One of two types of four wheel skips widely used on the Wonthaggi Coal Fields for transportation from the underground workings to the surface screening and loading areas. Haulage underground was accomplished by the use of pit ponies, whilst an endless rope system was used to bring the skips to the surface areas. Much of the coal for the colony of Victoria was sourced from Newcastle and the Hunter Region in New South Wales, along with local supplies from private and co-operative coal mines at Outtrim, Jumbunna and Korumburra in Gippsland. After the 1909–1910 strike by coal miners in the Hunter Valley, the Victorian state government were determined to ensure stability in local supplies of coal. The State Coal Mine and the town of Wonthaggi came into being in 1910 to supply coal for the Victorian Railways. It was one of the largest and most dangerous collieries in Australia. At its peak in 1926 the mine produced 2,435 long tons (2,474 t) per day, with the Victorian Railways buying 90% of production. In 1928, Wonthaggi coal accounted for around 60% of Victorian Railways coal consumption.Historic - Industrial - Victorian Railways - Narrow Gauge Railway rolling stock - Wonthaggi Coal Fields, Victoria, AustraliaRectangular steel bin with wood frame and steel wheelspuffing billy, coal skip, wonthaggi, wonthaggi coal fields, 2'0" gauge, brown coal

Series of letters between Frank Shennen, Managing Editor of the Transportation Magazine of Sydney and Lewis Russell regarding cable trams. This information may have formed the basis of an article, "Salute to the Cable Tram" that appeared in the July 1948 issue of Truck and Bus Transportation - see Reg Item 2578. Letters were held with a paper and consisted on the following documents: Letters are in reverse date order. image i1 - item 1, image i2 - letters, image ia - the rear of item 1. 1 - two sheets of paper with cable car numbers and values - written in pencil on sheets torn from old MMTB tender documents - see image htd3908a for the rear of these sheets. 2. - Letter - 2 quarto sheets to Frank Shennen from Lewis Russell dated 7/11/1940 - advising difficultly in getting hold of all the details re cars and details re the inventory of the trams. 3 - Letter - 2 quarto sheets to Mr. Russell from Mr. Shennen, dated 4/11/1940 looking for records on car numbers in particular, notes Nicholson St shops. 4 - Letter - 1 foolscap sheet to Mr Shennen dated 18/10/1940 - draft of a letter regarding a Mr. Greig and MTT reports. 5 - Letter - 1 quarto sheet to Mr. Shennen from Mr Russell re a Mr Greig's history of the cable tram system, Chairman's reports of the MTT. 6 - letter - 1 quarto sheet to Mr. Russell, 16/10/1940 asking for a copy of Mr. Greig's report. 7 - letter - 2 quarto sheets to Mr. Shennen dated 12/10/1940, advising that many of the records have been destroyed when the MMTB moved out of the old head office. Refers to a history by Mr. A. W. Greig of the Historical Society of Victoria some 20 years ago and MTT lines. 8 - letter - 2 quarto sheets to Mr. Russell, dated 8/10/1940. asking for information on cable trams, to be produced in the Railway Historical Society Bulletin, asking for records from Nicholson St workshops, in particular actual car numbers and re-numbering. Attaches a list of material sought. 9 - 2 quarto sheets - listing the information for powerhouses, routes, route signs, car numbers, has notes that some depots numbers were individually assigned - trailers.trams, tramways, cable trams, reports, records, history

Beechworth Town Hall was designed by architects J.J. Coe and Thomas Dalziel and is dated to 1859. The building was made of granite and constructed to local builders Donald and William Fiddes. The original front to the building was replaced by a two story facade in 1889 designed by George Jobbins and built by Thomas Sandham according to a plaque on the front. The Town Hall is remarkable for its vaulted ceilings and columns. Originally the building was used as the Shire Offices but also doubled as a fire station and a courthouse, with still surviving cells underneath. Among the inmates was notorious bushranger Harry Power who was originally transported to Van Dieman’s Land for stealing a pair of shoes. He gained his freedom six years later but spent time in and out of gaol for the rest of his life for a variety of offences including a number of armed robberies. The Town Hall is now home to the Visitor Information Centre which helps visitors with amongst other things, accommodation, tours, event enquiries, and is the commencement point for Precinct walking tours. The Beechworth Town Hall is one of five distinctive granite buildings on Ford Street that comprise the Justice Precinct. It is of considerable historical significance as activity on the site dates from Australia’s gold rush period and was the administrative centre for north-eastern Victoria. The building has seen continual use from 1858 as an important public building and displays many aspects of the history of law enforcement in Victoria. The building is also of substantial architectural significance for its construction from local honey coloured granite, which also showcases early stone masonry techniques and craftsmanship. The Precinct is listed on the Victorian Heritage register and is protected by Heritage Victoria under the Victorian Heritage Act 2017. The buildings are also registered by the National Estate, the National Trust and protected by Indigo Shire Council’s Planning Scheme. Black and White rectangular postcard printed on cardReverse: 1906-1910?beechworth, beechworth town hall, town hall, jj coe, thomas dalziel, granite, beechworth historic building, courthouse, cells, geoge jobbins, thomas sandham, 1859, 1889, walking tours, beechworth historic precinct, historic precinct, harry power, bushranger, australian bushrangers, van dieman's land, transportation, armed robberies

Train Instrument transportation Box used for the transporting of Flaman Speed Indicator and Recorder to the repair workshops The Flaman Speed Indicator and Recorder was a device patented in 1901 by Nicolas Charles Eugène Flaman of France for indicating the current speed of a vehicle (for example a railway locomotive) and recording it on a paper tape that could be unrolled and examined at the end of a run to provide evidence of the speeds attained on the journey. Design features: The paper tape recording was driven directly by the wheels of the locomotive, with the paper spool moving at a fixed rate per kilometre travelled. Three graphs were recorded, the first being time elapsed (with the trace moving vertically if the train was stationary), the second being a speed curve. and the third recording the driver's attentiveness to signals ("Vigilance") by marking one tick above a line when the driver depressed a button, and another below the line when the engine went over the signal ramp. Data recorded: Read together, it was possible to determine exactly what speed the locomotive had been travelling at any point in time or distance. As well as allowing study of locomotive performance, it also allowed greater scrutiny of the observance of the driver of speed restrictions along the line and attentiveness to signals. It was practice on some railways such as the Victorian Railways in Australia for the driver to sign the speed chart prior to departure.Historic - Victorian Railways - Train Instrument transportation Box for the transporting of Flaman Speed Indicator and Recorder to the repair workshopsLarge wooden box with wrought iron fittings, painted black with white lettering on side panels. RETURN TO / TOOL ROOM / NEWPORTpuffing billy, train instrument transportation box, victorian railways, flaman speed indicator and recorder

black and white image ( copy ) : image shows Cobb & Co., coach, passengers, men up front, team of horses. Coach is standing in front of weatherboard building, large open doorway, four men standing in it. On bottom : An Austrralian built 'Cobb' coach. / Sign on roof states 'Cobb & Co Ltd Coach & Buggy Builders .- Coachworks were established in Bathurst, Bourke, Goulburn, Hay and Charleville, business boomed and the name of ‘Cobb & Co’ became the byword for cutting edge communications and transport facilities across eastern Australia.''Cobb & Co Factories Shortly after its arrival in Bathurst, Cobb & Co established the first of five coach works, both to supply its own transportation and as a commercial venture. The factory was situated at the Black Bull Inn, on the corner of Howick and Bentinck Streets, and a variety of prize-winning horse-drawn conveyances were built on the site (including an unsuccessful single-wheel vehicle to cater for rough and steep country). The factory was transferred to new premises in William Street in 1876, by which time Cobb & Co factories were also operating in Hay, Goulburn and Bourke in New South Wales and at Charleville in Queensland.///The horses are wearing blinkersbusiness, transport, cobb & co., cobb & co.

