Melbourne Cable Tramways – Macmeikan & Pollock Reports

Dummies

The dummy as shown in Figure 19 was the type imported from America for the opening of the system, whereas that shown in the drawing at Figure 20 refers to the dummies built later at the Nicholson Street Workshops. The principle differences between the two types relate to the roof construction and support, the home-built dummies having the roof width increased by 5 inches and the downpipes made straight, together with the roof support posts being reduced from six to four (one at each corner of the grip space), additional roof support being supplied by a pair of truss rods. Finally, the local product was 7½" longer than the imported product.

Figure 19. Drawing of ‘6‑post’ cable dummy, as built by John Stephenson of New York. Note the narrower roof and curved roof supports.

From the Macmeikan report.

Figure 20. Drawing of ‘4‑post’ cable dummy, as built at the Nicholson Street car repair shops.

From the Macmeikan report.

The imported dummies were known as 6-post dummies [10], whereas the locally built ones were known as 4-post dummies.

The imported dummies came equipped with kerosene headlamps and interior lamps. This equipment became standard and was used throughout the service until 1918-19 at which time it was superseded by electric lighting powered by Edison B2 sodium hydrate storage batteries. Each dummy was equipped with two five cell batteries connected in parallel, supplying a 10 watt headlamp and 36 watt interior lamp at 6½ volts.

One of the passenger end seats was hinged, forming a box in which the battery was placed for use. The wiring from this box was run to the headlamps and interior lamp under the dome, the circuit having a changeover switch installed to transfer the headlamp lighting from end to end.

The batteries were removed from the dummies after service at night, for maintenance and recharging. When being replaced the batteries were connected to the leads in the box under the sear by plugging the leads into sockets either end of the battery. This was usually carried out for service trams when the tram arrived at the depot between 3-4pm. Other dummies going into service for the evening peak were equipped before leaving the depot.

The dummy domes and fascia boards were painted a colour to indicate the route on which the tram ran. The glasses in the canopy roof were also the same colour, which showed prominently at night. Early dummies had the streets they traversed shown in clear lettering on the coloured glasses on each side of the canopy roof. This painting of dummies for individual lines was discontinued by the M&MTB about 1923-24, and made uniform in brown and cream, the coloured glasses in the canopy being replaced with clear ones. The domes, which were originally for the purpose of conducting the fumes of the kerosene lamps, were also removed and a flat conical cover placed over the area previously occupied by them.

Windshields were fitted on a dummy after much discussion, following representation from the Union on the question of shielding the gripmen from inclement weather conditions. The windshields were built along each side of the grip space above the side longitudinal seats, and a moveable shield constructed at the ends, which was opened at the rear end to allow the conductor access to the dummy.

The above arrangement was considered by the Union to be acceptable and was put into service for trial. The dummy was run on all lines and a complete trial carried out. The result of all the tests was to the effect that gripmen found dust, rain or mist interfered with their vision both in front and at the sides of the dummy, and inconsequence the dummy was taken out of service and the scheme discontinued. The difficulties of employing wipers were discussed and it was agreed that no suitable scheme could be evolved with the windshields in such a manner to suit the construction and operation of the dummies.

Constructing cable tram dummies in the MTOC North Fitzroy workshops, circa 1889.

From the La Trobe Picture Collection.

Dummies – Construction

The underframe of the dummy, constructed of spotted gum, is formed by four longitudinal timbers and a number of laterals, as seen in Figure 21. The longitudinals being 5¼" x 2½" for the outers (1) and 5 7/8" × 2 7/8" for the inners, the laterals which are morticed into the longitudinals are 2 7/8 " thick although varying in length and depth depending on where they are positioned. Mild steel plates and angles are also employed to strengthen the structure.

Figure 21. Cable dummy underframe.

From the Macmeikan report.

A crown plank (2) at each of the dummy, made of spotted gum 8½" × 2" and 7" × 2¼" bolted together, ties the ends of the longitudinals and forms the complete framework on which the superstructure is built.

The superstructure was supported by 2¾" × 2¾" yellow-wood pillars (3) mounted on either side of the area used by the gripman to operate the grip. Referring to Figure 22, the pillars (3) with mild steel bracings and scrollwork (4) carry the canopy roof (5) which is also supported by downpipes (6) made of 1" galvanised iron pipe secured to the inside of the fascia board (7) at the top and to the 12¼" × 1¼" spotted gum footboard (8) at the bottom.

