The unusual beautiful green American slate roofing tile used in this wall hanging was recovered from the shipwrecked Falls of Halladale. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire.The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. The Falls of Halladale is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Wall hanging, framed slate salvaged from the wreck of Falls of Halladale. Slate is visible from both sides of TIMBER frame through glass. Coloured drawing of Falls of Halladale is inserted under glass. Typed inscription " "FALLS OF HALLADALE" "Grounded, Nov 14th, at Wreck Point, Midway between Peterborough & Bay of Islands" Typed inscription " "FALLS OF HALLADALE" "Grounded, Nov 14th, at Wreck Point, Midway between Peterborough & Bay of Islands" falls of halladale, cargo, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, slate, slate tile, green american slates, building material, wreck point, peterborough, bay of islands, russell & co.

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Alabaster milk jar lid insert. Has a chip on the side. Recovered from the Falls of Halladale.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, great clipper ships, russell & co., cap liner

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Semi-opaque glass fruit jar lid with Patd.APR 25.82 Has piece missing from the side and a light encrustation. Recovered from the Falls of Halladale.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, great clipper ships, russell & co., cap liner

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Porthole frame from the wreck of the Falls of Halladale. The encrusted frame has provision for eight bolts to hold it in place.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, great clipper ships, russell & co., porthole frame

Vest used by Artillery.DCPU (Disruptive Pattern Camouflage Uniform) Work Dress vest. Colours - light to dark green through to light to dark brown, nylon fabric. Stand up collar, two front pockets, front fastening - nylon and plastic zipper. Vest lining - light green nylon fabric.Manufacturers Information on label - black ink print. "WALKABOUT/ TRADITIONALLY AUSTRALIAN/ NSN 8415-66-136-4647/ 94/ SIZE 105 CM CHEST/ NAME/ SERVICE NO./ MACH. WASHABLE WARM WATER ONLY/ DO NOT BLEACH/ DO NOT IRON/ DO NOT STEAM PRESS/ NYLON INNER/ OUTER - POLYESTER FILLED/ MADE IN AUSTRALIA." uniform, army, work dress, dpcu, vest

1. & 2. DCPU (Disruptive Pattern Camouflage Uniform) Work dress, bush hat. colours - light to dark green through to mid to dark brown. Cotton/polyester fabric. Cotton/polyester cord chin strap with plastic lock clip. Hat with crown, fabric tape band of loops around crown, stiff brim and fabric neck protection flap. White colour cotton polyester fabric manufacturers label, inside on brim.Manufacturers information on label - black ink print. 1. "HARD YAKKA/ AUSTRALIA/ APRIL 2014/ PO NO: CC209P/ LAY NO: 8384/ ^/ NSN: 8415-66-151-8828/ SIZE: M 56CM/ NAME: PM KEYS NO:/ 75% COTTON/25% POLYESTER/ CARE INSTRUCTIONS/ HAND WASH IN COLD/ WATER WITH MILD/ DETERGENT RINSE/ WELL DO NOT WRING/ TUMBLE DRY OR DRY CLEAN/ DRIP DRY IN SHADE" 2. "HARD YAKKA/ AUSTRALIA/ AUGUST 2016/ PO NO: CC30WS/ LAY NO: 5020166/ ^/ NSN: 8415-66-151-8829/ SIZE: L 58CM/ NAME: PM KEYS NO:/ 75% COTTON/25% POLYESTER/ CARE INSTRUCTIONS/ HAND WASH IN COLD/ WATER WITH MILD/ DETERGENT RINSE/ WELL DO NOT WRING/ TUMBLE DRY OR DRY CLEAN/ DRIP DRY IN SHADE"uniform, army, work dress, headwear, dcpu

The making of cordials and aerated waters was an important industry in Warrnambool from the time of the first settlement up to the 1980s. John Fletcher succeeded John Davis in Koroit Street in 1885 and manufactured aerated waters, soda, lithia, tonic waters, lemonade, ginger ale, hop beer, hop bitters, sarsparilla and cordials. He sold to Ralph Reeves in 1930 and the business continued until the 1908s under the name of Reeves. Warrnambool cordial bottles are of considerable significance as examples of an important local industry now gone. The Fletcher business was a well-known business in Warrnambool for 45 years.This is a small size plain glass bottle manufactured for liquids sold commercially.On side of bottle ‘John Fletcher Warrnambool’ ‘Trade Mark’ with incision of symbol showing a crown with a Maltese Cross and three fleurs-de-lys. Near the base of the bottle is the wording ‘This bottle is the property of John Fletcher Warrnambool & cannot be legally used by others’. On base: ‘M 942, M, A.G.M.’wa, warrnambool,fletcher bottle, fletchers cordials warrnambool, fletcher's aerated water, marble bottle,

