Childhood memories: the Meccano Magazine

For a number of years in the 1960s one of my main childhood interests was Meccano, starting with me being given a number 5 set for my (?) seventh birthday. For anyone who doesn’t know, Meccano was a construction kit with models being built up from perforated metal strips, plates, rods, wheels, gears etc. As well as boxed sets, Meccano dealers sold all the parts separately (several hundred IIRC), some costing just pence.

Over the next few years I added ever more parts including the seriously well-built No.1 clockwork and E15R electric motors and lots of gears. Jumble sales were another good place to buy additional parts. What happened to all my Meccano? I don’t know. I suspect that once I became a teenager I lost interest in it and my mother quietly found a new home for it.

As a true enthusiast I looked forward to each month’s Meccano Magazine and as soon as the publication date came round I’d be at our local newsagent asking whether my copy had arrived. More often than not, I’d have to wait another day or two!

The magazine, first published in 1916, was originally aimed at Meccano builders and featured articles on Meccano construction and new Meccano developments but over time it became a general hobby magazine aimed at boys of all ages with high quality articles on all sorts of contemporary science and technology, e.g. ‘Highlights in the aluminium story’, ‘Harnessing the Sun to melt metals’ and ‘A [ship] pilot’s life on the Tyne’.

A typical magazine of the time had about sixty pages,  roughly split one quarter ads, one quarter Meccano and Hornby related articles and one half other editorial. So very much not just a Hornby puff piece. The ads provide a real insight into what might interest a 1963 boy. Here’s some of them:

  • The latest Hornby-Dublo models and Dinky Toys
  • Bayko building outfits
  • Adana printing presses and Mamod steam engines
  • Lott’s Chemistry sets
  • Webley air rifles
  • Meccano Club and Model Railway Society news
  • 23 different vendors offering postage stamp approvals
  • Merchant Navy training for boys aged 13¾ to 16½ at HMS Conway, Menai Straits  and 16-18 year-olds at the Reardon Smith Nautical College, Cardiff 
  • Army apprenticeships for boys 14½-16½

Key contributors at the time included ‘Tommy Dodd’, a pseudonym for Les Norman, who wrote on model railways and John W. R. Taylor, an authority on aviation. The factual articles were solid and informative.

Meanwhile at the factory ….

In 1995 Hornby advertising executive. John Gahan, an advertising executive, recalled: “When I joined Meccano the Advertising Department employed about 30 people, and at its post-war peak the factory had a workforce of about 3,000. Around 500 were employed in the train room, where final assembly and packing took place of both trains and Dinky Toys. Post-war the main business appeared to be Dinky Toys, with 40,000 a day being produced.” According to National Museums Liverpool, in 1963 there were 2,000 employees at the factory – of which 80% were female -and another 3-400 on staff.

A decline in profits led to a takeover by Lines Brothers in 1964 and the Airfix Group in the 1970s. With huge competition in the toy market, Meccano/Hornby was taken over by Airfix Industries in 1971, leading to the closure of the Binns Road factory in Liverpool in November 1979 after sixty-six years. Meccano survives – see Wikipedia for the full story

How Meccano changed the world Liverpool Museum



Herodotus, Father of History (1)

Herodotus

Herodotus, The Histories, Tom Holland

Herodotus, The Histories, Tom Holland

Herodotus of Halicarnassus here displays his inquiry, so that human achievements may not become forgotten in time, and great and momentous deeds – some displayed by Greeks, some by barbarians – may not be without their glory; and especially to show why two people fought with each  other.”

So begins Herodotus’s great work, his ‘Histories’. He was born c. 485 BC, travelled extensively during his life researching his ‘Histories’, and died c. 430BC. Of his life, not much is known.

To get you interested (hopefully), here are two of his tales, starting with my favourite:

1: The headless burglar [2/121]

[King] Rhampsinitus possessed a vast fortune in silver, so great that no subsequent king came anywhere near it – let alone surpassed it. In order to keep the treasures safe he proposed to have a stone building put up, with one of its walls forming part of the outer walls of his palace. The Builder he employed had designs upon the treasure and ingeniously contrived to construct the wall in such a way that one of the stone blocks of which it was composed could easily be removed by a couple of men – or even by one. When the new Treasury was ready the King’s money was stored away in it. After the lapse of some years, the builder, then on his death-bed, called his two sons and told them how clever he had been, saying that he had planned the device of the moveable stone entirely for their benefit. so they might live in affluence. […]. So the father died and his sons lost no time in setting to work. They came by night to the palace, found the stone in the Treasury wall, took it out easily enough and got away with a good haul of silver.

The King on his next visit to the Treasury was surprised to see that some of the vessels in which the money was stored were no longer full, but as the seals were unbroken and all the locks were in perfect order, he was at a loss to find the culprit.

When the same thing happened again and that each time he visited the chamber the level of the money in the jars had still further fallen (for the thieves persisted in their depredations), he ordered traps to be made and set. The thieves came as usual; one of them made his way into the chamber but as soon as he approached the money-jar he was after, the trap got him. Realizing his plight, he at once called his brother to tell him what had happened and begged him to come in as quickly as he could and cut off his head, lest the recognition of his dead body should involve both of them in ruin. The brother, seeing the sense of this request, acted upon it without delay, then having fitted the stone back in its place, went home taking the severed head with him. Next morning the king visited his treasury and what was his astonishment when he saw in the trap the headless body of the thief, and no sign of damage to the building or apparent means of entrance or exit! 

If you want to know what happened next, you’ll need to read the book!


2: The world’s first consumer test? [1/47]

King Croesus wants to know which of the oracles are to be trusted and which are charlatans. He decides to test them.

The Lydians whom Croesus sent to make the test were given the following orders: on the 100th day, reckoning from the day on which I left saw this. They were to consult the oracles and inquire what Croesus, son of Alyattestis and king of Lydia, was doing at that moment. The answer of each Oracle was to be taken down in writing and brought back to Sardis. No one has recorded the answer of any of the oracles except that of Delphi; Here, however, immediately the Lydians entered the shrine for their consultation, the priestess gave them in hexameter verse the following reply.

I know the grains of sand on the beach and measure the sea;~
 I understand the speech of the dumb and hear the voiceless.
The smell has come to my senses of a hard-shelled tortoise.
Boiling and bubbling with lamb’s flesh in a bronze pot.
The cauldron underneath is of bronze, and of bronze the lid.