Figure 22. General layout of ‘4-post’ dummy.

From the Macmeikan report.

The downpipes (6) at the side of the dummy are covered over the bottom portion by a cast iron ornamental sleeve (9) about 2' 6" long, secured by mild steel knees (10) to the footboard (8). The end downpipes (11), two at each end, are plain galvanised iron pipes secured to the roof bow at the top and the crown plank (2) at the bottom.

The roof (5) was constructed of 2¾" hoop pine tongue and groove boards over Tasmanian oak 4" × 1 3/8" longitudinals, 2½" ×1 3/8" ribs and 2" × 1 3/8" blackwood cant rails. The raised canopy section (or clerestory) has glasses (12) at the sides and end, and a dome (13) in the central position on top. The roof boards were heavily covered with white lead and canvas then stretched over it, a further coat of white lead and a coat of paint finished the roof.

A dash (14) each end of the dummy was made as follows: two mild steel posts (15) are firmly bolted to the crown plank (2), one at each side; these posts and the downpipes (11) support a steel frame (16) with scrollwork between the upper and lower rails. Under this steel frame (16) is fitted a wire mesh apron (17) which is also secured to the crown plank (2). A cast steel drawhead (18) is fitted and securely bolted to the centre of the crown plank and at each end of the crown plank bent to its face is a mild steel facing piece (19).

The seats which have their backs fastened to the dummy pillars (3) are two passenger lateral seats each end and a 6 passenger longitudinal seat (21) each side. The end seats (20) have a space of 10" between them to give access for the gripman and conductor to the grip space. The outer end of each 2 passenger seats (20) has a metal scroll arm rest (22) with wood facings (23).

The seat panels (24) at the ends and front of the 2 passenger seats and at the front of the 6 passenger seats are sheet steel in wood framing (25), as per Figure 23. The two side seats (21) are moveable and built up on mild steel supports shaped to the seat and back, fixed to the pillars (3) at the back and the footboard (8) in the front. The gripman’s seats (26), which are hinged to the diagonally opposite corner pillars, are fitted with a mild steel strut which is held in a socket lower down the pillar. The seat is lowered by lifting the strut out of the socket.

Figure 23. Cross-section of ‘4-post’ dummy showing arrangement of gripman’s seats.

From the Macmeikan report.

The wind board (27) is a board fitted between the end seats in wood runners in line with the pillars. The board is moved to the front end of the dummy to prevent the wind blowing on the gripman. Full boards (28) which are mounted above the dummy fascia each side of the roof are turned by a T handle (29) which projects down through the roof and is operated by the gripman. One side of the board is blank and on the other side the word FULL. Destination Boards (30) are fixed each end of the dummy showing the two destinations of that tram. Flag Sockets (31) are fixed in the centre of the back of each board.

A Lamp Box (32) was provided in the centre of the raised portion of the dummy roof above the grip space, as per Figure 24. This Box surrounded by glass provided illumination for the dummy interior. The Dome (13) on the roof above the Lamp Box (32) provided an outlet for the Lamp fumes.

Figure 24. Lighting arrangement of ‘4-post’ dummy.

From the Macmeikan report.

The lamps on the dummy which were kerosene burners were:

• the interior lamp in the lamp box (32); and
• the headlamp (33) which was supported on pins on the outside of the dash (14).

It was the gripman’s duty to move the headlamp (33) from end to end of the dummy at each terminus.

The dummy flooring is of 7/8" thick spotted gum throughout. At each end of the grip space a platform (34) is let into the flooring, being about 24" square. This platform has flat springs bearing on the longitudinals and set so that the gripman stands on a sprung floor and is relieved from the vibration.

Lifeguards (35) on each side of the dummy are 7" × 1½" hoop pine and the ends approximately 2" × 3/8" rubber and canvas lining. All lifeguards are supported by mild steel angle brackets.

The alarm gong (36) on the top of the dummy roof is operated by a cord (37) hooked to a link passing through the roof. The cord (37) hangs down in the grip space and provides the gripman with a warning device. A list of timber used for the various parts described above and the quantities required for one dummy are given in the table at the end of this section.

The undergear, brake system and wheels will now be described. The wheels, which are cast iron with chilled flanges and treads, were 29¼" diameter in the rough. The minimum depth of chill specified with 3/8" but generally this depth was exceeded.

