated systems
when it ran through to Cairns in 1924. A start was made by working north from
Brisbane, and from both ends of the Maryborough Railway, so that Brisbane and
Bundaberg were connected in 1891. The final link to Rockhampton was completed
at the end of 1903. Over the next twenty years various links were completed,
working from Rockhampton, Mackay, Bowen and Townsville, but it was 1923 before
an unbroken run to Townsville was possible and the following year before the
line was completed to Cairns. This left only two isolated lines, the Cooktown
and Normanton Railways. The former has now been closed, so that the Normanton
Railway is the only isolated section left.
It is not known exactly when the carriage of mail by train
began, but as the railway system developed, the practice began of sending
letters by train guards for posting at terminal stations; the increasing
quantities of mail handled resulted in letter boxes being attached to guards'
vans. For his duties associated with receiving and delivering mail and acting
as mail guardian, the train guard was paid £12 per annum. Presumably to cover
this cost, a late fee of Id per letter was imposed. Various implements, at
least some of them evidently provided by the Postal Department, were used to
cancel the stamps on such letters, but unfortunately no covers survive showing
such usage. The following handstamps are known from some of the lines (the
numbers included were probably train numbers):
(1) Southern & Western Railway
(a) The letters 'S. & W.R.L' in an arc over a figure,
all within a cartouche. Nos. 1, 2 and 3 are known, and they are found on the
1868-79 Chalon Head issues. One of them has been seen used on an 1892 ½d
newspaper wrapper, so this one at least remained in use after the establishment
of the Travelling Post Offices.
(b) An unframed circle with 'S.W.R.SO LINE round the top,
'QUEENSLAND' round the foot, and a code number at each side (this seems to be
always '10'); there is no date or other inscription in the centre. It seems
likely that this handstamp came into use before the establishment of the
Travelling Post Offices, but all examples seen are on 1892 wrappers; at this
time the handstamp may have been held at Brisbane Central Railway Station for
the purpose of cancelling the imprinted stamp on these wrappers.
(2) Central Railway
An unframed circle with 'GUARD' at the top, 'CENTRAL
RAILWAY' round the foot, and a numeral in a diamond at each side; the date is
in two lines in the centre. Narath had the only recorded example, showing 'I'
at each side, dated MY 3 83.
(3) Great Northern Railway
An unframed circle with 'G. N. RAILWAY' round the top,
'QUEENSLAND round the foot, and a short bar at each side; in the centre is the
date, usually consisting of the month and day only. This handstamp is not known
on cover, and the year of introduction is not known, but it is known on a 1d
Chalon dated MY 1 77, so must have come into use during the building of the
first stretch of line, which was not opened until 1880. Only a few examples are
known, and only this one with a year shown.
(4) Bundaberg Railway
An unframed circle with 'BUNDABERG RY 1' round the top,
'QUEENSLAND round the foot, and dot stops at each side; in the centre is the
date in two lines. The only known example, recorded by Hamilton Croaker, is
dated FE 25 89.
(5) Maryborough Railway
An unframed circle, with 'MARYBOROUGH RY round the top, 'QUEENSLAND' round the foot, and a numeral at each side; in the centre is
the date in two lines. The numerals recorded are Nos. 1 to 5, and the dates
range from July 1888 to October 1890. Some half-dozen examples are known.
The significance of the numerals found on the various
handstamps is not known. They may refer to train or van numbers, or they may
refer to the railway officials to whom they were issued.
As the function of acting as mail guardian occupied much
time, the Commissioner for Railways in August 1876 advised the Post and
Telegraph Department that the attention of train guards should be devoted to
railway duties, and that it would be necessary to make other provisions for
Post Office duties. As a result Travelling Post Offices at which ordinary
business such as the purchase of stamps, registration and posting could be
transacted, and which were in charge of Mail Sorting Officers of the Post and
Telegraph Department, were introduced on 1 January 1877. There were, however,
other trains on which letter boxes were attached to the Guards' Vans, and it is
undoubtedly on letters so posted that the markings mentioned above for Central,
Great Northern, Bundaberg and Maryborough Railways were applied. There were
also certain trains (mainly mixed) on the Southern and Western Railway where
such boxes were attached to the Guards' Vans, and it may have been on these
that the implements mentioned above under Southern and Western Railway were
used after the establishment of Travelling Post Offices on this railway.
For the Travelling Post Offices, at first the second-class
compartments of two composite carriages were fitted up for use between Brisbane
and Dalby, and a van was utilised between Toowoomba and Warwick. This
arrangement was not entirely suitable, so a special T.P.O. carriage was built
at Ipswich Workshops and proved most convenient. The T.P.O. or Postal Vans were
fitted internally with Harrison's patent mail-bag racks, sorting table,
shelving, pigeon holes, and carried the requisites to perform postal business.
