Construction of the town of Mount Beauty commenced in 1946 and continued until 1952. It was built to provide family accommodation for workers engaged in the construction of the hydro electric power scheme. As well as housing, there was an administration building, staff hostel, merchandising centre, workmen's camps, base stores and workshops and the Mount Beauty Terminal Station. The first house was occupied in November, 1946 by the then manager of the trading store, with a frontage onto Hollonds Street. The total number of houses erected was 488, 162 custom built and 326 prefabricated. The main workmen's camp can be seen just left of the centre of the photograph and accommodated 144 men at the time of the photograph. By 1950 it could accommodate 1200men. Photo No. 1 is taken in 1947/early 1948 as there is no evidence of the staff hostel under construction. This hostel was commenced in August/September 1948 and is clearly shown in photograph No. 2, dating this photo as 1948 as it is before the completion of the bypass road connecting to the main (high plains) road. This road was constructed in 1939 and in 1948 followed the route of Tawonga Crescent. This remained in use until the bypass construction was completed in early 1949 and does not appear to be finished in this photograph.. Both photographs are taken from the power line easement adjacent to the Bright road.Significant historical pictorial record of the development of a town from grazing land. The type of terrain that had to be surveyed and then to construct roads and other infrastructure, with very little machinery, is also of prime significance in the development of the Kiewa Hydro Electric Scheme.Two photographs, both hand painted to show colours, and both of Mount Beauty c 1947/48 not long after commencement of construction of homes and facilities for workers.Photo No.1 - on back of photo, left upper corner, faintly in pencil, SPIKE, underneath this is written T Pay,. Photo No. 2 - on back of photo, left upper corner, faintly in pencil, Jmount beauty, housing, accommodation

Connecting trunks of gum trees near the viewing platform on the Diamond Creek. Newsletter No., 234, June 2017 Heritage Excursion - Saturday 1st July - Eltham Lower Park - Walk and Talk Eltham Lower Park has played an important part in the history of our area since the early days of European settlement when it was used by local residents as an informal racecourse. Prior to that its location at the junction of the Diamond Creek and the Yarra River made it an important meeting place for the Wurundjeri people. The park combines formal elements and sporting facilities with remnant bushland that is of environmental significance. It is home to sporting and horse riding clubs, popular play spaces and the Diamond Valley Miniature Railway, which attracts large numbers of visitors. The park will be the venue for our July excursion which will comprise a walk of about 3.5 km around the park and adjacent areas. Along the way we will discuss the history and natural history of the area. The path along the creek and the river provides a pleasant and scenic walk. This walk on Saturday 1st July is about 3.5 km in length and will take 2 to 2.5 hours. It will start at 2pm at the Main Road car park at the front of the park. (Melway ref 21 H 10). Born Digitalheritage excursion, activities, eltham district historical society, eltham lower park, gum trees

In the industrialized world, as stoves replaced open fires and braziers as a source of more efficient and reliable heating, models were developed that could also be used for cooking, and these came to be known as kitchen stoves.  The first manufactured cast-iron stove was produced at Lynn, Mass., in 1642. This stove had no grates and was little more than a cast-iron box. About 1740 Benjamin Franklin invented the “Pennsylvania fireplace,” which incorporated the basic principles of the heating stove. The Franklin stove burned wood on a grate and had sliding doors that could be used to control the draft (flow of air) through it. Because the stove was relatively small, it could be installed in a large fireplace or used free-standing in the middle of a room by connecting it to a flue. The Franklin stove warmed farmhouses, city dwellings, and frontier cabins throughout North America. Its design influenced the development of the pot-bellied stove, which was a familiar feature in some homes well into the 20th century. The first round cast-iron stoves with grates for cooking food on them were manufactured by Isaac Orr at Philadelphia, Pa., in 1800. The base-burning stove for burning anthracite coal was invented in 1833 by Jordan A. Mott. The subject item is a mid to late 19th century settlers stove probably of Canadian manufacture imported into Australia around this time. The stove gives us a social snapshot into what life must have been like for our early colonialists using this device for heating and cooking in their meagre homes. Cast iron stove with four-legs, 2 plates on top and a hinged front door. The door has been cast with a maple leaf design and the sides have a pattern cast into them.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, stove, domestic heating, domestic cooking, heater, cooking unit, pot belly stove, wood fired stove, wood stove

The Redesdale Bridge is a wrought iron and timber structure with bluestone abutments which was installed over the Campaspe River in January 1868, although the bridge actually bears the date 1867. In 1859, the "Herald of the Morning", a ship carrying a cargo including 350 tons of ironwork for the Hawthorn bridge, caught fire and was scuttled a quarter of a mile off the jetty at Sandridge. A Melbourne salvaging firm raised the ironwork from the bottom of the bay, but after details of an arranged sale to the government caused a scandal in Parliament, the material was sold privately to the Melbourne foundry Langlands & Co. Two hundred tons of it was sold to the goldfields shires of McIvor and Metcalfe for only £1000. The bridge was designed by engineer T.B. Muntz and built by a contractor named Doran, and was completed late and considerably over budget at £6274. The bridge spans 45.7m across the river and has two roadways which are carried between three metal lattice girders in a through truss configuration. The design for the Hawthorn bridge had the deck supported over the trusses, and to stiffen the through truss configuration three sets of distinctive paired arches connect the trusses above the roadways. The roadway decking is constructed of longitudinally placed timbers on timber cross girders which rest on the lower chords of the trusses. (Heritage Victoria) A number of colour photographs showing the historic bridge at Metcalfe.metcalfe, shire of metcalfe, bridge, municipal boundary, shire of mcivor, redesdale bridge, campaspe river, t.b. muntz, doran

