.1) Copy of a Ballarat Railway Plan, running along Belford Street, from the Engineer in Chief's Office, Railway Department. It shows bridges, diversions, culverts and the following streets: Joseph Street, Lal Lal Street, Clayton Street, Belford Street, Rodier Street, trench Street, Stawell Street, Rodier Street, Belford Street, George Street, Eureka Street, Queen Street, Otway Street, Scott Parade, Ross Street, Chamberlain Street, Victoria Street, Water Street. Allotments owned by Tulloch and McLaren, J. Wilson, J. McCarthy, Mrs P. Glynn, E. Ratcliffe, soap works, Orphan Asylum .2) Copy of a plan relating to the construction of the Ballarat Railway Line. It includes shafts for the following companies: South Extended Co, Black Hill; Parade Co.; Black Hill Co.; Spanhake Co. Shaft; Black Hill South Co.; Wellingtonia Gigantiea Co., and the old workings of the Welllingtonia Gigantea Co,ballarat railway plan, belford street, lal lal street, clayton street, rodier street, trench street, south extended co., black hill, parade co., spanhake co. shaft, black hill south co., wellingtonia gigantiea co, railway

This navigation cart of Lady Bay and Warrnambool Harbour was originally surveyed in 1870 but this version includes the update for magnetic variation in 1893. Since the printing of the chart several annotations have been added. These include an additional stamp dated 15-8-1910, a handwritten comment across the top of the page dated August 1910, and another handwritten comment regarding the ‘Proposed Extension of Dock’ dated 19-2-1925, plus connected drawings, notes and figures. The 1925 proposal on this chart may have been a reaction to the Royal Commission of 1923, when the damaged stonework on the seaward side of the Warrnambool Breakwater, caused by the action of the sea, was the subject of enquiry. A conference between the Public Works, Water Commission and the Harbour Trust concluded that it would less costly to make repairs to prevent further damage rather than replaced the damage portion of the wall. A contract was raised in late 1924 to deposit rubble on the damaged side of the breakwater to minimise the Southern Ocean’s destructive action and work had started by August 1925. The Breakwater construction had begun in 1874 and was completed in 1890. The Victorian Government had commissioned Sir John Coode, a British harbour engineer, to present a plan to complete the Warrnambool Breakwater but his original plan was too expensive. He prepared a revised plan for a shorter structure. The construction proved to be too short to protect adequately from the weather and didn't allow enough depth for larger vessels to come into port. The decreasing trade was further affected by siltation in the bay due to the breakwater, and the completion of the railway line. The situation of the harbour became a real problem by 1910 and required continuous dredging. In 1914 the Breakwater was extended but proved to be a failure because the work began to subside and by 1920 about two thirds of the harbour was silted up. Alterations made in the 1920's increased the silting problem and by the 1940's the harbour was no longer used. More alterations were made in the 1950's and 1960's. This chart is significant for its strong connection to the maritime history of Warrnambool Harbour and Lady Bay and the Warrnambool Breakwater. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database (VHR H2024). The Warrnambool Breakwater is one of the most important late 19th century maritime engineering projects in Victoria and significant in the development of Victorian coastal shipping. It is also significant for its connection with British harbour engineer, Sir John Coode. The chart is a historical record of structures existing in 1893; the Warrnambool Jetties, Warrnambool Breakwater in Lady Bay, the leading lights (lighthouses), streets, roads, bridges and many buildings. It also shows the lay of the land and seabed. Navigation Chart: Lady Bay and Warrnambool Harbour, Australia - South Coast - Victoria. Surveyed by Nav. Lieut. H.J. Stanley, R.N., 1870. Updated for Magnetic Variation, 1893. The rectangular chart is printed on heavy cream paper. Stamps are shaped rectangular, oval and round. Around the Breakwater and Jetty area are handwritten notes, dotted and joined lines, numbers and signatures, and shading of red and green. The chart shows the surrounds of Warrnambool Harbour, Lady Bay, the Breakwater and Jetty, roads, bridges and the streets in Warrnambool. It has sounding details, and angles of line from the leading lights.Stamp, rectangular, including "AUG 1910" Stamp, double oval " - - - -CHART" Stamp, hand drawn, red circle, with "B" inside Hand written note "22-8-1910 - - - - - of surveying C. Ca - - - request of 15-8-10 [initials] " Notes and lines in red pen, including a grid of sounding numbers: "1300" "1050" "1200" "Possible Extension of Dock" "19-2-25" "Dock Dredged to 20 Ft" Notes and lines in blue pen "Extension of Dock to accommodate vessels drawing 20 Feet" and "Light not visible south of this line" Red dots (4) with yellow highlight at both leading lights, breakwater and jettyflagstaff hill, warrnambool, flagstaff hill maritime museum & village, maritime museum, maritime village, shipwreck coast, map, chart, navigation chart, plan, lady bay, warrnambool harbour, port of warrnambool, breakwater, jetty, pier, dock extension, proposed extension, vhr h2024, 1870, 1893, 1910, 1925, warrnambool town late 1800s, warrnambool streets late 1800s royal commission, 1923, public works, water commission, harbour trust, victorian harbours, sir jon coode