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricityBlack and white photograph of Bogong Township taken March 1944Handwritten on the back of photo - Township March '44bogong village, secv

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricity. Evidence can be seen of the 1939 bushfires.Set of 7 identical black and white photographs of Bogong Village after 1939 bush firesHandwritten on the back of one photo - Bogong Village approx. 1940, after 1939 bush fires. Staff residences to left. Kiewa House, General offices and test lab to the right. Hand drawn map on the back of one photo.bogong village, secv

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricityBlack and white photograph of Bogong Village which appeared in the Herald Sun newspaper on October 8, 1946. Page 13Handwritten on the back - Town of Bogong on a rugged mountain slope above Lake Guy. State Electricity Committee workers on the Kiewa Hydro Electric scheme live here in all electric homes. Stamped on the back - Copyright Not for reproduction Herald Sun Feature Service Melbourne Australiabogong village; lake guy; kiewa hydro electric scheme

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricityBlack and white photographic postcard of Lake Guy and Bogong Village. Kiewa Hydro electric Project (showing Junction Dam in front)Handwritten on the back of postcard ' Like most of our camps, this looks like something from the Canadian Rockies' Stamped on the back - Valentine's Post Card A genuine photographlake guy, bogong village, secv

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricityBlack and white photograph of Bogong Township taken from Little Arthur fire track. September 1953Faded handwritten inscription on back - Bogong Township taken from Little Arthur fire track. Sept 1953bogong village, secv

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricityBlack and white photo of Bogong Village. September 1950Handwritten on the back - 1st Bogong Camp. SEC Kiewa Scheme Sept 1950bogong camp, bogong village, secv

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bushfires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricityBlack and white photograph of Bogong Village from across Lake Guy. Photo mounted on buff cardbogong village, secv

The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945.Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of Victoria. SECV official photographers took photographs of most stages of construction of the Hydro Electric Scheme and referenced each photo with a number and dating system as an historical record and for reference for other projects. This provided a thorough history of the construction of the Hydro Electric Scheme, some of the workers involved in its construction and the infrastructure supporting its construction, such a Bogong Village.Small light brown cardboard box originally containing sensitized photographic paper, now containing a range of black and white photographs of the Kiewa Hydro Electric System taken by the official SECV photographer Box has some damage – Front panel on lid is missing. Top has a puncture in top right corner and some peeling of paper along sides and at edges. Printed on the top of the box in black ink: OPEN ONLY IN PHOTOGRAPHIC DARK ROOM SENSITIZED PAPER Manufactured by – KODAK (A/asia) PTY. LTD. Melbourne Australia Green and white sticker on right side of lid and bottom right side of box, torn at join 1. 1B1 Single Weight Soft. Available in Soft (1) Medium (2) Contrast (3) Extra Contrast (4) Single and Double Weight Stamped at bottom of sticker in grey ink G8087 CK photographic paper box; state electricity commission of victoria; official photographer; kiewa hydro electric scheme; clover power station; junction dam; bogong village