Bostock & Manifold were all from pioneering families in the Western District of Victoria almost from the time of settlement. Family history: The Bostock family were prominent in Warrnambool from the 1850s to the 1880s. Patriarch Robert Bostock had in 1813 been transported to Sydney from Sierra Leone for having 'felonious traded in slaves' and sentenced to 14 years transportation. He moved to Tasmania in 1821 where he died in 1847. A number of his children came to Port Phillip. Edward Robert Bostock held the Jellabad run from 1849 to 1853. George Bostock (1826-1858) was a Warrnambool Shire Councillor in 1856. Thomas Edward Bostock (1828-1874) was a Shire Councillor in the late 1860s. Augustus Bostock (1833-1920) lived in Warrnambool. Augustus Bostock was the 9th child of Robert and Rachael Bostock of Vaucluse Epping Forest, Van Diemen's Land. He was only 4 years old when his mother died. He was inspired by his father to seek his fortune in the Western District of Victoria. He arrived around 1850. He married Margaret Aitkin in July 1865. Augustus owned several properties in the district and leased others. He sat on the court of Warrnambool, Mortlake or Hexham as required. He resided at Marramook in Hawkesdale and later moved to Vaucluse in Hopetoun Road Warrnambool, where he died in 1920 at the age of 87. The Wagon is significant locally and state wide for its association with Augustus Bostock who was involved in many aspects of life in the Western District of Victoria, racing, cricket, and social activities to name a few. Bostock & Manifold were all from pioneering families in the Western District of Victoria almost from the time of settlement. The wagon is significant for its historical and economic association with the local Warrnambool business of Manifold & Bostock. These men had leased and owned vast tracts of land and operated businesses around the district together at various times often associated with the farming industry. One example is the Manifold & Bostock store and flour mill from which the wagon dray is believed to have been associated with for the delivery of goods. Their flour mill began operation in 1850 in 7-17 Stanley St South Warrnambool and was known as “Jetty Mills” Manifold and Bostock in 1858 purchased the Mill from John and G Elliot (brothers) with half an acre of ground and a cottage for £1600. It appears addresses of the company changed over the years as the town grew. These are listed in “Jones, Lewis & Peggy flour mills of Victoria” showing the company operating from, Fairy Street and later at the Merri River near the cutting, known as Banyan and Merri Streets. The company ceased trading in 1870. The Wagon Dray is also an example of agricultural freight and general transportation during the 1800 and 1900 century.A four-wheeled wooden horse-drawn wagon with flat top described as a Wagon Dray in historical writings. Painted brown and black. The wagon has rear brakes, wooden, operated from a metal handle at the front of the Wagon. Front wheels are attached to a turnstile to allow easy turning of the wagon. This flat-topped, horse driven, four-wheeled Wagon was used for cartage by the business of Manifold & Bostock, Warrnambool. The original sign writing of the wagon is obscured or painted over. There is a feint mark of lettering to the sides and back edges of the cart Manifold & Bostock. "Manifold and Bostock" very feintflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, flagstaff-hill-maritime-village, cartage, manifold and bostock of warrnambool, manifold family of western victoria, bostock family of western victoria, four wheeled wagon, wagon, horse drawn wagon, farm wagon, aitkin, aitkin bostock manifold, dray, aitkin family, cart, aitken, flour mill

Wedgwood was founded on 1 May 1759 by Josiah Wedgwood and in 1987 merged with Waterford Crystal to create Waterford Wedgwood, an Ireland-based luxury brands group. After the 2009 purchase by KPS Capital, Wedgwood became part of a group of companies known as WWRD Holdings Ltd, an acronym for "Waterford Wedgwood Royal Doulton." In 1765, Josiah Wedgwood created a new earthenware form which impressed the then British Queen consort Charlotte of Mecklenburg-Strelitz who gave permission to call it "Queen's Ware"; this new form sold extremely well across Europe. Wedgwood developed a number of further industrial innovations for his company, notably a way of measuring kiln temperatures accurately and new ware types Black Basalt and Jasper Ware. Wedgwood's most famous ware is jasperware. It was created to look like ancient cameo glass. It was inspired by the Portland Vase, a Roman vessel. Wedgwood had increasing success with hard paste porcelain which attempted to imitate the whiteness of tea-ware imported from China. High transportation costs and the demanding journey from the Far East meant that the supply of chinaware could not keep up with increasingly high demand. In 1812 Wedgwood produced their own bone china which, though not a commercial success at first eventually became an important part of an extremely profitable business. An oval white china platter with blue flowers and fruit. Back is marked WEDGWOOD CHRYSANTHEMUMOn base ; CHRYSANTHEMUM / i / W / 7 / WEDGWOOD china, pottery, crockery, england, moorabbin, bentleigh, cheltenham, kitchenware, wedgwood josiah

This publication was produced in the early 1950s to provide the growing tourism trade (at this time), to the region with a more detailed overview of the facilities available to tourists of the region's attractions. This brochure is a very efficient and effective promotional publication. The increasing level of self promotion by local business and commerce sectors of the region the more sought after the region became and the greater the ability of the region to grow (non rural based economy). Some of the regions unique facilities and geological structures are well suited to those tourists who live in cities and "flat land" regional bush areas within Australia. This was a period when the average Australian domestic tourist was more able (finance and transport wise) to see more of their country within the short time they had for "holidays". In the late 1900s, however, with the increase to workers' recreational leave and better transportation (fares, ease of travel to overseas destinations) the local tourism numbers from other domestic locations have been steadily declining. From the 1970s onwards, the increased tourism demand from overseas tourists, for better facilities and easier access to these regional facilities, resulted in better transport, accommodation and communication, which has been a boon for all tourism within Australia. In the 21st century the world is becoming smaller and smaller for the international tourist, especially for those from crowded Asian cities. The greater attraction for "open" spaced locations such as this region are becoming a much sought after change of scenery. This pamphlet which targets the tourist, whether either from other Australian regions or the global tourist, is a good example of self promotion by a relatively small local population. This is especially significant because before the "tourist explosion" in the 1950s onward, these regional areas had a more introspective society with greater emphasis to locally established mores and values. The increased interactions with people from other areas and nations, combined with a greater global communication network is affecting those traditionally established mores to produce a some what unique social transformation which is constantly changing from one generation to the next. One important factor which tourism does bring is that it opens up the region to a wider range of people who look to the region for their own lifestyle changes.This pamphlet has a front cover in colour with the major activities in the region sketched depicting : sunshine, snow skiing, trout fishing, mountain climbing, golfing, swimming, alpine views, tennis, lawn bowls and picnics. The back cover is blank. The pamphlet is fastened together by two staples 30mm from top and bottom, and is folded with the cover slightly thicker than the fifteen pages. Thirteen pages have been printed on both sides. The first page has a black and white photograph of the hotel Alpine and the tall brick constructed Clock Tower. There are another five black and white photographs in the pamphlet.on front cover "Guide to BRIGHT"local tourism, regional information booklet, "time" related brochures, alpine local history

This item is from a collection donated by descendants of John Francis Turner of Wodonga. Mr. Turner was born on 6 June 1885. He completed all of his schooling at Scotts Boarding School in Albury, New South Wales. On leaving school, he was employed at Dalgety’s, Albury as an auctioneer. In 1924 John was promoted to Manager of the Wodonga Branch of Dalgety’s. On 15/03/1900 he married Beatrice Neal (born 7/12/1887 and died 7/2/1953) from Collingwood, Victoria. They had 4 daughters – Francis (Nancy), Heather, Jessie and Mary. In 1920, the family moved From Albury to Wodonga, purchasing their family home “Locherbie” at 169 High Street, Wodonga. "Locherbie" still stands in Wodonga in 2022. The collection contains items used by the Turner family during their life in Wodonga. The Ernest Lehmann Co was founded in 1881 by Ernest Paul Lehmann in Brandenburg, Germany. Lehmann exported vast quantities of toys to the United States from 1895 to 1929 (excluding years of WWI). In 1921, Mr. Lehmann’s cousin, Johannes Richter joined the firm and built on the Lehmann reputation by patenting toys. Lehmann specialized in lithographed tinplate, mechanical transportation toys, and figures known for colorful patina. This toy was manufactured between 1924 and 1935. The Lehmann catalogue describes the toy as “[a] Mexican zebra team. The zebra refuses to be tamed and leaps about wildly.” It is believed to have been inspired by an unsuccessful German stud farm in Dar es Salaam that attempted to cross-breed zebra with domesticated horse.This item comes from a collection used by a prominent citizen of Wodonga. It is representative of popular children's toys in the 1920s and 1930s.This is a tin, lithographed, windup toy featuring a zebra and Mexican style driver. The seated driver has a green top and cream trousers and yellow and green pointed hat, zebra with red ears and cord tail. The cart is red and cream, embossed with the Lehmann company emblem and other patent information. The number 1881 on the back of the cart represents the year Ernest Lehmann Co was founded.On back of cart" ZIKRA/ 1881/LEHMANN" Behind driver: "PAT USA APP FOR" and PATENT USA 22 JAN 07/ 2 DEC 13" On side of cart:"DEUTCHES REICH PATENT" Around wheel rim: "LEHMANN MARKE SCHULTZ MUSTER"tin toys, zikra the zebra, ernest lehmann co