A formal group photograph of the grand opening of the Victoria Street Bridge on March 31 1884. The Argus was to report that: ‘The ceremony of laying the memorial stone of the Victoria-bridge, which connects Kew and Hawthorn with Richmond and Collingwood, was performed yesterday afternoon by the mayor of Richmond (Mr John Adam) in the presence of a large assemblage. Among the gentlemen present at yesterday’s proceedings were the mayor of Collingwood (Mr. M. Dwyer), the Mayor of Melbourne (Councillor C. Smith, M.L. A.) the mayor of Kew (Mr. Barnard), Mr. J. A. B. Koch and Mr. W. W. Shelley (ex mayors of Richmond), Mr. Joseph Bosisto, M.L.A., the Hon. L. L. Smith, Councillor De Mole (ex mayor of Kew), Mr. Jas. Lancashire and Mr. Winter (ex mayors of Ricmond), Mr. Walker (ex mayors of Collingwood), Mr. Johnson (engineer), Mr. C. Rowan, C.E. (engineer of the bridge alterations) and the town clerks of Richmond, Collingwood and Kew.’ Following the opening ceremony ‘… a ponderous steam roller was driven over the structure, with a view to test, or rather to demonstrate its stability … Most of the gentlemen present walked over the bridge, after which they were grouped by a photographer, with the memorial stone as a central feature, and several views of the scene were taken’.An original, rare silver albumen mounted and titled photograph of an important event in 19th century Melbourne.Original photograph mounted on display card of the opening of the Victoria Street Bridge. The original photograph is very faded and has been enhanced to improve the image's viewability.On the reverse of the card is an indecipherable stamp and an inscription identifying the photographers. "T. W. & C. A. McAlpine Bros, Photographers &., Campbell Parade East Richmond Melbourne March 31.1884victoria street bridge, john adam, m. dwyer, c. smith, barnard, j.a.b. koch, w.w. shelley, bridge, kew, collingwood, l.l. smith, joseph bosisto

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.Railway men walking along the Wodonga Railway Platform. The sign overhead advises of changes to the Tallangatta and Shelley lines. Cudgewa Line -The Cudgewa railway line opened in stages between 1889 and 1921. The first section from Wodonga to Huon opened on 10 September 1889. It was extended to Bolga on 18 July 1890, Tallangatta on 24 July 1891 and then to Shelley on 13 June 1916. Shelley was the highest station in Victoria. It extended further on to Beetomba on 10 April 1919 and finally reached Cudgewa on 5 May 1921. The line had 1 in 30 grades and trestle bridges that have been heritage listed. In 1919, the line was used to carry materials for the construction of Hume Weir, and three years later a spur line connecting Ebden to the weir was opened. In the 1960s, Cudgewa became the railhead of materials for the Snowy Mountains Scheme. The last passenger service from Wodonga to Tallangatta ran on 30 September 1961. The turntable and passenger platform at Cudgewa were abolished in 1976. On sign hanging overhead "WODONGA/ CHANGE FOR TALLANGATTA AND SHELLEY LINES"railways wodonga, fred rochow, wodonga railwaymen, cudgewa rail line, wodonga railway station

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.The space on the left was storage space for machinery for the Snowy Mountains Hydro Electric Scheme. A special train was used to cart wide loads such as turbines, and trucks were made for widening when required. Equipment was loaded onto trains t the docks in Melbourne. Cudgewa Line -The Cudgewa railway line opened in stages between 1889 and 1921. The first section from Wodonga to Huon opened on 10 September 1889. It was extended to Bolga on 18 July 1890, Tallangatta on 24 July 1891, Shelley on 13 June 1916 (the highest station in Victoria), Beetomba on 10 April 1919 and Cudgewa on 5 May 1921. In 1919, the line was used to carry materials for the construction of Hume Weir, and three years later a spur line connecting Ebden to the weir was opened. In the 1960s, Cudgewa became the railhead of materials for the Snowy Mountains Scheme. The last passenger service from Wodonga to Tallangatta ran on 30 September 1961 The turntable and passenger platform at Cudgewa were abolished in 1976.railways wodonga, fred rochow, cudgewa station, snowy mountains hydro electric scheme

View of Jasper Road, near Erith Lane taken in 1920. The road is tree lined with two significant gum trees in the foreground. This photograph has a detailed inscription on the back handwritten by John Lundy-Clarke in 1974.Jasper Road near Erith Lane 1920. This road has only a narrow right of way. It was put in as a road to serve “Cherry Farm”, connecting it to the Coach Road at the Elbow in 1904. It joins a wide surveyed road running from Inverness Road to the Coach Road at the Elbow and could possibly have been surveyed by Thomas Hand at the same time as Inverness Road. The name Jasper now applies to full length between Erith Lane and Coach Road. McGivern Bros widened it in 1937 and J L Clarke removed and stored much of the rock quarried in the widening. This was later sold to Dick Moorby who sold it to the builders of St Michaels Church in Falls Road. Comment by John Lundy-Clarke 10.5.1974 jasper road, erith lane, john lundy-clarke

After years of precursory surveying, debate and proposals the most ambitious civil engineering project of the day, the Overland Telegraph Line, began construction in September 1870. Superintendent of Telegraphs, Sir Charles Todd led the construction through “terra incognita,” guided by the precursory surveys of John McDowall Stuart and technologies such as his prismatic surveying compass. The unknown and hostile landscape claimed the lives of several men and scores of transport animals in the dogged pursuit of telegraphic connection to the rest of the world. Completed in August 1872, the Line connected Australia to the world via telegraph wires running 3,200 kilometres from Port Augusta in South Australia, to Darwin, then connecting via submarine cable to Java and beyond. The “earth [had been] girdled with a magic chain” according to the then Governor of New South Wales, Sir Hercules Robinson. How does it work? For use in surveying, the sight vane and prism are turned up on their hinge and the instrument is held horizontally either in the palm of one's hand or on a tripod. Two small discs of red and green glass attached to the prism can be flipped down over the sight line to reduce glare. The objective is to bring the subject into the sightline created by the prism, aligning with the thread of the sight-vane until the subject is bisected evenly. Once aligned, the division on the card may be read through the prism. This reading provides the magnetic azimuth, used for calculating the bearings of distant landmarks. Circular instrument mounted in a brass case with glass window and brass lid. The compass card face four black compass points printed on mint green paper; on the underside the magnetic needle would be affixed, all held in place by a brass knob at the centre. The arched labels of "Sawtell" and "Adelaide" and the Prince of Wales feathers appear to have been affixed with adhesive which has since yellowed in the areas of application on the compass card. The compass face is printed with numbers, every 10 degrees from 10 - 360, printed in reverse indicating this compass would have once held a mirror at the sighting bracket. On one side of the brass case is a brass hinged sighting-prism, possibly of ebonite. The sighting-prism is mounted in a hinged brass bracket on one edge of the brass case. It has two flip-type filter glasses (red and green) and folds down into a retracted travelling position. A hinged brass bracket on the opposite edge would have held the sighting bracket - carrying the sighting vane and mirror - which is now missing or removed. Under the hinge is a lever, possibly related to the movement of the bracket. Underneath the brass case is an indented circle with screw threads, possibly for attachment to a tripod, and indistinguishable marks scratched into the surface.Etched on to the centre of the lid, "Sawtell ADELAIDE / No 792." Affixed to the paper compass face, possibly from separate pieces of paper, "SAWTELL / ADELAIDE" with the Prince of Wales Feathers above "SAWTELL". Underneath on remains of white tape in red: "159."surveying, compass, charles todd, overland telegraph line, telegraph