The Lydians took down the priestesses answer and returned with it to Sardis.
When the other messengers came back with answers they had received, Croesus opened all the rolls and read what they contained. None had the least effect upon him, except the one which contained the answer from Delphi. But no sooner had this one been read to him than he accepted it with profound reverence, declaring that the Oracle at Delphi was the only genuine one in the world, because it had succeeded in finding out what he had been doing. And indeed it had. For after sending off messages Croesus had thought of something that no one would be likely to guess, and with his own hands, keeping carefully to the prearranged date, had cut up a tortoise and lamb and boiled them together, the bronze cauldron with a bronze lid. 

[Croesus was king of Lydia 625-585BC]

“Stay to dinner?”. “Thanks, I’ll pass!”


Translations in paperback (there are others too)

Herodotus, The Histories, Aubrey de Selincourt

Herodotus, The Histories, Aubrey de Selincourt

Herodotus, ‘The Histories’, translation by Aubrey de Selincourt; ISBN: 978-0140449082  Google AI: “A strong, traditional choice, especially the revised version with better notes”.

Herodotus, ‘The Histories’, translation by Tom Holland; ISBN  978-0140455397   “Highly praised for capturing Herodotus’s fun, conversational, and ‘pub-man’ style, making ancient history feel immediate and exciting for modern readers”;  TLS: “Unquestionably the best English translation of Herodotus to have appeared in the past half-century, and there have been quite a few … I am in awe of Tom Holland’s achievement.

Others: Reddit discussion


 

 

Yarra River cruise 2025

Melbourne grew up on the banks of the Yarra river at the point where the upstream fresh water met the saltwater from the bay,  explorer John Batman having declared “This will be the place for a village“. The saltwater section took a long curved route which was only passable by the smallest ships. This led to the first railway line in Victoria being built, connecting the port at Williamstown with Melbourne. The first trains ran in 1857.

After the 1850s Gold Rush, with a fast-growing population and ships getting larger, it was obvious to all that something must be done to facilitate maritime traffic. As often now, good intentions didn’t translate into early action. Finally in 1877 the Melbourne Harbor [sic] Trust was formed. One of its first actions was to appoint Sir John Coode, the leading harbour engineer of his day, to advise them. He came up with a twofold plan: widening and straightening the river between city and bay, then constructing docks to the immediate west of the city centre and next to the railway.

Work on the Coode Canal, as it was named, began in 1880. It opened in 1886 followed by Victoria dock in 1892. Until the 1970s Victoria Dock, since renamed as Victoria Harbour, served as Melbourne’s principal port but is now just home to a number of ferries and lots of privately-owned leisure boats as well as being the centre of Melbourne’s Docklands suburb.

The Lady Cutler was built in 1968 as the first of seven similar double-ended Sydney ferries. After 22 years in service she was withdrawn and sold to private interests, changing hands several times, before being sold to Jeff Gordon and Ann-Maree O’Brien  in 2007. They provided the funds to complete the restoration and on 8th December 2007 she was recommissioned by Lady Joan Cutler, wife of Sir Roden Cutler (Governor of New South Wales 1966-1981) as the Melbourne Showboat. Now between cruises she’s berthed below my balcony.

The cruise

Our allotted boarding time was noon. We boarded at the Victoria Harbour ferry terminal, then sailed out headed down the Coode Canal. On the north bank we passed under the Bolte Bridge, Appleton Dock, opened 1956, which handles general cargo, then Swanson Dock named for Victor Swanson, chairman of the Melbourne Harbor Trust commissioners from 1960 until his untimely death in 1972 aged 61. One of his first  initiatives was to undertake a tour of worldwide port facilities. He returned to Melbourne convinced that the future lay in containerisation and this would need a purpose designed facility. The first container berth for overseas trade was opened in 1969 and the fourth began handling ships in 1972.

As  we continued down river we passed the Maribyrnong river branching off to the right before passing under the imposing West Gate Bridge, construction began 1968. completed . In October 1970 one of the under-construction spans collapsed: 35 workers were killed. The bridge finally opened in 1978. The 58m clearance under the bridge lets most container ships access Swanson Dock.

With the huge Williamstown marina in view we turned round and started to retrace our course back to Victoria Harbour. On the starboard side we passed the Webb Dock which since 1959 has handled containers, general cargo and motor vehicles. Car carriers are IMO the ugliest of ships. Nearly all cars in Australia are imported, most through Webb Dock. Between Webb Dock and the ferry terminal there’s not too much of interest on the south bank, aka Fishermen’s Bend. In the past this area was home to s lot manufacturing including Commonwealth Aircraft Corporation (who had their own airstrip), and Holden and Rootes car assembly plants. All these and many others have since closed but Boeing still occupy a considerable facility. Back at the ferry terminal we all agreed that it had been a good trip. Thanks go to the Lady Cutler’s hospitality staff for looking after us so well.


My motoring life

This post lists the cars I’ve owned over the last fifty-four years. Sadly, I don’t have pictures of most of them. On turning seventeen I got my provisional licence and signed up with the instructor who had taught my mother to drive. In May 1971, at my second attempt, I passed the test and getting a car became my all-consuming ambition. I was working for the AA between school and university and reckoned I could save £100 for the car + £50 for insurance. My father didn’t drive, couldn’t see why I needed a car and so was not willing to help me, a pity really as an extra £100-£200 would have made a huge difference to what I could buy.

Now for the cars

1. 1962 Mini

After endless scanning of ads in the local paper and Exchange and Mart and numerous wasted visits to view rust boxes I settled on a nine-year old Mini that showed its age. I should have waited until I’d saved a bit more but the impatience of youth knew no bounds. The car may have cost £100 but during the two years I owned it I spent around £400 on replacing parts, most expensively the engine and gearbox, but also was a sucker for accessories that would allegedly make the car go better, faster or be safer. Most Saturdays were spent fixing something, whether necessary or not.  Its fate was sealed when a massive Scania truck ploughed into it when stopped at traffic lights.
Engine: 848cc, 34 BHP, Overall length 3.0m


2. 1970 Mini van

The cars that followed were much better, largely because by then I had more money at my disposal: the Mini was replaced by 1970 Mini van bought from my upstairs neighbour. It had the optional 998cc engine. I fitted, necessitating the payment of Purchase Tax. This vehicle served me well for several years.
Engine: 998cc, 38 BHP, Overall length 3.3m


3. DAF 66 Estate

In 1976 I got promoted to District Building Control Officer, one benefit of this being that I now qualified for a low-interest car loan, repaid by deductions from my salary. DAFs of this era were famous for their own ‘rubber band’ automatic transmission, since reinvented as CVT transmission used in millions of cars across the world. It made for a very good car when driving from site to site. Helpfully, the nearest main dealer to me, Woodlawn Motors was easy to get to.
Engine: 1289cc, 57 BHP, Overall length 3.8m

4. 1979 Chrysler Sunbeam 1.3 – my first new car

I can’t remember why I decided to change cars, but the Chrysler Sunbeam caught my attention. I was particularly attracted by the frameless rear window.After a while I decided that I needed something with larger luggage capacity. Going over the jaded paintwork with T-Cut left patches of primer. The solution was what is known as a ‘blow over’. The trade-in dealer was not impressed!

