Tree Services Acacia Gardens

Looking for Tree services expert to remove trees in Acacia Gardens? We offer a full range of gardening services including tree trimming, tree cutting, and tree removal. All Green Gardening and Landscaping is one of the highly recommended services which provides tree services near you.

Removing a tree can be a big job. Especially when you consider the local council rules and approval. However, the tree removal services provided by us are hassle-free. With our company, you are sure to experience one of the best tree cutting experiences every. With over 15 years of experience in this field, we have always focused on attention to detail ad keeping the customers happy. Contact us today for a free quote.

Call 0410 196 069

In Search of professional Near You to cover all your Tree Services at an affordable price?

We can provide a written, no-obligation quote upfront, so you know what your costs for tree services in Acacia Gardens will be in advance before any work commences. Before we can estimate the price for tree removal, we typically need to see it. This will give us an opportunity to assess your trees and what it needs, provide you with our advice and suggestions, and provide you with a tree service estimate.

Tree Removal Service Acacia Gardens 2763

For many people, looking for a good tree service company is a daunting task. A quick search on the internet will give you a list of contractors that you can go through. But, someone good at selling themselves is not always going to be the best one to do the job.

With us, you do not have to worry about the quality of work (Check out our reviews here). We are highly recommended + 5-star rated tree removal team in your local area. We quote your tree removal job for free and offer a variety of services, from pruning trees to stump grinding.

What is the cost of tree removal in Acacia Gardens NSW 2763?

The cost of tree removal in Acacia Gardens ranges from $300 to $4,000. The cost can only be determined through a thorough inspection. The costs of tree removal depend on several factors, including tree size, type, condition, hazard, and accessibility.

#1 Tree Pruning Service Near You

Pruning is one of the most important ways to keep your trees healthy and manageable. Pruning a tree is a good way to preserve its health. It may seem like an unnecessary task to a lot of people, but the health benefits that regularly pruned trees get is at a different level compared to a tree that has been ignored for years.

Many of the issues like overgrowth of the branches and falling of the branches are a common problem for many households. Pruning trees regularly helps you to get rid of these problems and gives new look to your garden. The best time to prune your trees is between fall and early spring. We recommend pruning trees at least once a year for the best results.

Tree Cutting Service Acacia Gardens

We provide professional tree removal and cutting services. With over 15 years of combines experience in the field, we are one of the best when it comes to tree cutting services near you.

In the age where you can find a lot of information online, people also talk about DIY tree cutting. However, a video or tutorial cannot prepare you for real-world experience. Cutting trees alone is very risky. You might be putting yourself and others in a dangerous position if you are cutting trees by yourself. Instead hiring the most professional tree cutting service in Acacia Gardens is now easy than ever. We offer free quotes and are full service with many benefits compared to others.

Best Tree Trimming Acacia Gardens

Tree service professionals have the right equipment to handle tough trunks in addition to garden upkeep. Even if you pave over the stump once the tree has been removed, it is unsafe to leave it above ground level. Our expertise includes tree removal, tree lopping, and stump grinding.

We make every effort to arrive on time for every quote and job since we understand how important your time is to you. In addition to removing, trimming, dead wooding, and reducing trees, we also remove large trees and palms in your area. Contact us today for the best Tree Services experience in Acacia Gardens NSW.

Frequently Asked Questions

The estimated cost of tree removal would be in the region of $350 to $4500. That’s a large range! The national average for tree removal so far this year is $871, but because so many different aspects are weighed, it’s hard to only go by an average.

Tree service companies are specialist entities that take care of trees and other woody plants. They add fertiliser, prune or trim and control insects and diseases, as well as, if necessary, aid with other problems, including elimination or transplantation.

The best time to trim or prune the leaves is between fall and spring. Our team of experienced tree service professionals recommended trimming trees annually in the early spring.

The presence of mushroom in the trunks of the trees indicated the rotting of the trunk. However, not all fungus indicates a bad sign.

A rotten or damaged tree has a really big risk of falling on the property. It is best recommended to get your tree checked by a professional tree service professional to get the best advice.

Current Job Postings

Looking to be apart of the All Green Gardening & Landscaping Team, email us your Job Interest as we are looking for local tree specialists and arborists in Sydney to start immediately.

jobs@allgreen-gardening-landscaping.com.au

Janet
Slanting Moribana in Textbook 1 is in my eyes one of the prettiest arrangements where the Shin reaches out over the water. Janet used Acacia with tiny buds ready to pop and the rich red roses rally make a statement. Janet said she is really enjoying starting at the beginning again, because she is understanding the subtle ‘mechanics’, which are over looked when learning due to being so concerned about getting everything correct.