Externally above the doors there was fitted a retractable mail-arm with elbow
spring, which when extended engaged with an iron hoop passed through the rings
of a securely placed mail-bag suspended on a mail-post erected on the side of
the line at stations. As the train passed through, the mail-bag was lifted from
the mail-post, and the Mail Sorters, after retrieving the bag, proceeded to
cancel articles with the special T.P.O. cancellers and datestamps, sort into
the respective pigeon holes, and deliver as required by throwing bundles on to
clear areas of platforms at destination stations. The Travelling Post Offices
began on the Southern and Western Railway, but were later extended to other
railways; they ran as follows:
(1) Southern & Western Railway
As mentioned earlier, T.P.O.'s began running on this railway
on 1 January 1877. No. 1 ran between Toowoomba and Warwick (Southern Line), and
Nos. 2 and 3 between Brisbane and Dalby (Western Line), the service, which was
daily, being extended the following year to Chinchilla. In 1879 No. 2 was
transferred to the Southern Line, and the T.P.O. run was altered to Brisbane to
Warwick; No. 4 joined T.P.O. No. 3 on the Western Line, on which the run was
between Toowoomba and Blythdale, and in 1880 this service was extended to Roma.
In late 1880 No. 4 was discontinued, but was re-introduced in 1882. T.P.O. No.
5 was added on the Western Line in 1884, and No. 6 on the Southern Line in
1885. In 1882 the Southern Line had been extended to Stanthorpe, but apparently
the T.P.O. was not extended thereto until early 1884, then in 1887 to
Wallangarra on the New South Wales border. In the latter year the Western Line
T.P.O.'s ran through to Morven one day a week; this weekly run was extended to
Charleville in 1888. It is almost certain that T.P.O. No. 5 ran on the western
section Roma-Morven-Charleville, the others the eastern section Toowoomba-Roma.
Some time between 1887 and 1889 T.P.O.'s Nos. 2 and 4 were switched, as
thereafter we find No. 2 on the Western Line and No. 4 on the Southern; this
may have occurred when the runs were extended or to accord with a staff
reorganisation in January 1888. In the 1890's we find the T.P.O.'s on the
Western Line running through to Charleville twice a week, and on two other days
terminating at Roma. Some time about 1907 No. 7 was added, almost certainly on
the Southern Line, probably when the Brisbane-Wallangarra run was increased to
seven trips a week each way on 13 May 1907. From about 1912 T.P.O.'s on the
Western Line ran right through to Charleville, on a bi-weekly basis, and from
1919 those on the Southern Line were reduced to six trips a week each way.
In 1883 there were seven T.P.O. vans operating on the
Southern & Western Railway, and in 1891 the number was reduced to six. In
1898-99 there were eight in service, increased to nine in 1902-3, but this
included one or two vans running on the North Coast Line. From 30 June 1904,
the Southern & Western (including the North Coast Line) and Central Railway
details were amalgamated in the Railways Annual Reports as "Southern and
Central", so it is not easy to trace where the individual vans worked. In
January 1927 one van was working the North Coast Line, one
Rockhampton-Longreach, one Brisbane Bundaberg, one Toowoomba-Charleville and
three Brisbane-Wallangarra; in other words, four vans were working on the
Southern & Western Railway.
Originally there were four Travelling Mail Officers on this
Railway, but this was increased to seven in November 1884. Apart from a
temporary reduction in the 1890's (the depression years), this was the number
on the staff up to 1912; no details are available from 1914 onwards. The
Travelling Post Offices on the Southern Line were discontinued on 12 August
1932, and on the Western Line on the following day.
(2) Central Railway
We know less about the Travelling Post Offices on this
railway, probably because there was less use of them, if one can judge by the
number of datestamps and cancellers that have survived. T.P.O. No. 1 began
running on 13 July 1885, and No. 2 on the following day, the run being from
Rockhampton to Beta. T.P.O. No. 3 began running on 1 September of the same
year. The frequency at the start is not certain, but it may have been three
times a week. The T.P.O. run was probably extended to Barcaldine in December
1886, and the frequency reduced to twice weekly in the middle of 1890. The
T.P.O.'s were extended to Longreach early in 1892, when there is the first
specific references to T.P.O.'s in the Time Tables. However, no T.P.O. datestamps
have been recorded from any of the T.P.O.'s between September 1890 and May
1895, and there are no T.P.O. statistics in the Post Office Reports from 1893
to 1896, so it is difficult to keep track of what happened. Towards the end of
1901 there was a further reduction to one run weekly, and apparently thereafter
T.P.O.'s Nos. 2 and 3 ceased to run, October 1901 being the latest datestamp
recorded for either of these. In 1910 there was still one T.P.O. a week,
running through from Archer Park through Rockhampton, Emerald and Barcaldine to
Longreach. Some time between October 1909 and August 1911 T.P.O. No. I was
apparently replaced by T.P.O. No. 6 (no explanation has been found for the
numbering, unless there was an error in the datestamp); No. 1 apparently
returned in or before September 1929. There were originally two Mail Vans and
two Travelling Mail Officers, increased to three each in 1886. From 1901 only
one van and one T.M.O. were required, but for many years two vans were
available, one being spare; from 1918 there was only one van. The remaining
T.P.O. on this railway ceased running on 13 September 1932.
(3) Great Northern Railway
Two Travelling Post
Offices were established on this railway on 15 May 1899. From the researches of
Mr Meara, it would seem that these ran originally from Townsville through
Hughenden to Corfield three days a week, and that the run was extended to
Winton early in July. In February 1901, the Hughenden-Winton extension was cut
back to one day a week, the T.P.O. run finishing at Hughenden the other two days.