This AC generator operated for the State Electricity Commission in the Ballarat North Power Station prior to World War Two. James Oddie of Ballarat has an association with Thomas Parker of Elswell-Parker. In early 1887 Oddie arrived in England seeking information on electrical knowledge and its developments. At this time Henry Sutton was teaching Electricity and Magnetism at the Ballarat School of Mines. Oddie stayed in the United Kingdom for around three years and during that time became a close friend of Thomas Parker and his family. The two first met at the first official running of the Blackpool tram, and Oddie was invited to visit Parker at Wolverhampton. Over the years Thomas Parker kept newspaper cuttings (mainly Australian) relating to James Oddie and his work. The following article is a description of the Wolverhampton works by James Oddie, and was collected by Thomas Parker. After the dinner at Blackpool, Mr. Parker visited me, and cordially invited me to see his extensive works at Wolverhampton, an invitation I was not slow to avail myself of. This was the keynote of the best friendship I made in England. I went shortly afterwards and stayed several days, visiting the works daily, as Mr. Parker gave me the run of the whole works. There I ordered the installation of a 60 light dynamo, with a 28 cell storage battery and paraphernalia, now doing duty at the Observatory. I subsequently visited the works frequently, sometimes for a week at a time, and I regard it as the brightest spot in my English constellation. Mr. Parker started his works in 1880, with one man beside himself. He never had a single day’s instruction in electricity in his life; now he daily instructs between 300 and 400 employees, who worship him as a father. He is said to be now the most practical electrical engineer and mechanist in Europe. During one of my visits I took with me an artist, who is painting for me a portrait, 6 feet by 5 feet, of Mr. Parker, surrounded by dynamos, secondary batteries, measuring instruments etc. Electric tram cars are going to be a big thing in England. Parker’s Company Limited, is now, with three other companies, in the hands of the Electric Construction Company, with Mr. Parker as manager of the lot. The whole of the works will be taken to Wolverhampton. Before I left, a tender for £50,000 was accepted for the construction of new works.AC Generator painted read and black on a stand. This AC generator operated for the State Electricity Commission in the Ballarat North Power Station prior to World War Twogenerator, ac generator, elwell-parker ltd, state electricity commission, sec, ballarat north power station, james oddie, wolverhampton

Port of Portland Authority archivesFront: (no inscriptions) Back: John Hicks - Chief Engineer/ with EPC Hughes - 1st C?E (blue pen, upper left) Completing No 5 berth (black ink on white lable, centre)port of portland archives, john hicks, chief engineer, berth 5

Two typewritten pages and ten pages of handwritten notes and sketches - Schedule of materials to be used in the Shopping Arcade at 147 Whitehorse Road, Ringwood, being built for Ringwood Investments Pty. Ltd. Architect - P.E. Jorgensen, Collins House, 360 Collins Street, Melbourne C.1. Consulting Engineer - W.L. Irwin, 441 St.Kilda Road Melbourne. Rubber stamped Borough of Ringwood approval subject to Building Regulations and By-Laws (signed) Building Survyor 24/5/1955.

These plans are line drawings by the State of Victoria for a Suction Hopper Dredge, which used a suction pump to bring up material from the bottom of a body of water. The plans are contained in a box from the Public Works Department, Ports and Harbours Division in Melbourne, which in the year 1910 was responsible for the dredging operations of coastal ports and harbours, and inland waterways. The stamped signature is that of Arthur Edward Cutler, Chief Engineer, Public Works Department of New South Wales. The steel steamer Matthew Flinders was constructed by Morts Dock & Engineering Co Ltd in Sydney, New South Wales. Identified as Ship No. 40 by the ship builders, this dredge, had twin screw engines that were made in Sydney. Its gross tonnage was 1180. It was launched on July 15th, 1916, and registered by the owner, Department of Public Works in Victoria, at the Port of Melbourne in 1917. Unlike bucket dredges, the Matthew Flinders did not use permanent moorings but instead had bow and stern anchors. It travelled forward on the bow anchor, taking up a strip of even-depth wilt from the bed below. A local newspaper noted that the Matthew Flinders has many advantages that were especially useful for its work at Warrnambool. Warrnambool Harbour had been experiencing silting and sanding for many years. The problem continued even after the construction of the Breakwater in 1890, which was overseen by New Zealand engineer Arthur Dudley Dobson. Melbourne’s Department of Ports and Harbours sent the new Matthew Flinders to dredge the heavy silting in the Warrnambool Harbour in May 1919. This work was previously done by the smaller dredge, the Pioneer. However, after a month of work, the Matthew Flinders was returned to Melbourne for alterations to make it suitable for work in the heavy seas it experienced at Warrnambool. Both dredges were sent up from Melbourne when required over the years to periodically attend to the silting in the Harbour, but the Matthew Flinders was preferred because of its efficiency. It was still dredging the Harbour even in July 1938. The ship’s original master was J G Rosney. In 1923 the master in charge was Captain Dunbar. In 1930 the dredges were no longer required as the Harbour was no longer suitable as port.These plans are significant for their close association with the suction hopper dredge, the Matthew Flinders I, which was call upon often to remove the silting of Warrnambool Harbour and allow shipping to continue in the Port of Warrnambool until 1930, when the Port of Warrnambool ceased to be suitable as a port. The work done by the Matthew Flinders is significant for its association with the Warrnambool Breakwater and the on-going issues with the silting of the Harbour. Plans with line drawings for the suction hopper dredge Matthew Flinders, rolled, in open-top wooden box. Created for the Public Works Department, Melbourne, Victoria. Stamped with signature and dated November I, 1911. Inscriptions: label on box, handwriting on box, drawings and outer layer of paper. Freighted by 1 Star, New Zealand Express Cargo.Signature stamp “A E Cutler” Date stamp “NOV 8 – 1911” Printed on one page “STATE OF VICTORIA / SUCTION HOPPER DREDGE / GENERAL ARRANGEMENTS OF MAIN ENGINE ROOM / SCALE 1/2 IN = 1 FT.” Label on box "1 [star symbol] / THE NEW ZEALA- - - / EXPRESS CAR - –“ Handwritten on base “PUBLIC WORKS / DEPARTMENT / - - LBOURNE” Handwritten in pencil on cover paper “MATTHEW Flinders”flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, plan, line drawing, dredge, pioneer, steel steam ship, twin screw engines, a e cutler, arthur edward cutler, chief engineer, public works department, new south wales, nsw, 1911, state of victoria, suction hopper, main engine room, public works melbourne, warrnambool harbour, lady bay, sanding, silting, breakwater, morts dock & engineering co ltd, j g rosney, captain dunbar, ship no. 40, matthew flinders i, matthew flinders, 1 star, new zealand express cargo