Engine: 1295cc, 59 BHP, Overall length 3.8m


5. 1981 Austin Maxi 1750L

About this time  British Leyland were selling off stocks of the just-discontinued Austin Maxi. A new one could be mine for £4,100 and soon was. To my boss’s chagrin, mine, unlike his, was a good reliable vehicle. Apart from the load-carrying capacity, the other attractions were the 1748cc engine which brought in a higher work mileage allowance, and its overall length of 4.04m, which meant just it fitted in the off-street parking space at my home. It stayed on the DVLA register until 2000, a life of 19  years.

Engine: 1748cc, 72 BHP, Overall length 4.1m


6.1985 Austin Maestro HLE

Maestro cutaway (from brochure)

Maestro cutaway (from brochure)


Lot of people rate the Maestro as British Leyland’s worst car. I beg to differ: I like the big doors, generous glass area and wheel-at-each-corner styling. A local dealer had this one on the forecourt and with the benefit of finance (which I later regretted) it was mine. It was an HLE model (premium trim, economy tune) and was a beautifully relaxing car to drive.

AROnline Maestro development story.Engine: 1275cc, 64 BHP, Overall length 4.05m


7. 1990 Skoda Favorit

8. 1995 Skoda Felicia

In the early-1990s my business was failing and I was deep in debt. Then the tide turned. With more than a little difficulty I cleared the car loan on the Maestro and sold it, giving me a temporary cash buffer. My DAF dealer (above) now sold Skodas  and I was able to buy a Favorit 136L on HP with a very low deposit, the remaining cash tiding me over – this was the time of the velvet revolution in Czechoslovakia so perhaps Skoda were desperate to move metal.  When I collected it, I looked at the dashboard and remarked to the dealer, “it’s got a rev counter; this model doesn’t”. In reply he said “it’s so chaotic in the factory that they’re fitting whatever they can find: count yourself lucky”.  

Following Volkswagen’s takeover of Skoda, The Felicia was a reskinned Favorit with other VW engineering improvements – for example mine retained the Skoda 1289cc engine, but with fuel injection rather than a carburettor.

Engines: 1289cc, 63/68 BHP, Overall length 3.85m

/

9. 1998 Suzuki Wagon

Suzuki Wagon series 1 (from brochure)

Suzuki Wagon series 1 (from brochure)

As someone who places a premium on functionality, the Suzuki Wagon looked just the vehicle for me. Others were less keen. Jeremy Clarkson (IIRC) said of it “the only person who would buy one of these is an escapee from a lunatic asylum”. And I was hoping to keep my secret safe! Uniquely both Wagons were built in Hungary.

10. 2001 Suzuki Wagon

Suzuki Wagon series 2 (from brochure)

Suzuki Wagon series 2 (from brochure)


The  second incarnation of the Wagon was an aesthetically less challenging restyle. Mine is still on the DVLA register, MOT expiring January 2006. Apart from my DAF it was my first automatic.

Engines: 996/1298cc, 64/75 BHP, Overall length 3.4/3.5m


11. 2003 Honda Jazz

12. 2006 Honda Jazz

My second Honda Jazz

My second Honda Jazz

When the Honda Jazz appeared I knew it was the car for me, mainly because of its ‘magic seat’ which when folded gave a massive luggage capacity. I bought one and wasn’t disappointed.

Three  years on I got a mailout from Chiswick Honda saying that they were short of cars like mine and would be able to offer me a very good trade-in price against a new Jazz. My first instinct was to ignore it, but on checking their website this looked to be true. At Chiswick Honda I tabled a printout of an ad showing what they could sell mine for, and my cheque book (remember them?) and said that if they could agree to £4,000 cost-to-change we had a deal. They did, we did.
Engines: 1339cc, 82 BHP, Overall length 3.3m


Why these cars?

When I moved into my own home in 1981 the 4m max parking space (ex front garden) was a key factor in choosing a car.

Whilst working as  a council employee  (1974-1984), maximising the difference between the mileage money one could claim and running costs was a key factor: thus a Maxi 1750 could be a better option than something smaller.

Once I became self-employed in the UK (1984-2008) it made most sense to run my cars as company cars and change them every three years or so. Choosing cars like my two Suzuki Wagons and two Honda Jazzes kept the perk tax to a minimum. IIRC the tax due was originally based on engine size, then on CO2 emissions. The Jazz was particularly good in this respect.

The ones I didn’t buy

You’ll have noted the absence of exotica, fast cars and prestige cars. No Fords or Vauxhalls either.

For my first car, I was mainly looking at Minis. I would have done better with an Austin A40 or Morris 1000, but the techno-snob in me didn’t want a car with 1950s technology. I also looked at several Wolseley Hornets and Riley Elfs (Minis with a boot) but the ones in my price range were really ready for the breakers.

Later I was attracted by the idea of a Saab 96 or Nissan Prairie  but both were too long for my parking space. With hindsight I wish I’d bought a Triumph 1300 at some point.

And in Australia …

Here in Australia I’ve owned a Prius C, Nissan X-Trail and  Toyota RAV4 hybrid.


In my teenage days most of my contemporaries and me impatiently waited for our seventeenth birthdays, the point at which we could apply for provisional driving licences and start the journey that would end with passing the driving test.  This is now less the case: In UK a government report stated that  driving licensing among young people peaked in 1992/4, with 48% of 17-20 year-olds holding a driving licence. By 2014 only  29% of 17-20 year olds held a licence.

 


 

Tommy the Cork

This wasn’t meant to be such a long piece but it just kept growing!

Back in 1991-96 I took a second degree in Business and Computer Studies as a part-time student. First-year students had to take two non-cognate modules to broaden their education. One of mine was ‘American History 101’ and then, though it would not count towards my degree, after this I enrolled for ‘Franklin Roosevelt and the New Deal’. Enthused by the subject, I saved all my 22 textbooks with the aim of re-reading them at some point. 30+ years later I’ve finally done this: speed reading though and the books are set for the academic bookshop so don’t ask me questions! Comments welcome though.