The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945.Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of Victoria.Set of 22 black and white photographs taken by the official SECV photographer who gave each photo a number prefixed by K (for Kiewa) K60 -no date- A bridge and entrance to tunnel K519 -no date- Welding steel lining in the tunnel K531 –no date- Construction on the Kiewa Scheme (tunnel in background K821 – no date- Bogong Village, early days K928 -15 Oct 1942- Construction Clover Power Station K947 -26 Oct 1942- Construction Clover Power Station K948 -26 Oct 1942- Construction Clover Power Station K949- 26 Oct 1942- Clover Camp in background K950 -26 Oct 1942- Construction Clover Power Station K955 -27 Oct 1942- Constructing the bridge at Clover K1102 -7 April 1943- Inlet pipe to power station K1179 –no date- Clover Power Station K1187 – no date- Clover Power Station K1189 -24 June 1943- Part of the spiral casing 1199 -7 July 1943- Clover Power Station K1201 -7 July 1943- Clover Power Station K1231 -26 July 1943- Gantry crane for Clover Power Station K1308 -6 Sept 1943- Spiral casing K1334 -6 Oct 1943- Lake Guy. Bogong Village in background K1342 -29 Oct 1943- Power station under construction K1365 -19 Nov 1943- Power station under construction K1366 -19 Nov 1943- Gantry crane for Clover Power Station On the back- each photograph has a handwritten reference number starting with K and the date stamped or written (see above)secv; kiewa hydro electric scheme; official photographer; junction dam; clover power station; bogong;

The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945.Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of Victoria.Set of 21 black and white photographs taken by the official SECV photographer who gave each photo a number prefixed by K (for Kiewa) K1367- 19 Nov 1943 The rotor for the generator K1368- 19 Nov 1943 Base of the generator K1377- 2 Dec 1943 Generator under construction K1380- 2 Dec 1943 Power Station under construction K1381- 2 Dec 1943 Generator being assembled K1386- 3 Dec 1943 Part of the generator K1389- 30 Dec 1943 Inlet pipe work K1391- 30 Dec 1943 Inside the power station K1392- 30 Dec 1943 Inlet pipe work K1396- 27 Jan 1944 Equipment in the power station K1410- 4 FGeb 1944 Unpacking equipment for the power station K1422- 16 Feb 1944 Generator being assembled K1425- 22 Feb 1944 Water way – power station K1433- no date Generator being assembled K1434- 3 Mar 1944 Constr5ucting the power station K1448- no date Generator inside the power station K1450- 17 Mar 1944 Clover Power station K1452- 17 Mar 1944 Looking down on the valve-water release from the power station K1456- 22 Mar 1944 ‘half Travel Opening- No 1 Relief Valve’ Overflow from the power station K1458- 22 Mar 1944 Outlet from the power station K1462- 22 Mar 1944 Inside the power station On the back- each photograph has a handwritten reference number starting with K and the date stamped or writtensecv; kiewa hydro electric scheme; clover power station; junction dam; bogong

The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of VictoriaSet of 21 black and white photographs taken by the official SECV photographer who gave each photo a number prefixed by K (for Kiewa) K1463- 22 Mar 1944 Inside Clover Power Station K1464- 23 Mar 1944 Valve K1466- 23 Mar 1944 Fittings for the power station K1467- 23 Mar 1944 Valve K1472- 30 Mar 1944 Equipment being installed in Clover Power Station K1474- 31 Mar 1944 Equipment for the power station K1493- 19 April 1944 Transformer K1495- 28 April 1944 Part of the generator being installed K1514- 11 May 1944 Equipment in the power station K1563- 9 June 1944 Turbine under construction K1565- 22 June 1944 Shaft between turbine and generator K1567- 22 June 1944 Turbine in the power station K1568- 22 June 1944 Transformers K1570- 5 June 1944 Guide vane actuators K1574- 22 June 1944 Equipment in the power station K1567- 22 June 1944 Clover Power Station K1607- 14 Aug 1944 Equipment in the power station K1620- 27 Aug 1944 ‘Charles Tavare (?) Equipment in the power station K1626- 23 Aug 1944 Clover Power Station K1628- 23 Aug 1944 Clover Power Station K1629- 23 Aug 1944 Clover Power Station On the back- each photograph has a handwritten reference number starting with K and the date stamped or writtensecv; kiewa hydro electric scheme; clover power station; junction dam; bogong