The wheels had a pocket cast in one of the spokes for filling with lead and numbering each wheel. The accompanying Figure 25 shows the general view of the wheel and a full size section of the rim. The Contractors supplying the wheels guaranteed a mileage of 20,000 and if this was not obtained no payment was to be made for the wheel; however many wheels ran up to 150,000 miles and higher figures were recorded. The wheels, when pressed on the axles were ground on the tread, giving a finished 29 1/8" diameter.

Figure 25. Dummy wheel profile.

From the Macmeikan report.

The cast iron axleboxes (A), as seen in Figure 26, are mounted on top of the outer longitudinal timbers (B), secured in position by means of axlebox bolts (C) which pass through the timbers (B), with mild steel plates (D) on the under side. These forged steel axlebox bolts have a square section shown at (E) which fits into a recess in the axlebox (A), holding it firmly down on the timber; a coach screw (F) holds the outside flange of the box against the timber.

Figure 26. Cross-section of dummy axlebox, showing rubber-block suspension.

From the Macmeikan report.

The axlebox bolt above the section (E) is carried through the axlebox lid (G) upwards through the rubber blocks (H) which act as springs, being fitted with cast iron caps (J) top and bottom. The axlebox bolt nuts above the top of the rubber (H) are screwed down and locked in position when the required compression of the rubber is obtained. The oil pan (K) located under the axlebox lid above the journal brass (L). Oil is supplied into the oil pan (K) by means of a can through an oil hole in the axlebox lid (G). This method of lubrication is similar to that adopted for the trailer car axlebox.

An improvement was made to the axlebox when the speeds of the cables were increased. This took the form of an improved method of supplying the lubricant to the axle brass and journal by a new design of axlebox lid which fitted the original axlebox. This method is shown in Figure 27, which indicates the new cover or oil box (N).

Figure 27. Cross-section of dummy axlebox with improved axlebox lid.

From the Macmeikan report.

The oil box (M) is fitted with a brass tube (N) used to supply the oil to the bearing by means of wool strands (O) which siphon the oil from the reservoir in the oil box (M). The strands of wool pass through an eye (P) formed in the copper wire (Q) higher up. This arrangement allows the wire to bear on the journal (R) after passing through the axle brass (S). Otherwise the axlebox and rubbers are arranged in a similar manner as with the old type box.

Both these arrangements result in the dummy being suspended on the axle journals with the rubbers in compression setting as springs.

The axles, made of 3" diameter commercial black mild steel, were machined with the wheel seats at the ends of the axles as shown in Figure 28, and the axlebox journals machined immediately inside the wheel seats. The wheels were pressed on to the axles at approximately 40 tons.

Figure 28. Cross-section of axle, showing the machining required to seat the wheel and provide a good bearing surface for the axlebox journal.

From the Macmeikan report.

The hornbars, which were for the purpose of carrying the grip and transmitting the pull of the rope in the grip to the dummy, were made of mild steel approximately 60" and 30" in length. The short hornbar was situated towards the end of the dummy where the track brake gear was located. Draught plates were bolted to the inner longitudinal timbers and the screwed ends of the hornbars passed through these plates, with wing nuts to provide means of adjustment for length.

On the other end of the hornbar a jaw was forged and a plate fitted in the jaw at right angles to the bar. A pin or horn was then riveted through the plate and jaw. This plate was supported by guides on the underside of the inner longitudinal timbers, making provision for side movement of the bar. This side movement allowed the grip to deviate 2½" either side of the centre line of the dummy.

The area between the inner longitudinal timbers and a little beyond the hornbar pins was left unfloored for lowering the grip into position.

The dummy is equipped with two separate brakes known as the “wheel brake” and the “track brake”.

The wheel brake as shown in Figure 29 is operated by a lever 4'5½" long pivoted on a stud which is screwed into a stud plate and riveted over on the other side. This stud plate is bolted to the inside of one of the dummy inner longitudinals. Pull rods are connected to the lever at 2½" centres from the lever pivot stud and are fitted with turnbuckles for adjustment which are accessible from the grip space. The pull rods are connected to equaliser bars, these bars being connected to the centre of the brake beams carrying the cast iron brake shoes. The other ends of the equaliser bars are joined by a long connecting rod.

Figure 29. Drawing of the brake rigging for the dummy’s wheel brakes.

From the Macmeikan report.