'Tommy the Cork' book cover

‘Tommy the Cork’ book cover

One book though wasn’t in my original collection; I bought it recently wanting to know about its subject. David McKean’s ‘Tommy the Cork – Washington’s Ultimate Insider from Roosevelt to Reagan’ tells the story of Thomas Gardiner Corcoran (1900-1981), one of the New Deal’s top lawyers and adviser and speechwriter to FDR, then a successful lobbyist.

It’s a life which promised so much but ended up laced with a fair degree of sadness. Here, I’ve tried to focus on the man himself; for lots more on his political and lobbying activities, see McKean’s book or this page on the Spartacus Educational website.

Early life

Corcoran was born in Pawtucket, Rhode Island to middle-class Irish immigrant parents. He was his high school’s ‘prize scholar’ then, following in his father’s footsteps, studied law at Brown University where he was a top student. At Harvard Law School Professor Felix Frankfurter noted his exceptional ability and arranged for him to clerk for Supreme Court justice Oliver Wendell Holmes (1841-1935) during 1926-27. Holmes had fought in the Civil War and served as a Supreme Court justice from 1902 to 1932. Corcoran continued as a friend and caregiver to Justice Holmes until Holmes’ death, especially after the death of Mrs Holmes in 1929, and was at his bedside when he died. As McKean’s book tells, Corcoran was a complicated person: ruthlessly ambitious, ever keen to make money, yet capable of extreme kindness and generosity. Countless young lawyers benefitted from his support and encouragement.

Following his clerkship year Corcoran joined Wall Street law firm Cotton and Franklin where he learned the finer points of corporate law, mergers and acquisitions. He reputedly made a quarter of a million dollars in the late 1920s (nearly $5m 2025) only to lose nearly all of it in the Wall Street crash.

The New Deal Years

In 1932 Corcoran moved to Washington DC, joining the Reconstruction Finance Corporation as Special Counsel. Over time he would find his way into the White House, becoming a speechwriter, political adviser and friend to FDR. It was during this time that he teamed up with Benjamin Cohen, another gifted lawyer. Temperamentally the two were total opposite: Corcoran was an extrovert who loved to entertain; on occasions he’d take his accordion to the White House and lead a singalong. In contrast Cohen was quiet, sensitive, described by Joseph Lash as ‘the parfit gentil knight’ of the New Deal1. The two of them, described by ‘Time’, 1938, as ‘The gold dust twins’ would help draft some of the key New Deal legislation.

By the time FDR assumed office on 4th March 1933 the USA was on the verge of collapse. FDR asked Felix Frankfurter to assemble a team of lawyers to rewrite the nation’s security laws to minimise the risk of another Wall Street crash. Among those nominated were Corcoran and Cohen. Corcoran had his Wall Street experience; Cohen was a brilliant legal draftsman. His deep knowledge of British company legislation acquired while working in London would influence their thinking. Also appointed to the team was Jim Landis, Harvard’s first professor of legislation, who had the best understanding of markets. The fourth member of the team was 22-year-old Peggy Dowd, previously Corcoran’s PA at the Reconstruction Finance Corporation (RFC), of whom more later.

By March 1934 the bill that would establish the Securities and Exchange Commission was ready. Vested interests whipped up a huge campaign against it. Corcoran was chosen to defend it before the House Committee. After a bitter debate it passed. Legislation controlling utilities would follow, again the subject of a big fight.

After the New Deal

As the 1930s progressed Corcoran got involved in all sorts of political adventures. FDR’s son Elliott ventured “Apart from my father, Tom was the single most influential person in the country.” Alva Johnson of the Saturday Evening Post claimed that Corcoran held “a position of power vaguely resembling that which the Duke of Buckingham held under James I2.

After FDR’s 1936 landslide victory, Corcoran’s influence began to decline. To FDR’s frustration, the Supreme Court increasingly took a critical view of New Deal legislation. During his first term not one justice had died or retired and a majority of the nine justices he’d inherited owed him no loyalty. The solution put forward was to appoint additional justices. This drew outrage from various quarters and the plan was dropped. Then the dam broke and FDR was able to appoint nine justices before his death in 1945. The first, Hugo Black, appointed 1937, served on the bench until 1971; Felix Frankfurter was another notable appointment, serving from 1939 to 1962.

With his marriage in 1940 Corcoran needed more money. He thought of returning to Cotton and Franklin, but only if Ben could come with him. The firm would not take Cohen on account of him being Jewish so Corcoran decided to stay in Washington and use his legal skills and political and personal contacts as a lobbyist.

WW2 saw Corcoran involved with the Chinese Flying Tigers who were attacking Japan well before Pearl Harbour. This brought him into contact with General Claire Chennault (1893-1958). This part of his life is marked by his name appearing in the Rhode Island Aviation Hall of Fame.

In 1941 the post of Solicitor General became vacant. Corcoran desperately wanted the job. He asked various people to recommend him. Four justices wrote in on his behalf. He needed one more to have a majority of the Supreme Court on his side. He went to see his old mentor Felix Frankfurter. Frankfurter said that he was sorry, but he couldn’t oblige. Corcoran reportedly then said, “I put you here, now produce3. Frankfurter wouldn’t! Later he said that if he’d thought that Corcoran would devote himself to the post, he would have been happy to recommend him, but he felt that he would use the post as a political platform.

With this door closed, Corcoran redoubled his lobbying work which he would pursue for the rest of his life. Here are several of the many examples cited by McKean:

  • In 1941 Corcoran was approached by Henry Kaiser who was after a loan from RFC to build a magnesium plant. Using his contacts Corcoran secured the loan and sent Kaiser a bill for $135,000, also asking for a 15% stake in the enterprise. Kaiser hadn’t got rich by being free with his money so Corcoran had to make do with ‘just’ $65,000 (at this time a WW2 US Private was paid $50 a month).
    .
  • At congressional hearing in December 1941 Corcoran was asked about his lobbying. He admitted to making more than $100,000 during the year for his defence-related work and was quizzed on various assignments. He’d helped the Savannah shipbuilding company to get a contract (subsequently rescinded) to build twelve cargo ships for twenty million dollars; they had no relevant experience of such work. Corcoran had collected a $5,000 fee. To avoid public scandal, the company was then awarded $1,285,000 compensation!
    .
  • One of Corcoran’s key clients was the American-owned United Fruit Company which had substantial interests in Guatemala. In 1951 a democratically-elected government led by Jacobo Arbenz took charge and reformed education and healthcare in the country. It also instituted a new labour code that improved worker’s rights. UFC owned 42% of Guatemalan land yet only utilized a small part of it. Arbenz’s aim was to redistribute these huge tracts of unused land to the landless poor.
    In 1953, with Eisenhower installed as US President, Corcoran started urging the US government to undermine and overthrow the Arbenz government. With the help of the CIA, the United Fruit Company began a massive disinformation campaign in the USA, labelling Arbenz and his administration as being under communist influence. In June 1954 the Arbenz government was overthrown, Corcoran having acted as a liaison between the CIA and UFC. When the full story came out, “for those who had served with Corcoran in the New Deal it was an inexplicable betrayal4.