The extension of the run to Winton was cut out in October of the same year, the
T.P.O.'s running to Hughenden four days a week, reverting to tri-weekly the
next year. It is probable that the T.P.O. run was extended from Hughenden to
Richmond in the second half of 1904, cither tri-weekly or bi-weekly. The
T.P.O.'s were certainly running twice a week in 1911, and this frequency
apparently continued to 1918, when the run to Richmond was restricted to one
day a week, the run ending at Hughenden the other day. This arrangement
continued to the end of 1923, except for a period from about June 1922 to June
1923, when both runs terminated at Hughenden
owing to one of the T.P.O. vans being damaged beyond repair.
From December 1923 there was one run weekly, running through Richmond, but from
September 1926 the run terminated at Hughenden. In May 1930 the run was further
curtailed to Torrens Creek, and this remained until Travelling Post Offices
ceased to run on this Railway on 14 September 1932.
The T.P.O. vans put into service on this Railway were
originally composite vans, the part not being used for the T.P.O. being used
for passengers. There was one at the start on 15 May 1899, but this was joined
by a second later that year or early 1900; they were modified late 1900 or
early 1901 to make the space available wholly for postal purposes. In 1902 a
box-wagon was altered at Townsville to serve as a P.O. Auxiliary; this is not
always listed as such, but remained available at least up to 1925. One of the
original vans was written off in 1922, and late in 1926 the second van was
replaced by another sent up from Southern and Central. No T.P.O. No. 1
datestamps are known after October 1922, so apparently T.P.O. No. 2, probably
with just one T.M.O., ran the service alone until its cessation on 14 September
1932.
(4) North Coast Railway
Three Travelling Post Offices were established on 26 October
1900, running between Brisbane and Bundaberg four days a week; there were two
vans and three Travelling Mail Officers. From March 1901 the service was twice
weekly, with one van and two T.M.O.'s; then from November three times a week,
with three T.M.O.'s. A new section, Bundaberg to Rockhampton, was established
on 3 August 1908, being run by T.P.O. No. 3 and a new T.P.O. No. 4. In May 1910
the T.P.O.'s were attached to the mail train running from Brisbane Central via
Bundaberg and Rockhampton to Archer Park, four days a week in each direction.
T.P.O. Nos. 5 and 6 were added to the Brisbane-Bundaberg section on 1 January
1913. In December 1913 the Postmaster- General's Department requested that T.P.O.
vans run daily from 1 January 1914, and from that date three vans were used six
days a week between Brisbane and Bundaberg, on four days the run being right
through to Rockhampton. On 24 May 1922, the northern section was reduced to
Bundaberg-Gladstone twice a week on a three months trial, but after six weeks
this was discontinued, and the northern section became Gladstone-Rockhampton,
with the run being twice a week. T.P.O. Nos. 5 and 6 were apparently withdrawn
about the end of 1921, as the latest date recorded for No. 5 is August 1920,
and for No. 6, December 1921. The T.P.O.'s on the northern section were
withdrawn some time in 1927, when presumably Nos. 3 and 4 reverted to the Brisbane-Bundaberg
section. Some time after this, certainly by September 1930, the runs were
reduced to twice a week, with one van and one or perhaps two T.M.O.'s. It is
hard to conceive that four T.P.O.'s would be required to work a bi-weekly service,
and it is a fact that no datestamps for Nos. 1 and 3 are known after January
1930, so possibly Nos. 2 and 4 finished the service. The Travelling Post
Offices on the North Coast Line were finally discontinued on 31 December 1930.
Mr Meara informs me that in Queensland the general practice
was for DOWN trains to run South to North
(Wallangarra-Brisbane-Rockhampton-Townsville-Cairns), and from inland centres
easterly to the coastal ports, and UP trains in the reverse direction, so that
on this line DOWN trains ran north from Brisbane to Rockhampton, and UP trains
south from Rockhampton to Brisbane. This was so far as the Railways were
concerned, but the odd thing is that all the covers dated between 1901 and 1909
which I have seen or heard of coming south to Brisbane or beyond which have
North Coast T.P.O. datestamps either at departure or in transit, have these showing
"DOWN". A satisfactory explanation for this is not readily
forthcoming, unless there was a misapprehension by the Post Office or T.M.O.'s
as to the DOWN/UP train directions on this Line. The position was apparently
rectified later, at least by March 1912.
(5) Cairns Railway
A Travelling Post Office was established on 8 May 1911. This
ran two days a week over the Government Railway from Cairns to Mareeba, and
then over the privately- owned Chillagoe Railway to Alma-den. The frequency of
the run was reduced to weekly from 6 February 1918, and the Travelling Post
Office was finally discontinued on 31 January 1919. The van used had been built
as a composite car for the Central Railway, but had been converted in 1891 to
T.P.O. Brake Van, with P.O. one end and a large compartment for the guard in
lieu of passengers at the other; the van was transferred to the Cairns Railway
in 1911.