Timetables for specific routes, day of week giving information on tram times at specific time points, route map, sections and fares and organisation address - 616 Little Collins St. Melbourne. 1 - Glen Iris - City route 6 - Oct. 1971 2 - North Coburg with connecting bus to Fawkner and Gowrie - Upfield on Sundays - June 1971 3 - Mont Albert - City - routes 42, 44, 45, 37 - Oct. 1971 4 - West Coburg - Domain Road and West Coburg City on Sundays - routes 55, 56 and 68 - May 1971 5 - Essendon Aerodrome - City route 59 - June 1971 6 - East Brighton - City - routes 64, 65, 62, 61 - Oct. 1971 7 - Carnegie - City - routes 67, route 66 - Oct. 1971 8 - Wattle Park - City route 70, route 71 and route 76 - Oct. 1971 9 - Camberwell - City - route 72, route 73 - Oct. 1971 10 - Prahran - City, North Richmond -Prahran - St Kilda Beach, routes 77, 78 and 79 - Oct. 1971 11 - East Preston - City and East Brunswick - City - routes 88, 89, 90. 96 and 97 - Oct. 1971 12 - ditto for Sundays printed on green paper. 13 - Route 8, Toorak, Oct. 1971-*Yields information about 1971 MMTB timetables.Set of 12 1971 MMTB Tram timetables, folded sheets.trams, tramways, timetables, mont albert, route 42, route 6, route 19, upfield, route 44, route 45, route 37, route 55, route 56, route 68, route 59, route 64, route 65, route 62, route 61, route 67, route 66, route 70, route 71, route 76, route 72, route 73, route 77, route 78, route 79, route 88, route 90, route 96, route 97, route 8

Handwritten extract from the Bendigo Advertiser 20/8/1910 Page 8. ''New Chum Mines. Unwatering of the deep levels is being carried on as expeditionsly as was expected by the authorities. In the last four days, the water has only been lowered 14 feet at the Victoria Quartz Mine. The water stood at the 3,226 feet level yesterday. The slow progress being made this week is no doubt due to the large quantity in the workings at some of the levels.'' From the Bendigo Advertiser 27/8/1910 Page 9. ''New Chum Mines. Very slow progress being made. At Victoria Quartz, the water was lowered 32 feet for the week, and is now at 3258 feet. New Chum Railway lowered the water 17 feet and the present level of the water is at 1796 feet. The Lazarus are raising water from 2157 feet. The water has ceased flowing into the New Chum and Victoria through the connecting level with the Lazarus Mine at about 2,500 feet. As the Victoria Quartz is down 4,614 feet, there is still a considerable quantity of water to get out before sinking of the shaft can be resumed.''document, gold, drainage problems, drainage problems, new chum mines drainage problems 1910, bendigo advertiser 20/8/1910 page 8 & 27/8/1910 page 9, new chum mines, victoria quartz, new chum railway, lazarus, new chum and victoria

Colin A Goldberg b 13 November 1932 - D 2February 2013. Colin attended several primary schools in Victoria leaving school aged 13 years. Working hard at various jobs Colin studied at RMIT qualifying as builder /carpenter in 1961. Colin was called up for National Service on 30 July, 1951. He was allotted to the RAAF, and underwent recruit training at Laverton. From there he went to the ground and air radio school in Ballarat. After his training Colin was placed in the RAAF reserve. Colin was on the list for Korea for 9 years although did not serve. Colin said of his training: "My National Service Training showed me purpose & a discipline that turned my life somewhat around for the good & for all time". Colin first joined the family of R S L at WARRAGUL in 1992 transferring to Lara in 1996. Elizabeth, Colin's wife, says that he was probably working with members of the RSL and that talk at work about the branch made him think that it was a good place to connect and make friends, and this was part of the reason why they continued at Lara. Colin. And wife Elizabeth came to live in Lara in 1994 there being a warm welcome for us both by the members of Lara RSL in 1996. Colin & Elizabeth found friendship & a whole wide window to the consequence of warfare. Indeed history written through the suffering of so many . Colin & Elizabeth were married for 57 years when Colin died. Colin and Elizabeth had two daughters, three grandchildren, and three great grandchildren however he never met them. Personal Story A willingness to put oneself in readiness for the call to arm oneself in the defence of family and Nation .Sepia image of Telegraphist A37084 Colin A Goldberg Cream Mount Black Frame. Colin is standing on the steps of hut number 199 at Ground and Air Radio School RAAF Ballarat A37084 Telegraphist Colin Arthu Goldberg. 1st National Service Intake. RAAF. 1932-2013.sepia photograph, korea, 1951, laverton, ballarat, raaf reserves

This work is from a series centred around the Chinese proverb “to hold a book in one’s hand is to hold a house of gold” in which the artist positions himself within sites of colonial power. Set within the National Wool Museum gallery, the artist references the pose of an exhausted shearer after a long day of arduous labour. However he is reclining while reading The Fire Stick by Wulla Merrii, a novel set against the 1891 Queensland Shearer’s Strike, questioning cultural stereotypes and how they pertain to concepts of work and leisure. Dressed in sub fusc, his official uniform as an Oxford scholar, Thompson is a defiant intellectual challenging past and continued misperceptions of First Nations people, while embracing both the intersections of his identity and his ancestral heritage. Dr Christian Thompson AO is a Bidjara man of the Kunja Nation with Irish and Chinese heritage. His practice spans across video, photography, sculpture, textiles, performance and sound, evolving through a process of auto – ethnography. While employing various modes of research, he connects his own experience to larger social, political, cultural meanings and understandings. His doctoral research and art practice has had a critical impact on International and Australian art, making global history as one of the first Australian Indigenous students at Oxford University. In 2018 he was made an Officer of the Order of Australia for distinguished services to the visual arts and as a role model to young indigenous artists in the Queen’s Birthday honours list.Framed photograph showing a man dressed in an academic gown, laying on their back holding a book. The setting is a reconstructed shearing shed, inside the galleries of the National Wool Museum.dr christian thompson, first nations, artwork, photography, oxford, heritage, national wool museum