Lots more on the influence of the United Fruit Company in Guatemala here.

The women in Tom’s life

Tom’s mother, Mary O’Keefe was a strong and intelligent woman. McKean quotes him as saying: “Mother had given me an abiding discomfort about women5. She wanted her son to achieve great things and didn’t wanted him being distracted. Away from her influence in New York, Isabel Cotton, his boss’s daughter, caught his eye and in due course their engagement was announced. She, though, broke it off. Tom later recorded that she had “decided I was too busy to pay the attention to her that an aristocratic girl deserved6.

In 1932 Peggy Dowd enters the story, joining the RFC as a PA. Her parents were immigrants: her father worked for the post office. She was stunningly attractive – FDR later referred to her as ‘Our gorgeous hussy’, not of course the sort of language a present-day president would use of a junior female employee. She’d never attended college, only taken a typing course, but impressed Tom’s RFC colleague Frank Watson: “My secretary at that time was Peggy Dowd, who later became Mrs Tom Corcoran She was a brilliant individual and a very beautiful girl. She could type so fast you could hardly see the keys move, and at the same time carry on a conversation or ask a question. During this period, l would be up on the Hill all morning, going over the act with the committees. Then I’d come back and Peggy and I would work until midnight, running off copies for the next day’s meetings7.

Her ability and work ethic did not go unnoticed: “To help with the typing Corcoran asked the RFC to send over a young secretary named Peggy Dowd. … She was only twenty-two years old. She had met Corcoran a few weeks earlier when she had been sent to his office by the chief of the secretarial pool. “You’re Irish. Maybe you can handle him,” she was told. During their first encounter Corcoran sat behind his desk chomping on a cigar and barking orders when Peggy interrupted him and said coolly, “Take the cigar out of your mouth or I won’t take dictation from you.” Corcoran, looking stunned but amused, obliged.8.

Over the next few years the two grew increasingly close. Tom loved Peggy whilst wanting to maintain his bachelor freedom; Peggy loved him but was getting impatient. “I bore no ill will towards your mother”, she told him, “but it’s a long time since I knew that I was in love with you, that your mother died [she died in 1936]. But I understand being Irish — you’re the oldest son and the oldest son, I don’t know when it began, can never marry till his mother dies. So his mother will never believe that any other woman came before her9.

Still Tom didn’t rush things. In early 1940 he finally asked Peggy to marry him. Not everyone was supportive. His mother had referred to Peggy as “your warmed over French fried potato of a secretary.” FDR thought that Corcoran could do better than marry a working girl whose father was a mailman. Frankfurter wanted him to marry someone with money so that he would be free to continue in public service10. Marion Frankfurter told Tom that in Britain it was the accepted practice for bright young lawyers to marry into the English gentry – though we can note that her husband married the solidly middle-class daughter of a Congregational minister. But all to no avail. Once engaged, Tom made an appointment to formally introduce his intended to FDR. Peggy bought a new dress and hat. On the day FDR sent a message that he was too busy to see them. Tom viewed this as a snub for many years after.

The couple married on March 4th 1940. Not long afterwards Peggy was expecting the first of their six children. The couple moved to a larger house where they often entertained. Peggy seemed to be happy, but this was an illusion. Sadly she’d began to drink, not just at social events but at home. In 1957 she died of a cerebral haemorrhage, aged just forty-four.

Left a widower, Tom tried to be a good father, pushing all his children to achieve, especially daughter Margaret. She studied law, possibly not by choice, and, although not an exceptional student, through her father she got a clerkship with Justice Black. The pressure was getting to her. In January 1970, aged twenty-eight, she died from an overdose of sleeping pills.

'The Education of Anna' book cover

‘The Education of Anna’ book cover

Following Peggy’s death, Tom had acquired a number of female friends. Most prominent was Peking-born Anna Chennault (1923-2018). At 21 as a junior journalist she was sent to interview General Claire Chennault, then head of the US China-based 14th air force. In 1946 he divorced his wife (leaving her with eight children!), marrying Anna a year later. He died in 1958 of lung cancer. She moved into the world of politics, campaigning for Richard Nixon among Chinese-Americans in 1960, then began a career as a society hostess in Washington, living in a Watergate penthouse at the time of the notorious burglaries.

Anna’s 1980 memoir, ‘The Education of Anna’ is dedicated “to all my teachers, and to the best teacher of them all, Thomas G. Corcoran”. In it she tells us: “… my parties were never very large. With rare exception they were limited to three tables of twelve each …”. Eight courses were the norm. How the other half live! Anna claimed that Tommy wanted to marry her, but she’d vowed never to marry again.

In later years a second female friend and regular escort was Lindy Boggs (1916-2013). Like Tasmania’s own Enid Lyons, she started life as a political wife and then built her own political career: her husband Hale was majority leader of the US House of Representatives. In 1972 he was in a plane that went missing over Alaska and was declared dead. In the ensuing special election Lindy was elected to succeed him. She was elected to a full term in 1974 with 82% of the vote and was re-elected seven times thereafter until she vacated her office in January 1991. After her district was redrawn in 1984 she became the only white member of Congress representing a majority-African-American constituency. In 1997 President Bill Clinton appointed her official U.S. ambassador to the Holy See, a position she held until 2001.

McKean tells us that “Corcoran, however, told one friend that he would not marry Lindy or Anna or anyone else for that matter, because, “once you marry, they’re not nice to you”11

Later years

One might have hoped that age would bring increasing wisdom but McKean tells a number of stories that sadly suggest otherwise:

  • In 1969 the Supreme Court initially declined a petition to re-hear the El Paso Natural Gas case. El Paso wasn’t a Corcoran client but the suggestion is that he may have been providing informal advice. Totally disregarding legal rules, Tom went up to see Justice Hugo Black in his Supreme Court chambers to petition him to think again. Shocked, Black threw Tom out but not wishing to humiliate an old friend, he decided to say nothing. A few days later Tom made a similar visit to Justice Brennan, with a similar result.
    At the weekly justices meeting, Brennan told them what had happened. A number of justices were sympathetic to reopening the case but knew if this happened, Tom might have then started boasting about his achievement in bending the court’s will. So the application to re-hear was denied. To quote McKean, “Had Douglas’s dissent been made public, Tommy Corcoran, one of the most distinguished and successful lawyers in Washington for more than forty years, would surely have been disbarred.”12  Ten years later the District of Columbia Bar was asked to examine Corcoran’s conduct. Thankfully for him, Justice Black was dead (d.1971) and Justice Brennan conveniently couldn’t remember the conversation13. A lucky escape!
    .
  • In 1971 a number of Washington’s legal elite gathered for a black-tie dinner to mark Tom’s 70th birthday. In his speech Ben Cohen remarked that “I think we may count the New Deal years among the best years of his life. ….. There has never been a better spirit de corps in government than that inspired by Tom in the New Deal years.” Then it was Tom’s turn and to the dismay of many listening he began by noting that he represented one of the largest pipeline companies in the USA. Close friend Joe Rauh later said that seeing this once brilliant, crusading lawyer now bragging about his corporate clients “made me sick”14.
    .
  • Ten months later Tom attended the funeral of Peggy’s cousin, Michael Dowd. After the ceremony he offered a lift to Michael’s 19-year-old daughter, Maureen. While driving back to the family home Tom told her that he would like to adopt her. She would have the best education possible and a credit card and sports car like the ones Margaret had had. Daughter and newly-widowed mother were, not surprisingly, horrified by the suggestion.15

While most of his contemporaries were long retired, Corcoran worked almost to the end. In late 1981 he went into hospital for a gall bladder operation. On December 5th he told visiting son Tim that when he got out of hospital he was going to make lots more money. The next day he was dead, from an embolism. At his funeral fellow lawyer James Rowe spoke, quoting Justice Holmes: “Through our great good fortune, in our youth our hearts were touched with fire.16 If only this sentiment had underlaid Tom’s 70th birthday speech.


References (to ‘Tommy the Cork’ unless otherwise stated)

• 1. p.452; 2. p.91; 3. p.152; 4. p.227; 5. p.13; 6. p.28; 7. Louchheim, p.109; 8. p.39; 9. Lash p.445; 10.p.126; 11. p.310; 12. p.272; 13. pp.306-8; 14. p.298; 15. p.299; 16. p.316

Key books (links are to AbeBooks):

For a detailed account of Tommy Corcoran’s political and lobbying career, check out this Spartacus Educational article.


 

Cunard’s newest ship: MS Queen Anne

For me one of the joys of being retired is that my holidays aren’t constrained by work. So having decided to come back to UK for Paul and Carole’s group cruise, I looked at what else might be possible. I was delighted to find a 7-night cruise to Northern Spain and Cherbourg on Cunard’s new Queen Anne. To save a little money, I opted for an internal cabin. And, yes, it’s true: the total blackness meant I slept much better than in a cabin with curtains or blinds that aren’t totally lightproof.

La  Coruña

We set sail from Southampton on Sunday June 1st, 2025. After two nights and a full day at sea – formal night: black suit, shirt and tie for dinner as per the dress code – we arrived at La  Coruña. It’s an industrial and financial centre, population about 250,000. The ship docked within walking distance of the city centre and I spent a pleasant few hours exploring. There are any number of fine period buildings to be seen.

Gijón

The overnight sail took us to Gijón, population about 270,000. The key interest for me was that it’s home to one of the largest railway museums in Spain, the Asturias Railway Museum. Even better, the free shuttle bus from the ship stopped outside the museum! The museum, which opened in 1998, is housed in the old North Gijón railway station built in 1874, since extended. After spending a good couple of hours in the museum I went for a stroll through the old town before getting the shuttle bus back to the ship. The 18th century Revillagigedo Palace is a notable sight. The Town Hall and adjoining square date back to 1858-64. As with La Coruna, these are but two of many buildings of merit.

Bilbao

Our third and final Spanish port call was Bilbao, the tenth largest city in Spain, population around 350,000. Cruise ships dock at Getxo, about 20km from Bilbao. This was Queen Anne’s maiden visit. From the ship Cunard laid on a shuttle bus service to the Algorta metro station. At the time I went, passengers were being delivered to the station faster than the ticket machines could handle them, so I walked to the next station, Aiboa, which was almost deserted. From there I got the train to Abando in the city centre (15km, €4.20; £3.60; A$7.50 return). I spent some time looking round the cathedral, then took a quick walk through the city centre, once again appreciating the many historic buildings along the way. Then back to the ship.

Ariaga Theatre, Bilbao, 1890
Ariaga Theatre, Bilbao, 1890

Cherbourg

Friday was our second sea day, sailing back across the Bay of Biscay to Cherbourg in NW France. Next to where the ship docks is La Cité de la Mer, Cherbourg’s maritime museum. I spent several hours there taking in the Titanic exhibits, the aquariums and exploring the Redoutable, the first now-preserved French nuclear submarine before having a quick walk round the city centre.

As for the ship …

The order for the ship that is now Queen Anne was placed in 2017. Delivery was originally planned for 2022 but with Covid delays the maiden voyage was deferred to May 2024. With a gross tonnage of 113,000 and capacity of 2,996 passengers she is slightly larger than Cunard’s Queen Victoria and Queen Elizabeth.

As previously posted here, I’ve cruised on Cunard’s Queen Mary 2 and Queen Elizabeth several times and love their Art Deco interiors. Queen Anne is very different: she’s been given a contemporary look. I liked the arrows on the carpets in the corridors which point to the nearest staircase.

Away from the ‘hardware’ it’s very definitely Cunard. All the crew I interfaced with were excellent. The Insight lecturers were Andrew Ryder, historian, Barry Halliday, retired Detective Superintendent, and the theatre-filling Pam Ayres. As is my custom on Cunard ships I enjoyed the Queens Room music and dancing each evening. For dinner I was on a shared table and enjoyed the company.


During the cruise the ship travelled 1,489 nautical miles, 2,758km.

Driving Mum’s Car

Everyone who knows me knows that I enjoy visiting car museums. Back when visiting UK in 2023 I had plans to visit the Great British Car Journey, a car museum in Ambergate, Derbyshire which had opened in 2021. Alas events intervened and I never got there.

But this year, as part of my UK visit, I got there and wasn’t disappointed. The museum has around 150 cars on display and unlike some car museums the emphasis is on the ordinary: Austin, Morris, Ford, Vauxhall etc, many of the cars that were commonplace during my childhood. My ‘I Spy Cars’ and ‘Observers Book of Automobiles’ were two of my childhood treasures: I wish I still had them.