EIG School - Ralph Birrell Collection - Latrobe Uni Construction, 1965-69. Angled drafting desks. Plastic surround has imprinted on it PURUTZ on front and on rear Made in Australia.Kodakeducation, tertiary, latrobe university bendigo, eig school - ralph birrell collection - latrobe uni construction, 1965-69. angled engineer desks in building

Photocopied newspaper cutting from Bendigo Advertiser 22nd Dec 1952, pertaining to donation of Joseph Brady bound notebooks. Brady was engineer of the Bendigo Waterworks in 1858 and accepted appointment as engineer to the contractors of the construction of a segment of the Melbourne Sandhurst railway. One book was related to the Bendigo Waterworks containing particulars of Crusoe Reservoir. The other surrounding Cornish & Bruce contracts for the middle section of the Mt Alexander Railway. Books donated to Bendigo by Mrs A Strickland of Currie King Island, Brady's granddaughter. Town Clerk accepted books and said Museum was closed but Historical Society would welcome donation.bendigo, waterworks, coliban water

The Hall Cherokee II glider is an American design for amateur construction from plans. The designer was Stan Hall (1915-2009), a professional engineer, who gained extensive experience in the United States aviation industry during World War 2 including the programs for military gliders. He continued to work as an engineer for aircraft manufacturers and as a consultant to the industry after the war. He was active in gliding and, in particular, the home built sailplane movement. The Cherokee II was one of about 10 glider designs that he produced: it came out in 1956. It is understood that over 100 Cherokee gliders have been built. In Australia the number is possibly 10 or 11. The Hall Cherokee VH-GVO was built by R.D Meares of Caringbah, New South Wales. The glider was registered as VH-GVO on 11 October 1973 and given serial number “GFA-HB-82” by the Gliding Federation of Australia. The Logbook for VH-GVO appears to be a complete record of the flying history; in aggregate 210 hours 40 minutes in the air from 331 flights. The first test hop occurred on 29 July 1972 at Camden, New South Wales. VH-GVO was last flown on 22 July 1986. Many of the flights recorded are of one or two hours duration. The glider was last inspected and certified as airworthy and in a reasonable condition at the Hunter Valley Gliding Club in July 1986. Since that time, until transferred to the Australian Gliding Museum, the glider was in storage. Structural restoration work has been completed on the fuselage and one wing. However, inspection of the other wing revealed extensive damage to the ribs and spars and consequently a decision was taken to make it a static exhibit. The exhibit is an example of home built construction of a type that has proved popular amongst amateur glider builders.The Hall Cherokee (formerly registered as VH-GVO) is a single seat wooden home built glider. The glider is constructed from wood, plywood, fabric and metal fittings, all commercial grade except for main wing fittings, pulleys, cables and bolts. The fuselage is simple with four main longerons and bulkheads with diagonal bracing. The wing has two identical solid spars which form a geodetic structure, hence the leading edge is non-structural. Registration VH-GVO – serial number GFA-HB-82 australian gliding, glider, sailplane, hall, cherokee, meares, hunter valley gliding club

The Schreder HP 14V is an all metal single seat sailplane designed by Richard Schreder in America. The design is an evolution of Schreder’s metal sailplane designs that date from the late 1950s. Schreder won the United States National Soaring Championship in 1966 in the prototype HP 14. He marketed the glider in kit form in the 1960s and 1970s and allowed Slingsby in the UK to further develop the design for production. Schreder HP14 V, registered as VH-GGB, was built in South Australia by Harry Bache of the Waikerie Gliding Club in the 1970s. Martin Simons, an authority on vintage sailplanes (including Slingsby types), refers to this airframe as “built entirely from scratch”. After Bache, this Schreder HP14V passed on to E.G. Moore and N.L. Lovell at Ararat in Western Victoria, then Graeme Rickert of the Canberra Gliding Club and finally, to Greg O’Sullivan of the Geelong Gliding Club. The glider was first flown on 20 December 1975. It appears to have been flown regularly over its life to 2015 and the cumulative use being 1386 hours flown from 702 launches. The log book does not disclose details of flights except as aggregates of flights and times. Details of notable flights by Bache and Moore et al are not available. However, reports from Rickert and O’Sullivan indicate that a good number of cross-country flights of 300km or longer were achieved in this aircraft. A well-engineered metal sailplane from the 1970s with good soaring performance which was designed for amateur construction. All metal single seat glider sailplane with a distinctive V-tail, finished in a white and blue colour schemeRegistration letters 'GGB' on sides of fuselageaustralian gliding, glider, sailplane, schreder, slingsby, bache, waikerie gliding club, moore, lovell, rickert, o’sullivan, canberra gliding club, geelong gliding club.

In 1891​ The Melbourne and Metropolitan Board of Works (MMBW) was formed and became responsible for Melbourne's water supply. Melbourne had grown to a city of half a million people. To provide water to this rapidly growing city (especially the eastern suburbs), and to supplement the 1857 Yan Yean Reservoir, Melbourne's first water supply, the Watts River (near Healesville) was tapped. It supplied water to Melbourne, via the Maroondah aqueduct.​ In May 1892 the MMBW's first engineer-in-chief, Mr William Thwaites began construction on Melbourne's sewerage system. A treatment farm was built at Werribee and a pumping station was built at Spotswood (now the site of the Scienceworks Museum) to send the city's waste to Werribee. The first Melbourne homes were connected to the sewerage system in 1897. This book showcases the MMBW's infrastructure achievements and documents costs, requirements and key personnel involved in the development of the water supply and sewerage schemes.The introduction states "The water supply sources and headworks are in many cases situated in remote places and the sewerage works are chiefly underground. The Board has therefore resolved that these photographs of some of the scenes and works should be collected and bound for general information. August 1908" This book is in excellent condition and provides a detailed insight into the previous 17 years of work and the Board personnel of the MMBW leading up to 1908. It is of historical importance to the history of Melbourne for the photographic documents of places that were not generally open to the public, and for Melbourne Water in its detailed history of the MMBW in the early twentieth century. Photographic view book with hard khaki coloured cardboard cover and blue fabric binding. 120 Pages. Glossy paper with black and white plates and text about the MMBW, and scenic views and places of interest in association with the MMBW. The Melbourne & Metropolitan Board of Works - Water Supply, Sewerage etc. ...Photographic Views...mmbw, board members, sewerage, water supply, historic views, photographs