The arrival of the railway from Melbourne to Wodonga was celebrated on 21st November 1873. The railway line between Melbourne and Wodonga was constructed in three sections. The first section from Essendon to Seymour was fifty-six miles. It was constructed by Messrs. O'Grady, Leggatt and Noonan at a cost of £305,558. The second section from Seymour to Benalla was sixty miles under contract to Messrs. Styles, Murray and Co. for £314,994. The final section of sixty six miles to Wodonga was constructed by Messrs. Cain, Dalrymple and Holton for £350,100. The Illustrated Australian News for Home Readers 4 December 1873 reported extensively on the event. The Victorian Government was determined to celebrate the event with a banquet, to which twelve hundred guests were invited. Four special trains had departed Melbourne to bring dignitaries to Wodonga. The Governor Sir George Bowen, Lady Bowen and, two Misses Bowen, were among the guests. Sir George Bowen proposed a toast to the “Prosperity to the North-eastern railway”. The banquet was held in marquees erected for the event, although the facilities struggled to cater adequately for the more than 5,000 people who arrived to celebrate. The estimated population of Wodonga was 500 only people. That evening a ball was held in the goods' shed, which was handsomely decorated with flags, evergreens and flowers. About five hundred guests were present. It would be another decade before New South Wales completed the line from Sydney to Albury and a connecting rail bridge was built over the Murray River.This item is significant because it documents the festivities celebrating the arrival of the railway line in Wodonga.A colourised version of a newspaper article documenting the celebrations for the arrival of the North Eastern Railway to Wodonga. It depicts crowds of people congregated near the railway line area. Large tents have been erected to house visitors and special activities. The railway goods shed can be seen in the background and a steam locomotive is on the track. The image was accompanied by a lengthy article which detailed the development of the railway line.northeast railway line, wodonga transport

Australia's first telephone exchange was opened in Melbourne in August 1880. It was operated by the Melbourne Telephone Exchange Company. Owned by W. H. Masters and T. T. Draper, the Manager of the Company was H. Byron Moore. This was only two years after the world's first exchange in the United States, and just four years after Bell first spoke on a telephone. The exchange was located in the old Stock Exchange building at 367 Collins Street, a site now occupied by the Commonwealth Bank. In 1884, the operations of the Company, by then known as the Victorian Telephone Exchange Company, had grown considerably and were transferred to Wills Street, Melbourne. Private ownership of this company continued until 1887 when it was bought out by the Victorian Colonial Government. Other colonial governments followed this example. By 1910, the growth in telephone services made additional accommodation necessary. This could not be provided in the existing building in Wills Street and arrangements were made for a new exchange in Lonsdale Street. Alexander Graham Bell visited Australia in 1910 to advise the Federal Government's Postal Commission. Telephone exchanges were established in Adelaide with (48 subscribers), Hobart (10 subscribers) and Launceston (35 subscribers). The first exchange in Western Australia was established in 1887 and located in a small three-room cottage in Wellington Street, Perth with 17 subscribers. The year 1888 marked the opening of the Fremantle exchange in a small room at the rear of the Town Hall. There were nine subscribers. Australia's first automatic exchange was installed in the GPO in Sydney, in 1911, for internal use. But the first automatic exchange for public use was opened at Geelong in Victoria in the next year July 1912 with 800 subscribers. Melbourne's first automatic exchange was opened in the suburb of Brighton in 1914; the first public automatic exchange in NSW began operating at Newtown, Sydney in 1915; and Queensland's first was installed at South Brisbane in 1925. 1929 saw the opening of Tasmania's first automatic exchange in Hobart. an automatic telephone service. In June 1977, the manual telephone exchange at Swansea was replaced with an automatic service and made Tasmania the first State in Australia to have a fully automatic network. The half-century following Federation saw the growth of the automatic operation; a great extension of trunk line services; The automatic telephone contributed greatly to the early popularity of telephones in Australia. It was a quicker and more convenient way of communicating with another person on the same exchange — instead of having to go through tedious processes with the operator. From its introduction, the number of automatic telephones in operation grew to a remarkable extent. In 1886, the first trunk link of 16 km was connected to the exchanges of Adelaide and Port Adelaide in South Australia. Then, in 1907, the first inter-capital telephone trunk line was opened between Sydney and Melbourne. It was followed by a line between Melbourne and Adelaide in 1914. Sydney and Brisbane were linked in 1923, and Perth and Adelaide in 1930. In 1930, the first overseas calls from Australia came possible with the introduction of a radiotelephone service to England, and through there to Europe and America. A similar service opened to New Zealand in the same year. Initially, trunk channels linked different manual trunk exchanges. It was necessary for a succession of trunk operators to connect the appropriate channels, one after the other until the connection was made. As trunk traffic grew. the system became increasingly unsuitable. More trunk operators had to be employed and so labour costs increased. It was a tedious and slow way of making a long-distance call, and it was sometimes hard to hear, particularly when several exchanges were linked With technical advances, trunk switching moved from manual operation through a partly automatic phase. Automatic transit switching equipment was used and only a single operator was required to connect a trunk call to a wanted automatic subscriber. Until well beyond the middle of this century, the majority of trunk traffic went through this single telephonist control. In 1953, the number of telephones in use in Australia passed the one million mark. By then, the need for improvement in the automatic exchanges was becoming well recognised. The need was for a telephone switching system which would do a better job more economically than the conventional step-by-step ex-change. This led to the adoption of the Crossbar system as the standard in automatic telephone exchanges in 1960. The introduction of Crossbar switching was a big step forward in the automation of trunk calls. It substituted automatic switching and charging equipment for the originating trunk operator, and improved the quality of the system radically. Before the introduction of the Crossbar system there were often very long delays in obtaining a booked trunk call, and the quality of sound was often very poor. With Crossbar, Subscriber Trunk Dialing (STD) became a reality. A trunk call by STD was as easy to make and almost as fast to connect as a local call.The item was made around the 1940s and used up until the 1970s in manual cord telephone exchanges as a way to time and charge users for trunk calls made over the telecom system of the time. Post Master General dept. - Trunk Call Timer.Inscribed PMG, C. of A, 37. Bell chimes at 3 min increments.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, timer, trunk call, telephone, cord exchange

A dress belonging to the family of George Ward Cole in the late 1800s; possibly his wife Thomas Anne Ward Cole or one of his daughters, Margaret or Agnes. George Ward Cole was an early member of the Victorian Parliament and the family featured prominently in Melbourne Society in their time. They established a substantial home known as “St Ninians” at 10 Miller Street in 1841. The family reportedly entertained Melbourne’s first Royal visitor the Duke Of Edinburgh, Queen Victoria’s second son at St Ninians in 1867. In later years St Ninians was subsequently subdivided and later demolished. A hand sewn, brown silk, evening dress, circa 1860, consisting of a bodice and skirt. The bodice features an off the shoulder neckline edged with cream lace. A chevron design of black velvet trim, passes from the shoulders to the centre front waist, then hangs loosely to the hip line. The black velvet trim on the sleeves and the skirt is edged with a black fringe. The bodice (.1) base is finished in a v-shaped front at the natural waistline. There are short puffed sleeves also feature the black velvet fringed trim and lace at the edge along with three epaulette style strips, which pass from the shoulder seam to the edge of the sleeve. Each strip finishes with a decorative bobble. The bodice lining is cream glazed silk with steel boning, cotton tabs sewn into both sides have four eyelets for lacing. The dress has a full, floor length unlined skirt (.2) which is slightly longer at the back creating a modest train. The skirt has horizontal bands of the velvet trim and finishes with a box pleated trim of the dress fabric. The dress is fastened at the back using two connecting rows of black velvet covered buttons.brighton, st ninian's, 1860s, evening dress, george ward cole, thomas anne ward cole, margaret morison ward cole, agnes bruce ward cole