The story is split into nine ‘chapters’:

  1. 1921-39: A little car that changed the world: the Austin Seven
  2. 1945-57: A Minor miracle: the Morris Minor
  3. 1957-67: Wizardry on wheels: the Mini
  4. 1967-70: BL is formed but begins a long decline
  5. 1913-70: A family affair: Rootes – Hillman, Humber, Singer and Sunbeam
  6. 1905-2021: The Americans: Ford and Vauxhall
  7. 1970-77: Difficult times: BL is nationalised
  8. 1977-90: The lady’s not for turning: Mrs T. reluctantly refinances BL; enter the Metro
  9. 1990-today: British-owned volume car producers are no more.

Visitors are lent an tablet – the commentary is excellent, with even more information delivered if you click on the display board QR codes.

There’s a good café too.

If this was it, the Great British Car Journey would just be another medium size motor museum – The British Motor Museum, Gaydon has 400 cars. But what makes this museum different (unique?) is that you can Drive Dad’s Car!

… Or in my case, since my dad never drove (eyesight issues), Drive Mum’s Car.

On the day we visited a good number of their sixty-car drive fleet was out ready for visitors to drive, everything from a 1920s Austin Seven, a 1938 Wolseley that’s appeared in Foyle’s War, a London Black Cab, a Rolls Royce Silver Spirit, a police Jaguar with blue flashing lights, and at the other end of the scale numerous humbler vehicles. The current cost (June 2025) of a drive depends on the car chosen: they’re grouped into Classic (£54), Premium (£75) and Luxury (£85) with discounts if you drive more than one. Buying one or more drives gets you free museum admission.

For myself, I chose to drive their Hillman Imp, since it was the first car my mother ever owned, bought new in 1963 for £532. She sold it in 1966, well before I learned to drive. Had I not chosen this car, I’d probably have chosen one that I’d owned in the past.

The museum buildings are at one end of a four-acre site, home to a wire rope factory from 1876 until it closed in 1996. Each drive lasts about twenty minutes, three circuits of the site, accompanied by a supervisor. You can take passengers for a small extra charge (£10) and a souvenir photo is a very modest £9.95. Not having driven a manual car for 25+ years, I felt somewhat like a learner; thankfully I only stalled once! But a great experience.

Thanks to my friend John for providing transport; if you want to visit the museum using public transport, it’s about a 20 minute walk from Ambergate station.


My first group cruise

.. as a guest, not host, I hasten to add! The cruise was organised and hosted by Paul and Carole who run the ‘Paul and Carole love to travel’ YouTube channel which I’ve followed for several years. Check it out here. They are a very down-to-earth friendly couple from Gloucestershire, England.

I first met Paul and Carole when they visited Melbourne in January 2023 whilst on their Australian cruise and held a meetup for their supporters, handily for me here in Melbourne Docklands.

When in May 2023 Paul and Carole announced their first group cruise, on Sky Princess, from Southampton to Norway, Denmark and back, my interest was aroused. Copenhagen was the first non-UK place I ever visited by myself, back in 1985. I’d always meant to go back but never got round to it. And although Southampton is a long way from Melbourne, I could combine this cruise with seeing friends and family. So in August 2023 I signed up. To qualify as a group cruise Paul and Carole needed 30 people to sign up; in the end they got 170!

Twenty-one months later, May 16 2025, I’m in Southampton for the eve-of-cruise get-together. Then after a good night’s sleep it was off to the ship, check-in and once on board off to the Vista lounge for group registration and a chance to meet more fellow travellers. Each day we had exclusive use of this lounge from 1.30-3.30, with excellent service from the staffed bar, with a different activity each day, e.g. a ‘How well do you know Paul and Carole?’ quiz to see who’d been paying attention to their videos.

By default our group was assigned a dining time of 5.30p.m. with a section of the Soleil dining room being assigned to us. This was great: we were effectively on a cruise for 170, not 3,660 (the ship rated capacity). No one was obligated to eat here; if you wanted to eat later, in the buffet or at a speciality restaurant you were of course free to do so. Those of us who are P&C Patreons (financial supporters) were each invited to dine with Paul or Carole on one night of the cruise.

The cruise was meant to include four port stops: Kristiansand and Oslo in Norway, and Copenhagen and Skagen in Denmark, with sea days at the beginning and end of the cruise. For weather reasons we had to skip Skagen so got an extra sea day. Here’s a quick summary of our three port visits; lots of other websites cover them in more detail:

Kristiansand

This was my first visit to Norway. Kristiansand, Norway’s fifth largest city, was an easy walk from the ship. I got to see the city centre, 1885 cathedral and railway station. The brightly painted buildings near where the ship was docked are a credit to those who commissioned and designed them.


Oslo

Oslo is the capital of Norway. I could have done better here. I’d booked a ticket for the hop on/hop off bus, intending to do two circuits, the first to get an overview of the sights, noting those to stop off on the second circuit. The full circuit takes ninety minutes. Having made a rather leisurely start to the day I realised once on the bus that I’d only manage one circuit if I was to be sure of being back on board by the stated time (3.30). By alighting at one stop and walking to the next I did get to see the Opera House, Parliament, University and National Theatre, plus lots more from the bus. Next time, if ever …


Copenhagen

Here members of our group cruise had the option of taking a coach for an extended visit to the Tivoli Gardens; all aboard time wasn’t until 8.30p.m. I chose to do my own thing. Cruise ships dock a fair way from the city with a free shuttle bus running to and from the Orientkaj metro station, opened in 2020. From here I got a train to the city centre (24DKK, A$5.72, £2.75). 27,000 steps later I’d visited the National Gallery, the Royal palace and after a quick visit to the Tivoli Gardens walked along Strøget, to the historic Nyhavn. From there I walked to the Vor Krelsers Kirke (Church of our Saviour) to see its famed 400-step spire built in 1752. The last 150 steps go round the outside of the spire and, no, I didn’t climb them!


Then back to the ship for two full days at sea with plenty of onboard activities and entertainment. A great trip! Many thanks to Paul and Carole for being such good hosts, to Dan, their travel agent, who did all the admin, and, as ever, the first class Princess crew.


Map from thecruiseglobe.com. Distance travelled by ship 1,922 Nm, 3,560km

Along the Tocumwal railway line

Last time I wrote about my visit to Tocumwal, mentioning the Pacific National freight service from Tocumwal to Appleton Dock, Melbourne. The railway reached Shepparton in 1880, then was extended to Numurkah in 1881, Strathmerton in 1905 and finally to Tocumwal in 1908. Passenger services ran until 1986 but carriage of grain and livestock was the main source of revenue. So let’s go up the line from Shepparton to Tocumwal with a quick stop at each intermediate station site. Figures in brackets are the distance from Shepparton and population.