As mentioned earlier, the Travelling Post Offices were
fitted out to give all the services of a stationary post office. Alone amongst
the Australian Colonies, Queensland Travelling Post Offices were provided with
numeral obliterators (except probably the Cairns Railway), as well as
datestamps and 'REGISTERED markings; some at least also had 'LATE FEE
handstamps. Most of the work was backstamping mail in transit, as it is not
easy to find "ties" of many of the numerals to the appropriate datestamps,
particularly as the latter were often used as cancellers. The following
"ties" are known:
Southern & Western Railway
No. 233 T.P.O. No. 1
No. 234 T.P.O. No. 4
No. 235 Τ.Ρ.Ο. No. 3
No. 169 T.P.O. No. 2
No. 395 Τ.Ρ.Ο. No. 6
T.P.O. unnumbered No. 551
Τ.Ρ.Ο. No. 5
It is fairly certain that Nos. 233, 234 and 235 were
allocated to the first three T.P.O.'s put into service, but no early
"ties" are known for T.P.O. No. 2, so no "ties" are known
to No. 234; in the 1890's we find it using No. 169, which must certainly have
been a re-allocation and a replacement. T.P.O. No. 4 began running in 1879, and
should have received a numeral in the early 300's, but the "ties"
known are to No. 234, which is one of the commonest from about 1891 on, so
perhaps it received this number as a re-allocation when Nos. 2 and 4 changed
lines about 1887. What No. 4's original number was remains a mystery, as if it
had been using No. 169 earlier, that is not likely to have been the original
number. T.P.O. No. 5's markings are not easy to come by, and the earliest
"tie" is to No. 551; this obviously was a replacement, and when it
began running in 1884 it should have received a numeral in the 370's or 380's.
T.P.O. No. 6 received No. 395 when it began running in 1885, but this numeral
is found at certain periods in conjunction with an unnumbered T.P.O. datestamp;
this datestamp appears to have been used at certain times on this T.P.O.
instead of those specifying No. 6. No "ties" are known for T.P.O. No.
7, so there is some doubt whether it ever received a numeral obliterator.
Central Railway
T.P.O. No. 1 No. 410
Τ.Ρ.Ο. No. 2 No. 411
T.P.O. No. 3 No. 412
None of these "ties" is easy to find, particularly
T.P.O. No. 3. The search is made even harder, because Nos. 2 and 3 apparently
ceased running early in the 1900's.
Great Northern Railway
Τ.Ρ.Ο. No. 1 No. 572
No. 573 T.P.O. No. 2
These are amongst the commonest of the numeral obliterators
used by the T.P.O.'s as, unlike those used on some of the other Lines, they
appear to have been regularly used to cancel stamps at least up to 1912.
North Coast Railway
No. 575 T.P.O. No. 2
No. 576 T.P.O. No. 3.
Both of these are rare, and No. 574, which presumably was
used on T.P.O. No. 1, is extremely rare even on loose stamps. These were some
of the busiest T.P.O.'s, so busy, I assume, that they often had no time to be
bothered with the obliterators. T.P.O. No. 4 was added in 1908, but no
obliterator is known for it. Nos. 5 and 6, added in 1913, certainly had no
obliterators.
Cairns Railway
No obliterator is known for this railway.
Datestamps
The various datestamps used on the Travelling Post Offices
are listed in Part II.
Registration Handstamps
These were used on all Lines where Travelling Post Offices
ran, except probably the Cairns Railway, as registration labels had come into
use when this T.P.O. began running. On the North Coast Railway, T.P.O. Nos. 5
and 6 certainly did not have them, and No. 4 is doubtful; No. I should have had
one, but I have not seen nor heard of it. On the Southern and Western Railway,
only Nos. 2 and 5 are known, and only No. 5 has the Railway specified; T.P.O.
No: 2 has merely that in the second line, and presumably No 3 and possibly No.
4, would have had similar handstamps. Round the turn of the century, however,
registered covers from Nos. 3 and 4 show no 'REGISTERED handstamps, but they do
show the 'R' in oval handstamp, so apparently these two T.P.O.'s, at least, ceased
using their 'REGISTERED' handstamps in the 1890's. No handstamps are known from
T.P.O. Nos. 6 and 7.
The 'REGISTERED' handstamps known are listed with the other
Registration handstamps in Part II.
Registration labels were used on the T.P.O's in the later
period, but whether they had them in the experimental period, or before 1913, I
do not know,
Late Fee
Late Fee handstamps are known for Nos. 1 and 4, North Coast
Railway, but for no other Railway. However, a manuscript endorsement 'Late Fee
Id' is known on a cover posted on T.P.O. No. 3, Southern and Western Railway.
RAIL CARRIAGE OF NEWSPAPERS
The following extract is taken from the 1899 volume of
Pugh's Queensland Almanac, under 'Postal Information":
Single Newspapers from publishers bearing ½d postage stamp
will be conveyed by railway to all stations, also parcels of newspapers from
publishers up to 11b. in weight, having a 1d stamp affixed, addressed, and to
be delivered to one person or firm. The newspapers must be fully addressed and
stamped, and to admit of the stamp to be obliterated they must be delivered to
the Railway Parcels Office not later than ten minutes before the train is due
to start.
Newspapers intended for conveyance by mail services beyond
the railway must be sent through the Post Office in parcels not exceeding 14
lbs.