In 1851 Moses Thomas purchased 400 acres, including a half mile frontage to the Plenty River, at Mernda (then known as Morang) where he operated a farm, inn and other business. In 1865 Moses Thomas was appointed Engineer, Clerk and Collector for the Morang District Road Board. In this role he would have been responsible for overseeing the collection of local property rates and the maintenance and construction of local roads and drains. Road District Boards were one of the earliest forms of local government in Victoria. The Morang or Upper Plenty Road District was established in 1862. It covered part of what is today Mernda, Doreen, South Morang, Mill Park and Bundoora. In 1875, the area merged with the Whittlesea Road District to form the Shire of Whittlesea. Moses Thomas briefly served as a Councillor with the Shire of Whittlesea until his death in 1878. Correspondence. Letter, paper, handwritten text with seal. Letter from James Ryan, Shire Secretary, Shire of Whittlesea to Mrs Moses Thomas on the death of Moses 18 May 1878.

Construction of Entrance and Switch Back Railway, Luna Park, St Kilda, October 1912; onion dome on one side, not the other; two early motor vehicles with spoke wheels; construction crew on top level; sign 'Contractors The G.A. Lawsha Contruction Co. London, Engineer T.h. Eslick'black and white photograph, mounted, poor conditionLuna Park 5/1/0/12 Switch back Railway [trikethrough text 'afterwards called Big Dipper']; [stamp] George Wall & Co, Photo Experts, 131 Chapel St., Balaclava (near Melbourne) Photoas copied, resuscitated and enlarged.