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.A livestock special being hauled by Locomotive K109 passing over a high trestle bridge between Bullion and Darbyshire on the Cudgewa Line. Cudgewa Line -The Cudgewa railway line opened in stages between 1889 and 1921. The first section from Wodonga to Huon opened on 10 September 1889. It was extended to Bolga on 18 July 1890, Tallangatta on 24 July 1891, Shelley on 13 June 1916 (the highest station in Victoria), Beetomba on 10 April 1919 and Cudgewa on 5 May 1921. The line had 1 in 30 grades and trestle bridges that have been heritage listed. In 1919, the line was used to carry materials for the construction of Hume Weir, and three years later a spur line connecting Ebden to the weir was opened. In the 1960s, Cudgewa became the railhead of materials for the Snowy Mountains Scheme. The last passenger service from Wodonga to Tallangatta ran on 30 September 1961 The turntable and passenger platform at Cudgewa were abolished in 1976. The K class was a branch line steam locomotive that ran on Victorian Railways in Australia from 1922 to 1979 Locomotive K190 entered service on Saturday, 30th June 1923. In 1940 it was renumbered as K149 The locomotive was eventually scrapped on Thursday, 12th October 1967.railways wodonga, fred rochow, wodonga railwaymen, cudgewa rail line, trestle bridges

This Marching Bass Drum is mid-size at 68 cm; these drums can range from 35 to 81 cm (14 to 32 inches). A Marching Bass Drum is slightly smaller than a Concert Base Drum and larger than a Kit or Drum Set Bass Drum. The drum is supported by a shoulder harness with a pin that connects to the eyelet incorporated on the shell of the drum, which keeps the drumheads vertical. The drum is played with one or two felt-covered drum mallets. The six tension rods connected between the drumheads can be screwed tighter or looser to change the tension of the calfskins on the drumheads, which changes their tune. This Marching base drum was made in the early 1920s by the firm Ludwig & Ludwig of Chicago, Illinois, USA. LUDWIG & LUDWIG: - William F. Ludwig was a professional drummer. He and his brother Theobold established the Ludwig & Ludwig drum factory in Chicago in 1909. They became famous for their invention of a bass drum pedal that could play faster beats on the bass drum. Theobald passed away in 1918. By 1923 Ludwig was the biggest drum manufacturer in the world. William continued on when his business was bought by C.O. Conn, but in 1937 he left to begin his own company; the WFL Drum Company. William and his son Bill purchased the Ludwig & Ludwig name back from Conn, and the name William F. Ludwig II continued on. The brand was sold to the Selmer Company and moved to Monroe, North Carolina in 1998, at the time of the 75th anniversary of the Ludwig name. Ludwig drums are still being manufactured over 100 years later. Many famous musicians and bands played the Ludwig bass drum, including Ringo Star who was the drummer in the 1960’s group The Beatles.This marching bass drum is significant for its connection to Ludwig & Ludwig, a famous and popular drum manufacturer established in 1909. The firm was once the largest drum manufacturer in the world. It is known for supplying drummers of fame, such as Ringo Star of The Beatles. This is the only drum in our collection. It is also rare, having only six tension rods, where most have from eight to twelve.Marching Bass Drum; the polished shell around the body is one continuous sheet of timber that has been steamed, shaped into a cylinder and joined together. The drumheads on the sides of the shell are strong timber strips joined into hoops that hold stretched, hand-painted white calfskin. Six Long Tube threaded nickel-plated brass tension rods are evenly spaced around the drumheads between the drumheads. A brass eyelet is fitted into the shell halfway between each drumhead, providing a connection point for the drummer’s shoulder harness. The eyelet has an indecipherable inscription. An oval brass plaque with a central formed hole has a stamped inscription. The imperial size is 27 x 13 inches. The drum was made by Ludwig and Ludwig, Chicago, Illinois, in early 1920's. On brass plaque; “LUDWIG / TRADE MARK / LUDWIG & LUDWIG / CHICAGO”flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum and village, shipwreck coast, great ocean road, shipwreck artefact, marching drum, bass drum, marching bass drum, pitched drum, band drum, drum mallet, marching band, military band, percussion instrument, calfskin, shoulder harness, ludwig & ludwig, wfl drum company, william f. ludwig, chicago, north carolina, the beatles, tension taps, tension rods, drum pedal, long tube tension rods

Otto Lilienthal (1848-1896) from Berlin, Germany, is widely credited as being the first person to make repeated successful gliding flights. He was known for adopting a thorough scientific approach founded on observations of the flight of birds in relation to the problem of inventing a man carrying heavier than air machine that would fly. He developed and tested bird-like gliders controlled by weight shift by the pilot (a similar method to modern hang gliders). The pilot held on to the glider with his forearms resting in hoops mounted on the main structural beam connecting the wings. The weight shift was achieved by the pilot swinging his trunk and legs. In contrast, the pilot of a modern hang glider is suspended below the glider and, with the use of an A-frame, allows the whole body to be moved around to achieve control. The Lilienthal design apparently had a tendency to pitch down and a tailplane was added to mitigate this problem. Lilienthal flew from hills in the Rhinow region and from a conical hill he built near Berlin. He made over 2000 flights. Importantly, for others seeking to progress manned flight at the time and also for the historical record, reports of Lilienthal’s flights (some with photographs) were published and Lilienthal detailed his experiences and corresponded with other flight pioneers. Lilienthal’s work became well known and influenced Orville and Wilbur Wright in their initial experiments with gliders in 1899 (although in their quest to design and fly an aeroplane they relied on new data created by wind tunnel testing). The replica built by Bruce Hearn is of the 1893 Lilienthal glider. It is very similar to the “Normal-Segalapparat” (Normal Glider) for which patent protection was later granted a few years later. The Lilienthal replica glider is an important addition to the AGM collection as it represents the beginning of successful gliding flight. Hang glider made of wood with wire bracing – yet to be covered with authentic cotton fabric. The glider has a small plate with identification details including name of builder (Bruce Hearn) glider, hang glider, lilienthal, hearn, replica