The track brake as shown in Figure 30 is operated by a lever 4'6¾" long, pivoted in the same manner as the wheel brake lever, but on the inside of the opposite inner longitudinal timber. Connected to the lever is a pull rod with a turnbuckle and connection to a 6¼" arm on a rocker shaft. The rocker shaft has a 3¼" arm each end connected to bell cranks each side of the dummy. These bell cranks operate levers carrying the 3" × 2" hardwood shoes at their outer ends, which are forced down on the rail head.

Figure 30. Drawing of the brake rigging for the dummy’s track brakes.

From the Macmeikan report.

The table below [11] details the types and amounts of timber required to construct a standard 4-post dummy.

Timber	Part	Quantity (super feet)
3" Spotted Gum	Centre sills	52
	Side sills	48
	Cross bars	22½
	Short blocks	6¾
	Brake lever blocks	5½
	Short cross bars	8¼
	Platform supports	9
	Total 3" Spotted Gum	152
2½" Spotted Gum	Crown plank (bottom)	23½
	Total 2½" Spotted Gum	23½
2¼" Spotted Gum	Crown plank (top)	21
	Bottom plates	21¼
	Total 2¼" Spotted Gum	41¼
1½" Spotted Gum	End floor supports	5½
	End filling pieces	2¾
	Spring blocks	3¼
	Step boards	52
	Total 1½" Spotted Gum	63½
1" Spotted Gum	Wind board battens	1
	Flooring	59
	Flooring battens	7½
	Spring floor blocks	1
	Gripman’s seat	2
	Lining battens	3½
	Total 1" Spotted Gum	74
Total Spotted Gum		354¼
3" Yellow Wood	Main pillars	23
	Side seat centre rails	13½
	Total 3" Yellow Wood	36½
2" Yellow Wood	Side seat centre legs	7½
	Total 2" Yellow Wood	7½
1½" Yellow Wood	Down pipe pillars	8¼
	Total 1½" Yellow Wood	8¼
Total Yellow Wood		52¼
2½" Blackwood	Scroll facings	11¼
	Total 2½" Blackwood	11¼
2" Blackwood	Canopy corner blocks	1
	Scroll facings	8½
	Total 2" Blackwood	9½
1½" Blackwood	Gangway pieces	2¼
	Horizontal elbow supports	3¾
	Stanchion elbow supports	3¾
	Horizontal elbows	12
	Vertical elbows	12
	Pillar facings	13
	End seat stiles	18¾
	End seat rails	23½
	Side seat stiles	5¾
	Side seat rails	27
	Side seat supports	9
	Canopy rails and bows	12
	Total 1½" Blackwood	142¾
Total Blackwood		163½
1¼" Hoop Pine	Side cow catchers	13½
	Centre leg stops	1
	Short seat hollows	4
	Pillar mouldings	1½
	Corner drip moulds	2
	Total 1¼" Hoop Pine	22
1" Hoop Pine	Wind board	3¾
	Lamp rings	14
	Glass strips	5
	Destination boards	12
	Full boards	1½
	Moulds and beads	12½
	Head boards	4½
	Linings	16½
	Roof boards	69
	Total 1" Hoop Pine	138¼
Total Hoop Pine		160¼
2" Tasmanian Oak	End glass rails	2
	Total 2" Tasmanian Oak	2
1½" Tasmanian Oak	Elbow supports	2½
	End seat rails	6
	Side seat rails	7
	Side seat lath supports	3¾
	Roof longitudinal rails	16¼
	Arch rails	7½
	Canopy rails	4
	Canopy pillars	2¼
	Canopy ribs	2
	End seat lath supports	4½
	Total 1½" Tasmanian Oak	55¾
1" Tasmanian Oak	Front seat facings	9½
	Inside elbow supports	2
	Side seat facings	9¼
	Side seat top rails	7½
	Canopy rails, outer	1¾
	Canopy ribs	8½
	Side ribs	7
	Total 1" Tasmanian Oak	45½
Total Tasmanian Oak		103¼
2½" Californian Pine	End seat laths	10½
	Side seat laths	15½
	Total 2½" Californian Pine	26
1" Californian Pine	Panel holders	5
	Total 1" Californian Pine	5
¾" Californian Pine	Seat back laths	27
	Total ¾" Californian Pine	27
Total Californian Pine		58
Total All Timbers		891½

Dummies – Operation

The operation of the dummy was governed more by the grip requirements than by the vehicle itself.