The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945.Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of VictoriaSet of black and white photographs taken by the official SECV photographer who gave each photo a number prefixed by K (for Kiewa) K1630- 23 Aug 1944 Clover Power Station K1633- no date Clover Power Station K1683- 10 Oct 1944 Weir K1700- no date Tail boy for Clover Power Station K1710- 11 Oct 1944 Part of aqueduct – Clover K1767- 6 Jan 1945 Switchboard in the power station K1769- 6 Jan 1945 Turbine and shaft K1770- 10 Jan 1945 Houses under construction at Bogong Village K1897- 22 Feb 1945 Equipment in the power station K1808- 22 Feb 1945 Equipment in the power station K1910- 31 May 1945 Top of the turbine and the shaft K1964- 16 Jul 1945 Equipment in the power station K1970- 17 Jul 1945 Bogong Village K1983- 30 Jul 1945 Turbine in power station K1984- 30 Jul 1945 Bogong Village K1989- 2 Aug 1945 Turbines in power station K1990- 2 Aug 1945 Equipment in power station K1991- 2 Aug 1945 Bogong village K2011- 28 Aug 1945 Equipment in power station K2015- 28 Aug 1945 Generators in power station K2016- 28 Aug 1945 Top of the turbine and the shaft K2018- 30 Aug 1945 Spiral casing, the turbine and the shaft On the back- each photograph has a handwritten reference number starting with K and the date stamped or writtensecv; kiewa hydro electric scheme; junction dam; clover power station; bogong

The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945.Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of Victoria.Set of 2 large black and white photographs of spiral casing for a turbine being transported to a power station on the Kiewa Scheme. Gentleman in lab coat standing inside casing in photograph 1 On the back – dark grey ink stamp “Photographed by / E.B. Studios / 309 George St., / Tel. SW 7373 Sydney” clover power station, secv

The Victorian Government took control of power generation in 1921, forming the State Electricity Commission (SEC). Construction approval on a grand scheme to build five power stations with a combined capacity of 289 megawatts was received in 1938, and the Clover Power Station was completed by 1945. The original scheme was dramatically pruned after World War II and only two more power stations were built. The Junction Dam and Clover Dam Power Station, stages of the Kiewa Hydro-Electric Scheme, were needed to meet the increased power demands of the wartime industry in Victoria. Clover added 26 megawatts to the grid. Junction Dam was completed and ready to hold water by September 1943, but was emptied in December 1943 and not filled again until May 1944. Construction of Clover Power Station commenced in July 1941 and both turbines were in service by May 1945.Clover Power Station and Junction Dam were part of the Kiewa Hydro Electric Scheme constructed by the State Electricity Commission of Victoria.Black and white photograph of an unidentified piece of equipment (possibly projection equipment) presumed to be used in one of the power stations ie: Clover Power Station or Junction Dam as part of the Kiewa Hydro Electric Schemeprojection equipment;

In 1940 Field Headquarters for the Kiewa Scheme were established at Bogong with office, workshop facilities and accommodation for workmen, staff and some families constructed. (There had been a 'tent camp' on this site in 1939 but was destroyed by bush fires) Construction of accommodation continued until 1947. A total of 40 houses plus a hostel for single staff, post office, police station, medical centre and primary school all with water and sewerage and electricity supply. The staff hostel was known as Kiewa House and is now occupied by the Education Department. Lake Guy was named after Mr. L.T. Guy who was the Resident Engineer in charge of construction work and associated activities on the Kiewa area. He held this position from 1939 to November 1946 when he was transferred to Head Office. The Bogong Township was developed firstly as an accommodation centre (base camp) for construction workers employed under the Kiewa Hydroelectric Scheme. Due to the influx of European workers into the Township the beautification of the immediate surrounds (gardens etc.) had a distinct European flavour. This environment has been very beneficial for tourism in later years. At the completion of the scheme, in the 1960's, the village was opened to public/tourism use. Strict environmental control has not allowed for any extensive redevelopment in tourist accommodation and basically restricted it to the accommodation initially built for the construction workers. Activities such a bike riding, snow skiing, restricted horse riding and bush walking on the Alpine plains and mountains are now a viable part of the Kiewa Valley Tourist Industry. The lake is one of the many water storage reservoirs used to supply the power stations their main power to run the huge turbines generating the final product, electricity3 black and white photographs of the Bogong camp area showing the clearing of trees for the construction of the Junction Dam and Lake Guy. Some administration buildings have been constructed, but part of the tent camp can be seen to the right of the photograph in front of the buildings. bogong village; junction dam; lake guy; kiewa hydro electric scheme; secv