This was presumably taken from the contemporary official
Postal Guide.
If I read the above extract aright, it means that newspapers
bearing a ½d stamp could be sent from one railway station to any other on the
system without going through a post office at all. A series of Railway stamps
had been issued in 1894
bearing the inscription 'NEWSPAPERS AND PARCELS, but this
did not include a 2d stamp, so the only 2d stamps available at the time were
the Ved postal adhesive and the imprinted stamp on newspaper wrappers, which
had been introduced in 1892. The Railways evidently accepted these as payment
for transmission of newspapers by rail, as the money would end up in the
Queensland Treasury anyway.
After Federation at the beginning of 1901, the Post Office
became the responsibility of the new Commonwealth Government, while the
Railways remained under the control of Queensland. A new series of Railway
stamps was issued in that year, also inscribed 'NEWSPAPERS AND PARCELS', and
including a ½d value for the first time. I assume that after a certain date
the Queensland Railways would not have accepted the ½d adhesive or imprinted
postage stamps for payment of charges for rail transmission of newspapers
direct; at all events the 1899 newspaper wrapper was the last one issued by
Queensland with an imprinted ½d stamp.
Where a railway station also served as a post office, the
postal obliterator would probably be used to cancel the stamp on newspaper
wrappers for transmission by rail, but where the station was not a post office,
the Railway Parcels obliterator would have to be used. This explains why we
find a very distinctive type of numeral obliterator sometimes used on the
imprinted Vid stamp on newspaper wrappers issued in 1892 or 1895. These were
all low numbers, used at Brisbane suburban stations which were neither Post
Offices nor Receiving Offices; the obliterators consisted of the number within
three concentric circles, the outermost of which was 21½mm in diameter. The
numbers found used on the imprinted stamp are:
1 BRISBANE CENTRAL
2 NORMANBY
3 EXHIBITION
4 BOWEN HILLS
5 MAYNE
6 ALBION
7 WOOLOOWIN
None are common, as the wrapper would normally have been
discarded, and in any case they can only exist on postal items from the period
1892 to about 1901. No. 13 (BOONDALL) is known on a pair of 2d adhesive stamps;
possibly this was used on a parcel of newspapers weighing between 3 and 4lbs.,
but this is only a conjecture. The extract quoted above does not make it clear
whether parcels of newspapers above lib. in weight were accepted for railway
transmission without going through a post office.
So far as newspaper wrappers are concerned, the only marking
usually found is the numeral obliterator, either Railway or postal; no
datestamp was applied even at a post office in most cases, though I do have one
used at Pinkenba with the datestamp. Presumably there would be very little time
to spare before the departure of a train, and the newspaper enclosed would bear
the date and place of publication.
Earlier in this chapter, I mentioned that two of the
handstamps used on the Southern and Western Railway before the establishment of
the Travelling Post Offices sere known used on newspaper wrappers [SEE
PRINTED TEXT FOR 1997 UPDATE]
Another cancellation that I have been shown on an 1892
wrapper reads to Stin 'CANCELLED/ MARYBOROUGH' in two lines within a fancy
frame, struck in red., This may be one of the Railway Parcels Cancellers sent
on 8 March 1901 to sixteen major stations, but this is uncertain (this date
seems a little too late for the wrapper).
-----------------------------------------------------------
Datestamps of the Travelling Post Offices
For most of this book I have taken the story only up to the
early part of 1913, but as the Travelling Post Offices ran from the beginning
of 1877 to the third quarter of 1932, it seems unreasonable to cut the tale
short just over the half-way mark. The history is therefore taken to its
conclusion in Part I, and in this chapter all the datestamps known, from first
to last, are dealt with, beginning with the Southern & Western Railway, and
then the others in chronological order of establishment.
(a) SOUTHERN & WESTERN RAILWAY
Type 1. An unframed circle about 26½mm in diameter,
with "T.P.O. S & WR' round the top, Q.L' at foot, and the T.P.O.
number in a diamond at each side; in the centre, in four lines, are a code
letter, the direction indication, the day and month, and the year in two
digits. Sometimes there is no code letter, and sometimes there are no year
figures. The T.P.O. numbers run from 1 to 6, and there are two varieties of
Nos. 1, 2 and 3.
No. 1: (a) The 'L' at foot curves slightly up at the end,
and in the second line the direction indication is preceded by a gang number
('I DOWN' in an example of March 1879), but in later examples the gang number
is missing. However, I have an example of December 1880, with '10 DOWN' (?
meaning). No examples with 'UP' are known to date. Most examples show code
letter 'A', but the example with '10 DOWN' has 'C'. Dates range from March 1879
to August 1882.
(b) the lettering is smaller, the 'L' is straight, there are
two curved bars at each side between the side diamonds and 'Q.L', and there is
no gang number, the direction indication being symmetrically above the date.
Most examples show 'DOWN', but several with "UP" are also known. Code
letter 'A' is usually present, but in later examples there is no code letter.
Dates range from November 1883 to November 1897.