This object features a key with a labelled tag attached to it. It was once the key to the well-known Nepean Hotel. Also known locally as 'The Castle', likely due to its grand size and turret-like tower, the Nepean Hotel was officially established in 1872 by James Sandle Ford (https://poi-australia.com.au/points-of-interest/australia/victoria/portsea/approximate-site-ford-family-nepean-hotel-c-1870-pt-nepean-rd-near-fitzjohns-crt-portsea-mornington-peninsula-vic/). Born in 1811, Ford was only nineteen years old when he was sentenced to seven years transportation for 'Machine Breaking' in 1830. (https://nepeanhistoricalsociety.asn.au/james-sandle-ford/). He arrived in Van Diemen's Land (Tasmania) in 1831 and served five years of his sentence, before being pardoned in 1836. Ford met and married Irish immigrant Hannah Sullivan in 1841 in Sydney. The following year, the couple settled in Point Nepean. Ford is often accredited with the naming of the town of Portsea - after Portsea in Hampshire, UK - and spent a lifetime establishing himself throughout the area. This included: lime burning, dairying, horse judging and breeding, and the cultivation of land and livestock. Ford died in 1890, however his hotel continued to operate for many decades, run by his descendants - including Julia Cain during the first half of the twentieth century (https://trove.nla.gov.au/newspaper/article/65817831) (https://trove.nla.gov.au/newspaper/article/3734533). The hotel was demolished in 1971. This object is significant as it is important in relation to the development and prosperity of the area of Point Nepean. A door key with a rusted surface. One end of the key features a single set of teeth with three notches. Attached to the other end is a rounded handle with a hole through the middle. Looped through the hole is a piece of thin, rusted wire. The wire is looped through both the key and a hole in a white square-shaped tag. Printed on the tag are the words: 'CAIN'S HOTEL PORTSEA'. CAIN'S HOTEL, PORTSEAnepean hotel, cain family, james ford, james sandle ford, portsea hotel

A spring cart is a two-wheeled, one-horse cart, often with the driver standing up to drive it, and otherwise seated on a simple seat. Carts like this one had springs to make the ride smoother. It is a lighter version of a farm dray and is sometimes called a spring dray. Spring carts were often used on farms for carrying loads. In the towns, some businesses used a spring cart for deliveries of bread, milk and other goods. The carts would be used for travel and for families going on outings and picnics. Visitors to Flagstaff Hill Maritime Village from 1986 to 1992 would enjoy watching a Clydesdale horse named Duke as he worked around the village with his driver Pat McGowan. He would be hitched to a wagon or to this lightweight spring cart or sometimes he would pull the wagon with the cart attached as a trailer. The cart was used for maintenance, carting loads of timber or stone around the site or from town to Flagstaff Hill. Sometimes Duke and the cart would take visitors for cart rides around the Village. Pat McGowan was known for his restoration of horse-drawn vehicles including this spring cart. He already had 40 years of horse handling experience when he began looking after Duke, feeding and harnessing him and driving the horse and cart around the Village. Pat’s dog ‘Yabbie’ would often join them. In August 1992 Duke had to be put down. Warrnambool Veterinary Clinic and other fund-raisers began well-supported appeals and the beloved horse was replaced by a Clydesdale also named Duke (the second), who began work in late October 1992. He, like his predecessor, had a quiet temperament and was comfortable in the traffic. The spring card is an example of vehicles used on farms, for business delivery and for domestic transport in the late-19th and early-20th century. This cart is of note for being associated with the Clydesdale horse Duke which pulled the cart around Flagstaff Hills in the 1980s and 1990s, representing transport of that period.Spring cart; two-wheeled cart with shallow box tray and plank seat bolted across the front. Wheels have metal rims and fourteen (14) wooden spokes. A plank is bolted from side to side. A decorative metal step is on the cart's left and has acorn cut-out shapes in the plate. Both wheels have a brake block that is operated by a lever on the cart's right. The cart has eight-leaf suspension from front to back. The box tray is painted blue and has decorative pale yellow detail. Each shaft pole has has a handle fitting on it. (Horse equipment with the cart is a leather covered, straw filled collar.) flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, springcart, spring cart, jingle, horse-drawn cart, one horse cart, two-wheeled cart, dray, spring dray, wagon, transportation, travel, cart, duke, clydesdale, pat mcgowan, delivery cart, yabbie, cartwright, horse-drawn vehicle, transport, horse cart

The suitcase didn't catch on until the end of the 19th century, it was quite literally as a case for suits. A typical suitcase came equipped with an inner sleeve for storing shirts, and sometimes a little hat box on the side. But even in the early 20th century, the "dress-suit case" was only one of countless styles of container travellers could buy, from steamer trunks to club bags. By the late 19th century a significant point was reached in the history of transportation, it was the beginning of mass tourism, rather than travel for travels sake made use of by the wealthy in society. Travel wasn't just for the wealthy any more but everyone. Suitcases began as an afterthought in the luggage and leather goods business, but they soon became the very symbol of travel. An 1897 wholesale price list included the words "suitcase" only twice in a 20-page list of luggage types. In America a 1907 T. Eaton & Co. Catalogue, trunks took up a full page while suitcases share a page with club bags and valises. In a 1911 a United Company catalogue, now displayed around 40 per cent of the advertisements were for suitcases. Early suitcases were lighter and more portable than trunks, but they were still bulky by today's standards. Leather, canvas, wicker or thick rubbery cloth was stretched over a rigid wood or steel frame. Corners were rounded out using brass or leather caps and some had wooden rails running around the case. Until steamship travel declined during the mid-20th century, many of these types of the case were advertised as waterproof with some lightweight models marketed specifically to women. The item gives us a snap-shot as to how people undertook travelling during a time when undertaking a journey for pleasure at the end of the 19th century was mainly only for the wealthy. This time saw the beginnings of change from the wealthy in society being able to travel, to the onset of mass tourism. Along with this change in societal norms saw many innervations to the design of luggage as it became a fashionable item.Suitcase wooden with four wood reinforcing ribs, 2 leather straps with buckles & leather handles each end. Has inner shelf.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, suitcase,

The suitcase didn't catch on until the end of the 19th century, it was quite literally as a case for suits. A typical suitcase came equipped with an inner sleeve for storing shirts, and sometimes a little hatbox on the side. But even in the early 20th century, the "dress-suit case" was only one of countless styles of container travellers could buy, from steamer trunks to club bags. By the late 19th century a significant point was reached in the history of transportation, it was the beginning of mass tourism, rather than travel for travels sake made use of by the wealthy in society. Travel wasn't just for the wealthy any more but everyone. Suitcases began as an afterthought in the luggage and leather goods business, but they soon became the very symbol of travel. An 1897 wholesale price list included the words "suitcase" only twice in a 20-page list of luggage types. In America a 1907 T. Eaton & Co. Catalogue, trunks took up a full page while suitcases share a page with club bags and valises. In a 1911 a United Company catalogue, now displayed around 40 per cent of the advertisements were for suitcases. Early suitcases were lighter and more portable than trunks, but they were still bulky by today's standards. Leather, canvas, wicker or thick rubbery cloth was stretched over a rigid wood or steel frame. Corners were rounded out using brass or leather caps and some had wooden rails running around the case. Until steamship travel declined during the mid-20th century, many of these types of the case were advertised as waterproof with some lightweight models marketed specifically to women. The item gives us a snap-shot as to how people undertook travelling during a time when undertaking a journey for pleasure at the end of the 19th century was mainly only for the wealthy. This time saw the beginnings of change from the wealthy in society being able to travel, to the onset of mass tourism. Along with this change in societal norms saw many innervation's to the design of luggage as it became a fashionable item.Suitcase/trunk with inner tray, brown canvas covered with 2 hinge clamps and a central Eagle lock, four wooden lateral buffer railed slats running around the case, leather handles each end. noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, suitcase

The suitcase didn't catch on until the end of the 19th century, it was quite literally as a case for suits. A typical suitcase came equipped with an inner sleeve for storing shirts, and sometimes a little hat box on the side. But even in the early 20th century, the "dress-suit case" was only one of countless styles of container travellers could buy, from steamer trunks to club bags. By the late 19th century a significant point was reached in the history of transportation, it was the beginning of mass tourism, rather than travel for travels sake made use of by the wealthy in society. Travel wasn't just for the wealthy any more but everyone. Suitcases began as an afterthought in the luggage and leather goods business, but they soon became the very symbol of travel. An 1897 wholesale price list included the words "suitcase" only twice in a 20-page list of luggage types. In America a 1907 T. Eaton & Co. Catalogue, trunks took up a full page while suitcases share a page with club bags and valises. In a 1911 a United Company catalogue, now displayed around 40 per cent of the advertisements were for suitcases. Early suitcases were lighter and more portable than trunks, but they were still bulky by today's standards. Leather, canvas, wicker or thick rubbery cloth was stretched over a rigid wood or steel frame. Corners were rounded out using brass or leather caps and some had wooden rails running around the case. Until steamship travel declined during the mid-20th century, many of these types of the case were advertised as waterproof with some lightweight models marketed specifically to women. The item gives us a snap-shot as to how people undertook travelling during a time when undertaking a journey for pleasure at the end of the 19th century was mainly only for the wealthy. This time saw the beginnings of change from the wealthy in society being able to travel, to the onset of mass tourism. Along with this change in societal norms saw many innervations to the design of luggage as it became a fashionable item.Suitcase, brown canvas with three wooden reinforcing lateral rails running around the case, leather handle each end (one broken), two locks.. Maker Pettigrew & Stephens Ltd Glasgow. "A.T.Cox 354/3 Riversdale Rd Campberwell, Vic Australia" and "W.ON" painted over on each endflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, suitcase,