This medal is the Liverpool Shipwreck and Humane Society’s “Bramley-Moore medal for saving life at sea 1872”. The Society was formed in 1839. In 1872 Mr John Bramley-Moore donated £500 on condition that the medal have the specific inscription above on its reverse. The Bramley Morre medal was first awarded in 1874 and records show that since that time only one gold medal has been awarded, twenty-two silver medals and seventeen bronze medals, the last being in 1945. This Bromley-Moore medal was awarded to Peter Carmody for his bravery in saving lives on the Newfield shipwreck. The Newfield was a three-masted iron and steel barque, built in Dundee, Scotland, in 1889 by Alexander Stephen and Sons. It was owned by the Newfield Ship Company in 1890 and later that year It was registered in Liverpool to owners Brownells and Co. The Newfield left Sharpness, Scotland, on 28th May 1892 with a crew of 25 under the command of Captain George Scott and on 1st June left Liverpool. She was bound for Brisbane, Australia, with a cargo of 1850 tons of fine rock salt, the main export product of Sharpness. At about 9pm on 28th August 1892, in heavy weather, Captain Scott sighted, between heavy squalls, the Cape Otway light on the mainland of Victoria but, due to a navigational error (the ship’s chronometers were wrong), he assumed it to be the Cape Wickham light on King Island, some 40 miles south. He altered his course to the north, expecting to enter Bass Strait. The ship was now heading straight for the south west Victorian coast. At about 1:30am the Newfield ran aground on a reef about 100 yards from shore and one mile east of Curdie’s Inlet, Peterborough. The ship struck heavily three times before grounding on an inner shoal with 6 feet of water in the holds. Rough sea made the job of launching lifeboats very difficult. The first two lifeboats launched by the crew were smashed against the side of the ship and some men were crushed or swept away. The third lifeboat brought eight men to shore. It capsized when the crew tried to return it to the ship for further rescue The rescue was a difficult operation. The Port Campbell Rocket Crew arrived and fired four rocket lines, none of which connected with the ship. Peter Carmody, a local man, volunteered to swim about one mile off shore to the ship with a line to guide the fourth and final lifeboat safely to shore. He was assisted by James McKenzie and Gerard Irvine. Seventeen men survived the shipwreck but the captain and eight of his crew perished. The Newfield remained upright on the reef with sails set for a considerable time as the wind slowly ripped the canvas to shreds and the sea battered the hull to pieces. The Marine Board inquiry found the wreck was caused by a "one man style of navigation" and that the Captain had not heeded the advice of his crew. According to Jack Loney ‘… when the drama was over . . the Newfield was deserted except for the Captain’s dog and two pigs.’ Peter Carmody was awarded the Bramley-Moore medal by the Liverpool Shipwreck and Humane Society for Saving Life at Ssea, which he received by mail on January 21st 1893. The medal and a letter of congratulations were donated to Flagstaff Hill Maritime Museum by Peter Carmody’s grand-daughter Norma Bracken and her son Stuart Bracken on 25th May 2006. The Medal and Letter of Congratulations join other items in the Newfield collection.The Carmody Medal recognises the bravery of Peter Carmody in risking his life to rescue crew members of the Barque Newfield when it was wrecked near Curdies Inlet in August 1892. The ‘Bramley-Moore medal for saving life at sea, 1872’ was presented by the Liverpool Shipwreck and Humane Society. The medal and accompanying letter have local and international historic significance as they demonstrate both the difficulties associated with navigation and the dangers of shipping along the South West Coast of Victoria in the 19th century and the medal’s association with the Liverpool Shipwreck and Humane Society and John Bramley-Moore, who provided £500 to found the Bramley-Moore medal. The medal is socially significant. It emphasises the importance of Peter Carmody in rescuing victims of shipwrecks with little thought for his own safety. The medal reminds us of the importance of local people to Victoria’s maritime history. The Carmody Medal and Humane Society letter were in the Carmody family until they were presented to Flagstaff Hill Maritime Village, by the grand-daughter and great-grandson of Peter Carmody, on the 25th May 2006. The medal is significant for its complete provenance recorded in the donation documentation. The medal is in very good condition and relatively rare with only 22 silver medals awarded between 1874 and 1945. The Carmody Medal and letter add a human element to the story of the shipwrecks. They give life and significance to the Newfield, its victims and its artefacts. Bramley-Moore medal from the Liverpool Shipwreck and Humane Society, awarded to Peter Carmody. The round,silver medal is attached to a looped blue ribbon by a decorative, swivelling silver connector. The top of the ribbon has a silver pin bar threaded through it. The obverse of the medal has a design of a man kneeling on a floating part of a wreck. He is rescuing a child from the sea. There is a manned boat in the distance rescuing someone from the sea. In the far background there is a sailing ship. The top third of the medal has an inscription around it. The reverse shows a long-legged hen cormorant with extended wings holding an olive branch in its beak. The bird is surrounded by a wreath of oak leaves made from two branches. There is an inscription between the design and the rim that goes all the way around the circumference. There is a name engraved around the edge of the medal. The medal in embedded in a purple velvet panel that rests inside a brown, leather-covered case. The lid of the case has a gold embossed emblem in the cemtre. Both the lid and base have a rectangular gold border. The lid is attached to the base with two brass hinges. The base has a brass push-button catch. The box is lined with padded cream silk. The lining inside the lid has a gold emblem in the centre.The obverse has the words "LORD, SAVE US, WE PERISH". The reverse has the words "BRAMLEY-MOORE MEDAL FOR SAVING LIFE AT SEA" and "1872". Around the edge of the medal are the words "PETER CARMODY, FOR HAVING BEEN MAINLY INSTRUMENTAL IN RESCUING THE CREW OF THE BARQUE NEWFIELD, AUG 29 1892" The pin bar has the words “LIVERPOOL SHIPWRECK & HUMANE SOCIETY” written across it. The gold embossed emblem on the lid of the box has the words in the centre "SHIPWRECK AND …. …. ….FOUNDED 1839" The gold emblem on the cream silk lining has the words “BY APPOINTMENT ELKINGTON & CO” printed on it.medal, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, flagstaff hill maritime village, shipwreck coast, warrnambool, peter, peter carmody, carmody, bramley moore, newfield, liverpool shipwreck and humane society, 1892, 28 august 1892, august 1892, port campbell, bravery, shipwreck, rescue, nineteenth century, ship, curdie s river, victorian shipwrecks, barque, stuart bracken, norma bracken, gerard irvine, james mckenzie