The fire hose reel was purchased by the Fire Ladies' Auxiliary for the Mt Beauty S.E.C. Fire Brigade in the late 1950's for over 1000 pounds. Initially they competed with Bogong fire brigade as both were 'Industry' Fire brigades - both owned by the State Electricity Commission. Competition was at 2 levels - north east Victoria and state competitions involving rural and urban brigades with a difference in the equipment. Mt Beauty was/is an urban brigade whereas Tawonga is a rural brigade. Competition involved members to improve their skill, keep fit and was a very social occasion. After the Shire took over Mt Beauty township in 1961, the Fire Brigade ran by itself but soon became affiliated with the C.F.A. because of insurance and legal liability e.g.. enabling them to stop traffic or wreck buildings if required. The CFA were not happy with the Mt Beauty truck so a new one was obtained while the old one went to Bogong. Competitions gradually ceased as it was a young man's sport and young members had prior commitments. The reel was donated to the KVHS in the mid 1980's as it failed to be sold as it competed with new, cheaper, aluminium reels. The practice strip was located beside the fire station in Lakeside Avenue. This fire hose reel was used by the Mt Beauty Fire Brigade for demonstrations at competitions during the 1950's and 1960's. The Mt Beauty Fire Brigade Team won the competition in 1966 at Wangaratta. The score was close against the home team and was decided on a play off. The team benefitted by the man who wound the hose on allowing it to end up at the easiest height to handle when full of water and very heavy.The Mt Beauty Fire Brigade was an 'industry' fire brigade belonging to the State Electricity Commission of Victoria from the 1940's. It became a member of the Country Fire Authority in the early 1960's. During the 1950's and early 1960's members would compete with other local fire brigades in competitions against other brigades in the north east of Victoria using skills such as unwinding the hose off the reel and turning on the water in record time. The Mt Beauty Fire Brigade continues today as an urban fire brigade affiliated with the CFA.Varnished wooden cart reinforced by painted red steel frame. The wheels have 14 wooden spokes and steel around the outside of the wooden wheel. A long canvas hose is wound around a central winding cylinder. The cart has a wooden handle with a rubber jockey wheel at its end. There is a brass hose nozzle attached by a stainless steel frame on the outer side near one of the wheels.Each Reel: "Mt Beauty F.B." yellow print outlined in black with red background.fire hose. mt beauty fire brigade. country fire authority. fire reel.

This is a medallion awarded in 2000 by Powercor Warrnambool to Elmac Hydroponics. Powercor Australia, founded in 1994, is an electrical distribution company operating in the Western District of Victoria and the western suburbs of Melbourne. Powercor Warrnambool, like other Powercor organizations, is involved in giving Business Excellence Awards annually to businesses in its area of supply. In 2014 there were 15 awards for Business Excellence. Elmac Hydroponics was a business growing and supplying organically-produced tomatoes from 1997 to 2004. It was situated at Mount Pleasant, Princes Highway, Allansford, Victoria. The business was operated by Graeme and Barbara McLeod and Keith and Leonie Ellerton. Hydroponics is a system of growing plants without soil, using a nutrient solution. Elmac Hydroponics had a 2,000 square metre greenhouse with 10,000 growing points. This is a significant medallion, showing the award given to a small business in the Warrnambool area and indicating its achievements in the environmental area. Elmac was an industry leader in in implementing an ‘Autopot’ hydroponic system which is aimed at reducing nutrient and waste water to zero. Elmac was also a finalist in the Ericsson 2002 Innovation Awards.This is a gilt metal medallion, oval-shaped, with an ornamental edging and a shield-shaped design on one side and a circular design on the other. The top has two metal rings for attachment to a chain or wall hook. On one side: ‘Environmental Achievement, Elmac Hydroponics’ On obverse side: ‘Powercor Warrnambool Region Business Achievement Awards, 2000’ elmac hydroponics, powercor business awards, warrnambool

The making of cordials and aerated waters was an important industry in Warrnambool from the time of the first settlement up to the 1980s. John Fletcher succeeded John Davis in Koroit Street in 1885 and manufactured aerated waters, soda, lithia, tonic waters, lemonade, ginger ale, hop beer, hop bitters, sarsparilla and cordials. He installed many improvements around the late 1880's including an improved soda water machine which was also used for bottling lemonade, ginger ale and syphons. He sold to Ralph Reeves in 1930 and the business continued until the 1980's under the name of Reeves. The premises in Koroit St were auctioned in 1989.Warrnambool cordial bottles are of considerable significance as examples of an important local industry now gone. The Fletcher business was a well-known business in Warrnambool for 45 years.Round bottle with raised lettering in glass and indented sections on top section of bottle with marble enclosed. Clear greenish glass.J Fletcher’s Aerated waters Koroit Street Warrnambool vertically on bottle with lemonade horizontally on the other side. M on bottom of bottle.warrnambool,fletcher's aerated waters, fletcher's cordial , cordial bottle,