No. 2.: (a) There is no stop after 'W', and in the second
line in the centre there is 'l' or '2' before the direction indication, which
is most commonly 'DOWN', but several with 'UP' have been recorded. The code
letter, when present, is 'A', but there are examples without a code
letter, or without a gang number before the direction indication. Dates known
range from July 1880 to August 1884, but in many cases the year figures are
missing.
(b) There is a stop after 'W', the diamonds at the sides are
thinner, the direction indication (usually 'DOWN') is centrally situated over
the date, and the year digits are always present. The code letter seen is 'A',
but in later examples there is no code letter. 'DOWN' is known inverted, and
sometimes the direction indication is missing. Dates range from December 1884
to November 1905.
No. 3: (a) The side diamond at the left is much lower than
the one on the right, being opposite the 'L' of 'Q.L', while the right diamond
is opposite 'P.O"; there is a gang number before the direction indication
('1 DOWN seen), but in later examples the gang number is missing, and 'DOWN'
has been moved to the left. Code letter seen is 'B' sideways, but later
examples have no code letter. Dates recorded are MR 15 79 and OC 15 83. No 'UP'
seen.
(b) The side diamonds are almost symmetrically placed, there
is no gang number, but the direction indication is placed to the left, and
there is no code letter. Only 'DOWN' is known. Dates range from June 1884 to
1889. This may be the original datestamp with the central inscriptions
straightened up and re-arranged. It is rare in either arrangement.
No. 4: The direction indication is placed to the right above
the date, and the code letter, when present, is 'A'. Here again, the only
direction seen is 'DOWN'. Dates range from April 1882 to July 1888, but it is a
scarce number.
No. 5: The direction indication is centrally situated above
the date, with a code letter above. Of the latter, 'A' and 'E' are known, and
the only direction seen is 'DOWN'. Dates range from December 1886 to January
1892. A rare number.
No. 6: Here the long diagonals of the diamonds are placed
along the equatorial line, the figures being placed between the short
diagonals, and there are two curved bars at each side running down from the
diamonds to 'Q.L'. The direction indication (usually 'DOWN') is placed
centrally over the date, and the code letter above, when present, is 'A'. 'UP'
is known, but is rare. Dates are recorded between June 1885 and October 1891,
at which period it is not uncommon. Dec 94
Type 2. An unframed circle approximately 23mm in
diameter, with T.P.O. S & W.R. round the top, 'QUEENSLAND' round the foot,
and at the sides the T.P.O. number, not in a diamond, and on its side, so the
inscription reads 3 T.P.O. S. & W.R.3'. In the centre, in three lines, are
the direction indication, month and day, and year in two digits. The dates
known are NO 13 93 as a departure mark, and MR 20 89 and NO 18 95 as
backstamps; in the 1889 example each line in the centre is inverted, so that
the year reads '68'. The direction indication known is 'DOWN', but is unclear
in the last example. This type is only known for T.P.O. No. 3, and is obviously
rare.
Type 3. This consists of a framed circle, 26-28mm in
diameter, with "T.P.O. at the top, 'QUEENSLAND' at foot, and the date in
one line in the centre (day, month in two letters and the year in two digits),
preceded by a code letter. For Nos. 1 and 4, there are, at one side the
inscription 'S & WR and at the other the T.P.O. number, both facing
outward; there is another of this type without the side inscriptions, and was
probably originally for emergency use, but from 1904 it apparently replaced,
more or less permanently, the No. 6 datestamp in Type 4.
No. 1: The circle is 28mm in diameter, and there is a
fleuron above and below the date. The code letters known are A (the most
common), B, D, AX, DZ, and in the latest example the code letter is replaced by
the direction indication 'DN', Dates range from February 1898 to July 1914. No.
4: The circle is 272 mm in diameter, and there are no fleurons above or below
the date. The code letters known are 'A' and 'D', the former more common. Dates
range from March 1890 to November 1904,
Unnumbered: The circle is 26.5mm in diameter, and
there are no fleurons. Code letters known are A, B and E, the first being the
commonest. Dates known range from July 1892 to January 1901, and from July 1904
to September 1907.
Type 4. An unframed circle 24mm in diameter, with
T.P.O. NOS & W.R' round the top, 'QUEENSLAND' round the foot, and a stop at
each side; in the centre, in three lines, are the direction indication, the
month and day, and the year in two digits. Not found for Nos. 1 and 4.
No. 2: Most have 'DOWN', but a couple of 'UP' are known.
Dates range from December 1893 to November 1896, 1896 dates show the three
centre lines inverted in relation to the outer inscriptions. The rarest of this
type.
No. 3: Both 'DOWN' and 'UP' are known, also examples with no
direction, and one with the code letter 'A' substituted therefor. Dates seen
range from August 1893 to May 1907.
No. 5: There appear to be two varieties, one with larger
lettering in the outer inscriptions. In the examples seen the direction, when
present, is 'DOWN', but in one or two examples it is missing. Dates range from
November 1896 to May 1905.
No. 6: The top line in this reads T.P.O. Nº 6. S & W.
RLY. Most of the examples known are used as backstamps, practically all showing
'UP', but 'DOWN' is known. The dates seen range from December 1902 to January
1905, the majority in 1903.
Type 5. A framed circle 25½-26½mm in diameter, with the
T.P.O. number and Railway at top, 'QUEENSLAND' at foot, and the date in one
line, preceded by the direction indication, right across the centre.