Item used around the first quarter of the 20th century The suitcase didn't catch on until the end of the 19th century, it was quite literally as a case for suits. A typical suitcase came equipped with an inner sleeve for storing shirts, and sometimes a little hat box on the side. But even in the early 20th century, the "dress-suit case" was only one of countless styles of container travellers could buy, from steamer trunks to club bags. By the late 19th century a significant point was reached in the history of transportation, it was the beginning of mass tourism, rather than travel for travels sake made use of by the wealthy in society. Travel wasn't just for the wealthy any more but everyone. Suitcases began as an afterthought in the luggage and leather goods business, but they soon became the very symbol of travel. An 1897 wholesale price list included the words "suitcase" only twice in a 20-page list of luggage types. In America a 1907 T. Eaton & Co. Catalogue, trunks took up a full page while suitcases share a page with club bags and valises. In a 1911 a United Company catalogue, now displayed around 40 per cent of the advertisements were for suitcases. Early suitcases were lighter and more portable than trunks, but they were still bulky by today's standards. Leather, canvas, wicker or thick rubbery cloth was stretched over a rigid wood or steel frame. Corners were rounded out using brass or leather caps and some had wooden rails running around the case. Until steamship travel declined during the mid-20th century, many of these types of the case were advertised as waterproof with some lightweight models marketed specifically to women. The item gives us a snap-shot as to how people undertook travelling during a time when undertaking a journey for pleasure at the end of the 19th and early 20th century was mainly only for the wealthy. This time saw the beginnings of change from the wealthy in society being able to travel, to the onset of mass tourism. Along with this change in societal norms saw many innervation's to the design of luggage as it became a fashionable item.Suitcase/trunk leather reinforced at corners with wooden slats to strengthen the lid. Leather straps to close lid with metal lock in the middle of the lid. Closing strap missing.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

The lake surrounds Bled Island (Blejski otok). The island has several buildings, the main one being the pilgrimage church dedicated to the Assumption of Mary (Cerkev Marijinega vnebovzetja), built in its current form near the end of the 17th century, and decorated with remains of Gothic frescos from around 1470 in the presbyterium and rich Baroque equipment. The church has a 52 m (171 ft) tower and there is a Baroque stairway dating from 1655 with 99 stone steps leading up to the building. The church is frequently visited and weddings are held there regularly. Traditionally it is considered good luck for the groom to carry his bride up the steps on the day of their wedding before ringing the bell and making a wish inside the church. The traditional transportation to Bled Island is a wooden boat known as a pletna. The word pletna is a borrowing from Bavarian German Plätten 'flat-bottomed boat'. Some sources claim the pletna was used in Lake Bled as early as 1150 AD, but most historians date the first boats to 1590 AD. Similar in shape to Italian gondolas, a pletna seats 20 passengers. Modern boats are still made by hand and are recognizable by their colorful awnings. Pletna oarsman employ the stehrudder technique to propel and navigate boats across the lake using two oars. The role of the oarsman dates back to 1740, when Empress Maria Theresa granted 22 local families exclusive rights to ferry religious pilgrims across Lake Bled to worship on Bled Island. The profession is still restricted. Many modern oarsman descend directly from the original 22 families. https://en.wikipedia.org/wiki/Lake_BledDigital photographlake bled, church, stairway, steps, slovenia, stone, tradition

This report was prepared by historian Robin da Costa-Adams to assess the cultural heritage significance of "Enniskillen" at 14 Balwyn Road, Canterbury. It includes some family history on a number of prominent families - the McAlpin family, the Hindson family and the architect, Arthur William Plaisted who designed 'Enniskillen' for the McAlpin family. McAlpin's was a major Victorian flour company in the nineteenth and early twentieth centuries. Owned and operated by J. McAlpin and Sons, the company sold its flour products across Australia and overseas. McAlpin's developed a successful marketing campaign which was pitched directly at housewives. One innovation was the publishing of a free cookbook which had recipes in it that used McAlpin's products. These free cookbooks were published successively from the 1930s through to the 1960s in Australia. Arthur Plaisted also designed the Surrey Hills Medical Centre in Union Road c1911. Some of his work is featured on the State Library of Victoria Collection. Robin da Costa-Adams has researched and written many publications including 'Blackburn a picturesque history, 1978'; 'Land of Gold: Gwlad yr Aur: James Tipping and a Mining Heritage'; 'Address (with signatories) from the women of Ballarat & Ballarat East to the women of England 1864 : against transportation of convicts', compiled and indexed by Robin; and 'Connie's Story : commemorating the Life of Mrs Edward (Plorn) Dickens'. Robin has been a tireless campaigner for heritage protection in Canterbury. This document on 'Enniskillen' was included with Robin's submission for 2 VCAT hearings regarding possible development of the property. Both resulted in a judgement against the proposed developments. In the recent (2021) hearing the document was specifically mentioned in the judgement.A report prepared by Robin da Costa-Adams in 2009 to assess the cultural heritage significance of "Enniskillen" at 14 Balwyn Road, Canterbury. It includes some family history on the McAlpin family, the Hindson family and the architect Arthur WIlliam Plaisted family.(mr) arthur plaisted, (mr) walter plaisted, enniskillen, shrublands, house names, (mr) francis henty, (mrs) mary henty, (mr) ernest carter, heathfield, (mr) john hindson, (mrs) alice hindson, (mr) william hindson, (mrs) annie west mcalpin, (mr) john mcalpin, mcalpin bakery, (mr) keith matthies, dental surgeon, (mr) william wolf, architects, (miss) mary beacon, robin ca costa-adams

This is a set of six staff photographs of the Army Survey Regiment’s Officers, Warrant Officers and Sergeants, and each of its four Squadrons at Fortuna, Bendigo in December 1982. Note - Air Survey Squadron’s photo was probably taken in July 1982 as they appear in winter dress. Air Survey Squadron was responsible for aerotriangulation, photogrammetric feature extraction and the AUTOMAP 1 system. Typical tasks were flight planning the acquisition of aerial photography, pugging, mensuration and block adjustments, photogrammetric extraction of topographic features from aerial photography, digital feature editing, map compilation, operating the scanner/plotter, operating the AUTOMAP 1 system and computer programming by civilians. Cartographic Squadron was responsible for the production of the following military products: Joint Operation Graphics, small-scale RAAF Air Charts, large-scale topographic line maps and orthophotomaps. Cartographic technician tasks were scribing, compiling, retouching, masking, type setting, type stickup, terrain embossing, correcting and proving quality control. Headquarters Squadron was responsible for the planning and coordination of map production and contracts. It also performed administrative and support functions such as personnel administration, pay, finance, transportation, records, map Library, kitchens, messes and facility maintenance. It was staffed by Army personnel from RASvy, RACT, AACC, RAAOC and RAEME corps. Other supporting staff at this time included the RAAF Liaison Officer, RAN Liaison Officer and several civilians employed in administration, the Q-Store and grounds maintenance. A component of the Army Svy Regt’s cartographic map production was carried out by the Detachment, a sub-unit located at Bonegilla next to the School of Military Survey. Lithographic Squadron was responsible for the reproduction of map materials and printing of military map products. The main tasks undertaken by photographic technicians were photographic enlargements, reductions and duplication of map reproduction material and processing of aerial photography. Printing technician tasks included platemaking, offset printing, map stock despatching and proofing.This is a set of six staff photographs of the Army Survey Regiment’s Officers, Warrant Officers and Sergeants, and its four Squadrons, at Fortuna, Bendigo, 1982. The black and white photographs were printed on photographic paper and are part of the Army Survey Regiment’s Collection. The photograph was scanned at 300 dpi. No personnel are identified. No personnel are identified. .1P – Annotated on front “OFFICERS MESS DEC ’82” .2P – Annotated on back “SGTS MESS DEC ’82” .4P– Annotated on front “CARTO SQN DEC ’82” .5P– Annotated on front “HQ SQN DEC ’82”royal australian survey corps, rasvy, army survey regiment, army svy regt, fortuna, asr, air survey, carto, litho