This is a book of 108 pages. It has a brown cover with white printing and a black and white photograph on the front cover and printing and seven black and white photographs on the back cover. The pages contain printed material and black and white photographs. non-fictionHistory of Warrnambool Factory - Alderdice Brassfounders Pty Ltdalderdice brassfounders pty ltd, agriculture in warrnambool district, william & charles downing

These two soda syphons were used to dispense soda water. They are marked ‘J. Fletcher’ with one of the bottles having the extra label of ‘Reeves’. The bottles come from the cordial factory in Koroit Street, Warrnambool. John Fletcher worked as a young boy in Rowley’s cordial factory in Banyan Street, Warrnambool and then worked for John Davis who had established the Union Cordial Factory in Koroit Street in the 1860s. John Fletcher bought the Davis business in 1885 and operated this factory until 1930. He then sold to Ralph Reeves who initially used the Fletcher bottles and syphons. At least one of these syphons comes from the Koroit Street factory during the proprietorship of Ralph Reeves.These soda syphons are of interest as they come from a local Warrnambool cordial factory in Koroit Street. Cordial manufacturing was an important industry in Warrnambool for over100 years. These are two soda syphons made of glass with heavy round bases and ridged surfaces on the bottle bodies. The metal tops contain the pump and valve mechanisms and the inside of the bottles have glass tubes attached to the top mechanisms. The sides of the bottle have the Fletcher trade mark symbol of the stylized letters J and F, Both metal tops are corroded. Both bottles contain a small amount of liquid.‘J. Fletcher’ “J. Fletcher Trade Mark Warrnambool’ ‘Soda Water’ ‘This syphon is the property of John Fletcher Warrnambool and cannot be legally used by others’ ‘British Syphon Co. Ltd. London Reg. No 762’. ‘Reeves Soda Water’ (one bottle only) cordial manufacturing in warrnambool, history of warrnambool