The first essential was to place the grip in the dummy so that the dies opened in the correct direction when lowered into the tunnel. The dummy, having fixed destinations signs for each terminus of the route it traversed, established its position on the track. Knowing to which side of the road the dies had to open determined the correct placing of the grip in the dummy. A grip could not be reversed without removing it from the dummy and the turntable was employed to turn the dummy where the run-out and run-in tracks formed a Y connection. The dummy when run out for service was stopped with the grip hatch on the track coinciding with the opening in the grip space of the dummy through which the grip was lowered. The grip hatch was then opened to receive the grip. The centre line of the cable, being 1¾" from the centre line of the slot, to suit the grip design, explains why the grip must face the correct direction to suit the arrangement of all tunnel and underground equipment, as mentioned above.

The grip was raised from or lowered into the tunnel by means of a rope tackle block supported by a steel grip lift bar into which it was hooked. The lift bar was permanently fixed to the dummy roof longitudinals on each side of the grip space. After lowering the grip with its crossbar supported on the hornbar pins, cotters and washers were used to hold the crossbar firmly in position. The grip hatches were then closed and the dummy ready for service.

Two brake systems were available to the gripman for stopping the dummy, being the wheel brake and the track brake. Both brakes were used in normal service, the trailer brake only being operated by the conductor to assist the gripman on steep gradients.

The following table gives an indication of normal stopping distances achieved with these braking systems.

Ordinary service stops with dummy wheel and track brakes with 15-20 passengers at 11 mph
Dummy	Trailer Car	Route	Gripman	Stopping Distance	Remarks
395	568	South Melbourne	Patch	86' 0"	Stops in Market St between Collins & Flinders Sts
387	427	South Melbourne	Wright	117' 0"
377	510	South Melbourne	Wright Junior	116' 0"
413	35	Port Melbourne	Brooks	65' 0"
175	155	Clifton Hill	Hicker	56' 6"	Stops in Bourke St between Queen & Elizabeth Sts
171	171	Clifton Hill	Hargraves	58' 9"
100	100	Nicholson Street	Mackay	98' 0"
101	102	Nicholson Street	Sharp	42' 5"
127	47	Brunswick	Stranger	47' 11"	Stops in Elizabeth St between Pelham & Queensberry Sts
530	192	Brunswick	Batten	51' 7"
283	45	Brunswick	McCluskey	53' 6"
142	477	Brunswick	Tonkin	52' 9"
49	514	Victoria Street	Smith	87' 6"	Stops in Collins St between Russell & Swanston Sts
99	99	Fitzroy	Brown	76' 5"
85	505	Victoria Street	Wave	79' 0"

One of the limitations placed on the operation of the dummy was the need to maintain grip height relative to rail level, which was very important in order that reasonable height clearances were maintained between the grip and underground equipment. The required distance to be maintained from rail level to the bottom of the grip soleplate was 22½" with a maximum allowable variation of ±5/8". It will be obvious that the use of lively springs on the dummy was most undesirable, and therefore the rubber block suspension was used, which ensured that the deflection was maintained within allowable tolerances.

The dummies had axlebox liners, which were used to compensate for axlebox, brass, axle journal and wheel wear, and adjustments were made to maintain as closely as possible a measurement of 5 3/8" from the bottom of the hornbar to rail level, which met the requirements stated above.

At intersections, special work and curves, and when passing engine houses, it became necessary in may instances to throw the cable out of the grip, coast for a certain distance and then pick up the cable again. When the front of the dummy reached the ‘throw rope’ mark, the gripman operates the grip to throw the cable, allowing the tram to coast under momentum to the ‘pick up’ mark, at which point the grip dies are closed on the cable again and the dummy driven onwards. In the first place, should the gripman fail to throw the rope out of the grip, the grip would be drawn over to one side by the cable, causing it to strike a check bar, breaking the grip, which would release the cable and prevent serious damage being done to the cable.

After the dummy had run to the ‘pick up’ mark, the cable was replaced in the dies either automatically or by manually operated pick up. Where automatic operation existed, the cable was elevated by pulleys to the grip die position and then by a rubbing bar and slot deviation the grip was moved over to take the cable between the dies, which were immediately closed. If automatic operation did not exist, the dummy was stopped and a hand pick up operated which, by mean of a bell crank and conical pulley, lifted the cable upwards and sideways into the dies while the grip was held over at an angle by the gripman.

In general the dummy was a very reliable vehicle in operation, and any minor repairs could be dealt with expeditiously by the car depot staff when the tram arrived at the terminus, and in most cases changeovers avoided.