In 1867 the Singer Company decided that the demand for their sewing machines in the UK was sufficiently high to open a local factory. Glasgow was selected for its iron-making industries, cheap labour, and possibly because at the time the General Manager of the US Singer Sewing Machine Company was George McKenzie, who was of Scottish descent. The company obtained a lease on land near Queen Street Station and machinery and machine parts were shipped over from the US. Demand for sewing machines outstripped production at the new plant and by 1873 a new larger factory was completed near Bridgeton Cross. By now Singer employed over 2,000 people in Scotland but still, they could not produce enough machines. In 1882 George McKenzie, the soon to become President of the Singer Sewing Machine Company undertook the ground breaking ceremony on 46 acres of farmland at Kilbowie, Clydebank and the largest Singer factory in the world started to be built. Originally two main buildings were constructed. Built above the middle wing of the factory was a huge clock tower with the 'Singer' name displayed for all to see from miles around. Many miles of railway lines were laid throughout the factory to connect the different departments and to aid in the shipping of their goods. Railway lines from the factory connected Glasgow, Dumbarton, and Helensburgh stations. The factory was regarded as the most modern facility in Europe at that time. As different departments in the factory were completed, the workers moved from the old sites to the new one at Kilbowie and the factory was finally finished in 1885. With nearly a million square feet of space and almost 7,000 employees producing on average 13,000 machines a week, making it the largest sewing machine factory in the world. The Clydebank factory was so productive that in 1905 the US Singer Company set up the Singer Manufacturing Company Ltd. as a UK registered company. The invention of the sewing machine had several very significant impacts on the lives of many people. It changed the domestic life of many women as more households began to own sewing machines, women as the ones who traditionally stayed home to do chores including making and repairing clothing, found themselves with more free time. Previously several days a week would be dedicated to sewing clothing for herself and her family, a housewife could now complete her sewing in merely several hours, allowing for more free time to pursue hobbies and attain new skills. Sewing and clothing production, in general, became more industrialized activities, taking place less in the home and more in large factories. Industrial sewing machines, in combination with the cotton gin, the spinning jenny, and the steam engine, made clothing production much easier and much cheaper. Sewing machine, treadle operated, "Branded Premier" 5-7-9-2-0-0-" Serial Number Y6243048 (denotes 1922 year of manufacture) flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sewing machine, hand operated, dressmaking, textile machinery, portable, premier sewing machine, premier, singer treadle sewing machine

In 1867 the Singer Company decided that the demand for their sewing machines in the UK was sufficiently high to open a local factory. Glasgow was selected for its iron-making industries, cheap labour, and possibly because at the time the General Manager of the US Singer Sewing Machine Company was George McKenzie, who was of Scottish descent. The company obtained a lease on land near Queen Street Station and machinery and machine parts were shipped over from the US. Demand for sewing machines outstripped production at the new plant and by 1873 a new larger factory was completed near Bridgeton Cross. By now Singer employed over 2,000 people in Scotland but still, they could not produce enough machines. In 1882 George McKenzie, the soon to become President of the Singer Sewing Machine Company undertook the ground breaking ceremony on 46 acres of farmland at Kilbowie, Clydebank and the largest Singer factory in the world started to be built. Originally two main buildings were constructed. Built above the middle wing of the factory was a huge clock tower with the 'Singer' name displayed for all to see from miles around. Many miles of railway lines were laid throughout the factory to connect the different departments and to aid in the shipping of their goods. Railway lines from the factory connected Glasgow, Dumbarton, and Helensburgh stations. The factory was regarded as the most modern facility in Europe at that time. As different departments in the factory were completed, the workers moved from the old sites to the new one at Kilbowie and the factory was finally finished in 1885. With nearly a million square feet of space and almost 7,000 employees producing on average 13,000 machines a week, making it the largest sewing machine factory in the world. The Clydebank factory was so productive that in 1905 the US Singer Company set up the Singer Manufacturing Company Ltd. as a UK registered company. The invention of the sewing machine had several very significant impacts on the lives of many people. It changed the domestic life of many women as more households began to own sewing machines, women as the ones who traditionally stayed home to do chores including making and repairing clothing, found themselves with more free time. Previously several days a week would be dedicated to sewing clothing for herself and her family, a housewife could now complete her sewing in merely several hours, allowing for more free time to pursue hobbies and attain new skills. Sewing and clothing production, in general, became more industrialized activities, taking place less in the home and more in large factories. Industrial sewing machines, in combination with the cotton gin, the spinning jenny, and the steam engine, made clothing production much easier and much cheaper. Singer sewing machine treadle type wooden stand with six drawers plus instruction manual Lotus decoration to machinewarrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sewing-machine, clothes repair, singer sewing machine

This example of a sailing ship’s ‘dead-eye’ is from the wreck of the LOCH ARD, which sank near Port Campbell in 1878. The vessel was an iron hulled clipper ship constructed for the Loch Line in 1873. It was part of a fleet of similar merchant ships owned by that company, which specialised in bringing passengers and goods from London via the Great Circle route to Melbourne, and returning to Britain via Cape Horn with the colony’s wool clip. Deadeyes were a common feature of sailing ship technology in the nineteenth century. They were a simple, cheap, and hard-wearing device that, in conjunction with another deadeye, provided an effective means of levering, or tightening, attached ropes and stays. Lower deadeyes were fixed to the sides of the ship by an encircling metal collar (inset in a flattish groove chiselled around the outer circumference of the disc), which was bolted to iron bars attached to the hull (called chain-plates). Upper deadeyes were looped by a strong hemp or wire rope (inset in a rounded groove carved around the outer circumference of the disc), which was joined to the bottom ends of the rigging which reached up to secure the masts into position (called shrouds or stays). Connecting a Lower deadeye to its corresponding Upper deadeye was a rope (called a lanyard) which looped up and down through the three “eyes” of each disc, to form a pulley system. The hitching of the two deadeyes with a looped lanyard provided the means of tightening, or loosening, the tension on the mast rigging ― essentially by pulling against the chain-plates bolted to the outside of the hull. It was a procedure that could be performed by sailors at sea and in emergencies. For example, after a gale the stays may have stretched and the masts worked loose, requiring retightening. Or, in the extreme circumstance of shipwreck, the lanyards might need to be released on the weather side, so that the masts fall away from the stricken vessel. The shipwreck of the LOCH ARD is of State significance. Victorian Heritage Register S417.A well-preserved ship’s deadeye with wire loop rope still attached. The original tar coating for water-proofing still remains, colouring the entire artefact black. It is wrapped in hessian cloth and hemp cord and is currently in storage under secure and stable conditions. This deadeye was recovered from the wreck of the LOCH ARD. The artefact is a typical deadeye, comprising a thick round wooden disc, pierced by 3 similarly sized and shaped holes from one flat side through to the other, in a triangle formation. The survival of the wire cable loop-rope suggests it was an Upper Deadeye, connected to the shrouds (mast rigging). Previous number PWO 2388.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, deadeye, loch ard, rigging