The Q class were introduced as bogie flatwagons in the 1870's. Large Q wagons as shown were built to the 1920's In the early 1900's, some Q wagons were modified for Pintsch Gas traffic with a small pump motor cabin at one end and a tank for carrying the gas. Other conversions for traffic were as required. Examples were: sheet glass, skeletal underframes between workshops In 1926 the railways built two narrow gauge Garratt locomotives. As normal wagons were unsuitable for moving these locomotives a special skeletal wagon was built. The engines were split into units for transportation. It featured axle bearings and boxes from steam engines, had hinged buffers that could drop out of the way during loading/unloading. It also featured 'strap' rail along the deck. The wagon was Q 129. This wagon was also available for general narrow gauge rolling stock. Q wagons were numbered from 1 to 136. Service History: *Q 129.VA - 1/ 6/1926 NWS Built new H/brake & drop buffers. For traffic of Narrow Guage stock 31/ 1/1931 NWS Into Workshops - 16/ 6/1931 NWS Out of Workshops (50 days) 6/11/1931 NWS Into Workshops - 27/11/1931 NWS Out of Workshops (22 days) 24/ 8/1936 NWS Into Workshops - 10/ 9/1936 NWS Out of Workshops (18 days) 27/11/1936 NWS Into Workshops - 26/ 2/1937 NWS Out of Workshops (Light repairs) circa 1960 - Photograph SL20 p32, loaded with 7NA / /1975 - Photograph #393 / /1976 - Photograph #553, #554 19/ 3/1979 - Condemned - 10/ 4/1979 - Off Register - 10/ 4/1979 - Sold (to) ETR, Belgrave / /1989 EME Body [GRE]. [SXC]: 29/3/92, MEL127E5, Puffing Billy at station Historic - Victorian Railways - Transporter wagon used to carry and transfer 2' 6" Narrow gauge rolling stock over Victorian broad gauge (1,600 mm (5 ft 3 in) main lines to the narrow gauge lines. Q 129 was unique, it was built to transport narrow gauge locomotives. Transporter Wagon made of Steel and wrought Iron129Q129q, puffing billy, transporter wagon

ROSEVIEW 407 High Street, Golden Square Bendigo "Roseview" was designed by Godfrey Eathorne and constructed in 1939. It is one of the few Streamline Moderne houses in the Central Goldfields region, and was one of the earliest constructed in the Bendigo region. It is an outstanding example of this style of housing. It resembles an ocean liner, and reflects the emphasis on the streamlining of methods of transportation. It utilizes both flat and curved surfaces and has little external ornamentation. The use of materials such as rounded glass windows and metal window and door frames reflects an innovative approach to construction consistent with the style. "Roseview" was constructed on a large scale, with large and spacious rooms. It reflects the prominent social status and wealth of the original owner, together with the desire for a building in 'the latest' style which was sure to attract attention and prominence in the region. It has been maintained largely in original condition. CARALULUP HOTEL 'The Sun' dated January 17, 1941 on the back. It states that 'The licence of Caralulup Hotel, near Talbot, has been surrendered, thus severing an 80 year association with the district' State Library of Victoria TOLMER GOLD ESCORT ROUTE The gold rush in New South Wales and Victoria left few able miners in South Australia. Bad economic conditions saw more than 15,000 men leave the Kapunda and Burra mines by the end of 1851. Alexander Tolmer, Commissioner of Police in 1852 proposed that the gold won by South Australians should be brought back to South Australia under an escort consisting of only a few men. In March a Gold Escort was on its way back to Adelaide with almost 6,000 ounces of gold for the vaults of the Treasury Building. After this successful trip Tolmer led two other escorts before handing over his duties. A total of eighteen gold escorts were made, the last one during November and December 1853 when Inspector Wyndham was in charge. You’ll find Gold Escort Route Monuments between Meningie, Coonalpyn and Tintinara.Many images from by Arthur Pulfer copied to slides. Twenty Slides of Bendigo: Bullen's Circus Bendigo February 1966 "Roseview", Pethard's Home at 407 High Street, Golden Square, Bendigo. 25th March 1957. House is possibly on the Midland Highway Epsom, Bendigo - 8 April 1955 Kangaroo Flat Bus Lines mini bus The Big Tree Sedgwick Road March 1972 The old Golden Gully Hotel Diamond Hill Road, Bendigo The old Lockup Eaglehawk Bendigo September 1967 Market Gardens - possibly North Bendigo North Deborah Mine photo taken from Breen Street 1958 Laying the track to get the engine into the park, looking down Mitchell Street Bendigo Engine R766 in the Victorian Railways Institute Park Railway Place Bendigo On the Methodist Church Steps Arnold street Bendigo Miner's Hut at Moliagul Basket Lunch - White Hills Botanical Gardens - St johns 100 year celebrations White Hills Swimming Pool February 1970 White Hills Botanical Gardens Bendigo Bendigo Show Parade 1958 The Arrival of the Cobb and Co Coach in Bendigo September 1963 history, bendigo, james lerk collection, golden square high school, dragon loong, white hill botanical gardens, 407 high street bendigo, r766 engine, bullens circus, caralulup, moligual, bendigo show, tolmer's gold route, kangaroo flat bus lines, eaglehawk lockup, arnold street methodist church, elephants

Material collected and donated Material relating to Camp 3 and the Internees from Palestine. Sketch map of Camp 3 Memorium to Dieter Ruff, former Head of the Temple Society. Photo of steam passenger train at Rushworth Station. Various group photos. Copy of sketch of hut by Winkler. "in the Internment Camp Tatura" by K.M. Pfander Copy of talk given to her former pupils by Gudrun Gollong, in 1978. Poem written in Camp by Annie Lorenz. Poem by unknown writer "Life's Daily Routine" Interview with Babette Kirsch. Copy of children's learning book in German. Photos of toys and craft made for Kaltenbach family. Copy of Kaltenbach barracks by Cesare Vagarini. Story of Wilhelm Kuebler. Photos of wooden boxes made for Sgt. Cubbin. Copy of letter in German confirming the death in Camp of the two Stuerzenhofecker children. Copy of records Theo Stoll. School records Waltraud Doster Copy of Marriage Certificate Vollmer/Zollinger, August 1946. Recollections of Private Ashworth, guard at Camp 3. Photo taken 2001 by John Wepner of pump which supplied water to Camps 3 & 4 from No. 9 channel. Sketch of canoe made in camp from a sheep drinking trough by the Haering family. "From the Holy Land to the Home of the Kangaroo", by Hedwig Schnerring, translated by Peter Hornung, donor- Guenther Schnerring. "The Long Arm of the Third Reich" by Christine Winter. Photocopied extract of Walter Odorich Stenner's diary account of the transportation from Haifa to Australia. Research - Tatura WW2 Internment Camp 3, Annie Leschen Copy of map showing pump sites for water for Camps 3 and 4 Copy (laser) of a painting donated by Frieder Vollmer, artist "D 1943"? Adalbert Stern, Sir Nicholas - Son of Dunera boy "Adalbert Stern Copies of photos (4) of 2 cakes of Lux soap with pictures of "Roll Call, Tatura 1941" on one side and "Lux Toilet Soap" on the other Newspaper Article from "The Age" 14/04/1999 re Vagarini Exhibition Camp 3TaturaBlack 3 ring folder with printed matter and photos in plastic sleeves.documents, reports