Jorgen
This week's theme for student Teachers is interpreting 'Australian Cocktail Month' . Jorgen comment was ‘Cocktails for Giants’ and this one certainly is just that. You can see how big the glass is because of the whole orange placed inside the vessel with Jorgen’s favourite flower Acacia accompanied with Parsley and that unusual flower and a split lemon to finish the cocktail.

P5141523
RHS Hyde Hall, Chelmsford, Essex Oven's wattle - Acacia pravissima (SE Australia)

아카시아💮
HAIR: FAGA - Fuji Hairstyle maps.secondlife.com/secondlife/Mangula/85/132/22 GLASSES: e.marie // Harriet Round Frames maps.secondlife.com/secondlife/xoxo/87/128/42 EARRINGS: e.marie // Carmen Earrings - Golds maps.secondlife.com/secondlife/xoxo/87/128/42 piccolo.// kitsune earring maps.secondlife.com/secondlife/Sweet%20Cherries/32/33/3003 UniCult - Dainty Earrings maps.secondlife.com/secondlife/Cerberus%20Crossing/51/229... TOP: . Nar Mattaru . Atomic Crop Top {Dem Kitties} maps.secondlife.com/secondlife/Cerberus%20Crossing/220/17... SHORTS: Palette - Amore Shorts [Black] maps.secondlife.com/secondlife/Bloom/190/26/23 🎶YEZI(예지) - 아카시아(ACACIA) youtu.be/YoKv8rw76nY

Acacia torulosa, north of Normanton, QLD, 01/04/22
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Acacia torulosa, north of Normanton, QLD, 01/04/22
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To all Metropolitan Line Passengers : phamplet issued by London Transport, January 1939 : cover
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : foreword
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : page 2/3
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : pages 4/5
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : map
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : pages 8/9
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : pages 10/11
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew!

To all Metropolitan Line Passengers : phamplet issued by London Transport, February 1939 : page 12 & conclusion
A fascinating little publication and a version of the Metropolitan & Bakerloo lines works undertaken by London Transport I have not seen before. It was issued in February 1939 a few months before the first phase in this "great scheme of works" entered into service; this was the extension of Bakerloo line services north of Baker Street station through a newly constructed tube line that surfaced at Finchley Road station and took over the Met's Stanmore services as its second north London branch. The rest of the works, that formed an important part of the massive London Passenger Transport Board's "New Works Programme 1935 - 1940", was as the text describes, due to be completed within two years. However, the outbreak of war in September 1939 was to mean that the programme was to take until 1962 to complete. This would consist of the widening and grade separation of the bulk of the Met up as far as Moor Park and the electrification of tracks from the previous termination point of Rickmansworth to Amersham and Chesham. The driver behind these various works is told in the text - the old pre-1933 Metropolitan Railway had, perhaps unwittingly, by building new branch lines such as to Watford and Stanmore, ended up with a serious congestion problem on the two-track section between Baker Street and Finchley Road that to add to the fun had three station stops in the section. The Met, to their credit, had considered various options that included a 'tube railway' for managing terminating trains at Baker Street that would have consisted of a loop. For various reasons, including finance, this had not happened - the formation of LT in 1933 that included the Met allowed the new London Transport to take, perhaps, a wider view. The construction of the tube tunnels down from Finchley Road allowed passengers from NW London, either directly or by cross-platform interchange at the reconstructed Finchley Rd station, direct access to the West End without the hassles of changing at Baker Street. In addition, the new tube with the two replacement stations, allowed closure of Swiss Cottage, Marlborough Road and St. John's Wood stations on the 'main line' thus increasing line capacity. It is interesting to see on the map that firstly Swiss Cottage tube station is strangely omitted and the station that is shown, St. John's Wood as we now know it, is shown as 'Acacia Road'. I should also note that, just before closure of the sub-surface line, in June 1939 St. John's Wood was re-named Lords after the adjacent cricket ground. There was an idea to retain this station for match day use but this never came to fruition and it formally closed on 19 November 1939, thus being one of the shortest lived station names on the Underground. In 1979 the Stanmore branch transferred to the 'new' Jubilee line that included new tunnels south of Baker Street. LT had, perhaps unwittingly like the Met before, had also created a problem with capacity in the central London section of the Bakerloo that had two northern branches and one southern terminus. As noted above, in post-war years the work did slowly re-commence but years of austerity and, to an extent, the newly nationalised London Transport having to argue for capital investment from the 'same pot' as British Railways, meant that it was not until the mid-late 1950s work truly started and moved to completion. Whereas it is true that the Stanmore branch did get 'new trains' in the form of the 1938-tube stock, the Met main line had to wait until the delivery of the new A60/A62-stock some twenty years after this phamplet was printed. The text is thorough and very much in the language that LT used at the time and, in places, is surprisingly ebullient such as with regards to passengers in the penultimate paragraph! The foreword has that marvellous line that asks passengers "to excuse any temprary deficiencies in the travelling conditions" - that's the LT I knew! I have to note that the journey times quoted on this page would have, in all honesty, required some spirited running times!