Double Headed Rail from Ravenswood Station Siding which was dismantled circa 1987 the two rails were stored for a time at Maldon before being donated to Puffing Billy Museum Bearing makers marks of Wilson & Cammell - Dronfield- Steel works Wilson & Cammell made Steel rails at their Dronfield Steel Works, in Dronfield, North East Derbyshire, England from 1872 - 1883 Double-headed rail In late 1830s Britain, railway lines had a vast range of different patterns. One of the earliest lines to use double-headed rail was the London and Birmingham Railway, which had offered a prize for the best design. This rail was supported by chairs and the head and foot of the rail had the same profile. The supposed advantage was that, when the head became worn, the rail could be turned over and re-used. In practice, this form of recycling was not very successful as the chair caused dents in the lower surface, and double-headed rail evolved into bullhead rail in which the head was more substantial than the foot. Info from Wikipedia - Rail Profile https://en.wikipedia.org/wiki/Rail_profile The first records of double headed rail being used In Victoria by Victorian Railways was in 1859, the rails, chairs, oak and trenails were imported from UK. After the 1870’s the Victorian Railways went over to using flat bottom rails, but they still needed replacement double headed rail for lines already laid and this continued up to at least 1883 Wilson & Cammell - Dronfield- Steel works Wilson & Cammell made Steel rails at their Dronfield Steel Works, in Dronfield England from 1872 - 1883 Mount Alexander & Murray River Railway The Melbourne, Mount Alexander & Murray River Railway Company received parliamentary assent in February 1853 to build Victoria's first inland railway from Melbourne to Williamstown, and Melbourne to Bendigo and Echuca. Construction commenced in January 1854 with work on a pier at Williamstown but lack of funds slowed progress, eventually prompting the company to sell out to the government. The 100-mile (162 km) section to Bendigo opened in October 1862. Its cost of £35,000 per mile made it the most expensive railway ever built in Australia. In 1864, the line was extended to Echuca, tapping into the booming Murray-Darling paddlesteamer trade. info from Museums Victoria - Victorian Railways https://museumsvictoria.com.au/railways/theme.aspx?lvl=3&IRN=450&gall=456 1863 Ravenswood Station open on the 1st Feb 1863 Victorian Railways - purchased and imported the Rail and Chairs from Raleigh, Dalgleish, White and Co. London Importation of railway plant : abstract of a return to an order of the Legislative Assembly dated 27th June 1860 for - Copies of the advertisements calling for tenders, the names of the tenderers and the accounts and correspondence with Mr Brunel relating thereto GP V 1859/60 no. C 15 http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoC15.pdf Report from the Select Committee upon the Importation of Railway Plant : together with proceedings of the Committee, minutes of evidence and appendix GP V 1859/60 no. D 38 (2.9 MB) http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoD38.pdf Ravenswood Siding When the Victorian Railways were established in 1856 they adopted one of the popular British permanent way standards - heavy 80lb (36.3kg) double-headed rail held up right in cast iron chairs attached to transverse timber sleepers by wooden pegs called trenails. The Ravenswood Railway siding was constructed in 1862 with 12 feet wrought iron double-head rail held in cast iron chairs with Ransom and May patent compressed keys. Trenails held the chairs to the sleepers and the joints were secured in joint chairs. Joints were subsequently joined using fish plates. It formed part of the Melbourne to Echuca rail line, initially known as the Melbourne, Mt Alexander and Murray River Railway. George Christian Derbyshire, the first Engineer-in-Chair of the Victorian Railways was responsible for the design and construction of the works. No new lines were built in Victoria using double-headed rail after 1870. The siding was disconnected from the main line in 1988. The Ravenswood Railway Siding demonstrates the original 1856 philosophy of the Victorian Railways to adopt British permanent way technology. The siding demonstrates significant aspects in the development of permanent way technology in England and Victoria over the period from the 1830's to the 1880's. The chairs in the Ravenswood siding are physical evidence of early railway technology rendered obsolete 120 years ago, namely joint chairs at rail joints and trenails to secure the chairs to the sleepers. The double-headed rail demonstrates an important stage in the evolution of British rail technology in the 1830s. The old fish plates, square headed bolts and square nuts demonstrate the success of fishing the rail joins. The Ravenswood siding demonstrates the earliest form of rail joint technology developed in England, and existing in Australia, the joint chair. In part of the siding the sequence of joint and intermediate chairs is consistent with the 1856 specifications, that sequence is rare with the joints secured in joint chairs. The survival of chairs in this sequence is rare and almost certainly demonstrates that they remained in continuous use at the same location from 1862 to 1988. This remnant of the Ravenswood siding has survived 126 years. The siding has proved to be the most significant of extant remnant double-headed sidings in Victoria, containing a rare combination of early permanent way technologies. Construction dates 1862, Info from Ravenswood Railway Siding Victorian Heritage Database Report http://vhd.heritagecouncil.vic.gov.au/places/4693/download-report The remaining section of this siding is significant at the State and National levels in that it demonstrates the use of chaired rail by the Victorian Railways Department for the Trunk Lines and, more particularly, the following stages in the evolution of this long obsolete method of permanent way construction: a) The use of joint chairs and intermediate chairs at regular intervals inferring that the original wrought iron rail lengths were 12 feet, as is known through documentary sources to have been the case. The survival of chairs in this sequence is unique and almost certainly demonstrates that they have remained in continuous use at the same location and in the same sequence from 1862 to 1988 . b) The use of joint chairs and intermediate chairs designed for use with trenails. c) The use of later intermediate chairs designed for use with steel pins and the use of fished joints with steel double head chaired rail, representing a second method of constructing the permanent way using chaired rail technology. info from Ravenswood Siding - Melbourne/Echuca Railway Line - Victorian Heritage Database Report http://vhd.heritagecouncil.vic.gov.au/places/70103/download-report Addition to Citation for Melbourne to EchucaRailway Line 1/10/1990 Double Head Rail The surviving lengths of double head rail with chairs on this railway compare with one surviving similar remnant on the Geelong to Ballarat railway and are representative of permanent way construction techniques applied exclusively to the two trunk railways of the 1860's. In this respect they are rare survivors and may be unique at the national level and of technical importance at the international level to the extent that they enhance contemporary understanding of early railway building technology. Surviving lengths of chaired double head rail survive at Kyneton, Ravenswood and Bendigo on this railway and include a number of different types of cast iron intermediate and joint chairs with hardwood keys and metal pins. The Ravenswood siding is of special significance for the diversity of chair types and for the sequence of chairs recalling rail lengths known to be associated with construction of the line in 1862. Construction of the Railway Tenders closed on 24 March 1858 with no less than 133 tenders being received. A contract was let to Cornish and Bruce for £3,356,937 to commence work on 1 June 1858 and complete the line by 31 July 1861. Cornish and Bruce made quick early progress with the Melbourne to Sunbury section being officially opened on 13 January 1859. The line was officially opened to Bendigo (Sandhurst) on 20 October 1862 by the Governor of Victoria, Sir Henry Barkly. A great banquet was held for 800 guests and this was followed by a grand ball. The extension of the line to Echuca was a relatively simple matter as that part of the line was across plain country without any significant engineering challenges. Tenders were called for the work in 1863 and the work was completed in 1864 by contractors Collier and Barry Apart from the line contractors, other firms directly involved were J Shire law and Co (sleepers), R Fulton, Langlands Brothers and Co, William Crossley (water supply), B Moreland, Langlands Brothers and Co (platelayers lorries), E Chambers (iron pins, traversers), Miller and McQuinstan (luggage vans and steam engines) and various contractors for building works. Info from Engineers Australia Engineering Heritage Victoria Nomination for Recognition under the Engineering Heritage Australia Heritage Recognition Program for the Goldfields Railways - Melbourne , Bendigo & Echuca Railway Page 25 - .2.9.2 Statement from National Trust of Australia (Victoria) Listing number B5323 for Mt Alexander/Murray Valley Rail Line: Page 69 - Theme 3 https://www.engineersaustralia.org.au/portal/system/files/engineering-heritage-australia/nomination-title/Melbourne_%20Bendigo_Echuca%20Railway%20Nomination.pdf The Melbourne, Mount Alexander and Murray River Railway Company was a railway company in Victoria, Australia. It was established on 8 February 1853 to build a railway from Melbourne to Echuca on the Victorian-NSW border and a branch railway to Williamstown. The company struggled to make any progress and on 23 May 1856, the colonial Government took over the Company and it became part of the newly established Department of Railways, part of the Board of Land and Works. The Department of Railways became Victorian Railways in 1859. Construction of the Bendigo line commenced in 1858, but this private consortium also met with financial difficulties when it was unable to raise sufficient funds, and was bought out by the Victorian colonial government. The design work was then taken over by Captain Andrew Clarke, R. E., Surveyor-General of Victoria, with bridge designs completed by Bryson and O'Hara The contract for the first stage of the line from Footscray to Sandhurst (now Bendigo), was let to Cornish and Bruce for £3,356,937.2s.2d ($6.714 million) with work commencing on 1 June 1858. Completion of the permanent way was to be by 31 July 1861 https://en.wikipedia.org/wiki/Melbourne,_Mount_Alexander_and_Murray_River_Railway_Company Victorian Railways - purchased and imported the Rail and Chairs from Raleigh, Dalgleish, White and Co. London Importation of railway plant : abstract of a return to an order of the Legislative Assembly dated 27th June 1860 for - Copies of the advertisements calling for tenders, the names of the tenderers and the accounts and correspondence with Mr Brunel relating thereto GP V 1859/60 no. C 15 http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoC15.pdf Report from the Select Committee upon the Importation of Railway Plant : together with proceedings of the Committee, minutes of evidence and appendix GP V 1859/60 no. D 38 (2.9 MB) http://www.parliament.vic.gov.au/papers/govpub/VPARL1859-60NoD38.pdf Victorian Railways : report of the Board of Land and Works November 1862 GP V 1862/63 no. 21 (2.8 MB) https://www.parliament.vic.gov.au/papers/govpub/VPARL1862-63No21.pdfHistoric - Victorian Railways - Double Headed rail Ravenswood Railway Station and Siding Victorian Heritage Database Reports Victorian Heritage Register VHR H1100 Victorian Heritage Register VHR H1786 National Trust VHR H1100 Mount Alexander and Murray River Rail way Line National Trust2 rail lengths of Double Headed Rail made of Iron makers marks : Wilson & Cammell - Dronfield - Steel and 20 joint chairs with metal rail pins Makers mark Wilson & Cammell - Dronfield - Steel (possible date 187? very hard to read ) puffing billy, double headed rail, wilson & cammell - dronfield - steel works, ravenswood station siding, melbourne to echuca rail line, initially known as the melbourne, mt alexander and murray river railway.