"Freight forwarding" is the arranging of the shipping of goods from their point of origin to their final destination. Freight Forwarders worked as an intermediary between companies that needed to ship products and the shipping and transportation firms that could ensure delivery. A key element of "freight forwarding" was the advice and professional handling of documentation and customs requirements provided. Early "freight forwarders" tended to be innkeepers who forwarded on the luggage of their hotel guests. One of the first "freight forwarding" companies was established by Thomas Meadows in 1836 which made it one of the earliest freight companies in Europe. More reliable rail and steamships were beginning to be used to transport goods and this created a demand for the new "freight forwarding" industry. The combination of railroads and steamships became very important in the late 19th and early 20th century. International shipments became common and freight forwarding that could handle their complexity became an integral part of the manufacturing and shipping landscape. Thomas Meadows & Company Ltd moved to offices in Milk Street, London in 1854 (where they remained until 1969 when they moved out of the city to Leytonstone) and continued in the freight business until 1987 when the company was acquired by Rockwell International Freight. The growth of Thomas Meadows & Company Ltd coincided with the growth and development of the colony of Victoria with an increasing need for the transporting of large numbers of people as well as important goods required by the growing colony - furniture, spirits, food, clothing, agricultural implements, household items etc. In the late 1840's only two or three overseas ships a month visited Melbourne but by late 1852 (after gold was discovered) more than a dozen ships arrived each week. By 1939, Thomas Meadows & Co. Ltd. had offices in Canada, U.S.A., New Zealand, France, Belgium and in Flinders Street Melbourne. This poster was sold by "Smarts Authorised Newsagency" in 1988 in Warrnambool - a business that had been owned by Neil and Shirley Smart at 168 Timor Street, Warrnambool since 1976. Previously it had been "Reed's Newsagency and Book Shop" (a local business established by William Reed circa 1912 and known as "William Reed Bookseller and Stationer"). The original owners, Reed's Newsagency and Bookshop were operating the shop in 1939 which suggests the poster may have been on display (for the information of their customers) in their shop at that time. This poster is significant through its association with Thomas Meadows and Co. Ltd. who is considered to be the founder of the "freight forwarding" industry in the early 19th century. It is an example of advertising used by shipping agents in the mid-19th to early 20th centuries. Its information includes the addresses of the firm's different offices in the U.K. and abroad, ships, shipping lines and ports used and the timetable the vessels were likely to follow. It is also significant through its association with a well known and long standing local Warrnambool business.A 1939 Timetable of "Australian Sailings" produced by the shipping agents Thomas Meadows and Co Ltd. It lists all their ships (plus dates and ports) sailing from the UK to Australia as well as the addresses of their offices in other cities in the U.K., Canada, U.S.A., Australia, New Zealand, France and Belgium. It has three vertical columns depicting (from left to right) January to June sailings, a simple 1939 calendar and their July to December 1939 sailings. The poster is attached on the top and bottom to two thin black metal strips. The top strip has a metal ring with a hole. A stamped label on the back of the poster has the name, telephone number and address of Smarts newsagency plus the date.Front of poster - "FORWARDING AGENTS. INSURANCE BROKERS.PASSENGER AGENTS.CARTAGE CONTRACTORS / MOTOR CAR AND MACHINERY PACKERS.FURNITURE AND GENERALEXPORT PACKERS" "THOMAS MEADOWS & CO Ltd." "ESTABLISHED OVER 100 YEARS" "SHIPPING AGENTS / 35 MILK STREET, CHEAPSIDE, LONDON, E.C.2" "PACKING WAREHOUSES IN LONDON & MANCHESTER" "1939" "TIME TABLE OF AUSTRALIAN SAILINGS" "JANUARY TO JUNE, 1939/ FROM LONDON" "JULY TO DECEMBER, 1939 / FROM LONDON" "HAVE YOUR SMALL PACKAGES SENT BY OUR SPECIAL "SMALLS" SERVICE AT LOWER RATES/RATES TO PORT ONLY OR INCLUDING DELIVERY THROUGHOUT AUSTRALIA" "INSURANCE AGAINST ALL RISKS EFFECTED WITH CLAIMS PAYABLE DESTINATION" "ROUTE YOUR SHIPMENTS VIA THOMAS MEADOWS & CO LTD. FOR PROMPTNESS AND ECONOMY" Stamp on back of poster - "SMART'S AUTHORISED NEWSAGENCY' "168 Timor Street, Warrnambool 3280" "Telephone: (055) 62 2092" "12 DEC 1988" Sticker at bottom - "51"flagstaff hill maritime museum and village, great ocean road, shipping, shipping agents, freight forwarding, freight, shipping time table, thomas meadows & co. ltd., thomas meadows shipping agent, shipping and forwarding agent, smart's newsagency, warrnambool, warrnambool newsagency, chart, poster, smart's authorised newsagency, neil and shirley smart, william reed, reed's newsagency and bookshop

Reginald George Worcester (1903-1972) was a highly regarded obstetrics and gynaecology specialist. Between 1930 and 1933, Worcester was the Medical Superintendent at the Royal Women's Hospital. He obtained his MRCOG in England in 1935, and on his return to Australia was appointed as a university tutor in obstetrics and gynaecology. In 1939, he was appointed as the honorary gynaecologist to outpatients at the Royal Women's Hospital. Worcester served with the AIF during World War II as C.O. of the 17th Field Ambulance in Darwin and as A.D.M.S., Northern Territory Force, and the 2nd/9th Australian Army Corps from 1942 to 1943. His major war service, however, was undertaken in Borneo and Moratai, commanding the 2nd/1st Australian C.C.S. and the 2nd/9th Australian General Hospital. Worcester acquitted himself admirably during the war, with company commander Hubert Smith praising his contribution in no uncertain terms: " His [Worcester's] success as C.O. of a Field Ambulance resulted from a complete understanding of what the unit should be able to do in the transportation of casualties in the field, as well as of the usual medial functions. He organized both with efficiency and at all times difficult decisions were made with humility and good humour. The personal qualities which made him such a calm and considerate consultant never left him, even in the most dangerous and trying circumstances of war." Worcester's time in the army greatly affected his health, but despite this he was able to build a strong and reputable practice upon his return to Australia. As outlined by Arthur Hill, Worcester " was appointed in turn to the following important posts: Honorary Outpatient Obstetrician and Inpatient Gynaecologist to the Women’s Hospital (1946-1948); Honorary Gynaecologist to Prince Henry’s Hospital (1946-1963); Guest Examiner in London for the R.C.O.G. (1953); Examiner in Obstetrics and Gynaecology for the Royal Australasian College of Surgeons (1957-1964); Visiting Gynaecologist to the Repatriation General Hospital, Heidelberg 1963- 1967); and first Victorian Members’ representative (1947-1950) and later Fellows’ Representative (1953-1960) on the Australian (Regional) Council of the R.C.O.G. To these posts he brought the benefits of clear thinking and critical awareness. In 1949 he was elected F.R.C.O.G." In early 1967, Worcester suffered a hemiplegia which left him with an impaired gait and paralysed his right hand. Although unable to do major surgery, he returned to part-time practice by September 1967. His ill-health persisted though, and he was retired from practice in 1970. (Source: (1973), REGINALD GEORGE WORCESTER. Medical Journal of Australia, 1: 770-771.)Brown leather medical case. The case has a solid frame and is rectangular, with a leather handle at top. There are two locks on the top of the case, and a metal clasp on either side to fasten the bag closed. The case is embossed with the text 'R.G. WORCESTER' on top, in a position between the two locks and below the handle at bottom centre. The inside of the case is lined with a canvas bag that is buttoned to the case with press studs. The inside of the case also contains a loose canvas bag on which is handwritten 'BAG No/THREE/ R.G. WORCESTER'. The loose canvas bag has a metal zipper at opening.'R.G.WORCESTER'obstetrics, surgery

Cooper S.E. Ball Bearing Grinder made and guaranteed by Sunbeam Corporation Limited. Grinders like this example have been made the same since the early 1900s, with this grinder thought to have been produced in the 1960s. It is belt driven, with the other end of the belt being attached to an engine; the same engine that would have powered the overhead shearing equipment in shearing sheds. It was common for shearing teams to bring their own equipment, especially pre-1960 as most shearing sheds were not connected to power, and shearers preferred to work with their own equipment. The engines that powered the shears and grinder were typically fuelled with kerosene or petrol. The large circular disks are attached to the bolt that protrudes from the grinder and fastened tightly with a nut. An example of seeing a similar grinder in action can be found on the following link - https://www.youtube.com/watch?v=O7eimI_Gm9o. Inventor Frederick Wolseley made the world's first commercially successful power-shearing system in Australia in 1888. US company Cooper, which had been founded in 1843 as a maker of sheep dip, began selling Wolseley equipment in the USA in 1895. The Chicago Flexible Shaft Company successfully entered the power-shearing market a few years later and entered a joint venture with Cooper. It set up a branch in Sydney and sold shearing sets, and engines to power them, into the Australian market. In 1921 the US parent company, realising it needed to make products whose sales were not as seasonal as those of shearing equipment, made its first household appliances and branded them Sunbeam. In 1933, changes in exchange rates and taxes led the company to manufacture engines and shearing equipment in Australia via subsidiary Cooper Engineering, which changed its name to Sunbeam in 1946. Although most Australians know of this company as a major manufacturer of household appliances, its rural division flourished and retained the Sunbeam name for shearing equipment even after it was taken over by New Zealand company Tru-Test in 2001. The grinder is formed from a central arch shaped block of green painted metal. Much of this paint has been lost to age, leaving the grinder in a ‘farm used’ condition with much surface oxidation present. On the front of the arch is a specification plate, reading “Cooper S.E. ball bearing grinder. Made and guaranteed by Sunbeam”. At the foot of the arch, three bolt holes are found for securing the grinder to the base of a solid wooden surface. Two of the bolt holes are found on the front of the grinder, with another found on the rear. From the central arch, a bolt protrudes to the right of the grinder. This large bolt is for securing a grinding plate to the grinder. Above the central arch is a pendulum which holds the comb / cutter that is being sharpened. From the pendulum, a large arm extends down (not pictured) to meet and strike the plate spinning at a rapid speed. On the left-hand side of the central arch of the grinder, a wheel is found which a belt is attached to for power. This belt is then attached to a separate engine, spinning the wheel and hence powering the grinder. The wheel is partially covered with a section of protective bent tube, designed to provide protection from the rapidly spinning wheel. Below this wheel is the belt shifter. It is designed to move the protective bent tube from one side of the grinder to the other, to accommodate the grinder in the setup of different shearing sheds. The two separate grinding plates are identical. They have a slight slope for sharpening the comb and cutters in the correct method, with a slight bias towards the base, or “tooth”, of the equipment. The disks have a large central bolt for attaching to the grinder. They have tags on the horizontal axis of the grinding plates, for securing the plates in transportation, and to help with initial alignment when setting up the grinder. The reverse of these grinding plates has the same green painted metal finish found on the grinder. This paint is also in a ‘farm used’ condition, with surface oxidation present. The grinder would be provided from the factory with a comb holder, shifter for securing the grinding plates, emery cloth and emery glue. The emery cloth is what does the actual grinding and is applied to the grinding disks, replacing once well worn. These items can be seen in the final images in the multimedia section, showcasing advertising for this grinder. Plate. Inscribed. “Cooper / S.E. BALL BEARING GRINDER / MADE AND GUARANTEED BY / Sunbeam / CORPORATION LIMITED / SYDNEY MELBOURNE / ADELAIDE BRISBANE ”sheep shearing, shearing equipment, sunbeam, grinder