Deadvlei - Sunrice
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Barrenjoey - a Rainforest fit for a King.
This stone track was built through the forest to take King George the sixth to the lighthouse up top. This small littoral rainforest was damaged by fire a few years ago. Quite a number of rainforest trees have died. A large number are re-sprouting from the base. This rainforest is black in places, but I expect it will probably recover. The king never made it here, as his health deteriorated because of a life of smoking. I wonder what sort of car was to be used to drive him up the top, in those days a king wouldn't walk up to Barrenjoey lighthouse. The plants living here grow on soils based on the Narrabeen group of sedimentary rocks. This particular place was once an island. The bottom half is made of rocks of the Narrabeen group, the top part made of Hawkesbury sandstone and a couple of rows of ancient volcanic dykes or sills, a couple of hundred metres to the north of this photo. Rainfall is 1300 mm per year, fires seldom seen in this place. The rainforest is on the south western corner of the rocky area, once an island. Relatively safe from fire which is the most significant enemy of Australian rainforests (apart from man). The rainforest here is low, with a few trees above 10 metres tall, mainly because of the shallow, acid and infertile soils. Dominant species include Sweet Pittosporum, Cheese Tree, Sandpaper Fig and Lilly Pilly. There's a couple of Moreton Bay Figs here, as the large leaves were far too big for the Port Jackson Fig. Most likely planted. This rainforest has interesting species. Such as the Snowwood, and Whip Vine. The Native Quince (Guioa semiglauca), Red Olive Plum (Elaeodendron australe) and the Blue Cherry, (Syzygium oleosum) also occur here at Barrenjoey. Whip Vine is a widespread Asian rainforest plant, very far south of the equator here in Sydney. The Native Guava was recorded here, growing naturally south of the Hawkesbury River. Now likely extirpated, due to myrtle rust. (Rhodomyrtus psidioides). Another interesting rainforest tree here is the most southerly of the mighty tribe of Ebonies and Persimmons, (Diospyros). Around 450 species of ebony occur in all continents apart from Antarctica. And here the Southern Ebony was growing well, with juicy black fruit. The original Australian flora was mostly rainforest. And the eucalyptus and acacias evolved from the rainforest flora. When the continent dried out and the fires became more prevalent then the surviving plants evolved to their current state. That is to adapt, change and to survive fire. However, some didn't bother to change, they stayed more or less the same. Acacias have much in common with the Snowwood. Their curly seed pod is easily recognised as similar to a wattle. Snowwood stayed put in the rainforest, wattles moved out and dominated so much of Australia and Africa. The Snowwood is a good example of a Gondwana rainforest relict. An ancient plant, still well suited to its environment. And here they're happy in this little remnant, a sea-side rainforest. www.flickr.com/groups/australianrainforestplants/

Girafa alimentandose
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P5261676
Acacia at Queen Mary Falls

Blackbrush, Acacia rigidula, with Lichen
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Blackbrush, Acacia rigidula, with Lichen
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Blackbrush, Acacia rigidula, with Lichen
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Kibwezi Wesllwishers in Kiu
24th may 2022 acacia xantho - mellifera by water intake

Mr Shadii, SAORI Meru with his seedball trees
24th may 2022 acacia xantho - mellifera by water intake

Kleiner Schlehen-Zipfelfalter (Satyrium acaciae)
Kleiner Schlehen-Zipfelfalter (Satyrium acaciae) (c) Gudrun Treiber

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