No. 1: The top reads "T.P.O. NO 1 S & W. DOWN' is
abbreviated to 'DN', and most show this, but 'UP' is occasionally seen. Dates
range from February 1914 to Jan 1922
No. 2: The top reads T.P.O. NO 2 S & W'. Both 'UP' and
'DOWN are known. Dates range from October 1904 to April 1909,
No. 3: The top reads "T.P.O. Nº 3 S & WR' (with
'&' reversed). 'DOWN' is more common than 'UP'. Dates range from October
1904 to May 1928.
No. 4: There are two varieties: (a) The top reads T.P.O. 4 S
& WR'. 'UP' is more common than 'DOWN", Dates range from February 1905
to December 1913.
(b) The top reads T.P.O. N° 4 S & W', and 'DOWN' is
abbreviated to 'DN',
Both this and 'UP' are known. Dates range from June 1915 to
March 1929.
No 5: The top reads T.P.O. NO. 5 S & W. All known
examples show 'DOWN' Dates range from September 1905 to September 1929.
No. 6: The top reads T.P.O, 6 S & W.R', 'DOWN' is more
common than 'UP'. Dates range from November 1906 to July 1930.
No. 7: The top reads "T.P.O. 7 S & W.R'. Both
'DOWN' and 'UP' are known. Dates range from September 1907 to December 1918.
Type 6. A framed circle 25mm in diameter, with no
inscription at the top, T.P.O. S & WR' round the foot, and right across the
centre D and the date; there are double arcs above and below the centre line.
Probably there was originally 'PAID' at the top, and the amount paid would be
inserted before the 'D', as in the case of bulk postage handstamps for Brisbane
and some other Queensland towns. No examples of the T.P.O.'s are known with
'PAID', and even in the altered state they are very rare, so were almost
certainly only used in emergencies. They are known for only three of the
T.P.O.'s.
No. 1: Two examples dated in February 1913 are known.
No. 5: One recorded for April 1920 (or 1930) and four in
March 1932.
No. 6: One recorded in February 1916.
Type 7. As Type 5, but the circle is 30mm in
diameter, and the centre line does not extend to the circle, being enclosed by
part of the outer inscription. No. 2 does not exist in this type.
No. 1: The top reads T.P.O. NO 1 S & W. Most examples
show 'UP', but there are one or two with 'DN'. Dates range from December 1926
to March 1932.
No. 3: The top reads T.P.O. N° 3 S & WR.', and there are
dot stops at each side. Most examples show 'DWN', but it is known without
direction indication. Dates range from April 1922 to August 1932.
No. 4: The top reads T.P.O. 4 S & W ('4' reversed), and
there is no direction indication. Dates range from January 1931 to March 1932.
No. 5: The top reads TPO5 S & W, and there is no
direction indication. Dates range from April 1927 to May 1931.
No. 6: The top reads TPO6 S & WR', with lettering
smaller than others of this type. The direction recorded is 'DOWN. Dates range
from September 1929 to February 1932. One 'UP' is recorded, dated 30 March
1930.
No. 7: There are two varieties:
(a) The top reads 'TPO7 S & W. Both 'DOWN' and 'UP' are
known. Dates seen range from June 1921 to September 1922, and indecipherable on
a 1½
green of 1923.
(b) The top reads 'T.P.O. NO 7 S. & W.R.' 'DOWN' is
abbreviated to 'DN', and both this and 'UP' are known. Dates range from May
1923 to September 1932. It is the commonest of this type.
Type 8. As Type 7, but the top reads T.P.O. NO 5 WEST (it
only exists for this T.P.O.), and the direction in the example seen appears
merely as 'D'. Gavin reported it in his 1940 article, not mentioning any date,
but Mr Ern Prince has this dated in July 1932. Perhaps the rarest mark of this
Railway.
(b) CENTRAL RAILWAY
Type 1. An unframed circle 23-24mm in diameter, with
T.P.O. NOI (or 2) CENTRAL' round the top, 'QUEENSLAND' round the foot, and a
dot stop at each side; in the centre, in three lines, are a code letter, month
and day, and the year in two digits. In all examples seen the code letter is
'B'.
No. 1: 23mm circle. Known dates range from June 1886 to
September 1890.
No. 2: 24mm circle. Only one example recorded, dated in
April 1887.
No. 3 does not exist in this type, but in the following.
Type 2. An unframed circle 29mm in diameter, with
T.P.O. CENTRAL R' round the top, 'Q.L' at the foot, the figure 3 at each side
(no diamonds), and two curved bars running down each side from the figures to
'Q.L'; the date is in two lines in the centre, month and day over the year in
two digits, and above it, either a direction indication or a code letter (I
have not seen both on the same example). 1 have seen 'DOWN' and 'H'. Dates seen
range from December 1885 to March 1900.
Type 3. An unframed circle, with T.P.O. CENTRAL N° 1'
round the top, 'QUEENSLAND' round the foot, and a stop at each side; the date
is in two lines in the centre with a code letter above. In the examples seen
this is 'A'.
Dates range from May 1895 to October 1897. Nos. 2 and 3 do
not exist in this type.