Demonstrates Wal Jack's records, hand written in a recycled notebook. Note - several sheets have been cut from the book - appear to be done before use by Wal. The crossed out sheets have not been imaged - these have been transferred by Wal to Reg Item 5507 and re-ordered. Image 30 shows a sample of a crossed out page. See related documents for a pdf file of the contents. Scan No. BTM5623iX Page No. Title or Subject Notes 1 Front 2 Inside Cover Addresses for Jack McLean, John Buckland Trooper Larsen Inside front cover. 3 1 Note re NSWT steam tram motor, MMTB PCC import issues, Peter Duckett seeking info and Photo of Julien’s battery tram on test in Melbourne 4 2 MMTB No. 8, 4, photos, Tyrell’s of Sydney photos, Perth 63 dimensions and MMTB plans for Domain Road & St Kilda Rd Jtn. 5 3 Notes re NSWGR P32, VR locos at Wodonga 13/10/1941, SAR V Class V143, SAR locos – W and Wx 6 4 NSW Private locos, Woy Woy quarry and AGL at Mortlake 5 Blank 6 Blank 7 7 First cable trams – links to photos T154, 29, 154 (Adelaide) 8 8 T156, Powelltown, Ray Pearson Negs 9 9 QR B18 ¼ locos, Ray Pearson’s scrap book, PMTT Zeppelin style trams, MMTB T class locations and 178/179 rebuilding. 10 10 Hawthorn horse tramway, VR Black Rock terminus sketch 11 11 NSW Tramways, Ryde, MMTB L class, Geelong tramway notes 12 12 Locomotive “Ballarat” in WA, Brisbane and various contacts. 13 13 Notes re VR News – 1943, H class, derailments, max speeds, Koondrook tramway and Geelong level crossing. Individual typed sheets pasted onto page – loose within book. 14 to 17 14/17 List of MMTB trams to 877 and work trams Some errors noted. 18 18 Newspaper cutting – Tram Record Day revenue (Brisbane 10/1943), Steam Trams at Journey’s end – Sydney – 6/1943 list of equipment being sold by Sydney Ferries, at Parramatta, 6/1943. MMTB Tram crossings in Melbourne, list of Sydney photos sent to Wal. Cuttings and Individual typed sheets pasted onto page. 19 19 Midland locos WA, VR open wagon stencils and a siding at Mt. Evelyn. Individual typed sheets pasted onto page. 20 20 Note re Sydney four wheel tourist trams and Hawthorn Max. Traction cars locations c1945. 21 to 23 21/23 Notes on Geelong Bogie trams and carrying flags for declaration of Newtown and Chilwell as a city – 1/10/1949 (See also Reg Item 5641) 24 to 26 24/26 Notes on Wellington Corporation Tramcars 37 27 Kelburn – Karoi cable line Wellington 28 to 29 28/29 Auckland Tramway Board tramcars notes 30/31 Blank 30 32/33 Notes on Ballarat tramcars – ESCo Crossed out 34/37 Ditto – SEC Crossed out 38 Music for the people notes Crossed out 39 Notes on Ballarat trams with tail lights Crossed out 40/43 Notes on Ballarat bogie trams Crossed out 44/45 Notes on SEC tram controllers, dead man and truck lengths. Crossed out 31 45 List of Ballarat Destination roll – Dec 1949 32, 33 46/47 Notes on Bendigo Bogie Trams – 1940’s 34 48 Bendigo Destination roll on a Birney tram Easter 1950, notes on tram tail lights and fares on the Bendigo system. 49 Blank – though headed “Bendigo Birney Trams” 50 Notes trams used on special days in Ballarat Crossed out 51 Ditto and No. 24 and 23 Crossed out 52 Ditto, 15, 11, 23 and Gold tram Crossed out 53 Notes on 34 caused delays, 5/1950, and use of 23 as gold tram Crossed out 54 Notes on repair to track at Sturt and Drummond 6/1951 Crossed out - see Reg Item 7720. 55 Notes on track work in Ballarat early 1950’s Crossed out 56/57 Notes on 33, 37, pay as you enter signs and 1953 special workings Crossed out 58/60 Notes trams used on special days in Ballarat Crossed out 61/64 Blank 35 65 “Salute to the Cable Tram” – transcription of text from Truck and Bus Transportation (July 1948) 36, 37 66/67 Continued from above and list cable tram routes, opening, closing, length and route colours. 38 68 List of photos in Truck and Bus Transportation, Anniversary Issue July 1948 of cable trams. 69 Blank 39 70 Notes on Brunswick TT, Fitzroy TT colours, Adelaide Service trams and MMTB route lengths. 40 71 Notes on HTT colours, tramcars, PMTT trams and colours and NMETL colours, trams and route destination signs 41 72 Notes on MMTB routes, cable and other Melbourne tram disposals, and sale of cable trams and storage at Brunswick. 42 73 Blank - page was headed Lugarno, Switzerland and Italian border 42 Handwritten sheet – photos to get – R. Field and Peter Duckett. 43, 44 74/75 Listing of trains on all lines leaving Ballarat and days run. 45 77 Listing of negatives sent to K. Rogers in 1944 and list of MMTB Max. Traction bogie trams 117 to 138 and disposal 46 77 Listing of MMTB trams, - appears to be something to do with photos or negs held. 47 78 Listing of Ray’s (Pearson) negs /photos of Brisbane trams and other railway photos. 79 Blank 48 80 Prices of pine timber in 4/1942, list of photos “I want”, notes re VR Train length, Ironbark Gully bridge, 3817 in Harden smash 7/1948 and 1948 Ballarat destination roll. Partly crossed out. Rear Cover. Has a strong association with Wal Jack, his work to collect and record both railway and tramway information. Yields information about tramways in Ballarat, Bendigo, Geelong and other cities tramways and railways.Grey covered book with black binding containing 40 lined sheets (80 pages) with handwritten notes with the front cover partly cut out and the words "Jewellery & Engraving" book written in. Contains some newspaper clippings and pasted typed notes as listed below. The image number of each sheet is given. See individual pdf files. trams, tramways, mmtb, ballarat, bendigo, sydney, brisbane, railways, geelong, new zealand, victorian railways, sec, esco