1920's Station Cash Box Tin Made by Hobbs & Co London Lever Machine Made Alfred Charles Hobbs (October 7, 1812 – November 6, 1891) was an American locksmith and inventor. Hobbs went to London as a representative of the New York company of Day & Newell, which was exhibiting at the Great Exhibition of 1851. Hobbs had brought with him his boss's (Robert Newell) Parautoptic lock, designed to compete with, and surpass, the locks available at the time in Britain. He was the first one to pick Bramah's lock and the Chubb detector lock at the Great Exhibition of 1851 and forced the lock manufacturers to improve their designs. The lock controversy continues a subject of great interest at the Crystal Palace, and, indeed, is now become of general importance. We believed before the Exhibition opened that we had the best locks in the world, and among us Bramah and Chubb were reckoned quite as impregnable as Gibraltar— more so, indeed, for the key to the Mediterranean was taken by us, but none among us could penetrate into the locks and shoot the bolts of these masters. The mechanical spirit, however, is never at rest, and if it is lulled into a false state of listlessness in one branch of industry, and in one part of the world, elsewhere it springs up suddenly to admonish and reproach us with our supineness. Our descendents on the other side of the water are every now and then administering to the mother country a wholesome filial lesson upon this very text, and recently they have been "rubbing us up" with a severity which perhaps we merited for sneering at their shortcomings in the Exhibition. In 1854 he was awarded a Telford Medal by the Institution of Civil Engineers for his paper 'On the Principles and Construction of Locks'. Sign on a strong room door. Hobbs became one of the founders of the lock making firm of Hobbs Hart & Co. Ltd. The company started in 1851 and was formally registered as Hobbs and Co. in 1852. But by 1855 it had become Hobbs, Ashley and Company. The name then changed to Hobbs, Ashley and Fortescue, with an address at 97 Cheapside in London. Then for the next ninety years the address was 76 Cheapside in London. In 1860 Hobbs returned to America and lived in Bridgeport, Connecticut, and went on to hold a dozen patents for firearm ammunition manufacturing. In 1880 he listed himself as a "Superintendent Of Cartridge Factory" Info from https://en.wikipedia.org/wiki/Alfred_Charles_HobbsHistoric - Railways - Station Cash Box Tin 1920's Station Cash Box Tin - Hobbs & Co London Metal Tin - painted Black, Gold and Red with Brass Lock and HandleHobbs & Co London Lever Machine Made1920's station cash box tin, puffing billy

The photograph of the drawing was obtained by George Evans Museum from the Road Construction Authority at 60 Denmark Street Kew. The negative No. 59 909 is held by that organisation.A photograph of a black and white drawing of a head and shoulders portrait of Mr McCormack, former Shire Engineer of the Shire of Bulla, drawn by P G White. Black and white with a white border."P G White"mccormack, thomas, shire of bulla, white, p.g., road construction authority, shire engineers, george evans collection

Hand written reports on condition of roads and bridges, cost and materials used for repairs, successful contractors named and also reports on tree planting all within the Shire of Bulla. The reports have been written by the Shire Engineer.Green and red covered hard cover book. Spine and corners red with small embossed design. Brown and blue mottled pattern inside front and back covers. Hand written using ink."Shire Hall/Bulla 14th March 1883..."1880s, 1900s, shire of bulla, road construction and maintenance, bridges, bulla, sunbury, george evans collection

From January 1959 and until 1982, “Cosmopolitan Motion Pictures”, owned by Mr Peter Yannoudes (Παναγιώτης Γιαννούδης) and Mr Stathis Raftopoulos (Στάθης Ραφτόπουλος) travelled around Australia to entertain the Greek, Turkish, Indian and Yugoslav speaking population of Australia and provide a significant cinema culture. They travelled as far as Perth in WA, Adelaide in SA, Tasmania, Darwin in Nt, Canberra in ACT and Sydney and NSW. However they found themselves also in places like Berri and Renmark in NSW, where concentrations of migrants lived and thrived during the period. Initially they were travelling by train, carrying all their equipment by hand and placing them in boxes and suitcases. However after 1962 when they acquired their first automobile, travelling became less of a burden, nevertheless cumbersome and laborious. They carried with them initially two portable projectors (second one as a backup) and at times travelled with a third in order to ensure that technology will not be letting them down at the time of film projection. At times the films were projected onto a white sheet of cloth because there was no proper screen to project it on at the venue they were using. This projector stand was the actual projector stand used in their trips around Australia.Historic and rarity (only one left that was used by "Cosmopolitan Motion Pictures") Primary significanceMetal construction Projector tripod with a cloth on top to stop damaging the projectors. It has an adjustable height depending that extends to about 1.5 metres.T.J.N. Macey - Toolmaker and Manufacturing Engineerstand, tripod, projector, film, culture, language, greek, entertainment, yiannoudes, γιαννούδης, τρίποδο