The dummy was unsuitable for bad weather operation, due to its open design, which exposed passengers to all weather conditions. In other respects it operated splendidly in the following ways. Firstly, it was a most convenient vehicle to step on to, with a 14 inch step and the downpipes acting as stanchions along each side of the dummy. Secondly, it was very fast loading, passengers being able to board it at either side and at either end. Thirdly, it carried a very large crush load, passengers standing on the stepboard in front of those seated and holding on to the stanchions or downpipes.

A bad feature of the dummy operation in traffic was the sudden jolt when it entered a small radius curve at any speed. Another disadvantage from a traffic viewpoint was the difficulty in collecting fares from a crowded dummy on a small run as from a football match or on suchlike occasions.

Dummies – Maintenance

The general maintenance of dummies was carried out at the car depots, where spare parts were stocked. In the event of a dummy being damaged in an accident, replacement parts were sent to the depot to be effected, unless damage was considerable and repair shops’ attention needed.

Re-wheeling was one of the largest jobs regularly undertaken, and the procedure was as follows.

The dummy was lifted with a jack placed under the draw-head one end, with the other end wheels chocked, and raised until the wheels at the jacked end left the rails. The truss rods were then disconnected after removing both side seats, enabling the axleboxes to be unbolted, the lids, liners and brasses removed, and the set of wheels lifted out. A new or reground wheel and axle assembly was then placed in position, new brasses fitted, followed by the replacement of axlebox lids, rubbers and truss rods. The dummy was then lowered on to the rails and adjustments for height carried out, after which the side seats were replaced.

Other worn brake gear or metalwork was also replaced when necessary, with renewal of brake shoes and track shoes to suit traffic requirements.

Dummies were brought to the workshops for general overhaul on a time and mileage basis; the work performed being the complete dismantling of all brake gear, hornbars, chains and rods for annealing or replacement if wear prevented reconditioning. All metalwork and woodwork was examined and thoroughly overhauled or renewed. Wheels and axles, axle brasses, rubbers, draw-head pins, brake shoes, bell cords etcetera were nearly always renewed. Draw-heads were bored out and tapped when worn by the coupling pin. Hardened bushes were then screwed in and new pins fitted.

After carrying out the complete reconditioning and cleaning of all metal and woodwork, the dummy was repainted, including the roof, and then returned to its depot for further service.

Dummies – Track Shoes

Experiments were conducted by MTOC in the use of various different timbers for dummy track or rail brake shoes. These tests were carried out during 1897-99 to ascertain whether any other timber would be as economical or a superior substitute for the commercial hardwood previously used.

The size of wood used for track shoes was 3 inches deep by 2 inches width of bearing on the rail head by 2 feet 3 inches long. It was eventually found that the most suitable timber was the ordinary 3" × 2" hardwood straight off the saw and with as much moisture (sap) as possible. This material was delivered to the Repair Shops by local suppliers who held standing orders for the wet wood whenever available. Shoes of commercial hardwood were used until the cable system closed down.

During 1920-22 the average mileage obtained from hardwood track shoes was 540 miles. The figures in the table below show the comparative mileages obtained for the various timbers on different routes in the original MTOC experiments. In viewing these figures consideration must be given to the fact that loading and speed of trams was much greater in 1920 than in 1900.

Timber	Route	Mileage	Remarks
Red Gum	Richmond	282.37
	Clifton Hill	467.82
Oregon	St Kilda	373.46
	North Carlton	300.00
Blue Gum	St Kilda	492.61
	Prahran	511.15
	Fitzroy	631.96
	Port Melbourne	364.55
	Nicholson Street	496.60
	Nicholson Street	376.80
	Nicholson Street	555.50	Eight 1¼" diameter holes drilled in shoe and filled with pitch and sand.
Kauri	Nicholson Street	315.70
	Nicholson Street	354.20	Eight 1¼" diameter holes drilled in shoe and filled with pitch and sand.
Blue Gum	Nicholson Street	507.09
	Fitzroy	760.30

Footnotes

[10] Dummy number 1 on display at the Museum of Victoria is one of the imported 6-post dummies, as is dummy number 28 on display at the Melbourne Tram Museum.

[11] All the quantities specified in this and subseqent tables of materials are from the original Macmeikan report, however note that in some instances the totals given differ from the result obtained by adding the individual items.