These marble stopper bottles came from the Warrnambool aerated waters factory of Joseph Lescai. A marble stopper bottle was one which was filled upside down so that as soon as the filling stopped the stopper was forced down to seal the bottle against the rubber ring. Pressure inside the bottle would keep the marble pressed against the top of the bottle. To open the bottle the marble was pressed down where it would fall into the neck chamber below. The marble would stay inside the neck chamber when the bottle was tilted up for drinking. Joseph Lescai and his brother, James had fruit shops in Warrnambool and in the 1920s Joseph Lescai began to produce cordial and soft drinks at his Fairy Street shop. The cordial manufacturing was then re-located to a site in Fairy Street close to Raglan Parade and the business, known as Warrnambool Cordials Pty Ltd, was operated then by a group of Warrnambool businessmen and later by Thomas Hill in the 1930s. In the 1940s the business was purchased by the Flett brothers, Frederick and Charles, and in the 1960s the business was sold to Thomas McKenzie and retailed under the name of McKenzie’s Cordials. The business was still operating in the 1970s. These bottles are significant because they come from the Warrnambool aerated water factory of Joseph Lescai, probably in the late 1920s. The business commenced by Joseph Lescai became Warrnambool Cordials Pty Ltd and this was a prominent business in Warrnambool for 50 years or more. Cordial manufacturing was an important industry in Warrnambool for over 100 years. These three bottles are marble-stopper green glass bottles. They have a rounded base and body with a deep indentation in the glass at the top of the body to form a narrow neck chamber. The necks have small round indentations in the glass. The tops of the bottles have moulded glass and an opening. Details on the aerated waters manufacturer are impressed into the glass on the side of the bottles. A round green marble is loose in the neck chamber. Rubber rings in the necks of the bottles are missing. One of the bottles has a wooden stopper but this may not have been an original. Inscriptions and Markings: Serial numbers, signatures, engravings, dedications in books, manufacturing details or personal markings ‘J. Lescai J.L. Warrnambool’ ‘This bottle is the property of Lescai Warrnambool and cannot be legally used by others’ These three bottles are marble-stopper green glass bottles. They have a rounded base and body with a deep indentation in the glass at the top of the body to form a narrow neck chamber. The necks have small round indentations in the glass. The tops of the bottles have moulded glass and an opening. Details on the aerated waters manufacturer are impressed into the glass on the side of the bottles. A round green marble is loose in the neck chamber. Rubber rings in the necks of the bottles are missing. One of the bottles has a wooden stopper but this may not have been an original. Inscriptions and Markings: Serial numbers, signatures, engravings, dedications in books, manufacturing details or personal markings ‘J. Lescai J.L. Warrnambool’ ‘This bottle is the property of Lescai Warrnambool and cannot be legally used by others’ These three bottles are marble-stopper green glass bottles. They have a rounded base and body with a deep indentation in the glass at the top of the body to form a narrow neck chamber. The necks have small round indentations in the glass. The tops of the bottles have moulded glass and an opening. Details on the aerated waters manufacturer are impressed into the glass on the side of the bottles. A round green marble is loose in the neck chamber. Rubber rings in the necks of the bottles are missing. One of the bottles has a wooden stopper but this may not have been an original. Inscriptions and Markings: Serial numbers, signatures, engravings, dedications in books, manufacturing details or personal markings ‘J. Lescai J.L. Warrnambool’ ‘This bottle is the property of Lescai Warrnambool and cannot be legally used by others’ These three bottles are marble-stopper green glass bottles. They have a rounded base and body with a deep indentation in the glass at the top of the body to form a narrow neck chamber. The necks have small round indentations in the glass. The tops of the bottles have moulded glass and an opening. Details on the aerated waters manufacturer are impressed into the glass on the side of the bottles. A round green marble is loose in the neck chamber. Rubber rings in the necks of the bottles are missing. One of the bottles has a wooden stopper but this may not have been an original. J. Lescai J.L. Warrnambool’ ‘This bottle is the property of Lescai Warrnambool and cannot be legally used by others’ lescal cordials, cordial bottles, 1920's bottles, warrnambool cordial manufacurers

This is a marble stopper bottle from the Port Fairy aerated waters factory of the Webb brothers. A marble stopper bottle was filled upside down so that as soon as the filling stopped the stopper was forced down to seal the bottle against the rubber ring. Pressure inside the bottle would keep the marble pressed against the top of the bottle. To open the bottle the marble was pressed down where it would fall into the neck chamber below. The marble would stay inside the chamber when the bottle was tilted up for drinking. The Webb brothers operated the Port Fairy Aerated Water and Cordial Factory in William Street (no 29) in the late 19th and early 20th centuries. This bottle is of interest as an example of a marble stopper bottle from the aerated waters factory of the Webb brothers in Port Fairy. Cordial manufacturing was an important industry in Warrnambool and district for over 100 yearsThis is a marble stopper glass bottle. It has a rounded base with a rounded body tapering to a deeply-indented section which forms a narrow neck chamber. The top is rounded moulded glass with an opening. The green marble is loose inside the neck chamber and the rubber ring has been displaced and is at the bottom of the bottle. There is some discolouration inside the bottle from the original contents.‘Webb Bros. Aerated Waters Port Fairy’ cordial manufacturing in warrnambool district

Tourism has been an important industry in Warrnambool for over 100 years. In the late 19th century Warrnambool was promoted as a spa resort offering a mild climate, seaside swimming and hot and cold seawater baths. Today tourists come in winter to see the Southern Right whales at Logans Beach and in summer they come for a beach holiday. The Hopkins River is a popular recreation destination with boating, fishing and water skiing. The Proudfoots Boathouse was established in 1885 by Thomas Proudfoot. This cup is an interesting example of a Warrnambool tourist souvenir from the mid to late 20th century.This is a small white china cup. There is gold edging around the rim and on the handle. On the side of the cup is a coloured image of Proudfoots Boatsheds at the mouth of the Hopkins River in Warrnambool. Hopkins River Boatsheds Warrnambool Fine China Westminster China Australia tourism in warrnambool, history of warrnambool