All Saints Estate is a family owned winery established in 1864 and located on the banks of the Murray River in Wahgunyah, North East Victoria. Original owners George Sutherland Smith, and John Banks, arrived from Caithness, Scotland in 1852. They were just 23 and 20 years of age. Choosing to settle in the Wahgunyah area, they used their training as engineers from the Edinburgh Railway Institute to build a bridge over the Edwards River at Deniliquin. They were also involved in the construction of several buildings in Beechworth including the Presbyterian Church, part of the Gaol and the original hospital of which the granite facade still remains today. Smith and Banks began growing vines at ‘Sunday Creek’ closer to Wahgunyah than the present All Saints Estate winery, before relocating to build the 'All Saints castle' just three miles north of Wahgunyah, in 1864. The partners took up 100 acres and proceeded with planting vines in earnest whilst also constructing pise cellars made from the estate soil. The All Saints Estate castle was based on the design of ‘The Castle of Mey’, including turrets and a tower. The castle was constructed mainly of handmade bricks that were fired in the All Saints Estate Brick Kiln (classified on the Victorian Heritage Register) on the property. However, only the battement parapets of the lower wall and a turrets were copied, not the main castle style. The Castle of Mey, most recently owned by the late Queen Mother, was where George Sutherland-Smiths’ father was a carpenter and joiner.Black and white photograph showing a view, up a road between the Elm Tree entry drive of All Saints Winery wineries, north east victoria, wine industry, all saints winery, rutherglen, wahgunyah, winemaking, castle, winery

All Saints Estate is a family owned winery established in 1864 and located on the banks of the Murray River in Wahgunyah, North East Victoria. Original owners George Sutherland Smith, and John Banks, arrived from Caithness, Scotland in 1852. They were just 23 and 20 years of age. Choosing to settle in the Wahgunyah area, they used their training as engineers from the Edinburgh Railway Institute to build a bridge over the Edwards River at Deniliquin. They were also involved in the construction of several buildings in Beechworth including the Presbyterian Church, part of the Gaol and the original hospital of which the granite facade still remains today. Smith and Banks began growing vines at ‘Sunday Creek’ closer to Wahgunyah than the present All Saints Estate winery, before relocating to build the 'All Saints castle' just three miles north of Wahgunyah, in 1864. The partners took up 100 acres and proceeded with planting vines in earnest whilst also constructing pise cellars made from the estate soil. The All Saints Estate castle was based on the design of ‘The Castle of Mey’, including turrets and a tower. The castle was constructed mainly of handmade bricks that were fired in the All Saints Estate Brick Kiln (classified on the Victorian Heritage Register) on the property. However, only the battement parapets of the lower wall and a turrets were copied, not the main castle style. The Castle of Mey, most recently owned by the late Queen Mother, was where George Sutherland-Smiths’ father was a carpenter and joiner.Black and white photograph showing a view, up a road between the Elm Tree entry drive of All Saints Winery On back of photo: "250% [upper case D in small circle] All Saints"wineries, north east victoria, wine industry, all saints winery, rutherglen, wahgunyah, winemaking, castle, winery

Report - 6 foolscap sheets, stencil cut and duplicated titled "Class W7 Tramcars", giving a detailed written description of the trams (1001 to 1040). References a photograph which is not included. Gives notes on the General Design, body construction, windows, doors, finishes, seats, motorman's compartments, sound insulation, ventilation, lighting, signalling, destination signs, trucks, wheels, brake gear, motors, current collection control equipment and dimensions. Notes the Authority of the Chief Engineer Mr. D. H. Eakins.trams, tramways, w7 class, tramcars, preston workshops, tramcar construction, specification

Newspaper Clipping from a Melbourne newspaper, 24/3/1973 about the construction of a new trams for Melbourne. Has a photo of the Minister for Transport, Mr. Wilcox and Mr. S. Bramich, an electrical engineer at Preston with a model of the prototype and 1041 under construction in the background. Quotes Mr. Kirby that the Board would like to recruit women drivers, the recent approval to call tenders for the construction of 100 new trams."24/3/73" in red ink in top right hand corner.trams, tramways, mmtb, women drivers, new trams, preston workshops