This replica ship was modelled to exact scale by Denis Paraskevatos with the original basic kit enhanced by a large number of brass and mahogany wooden parts used and showing on two labels positioned at the base of the model. These replica parts were specifically designed and constructed by D. Paraskevatos with the help of his family. This model along a large number of others have been displayed at the Victorian Parliament for ten days from the 18th March 2002 (Queens Hall) to the 28th March 2002, and the Melbourne Town Hall from 19th to 27th August 2004. The history of the 65 meter British vessel named Cutty Sark is as follows: THE CUTTY SARK (history) The “Cutty Sark” was a British clipper ship, aptly named of course as a [clipper for its speed ], which was built in 1869 on the [river Clyde in Scotland ] by the Jock Willis Shipping Corporation. It was primarily used to transport tea from China to Great Britain, as well to a lesser extent later in its life, wool from Australia; however, with the advent of the steam engines and the creation also of the Suez Canal in 1869, its days of operation as a sailing vessel were numbered, as the steam ships were now prevailing as technologically advanced cargo carriers through the shorter route by the Suez Canal to China. In fact, within a few years of its operation, as its delegation in the tea industry was declining, it was assigned primarily the duty of transporting wool from Australia to England, but this activity was thwarted again by the steam ships, as they were enabled by their technologies to travel faster to Australia. Eventually, the “Cutty Sark” in 1895 was sold to a Portuguese company called “Ferreira and Co.”, where it continued to operate as a cargo ship until 1922, when it was purchased on that year by the retired sea captain Wilfred Dowman, who used it as a training ship in the town of Falmouth in Cornwall. After his death, the ship was conferred as a gesture of good will to the “Thames Nautical Training College” in Greenhithe in 1938, where it became an auxiliary cadet training ship, outliving its usefulness as a training vessel by 1954, and permanently [being dry docked in Greenwich, London, ] for public viewing. Of course, the “Cutty Sark” was not the only tea clipper constructed and owned by the Jock Willis Corporation, as there were others who were also used for the transportation of tea from China to Great Britain. Noteworthy additionally in its impressive resume is the fact that, the “Cutty Sark” was not only valued and admired for its speed, but also for its prestige that it afforded to its owners, [as media coverage was insatiable during a tea race that was regarded a national sporting event, with fiscal bets being placed on a predicted winning ship ]. Disappointingly, even though the English tea clippers were the best in the world at the time in terms of marine design, they had never won a tea race, and Jock Willis was certainly determined to achieve this goal, as the American clippers were considered the fastest in the tea trade. Nonetheless, the British clippers were proven to be formidable opponents to their American counterparts in the tea trade, when in 1868 a British tea clipper called [“Thermopylae”, managed to travel from the port of London to Melbourne, in only sixty one (61) days, which Jock Willis was hoping to improve on such a feat with the “Cutty Sark” ] . Remarkably, the maximum speed that the “Cutty Sark” could achieve was 17.5 knots in spite of the challenges of the unpredictable winds, if any at times, and the high seas or ferocious storms. Interestingly, [the “Cutty Sark’s” greatest recorded achievement in distance in twenty four (24) hours was three hundred and sixty three (363) nautical miles ], which meant that it was averaging approximately fifteen (15) knots; much faster obviously than the recorded twenty four (24) hour distance of the “Thermopylae” which had accomplished three hundred and fifty (358) nautical miles. .... ______________ -*- Please read the complete history of the Cutty Sark vessel by Maria Paraskevatos in one of the attachments provided with this exhibit. This model along with a large number of others was constructed by the Master craftsman Denis Paraskevatos, in Melbourne and has a historic, artistic significance because of the time and artist efforts in construction.The English Cutty Sark replica model is a wooden replica scaled at 1:25. The wood is mahogany and it is normally displayed in a glass covered enclosure. It has three masts and it is the largest vessel of Denis Paraskevatos collectionCUTTY SARK LONDONreplica, ship, art, model, cutty, sark, greek, artist, paraskevatos, παρασκευάτος, πανομοιότυπο

Part of the original cottage named Culla Hill built by Thomas Sweeney (a former convict) remains as a small section of today’s house. Covered under Heritage Overlay, Nillumbik Planning Scheme National Estate National Trust of Australia (Victoria) Local Sifgnificance Published: Nillumbik Now and Then /​ Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p19 Thomas Sweeney, a former convict who became a respected citizen, once lived on a property at what is now the corner of Sweeneys Lane and Culla Hill, Eltham. As Sweeney was one of the district’s first settlers, the property is registered by the National Trust. Thomas Sweeney was born in 1802, son of impoverished tenant farmers in Tipperary County, Ireland. He became a ploughman, then at 21 he was sentenced to hang for setting on fire the house of Patrick Guyder at Gullshill. It is said the arson was due to a dispute over undelivered guns to a social justice guerilla group, the White Boys, of which Sweeney was a member. But the sentence was commuted to life transportation to Australia in 1823.1 Apparently in Sydney he became a servant to James Chandler at Botany. Soon James Chandler leased his farm and became a catechist on the Hawkesbury River, so Sweeney was reassigned to a former convict, John Brown, at Liverpool. Later Sweeney was assigned to George Brown of Lake Illawarra. In 1831, Sweeney was granted a ticket-of-leave and bought a boat to carry goods between Illawarra district and Sydney Town. He married his first wife who had come to Australia as a free woman. However she drowned after bearing him a daughter. In 1838, one month after he had received a conditional pardon, Sweeney married a blacksmith’s daughter, Margaret Meehan, newly arrived from Ireland. They then moved to Port Phillip and squatted on the south side of the Yarra River, about seven miles (11km) from Melbourne. Around 1842, Sweeney bought 110 acres (44.5ha) in the parish of Nillumbik for £110. He built a slab hut 12 x 10 feet (3.6m x 3m) and then his homestead, Culla Hill, a typical Tipperary style cottage, now known as Sweeney’s Cottage. It was here that many generations of Sweeneys lived for almost 100 years. Culla Hill became a social centre for the district and the Catholic community used it as a church. Sweeney was apparently on good terms with a tribe of Aborigines living on the river nearby, who helped him build his house.2 Sweeney proved himself a civic-minded leader. In 1844, he led a call for a bridge over the Plenty River. He was on the first school board and supplied the first grain for Eltham’s mill. Sweeney profited during the gold rush, not by gold digging, but by providing supplies for nearby fields and others as far away as Beechworth.3 Thomas Sweeney died in 1867 and was buried at the Eltham Cemetery, leaving two sons, five daughters, and 300 acres (121.4ha), as well as Culla Hill. Culla Hill – by then reduced to 75 acres (30ha) – was sold out of the family in 1939, then renamed Sweeneys. The present Sweeneys Lane, running diagonally through the original holding, was the track to the house. Part of the original cottage remains as a small section of today’s house. The dining-family room fronted by a veranda is original, and although there have been some changes, the cedar door and most of the small 12-paned wooden-framed windows are original. The walls are made of the original hand-made brick. After buying the property in 1952 Mr and Mrs Burston demolished a dilapidated slab hut, a three-roomed detached kitchen and cellar, as materials needed to restore them were very difficult to obtain so soon after the war.4 However the barn remains almost in its original condition. It is believed to have been built from stone quarried on the property. Now roofed with iron sheets it was probably originally thatched. The sandstone barn has a peaked roof supported by the original saplings and a doorway large enough to accommodate a fully loaded wagon.This collection of almost 130 photos about places and people within the Shire of Nillumbik, an urban and rural municipality in Melbourne's north, contributes to an understanding of the history of the Shire. Published in 2008 immediately prior to the Black Saturday bushfires of February 7, 2009, it documents sites that were impacted, and in some cases destroyed by the fires. It includes photographs taken especially for the publication, creating a unique time capsule representing the Shire in the early 21st century. It remains the most recent comprehenesive publication devoted to the Shire's history connecting local residents to the past. nillumbik now and then (marshall-king) collection, culla hill, eltham, sweeney's cottage, sweeneys lane, thomas sweeney

The coloured postcard depicts the Port of Warrnambool in the early 1900s. It shows the Breakwater, completed in 1890, the Viaduct, and the Merri River footbridge. There are many people on the sandy river banks, beach and bridge, and some are on the rocks of Middle Island. The printed postcard was made in England and is one of the Jordan Series produced by Joseph Jordan, a renowned photographer in Victoria's Western District.The postcard is locally significant as a record of the early footbridge over the Merri River, and the Viaduct before the space between the pylons was filled it. It shows the use of horses as a means of transportation. The photograph is also associated with Joseph Jordan, a renowned Victoria's Western District photographer.Postcard, coloured, showing the Port of Warrnambool. People are gathered on the sandy beach beside the river and near the river mouth. They are on and below the footbridge, along with several horses. Some are on the rocky Middle Island. There is a white ship in port. There is a jetty on the left, and buildings at the start of the breakwater. An inscription is printed at the bottom of the picture. The picture is one of the Jordan Series. It was printed in England in 1910."SANDY BEACH & BREAKWATER AT WARRNAMBOOL" "JORDAN SERIES" "PRINTED IN ENGLAND" "1910"warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, postcard, merri river, footbridge, warrnambool breakwater, breakwater, viaduct, middle island, port of warrnambool, jordan series, printed in england, 1910, joseph jordan, jordan photography