Type 4. An unframed circle 242mm in diameter, with
T.P.O. NO 2 C.R' round the top, 'QUEENSLAND' round the foot, and a thick dot
stop at each side, but not symmetrical; in the centre is the date, month and
day over the year in two figures. There is no code letter or direction
indication. Dates range from October 1896 to October 1901. Nos. 1 and 3 do not
exist in this type.
Type 5. An unframed circle 23mm in diameter, with
T.P.O. NO CENTRAL R'WAY' round the top, 'QUEENSLAND' round the foot, and a stop
at each side; in the centre, in three lines, are the direction indication,
month and day, and year in two digits.
No. 1: The direction indication is usually DOWN', but a few
'UP' and a few with no indication are known. Dates range from February 1899 to
October 1909.
No. 2: The only distinguishable date, with "DOWN",
is July 1899,
No. 3: Date not decipherable.
Type 6. A framed circle 26mm in diameter, with T.P.O.
N° 6 C.R' round the top, 'QUEENSLAND' round the foot, and in one line in the
centre, the direction indication and the date. Most examples show 'DOWN, but
several with 'UP' are known. Dates range from August 1911 to May 1930,
including one in blue dated May 1920. Evidently incorrectly numbered, as only
T.P.O. No. 1 was running at this time.
Type 7. A framed circle 30mm in diameter, with TPO Nº 1
CENTRAL' round the top, 'QUEENSLAND' round the foot, and the direction
indication and date in one line across the centre. 'DOWN' and no indication are
known. Dates range from October 1928 to August 1932.
(c) GREAT NORTHERN RAILWAY
Type 1. An unframed circle 22mm in diameter, with
"T.P.O. N° 1 (or 2) NORTHERN R round the top, 'QUEENSLAND' round the foot,
and a stop at each side; in the centre, in three lines, are the direction
indication, month and day, and year in two digits.
No. 1: The direction indication, when present, is usually
'DOWN', but is sometimes missing, or replaced by the the figure 3.', placed to
the right. Normal range of usage is from September 1899 to February 1905, but
late usages in 1907 are known. One cover is known showing "UP" placed
to the right, dated SP 15 05.
No. 2: Almost all show 'DOWN, but one 'UP' is known. Dates
range from August 1899 to October 1909. Type 2. A framed circle 25mm in
diameter, with T.P.O. NO 1 (or 2) N.R' round the top, 'QUEENSLAND' round the
foot, and the direction indication and date in one line across the centre. All
known examples show 'DOWN'.
No. 1: Dates range from June 1905 to October 1922.
No. 2: Dates range from September 1915 to September 1931.
(d) NORTH COAST RAILWAY
Type 1. An unframed circle 23mm in diameter, with
'T.P.O. NO N.C. R'WAY round the top, 'QUEENSLAND' round the foot, and a dot
stop at each side; in the centre, in three lines, are the direction indication,
month and day, and the year in two digits.
No. 1: Both 'DOWN' and 'UP' are known, but more of the
former. Dates range from November 1900 to November 1907.
No. 2: Again 'DOWN' is more common, but both 'UP' and the
direction missing are also known. Dates range from August 1900 to February
1913.
No. 3: Most show 'DOWN', but one 'UP' is known. Dates range
from February 1901 to July 1903.
Type 2. A framed circle 25mm in diameter, with the
T.P.O. number and the Railway round the top, 'QUEENSLAND' round the foot, and
right across the centre are the direction indication and date in one line.
No. 1: The top reads T.P.O. NO 1.N.C.'; both 'DOWN' and 'UP
are known.
Dates range from March 1905 to January 1930.
No. 2: The top reads T.P.O. NO 2.N.C.'; both 'DOWN' and
'UP" are known. Dates range from March 1914 to December 1930.
No. 3: There are two varieties, for both of which both DOWN'
and 'UP' are known. They are:
(a) The top reads T.P.O. Nº 3 N.C.R. Dates range from August
1903 to May 1917.
(b) The top reads "T.P.O. 3 N.C.R. Dates range from
October 1921 to January 1930.
No. 4: The top reads T.P.O. 4.N.C.R.'; both 'DOWN' and 'UP'
are known. Dates range from November 1908 to December 1930.
No. 5: The top reads T.P.O. NO 5 N.C.'; 'DOWN' is more
common than 'UP'. Dates range from January 1914 to March 1922.
No. 6: The top reads T.P.O. NO 6 N.C.'; practically all
known examples show 'UP', but one 'DOWN' and one without a direction are known.
Dates range from July 1913 to December 1921.
Type 3. A framed circle with T.P.O. N.C. Nº (no
number shown) round the top, 'QUEENSLAND' round the foot, and the date in one
line in the centre. Only one example of this, which presumably was an emergency
handstamp, is known; it is on a 1926 1½d, but the date is not decipherable.
(e) CAIRNS RAILWAY
There was only one type, consisting of a framed circle 25mm
in diameter, with T.P.O. CAIRNS RLY.' round the top, "QUEENSLAND' round
the foot, and right across the centre the direction indication and date in one
line. 'DOWN' is more common than 'UP'. Dates range from June 1911 to July 1918.