Congupna (7.1km, 620)

A now-disused siding served what is now a fertiliser depot. A mound of earth is all that is left of the former station platform. Next to the fertiliser depot there’s a park, Pony Paddock Park, and next to the park a primary school. The school has 54 pupils and a teaching staff of 8 – very different to the average city school! A plaque explains the park’s name:

PONY PADDOCK PARK

In the early days children either walked or rode ponies to Congupna Primary School. In 1922 provision was made next to the school to house students’ ponies during school hours. By 1934 some of the larger families came to school by horse and gig. The ponies were left in the Pony Paddock with feed and water and harnessed up again after school.

In 1976 the use of the Pony Paddock ceased as the family car took over. In the year 2000 the Congupna/Tallygaroopna Landcare members cleared and cleaned this paddock of all noxious weeds and trees and set about transforming this derelict area into a native park… which opened in December 2004.

Tallygaroopna (14.2km, 600)

The Goulburn Valley Stock and Property Journal, 15 March 1933, reported that:

after careful consideration and close examination of six schemes for the bulk handling of wheat within the last five months, the experts appointed by the Minister of Agriculture (Hon. J.Allan) submitted their scheme to the Cabinet last week. The scheme is estimated to cost £2,000,000, and will include the erection of 160 country silos at railway stations with terminals at Williamstown and Geelong. …  It is proposed to build silos of the following capacity at stations in the northern district: — 50,000 bushels at Rochester, Tallygaroopna, Wunghnu, Numurkah …”. The Tallygaroopna silo went into service in 1941 and was in use until 1987. The station also had stockyards for sheep and cattle.

According to the RBA inflation calculator, £2m in 1933 would be about A$250m now,

Wunghnu (23.5km, 334)

The weighbridge can still be seen as well as the silo. The Goulburn Valley Stock and Property Journal, 26 March 1941, reported:

WUNGHNU SILO Nearing Completion

The silo at the Wunghnu railway station being built by the Government to replace the grain shed is beginning to tower up, and when completed, will hold a considerable quantity of grain. The silo can be seen for some considerable distance, as it is well above the tree tops and still going up. It ought to make a wonderful look-out as well if there is a way left to get to the top.

Numurkah (30.4km, 4768)

As can be inferred from the population, Numurkah is a larger settlement than the others listed here. Next to rail tracks site Graincorp have a huge facility for processing Canola and other oilseeds, though everything is now moved in and out by road.

The station platform and footbridge still exist, and what I presume was formerly the station building is now occupied by a funeral director.

Katunga (41.0km, 996)

Another c.1940 silo. Before this was built, a good harvest could see 100,000 sacks of grain being stacked up for shipment.

Strathmerton (53.1km, 1072)

Nothing much remains except for the platform. Back in May 1899 “A very enthusiastic and representative meeting of farmers and others was” held at Strathmerton on Saturday night for the purpose of forming a league to agitate for the extension of the railway line from Strathmerton to Tocumwal.” It took some time. The Corowa Free Press, 14 July 1908, reported:

STRATHMERTON – TOCUMWAL RAIILWAY

The new railway line from Strathmerton to Tocumwal crossing the Murray was opened on Thursday last. A large crowd of residents and railway officials were present. The first train was a sheep special of 40 trucks. The new station is equipped with a good yard and facilities for loading sheep and cattle. The ordinary passenger train came in on Thursday afternoon. It is intended to have a banquet later to celebrate the event.

And for more on Tocumwal, see last month’s post.

Perhaps in time the silo art brigade will get to these silos – we can hope!


Victorian Places A-Z

Interstate mini-break: Tocumwal

Last week I went on a two-night break to Tocumwal. It’s a small town 291km/182mi north of Melbourne, on the north bank of the Murray River so in New South Wales. The town was established in the early 1860s. As with the other Murray river communities, paddle steamers were initially the way in which goods were imported and exported.

The bridge

The Murray bridge opened in 1895. It has three spans, the centre originally being liftable for navigation. The last lift for navigational purposes was in 1933. The span was last raised in 1995 to mark the bridge’s centenary, following which it was welded shut. Initially built for road traffic only, the bridge was strengthened and adapted for rail traffic in 1908. It was then used for both road and rail traffic until November 1987, when a separate road bridge was opened, and continues to carry the occasional freight train.

The railway

On the Victorian side of the river a 53km/33mi rail line from Shepparton to Strathmerton in opened 1888, later being extended to a temporary terminus on the south side of the Murray opposite Tocumwal. Following agreement between the Victorian and NSW governments this line was taken across the bridge to a new VR-operated station, Tocumwal, opened in 1908. A NSWR branch to Tocumwal opened in 1914 creating a break-of-gauge station, NSW railways being standard gauge (4’8½”,1435mm), Victorian Railways, broad gauge (5’3”, 1600mm). Note that by rail it’s about 250km to Melbourne and 760km to Sydney.

The last NSWR train to Tocumwal ran in 1986 and the entire SG line was closed in 1988. The last VR passenger service to Tocumwal ran on 8 November 1975 but the line remains open for freight traffic: Pacific National runs container and grain trains to the Port of Melbourne several times each week.

Much of the original rail infrastructure has gone but the station buildings have been given a new lease of life as the Tocumwal Railway Heritage Museum. Unlike Newport Railway Museum where I am a volunteer, there’s no rolling stock, but there are lots of maps, pictures and other items of interest.

For more on Tocumwal’s railway history, see Newsrail, May 2005.

Museums

Just out of town is Tocumwal Aviation Museum which opened in 2021. Tocumwal might at first seem to be just another small relatively unimportant place but during WW2 it saw the construction of the largest aerodrome in the southern hemisphere which was home to many aircraft and was also a vast storage and repair depot for many aircraft types including Avro Anson, Beaufort, Boeing, Dakota, Hudson, Lancaster, Lincoln, Meteor, Mosquito, Mustang, Spitfire, Beaufighter, Vampire and Wirraway. No. 7 Operational Training Unit RAAF was based at Tocumwal from 1944. After the RAAF left Tocumwal in 1960, over 700 aircraft were scrapped through until 1963. There’s an excellent pictorial here.

Chrystie’s Classics and Collectibles Museum is a place which is hard to describe. You’ll find all sorts of things here: classic cars, old agricultural implements and a vast range of collectibles.

And … last but not least

My two nights in Tocumwal bracketed Anzac Day 2025. Anzac Day commemorates the ANZAC forces landing at Gallipoli on 25 April 1915. As is the custom across Australia, the day was marked with a dawn service, then, later, the main service with guest speakers and wreath laying. The latter drew a huge crowd including all the children from local schools.



All in all an interesting and enjoyable trip, seeing and learning new things.

Tocumwal location (https://free-map.org)
Tocumwal location (https://free-map.org)