16 issues of the, "Tramway Topics" - "The Official Bulletin of The Melbourne & Metropolitan Tramways Board", issues 50, 51, 53 to 61, issued between August 1947 and October 1948. All printed on cream coloured paper. Headings of significance are listed below. Common items were; Retiring and Death Gratuities, Appointments and Promotions, long service records. 918.1 - 50 - August 1947 - 4 pages - Comment from London, Scalers in Sydney, Brisbane Services, PAYE to go, Newcastle wants to own the trams, Diesels in favour, Fares in London and Melbourne, Something like a deficit, a remarkable record (substations), Work of Testing Department, Accidents are Expensive, and Transport Operations Indicted (National City Lines - USA) 918.2 - 51 - Sept. 1947 - 4 pages - Our SW6 tram, Transport in the US, Conductresses again, How bus costs have risen, Footscray Extensions, Of Course you are good (drivers and driving), How Fares Go, 40-Hour week. 918.3 - 53 - November 1947 - 4 pages - No increase in fares, an unusually interesting tram (Glasgow), alcohol and driving do not mix, pedestrian crossing case, how wages have increased, Russia prefers trams, Sydney's "Honesty" joke, Higher Fares wanted, Tramcars as hearses, an editor on Trolley buses, buses lead - but at a cost (Leicester), the Non paying passenger (Sydney) 918.4 - 54 - December 1947 - 4 pages - Christmas 1947 (Chairman's notes on the future), New Stockholm tram, according to use and wont - Birmingham, Trams in the USA, Board re-appointed, Buses few, so coaches are hired (London), transport from Footscray, "Philadelphians must have the best" - so they are given trams!, The Merri Creek Bridge and appreciations. 918.5 - 55 - March 1948 - 4 pages - That 4/- doubts arising over the 5-day week, Buses carried pick-a-back, Sydney to lose L500,000 this year, Trolleybuses, Rapid transit with PCC trams, another compliment (rosters in Perth), the bill for it all (Melbourne tram strike), an Extraordinary award (Washington DC), Prison tram's last load (Sydney), Douglas horse trams, Lord Ashfield, Glasgow's all night buses. 918.6 -56 - April 1948 - 4 pages - The Board's ambassadors (MMTB Conductors), Brisbane's bus routes, Another deficit in sight (Liverpool UK), Poor Paris, The resilient wheel, the 5-day week rosters, a subway and its costs (Detroit), PCC's in Belgium, South London Trams. 918.7 -57 -May 1948 - 4 pages - Spread of Hours Payment - 5 day week, weak breaks, Buses multiply - losses expand (Manchester UK), Static Electricity, L750,000 deficit in Sydney, praise for conductresses, no purchase by Newcastle, a loss at Adelaide, Transport in Switzerland, Denmark's giant bus, new trams for Glasgow, Grants for sports, single deckers out of favour (UK buses), Transport by Water (London). 918.8 - 58 - June 1948 - 8 pages - Stirring up strife (Melb.) No profit - no sharing (Kansas City), Just why - prices and fares in the US, MMTB staff needs from 5 day week, Section fares in the US, trams at L5,500 each (Sheffield), The unfinished dance (Perth and Hay St.), Thanks from Bristol, Interest in Melbourne trams (letters to the Board), Adelaide's Deficit, Fares up in Sydney and Adelaide, Moscow transport, No trolleybuses thankyou in Belgium, thanks to the Traffic staff, the Late Inspector Boardman, 24,000 irregularities (passengers), Sth London trams, Melbourne's trams amazing, Winnipeg's transport Growth and Standing passengers - London. 918.9 - 59 - July 1948 - 4 pages - The Red Light - RACV and red lights on trams, A request from Argentina,, where our SW6's are, the last 5c fare (New York), Work in the Fog, Traffic headaches in the US, Brisbane's Streamlined tram, Safety glass, Now for La Trobe St. The Tramways Band (South St.), Transport Losses in Sydney. 918.10 - 60 - August 1948 - 4 pages - from Pretoria (Comments on Melbourne), Buses with sliding Doors (OPS1), PCC trams, trams of the future (Glasgow), new trams in Rome, Clearing up the Parking Problem (Sacramento), Fantastic figures - world tram car figures - anti tram, Trainer Drivers, the railway trams and disaster to Liverpool trams, Monte Video trams purchased. 918.11 - 61 - September 1948 - 4 pages - The Year's Work (Melbourne), How Absurd (transport management), items from Britain, Tramway Band News, Food from Melbourne (to Scotland floods), London's Extraordinary traffic, New trams for The Hague, who are the road hogs, the La Trobe St. extension, out clothing factory, Preston Workshops, Toil on the tracks, how the money comes in (fares distribution). 918.12 - 62 - October 1948 - 4 pages - Melbourne's tram fares, Bourke St., Sydney's Street Transport, Scientist or Baker (London), Trolleybuses out of favour, London's poor bus fleet, tram and bus fares, The band at Wattle Park, Madras tramway deal, 121 decide for 6000 (Sydney Sunday trams), Preston workshops, A Engineer's tribute, Was the Street Quiz on trams faked? (The Sun). 918.3 - No. 31 - September 1945 - Year in review - trams more reliable than buses, loss on buses to munitions and Fisherman's bend, ticket checking, Hawthorn clothing factory SW6 trams construction, news from cities in Europe, sub-stations. 918.14 - 64 - September 1949 - higher operating expenses and revenue, school children behaviour, headway recording system - communication issues, golf at Wattle Park, Mr Bell lives in Riversdale Rd. 918.15 - 67 - December 1949 - Record Payment to Consolidated Revenue, payment to MFB etc, flat fares, Latrobe St extension - delayed, fare concessions - who pays, 918.16 - 68 - January 1950 - Bourke St conversion - Risson looking for an early start, fitting of radios to MMTB vehicles, Resilient wheels 918.4 - on top edge in pencil is "Mr Russell", and 918.10 ditto.trams, tramways, mmtb, melbourne, tramways

Newspaper clipping from The Courier, 22/12/1972 about the proposal of the BTPS for the removal of trams from the SEC depot to its tram shed in Botanical Gardens being presented to the City of Ballaarat. Notes removal of tramcar 14, temporary fence around shed, construction of a short temporary line to Wendouree Parade and formation of a Co-operative to finance the construction of the building. Mentions Mayor Cr. J. Chisholm, Cr. A. Pittard and the City Engineer, Mr. R. Sharp.date in red ink of "22/12/72" in top right hand corner.trams, tramways, btps, track laying, new depot

Photocopy of a letter dated August 5, 1908, typed on ESCo letterhead to Mr. J. Lazarus Esq advising that he capably acted as Surveyor and Superintending Engineer for the construction of various sections of tramway track in Ballarat and thanking home for his work. Signed by E. James Beauchamp, Assistant Engineer and Manager. Accompanying the photocopy is a photocopy of a letter dated 17/3/1993 from Brian Robertson of 20 Main St Welshpool. Items from Mr. Lazarus had been left to him. Comments that Mr. Lazarus was a well known engineer in Ballarat prior to the first world war. Images added 27-11-2016.trams, tramways, esco, trackwork, construction, engineers

Report - 9 pages- handwritten, dated June 23 1857 to the Provincial Committee of the Ballarat and Dunolly Railway" Prepared by Henry Smith Civil Engineer, looks as various aspects of a prolapsed timber rail / sleepered tramway plated, horse drawn, grades, earthworks. Gives a total cost of 2897 pounds. Last page has a ink and washed sketch of the track structure - plan and cross section. Only the cover, first page and last page imaged.trams, tramways, tramways, costs, dunolly, timber tramways