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community. Cudgewa Line -The Cudgewa railway line opened in stages between 1889 and 1921. The first section from Wodonga to Huon opened on 10 September 1889. It was extended to Bolga on 18 July 1890, Tallangatta on 24 July 1891, Shelley on 13 June 1916 (the highest station in Victoria), Beetomba on 10 April 1919 and Cudgewa on 5 May 1921. In 1919, the line was used to carry materials for the construction of Hume Weir, and three years later a spur line connecting Ebden to the weir was opened. In the 1960s, Cudgewa became the railhead of materials for the Snowy Mountains Scheme. The last passenger service from Wodonga to Tallangatta ran on 30 September 1961 The turntable and passenger platform at Cudgewa were abolished in 1976.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.What remains of the Cudgewa Railway Station taken in January 1989. A disused shed in a paddock is all that remains of a once busy station.railways wodonga, fred rochow, cudgewa station, high country railway line

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community. Cudgewa Line -The Cudgewa railway line opened in stages between 1889 and 1921. The first section from Wodonga to Huon opened on 10 September 1889. It was extended to Bolga on 18 July 1890, Tallangatta on 24 July 1891, Shelley on 13 June 1916 (the highest station in Victoria), Beetomba on 10 April 1919 and Cudgewa on 5 May 1921. In 1919, the line was used to carry materials for the construction of Hume Weir, and three years later a spur line connecting Ebden to the weir was opened. In the 1960s, Cudgewa became the railhead of materials for the Snowy Mountains Scheme. The last passenger service from Wodonga to Tallangatta ran on 30 September 1961 The turntable and passenger platform at Cudgewa were abolished in 1976.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.Historical Steam locomotive on journey to Cudgewa. Locomotive K184 leading with Driver Noel Strauss and Fireman Barrows. Locomotive K186 is the Banker with Driver Doug West. A banker is railway locomotive that temporarily assists a train that requires additional power or traction to climb a gradient. K Class Locomotives - One of VR's most successful classes of loco they were built over a 24 year period. A general purpose, light lines loco the K class had a very long career in all sorts of service from branch line passenger and goods work to pilot and banker duties and roadside mainline service. The K class is credited with working virtually every line in the VR system and hauling almost every kind of train. The majority of the class lasted into the 60's. K 184 and K186 were built by the Victorian Railways' Newport Workshops in 1945 to the successful K-class 2-8-0 locomotive design for branch-line work. K184 entered service on 9 January 1946. K186 entered service on 19 March 1946. K184 was used on heritage services with Steamrail Victoria through the 1970s. It was withdrawn from service in 1980 and is stored at Newport Workshops. and is now used as a source of spare parts; other Steamrail K Class locomotives occasionally wear its number plates and headlight number boards. K186 was scrapped on 25 October 1967.railways wodonga, fred rochow, cudgewa station, high country railway line, k class locomotives

This object was part of various pieces enclosed in a folio entitled "ANZAC centenary : 2014-2018 sharing Victoria's stories &​ making connections : their journey is our story" produced by the Victorian State Government which was distributed as a free resource in 2014 at the beginning of the Anzac Centenary. Original condition would have included a clear cellophane enclosure. One side of the medal appears on the card. This features a symbolic female figure of Peace, holding a sword and standing on a plinth marked 'PEACE 1919'. Behind her flies a dove, and at her left and right feet are two figures freed from their shackles. (AWM description). The medals were originally suspended from a narrow piece of red, white and blue striped cotton ribbon which appears as illustration on the card. In 1919, Australian children under 16 received a silver-coated medallion – a special reminder of the service and sacrifice of Australians at war. Round medal stuck on coloured card with text on back and front. Card Front: Between 1914 and 1918, men and women from the State of Victoria volunteered their service in the First World War. Between 2014 and 2018, Victorians honour their service and sacrifice. Lest We Forget. Anzac Centenary 2014-2018 Sharing Victoria's stories & making connections Card Back: 1919 Children's Peace Medal In 1919, Australian children aged 16 and under received a silver coated medallion. For such a small object, it carried a large responsibility - to remind a generation of the service and sacrifice of Australians throughout the First World War. The Children's Peace Medal was a reminder that peace had been achieved, but at great cost. Now, 100 years on, this replica medallion serves to connect Victorians to the Anzac Centenary, teach them about our service history and encourage them to share their stories with future generations. Learn more at https://anzaccentenary.vic.gov.au/ Anzac Centenary 2014-2018 Sharing Victoria's stories & making connections Medal : Peace 1919 Australiamedallion, medal, medalet, anzac centenary, commemoration

Ski-Horizon is the official journal of the Federation of Victorian Ski Clubs which began publication in 1949. The were 26 original member clubs which included Albury Ski Club, Bogong Ski Club, Myrtleford Ski Club, Tallangatta and District Ski Club and Wangaratta Ski Club. Two pioneers of Falls Creek, Tom Mitchell, M.L.A., and Martin Romuld were Vice-Presidents of the Federation.This Journal is significant because it documents the early development of skiing in Victoria.The journal features stories and events chronicling developments in Victoria and internationally. Items related to the Falls Creek Area in this issue include:- Page 11:- Busy year for Falls Creek Instructors. Bob Hymans has been a great asset for the last three seasons. Milan Kovicic (previously instructing in Italy for 11 years) and Toni St. Elmo are instructing at the Nissen Ski School Page 13 - Toni & Skippy St. Elmo's Tow House canteen sells every provision a skier could ever want - hot meals, groceries, toilet and first-aid gear, stationery - even souvenirs. Page 20 - Falls Creek in Spring - Bogong Ski Club reports improvements in their facilities as well as around Falls Creek. Their lodge has been repainted and refurnische. The SEC has begun to allow private car convoys to travel to Howman's at set times. Regular trains are available from Melbourne connect with Hoy's Bus at Wangaratta. Overnight accommodation and parking can be arranged at Tawonga. The Tow House now provides two tows and food supplies. Snow conditions were lending themselves to a bumper year ahead. Members of other clubs could apply to stay at Bogong Ski Club at an overnight fee of 10/- for Melbourne clubs amd 8/- for N.E.D.S.A. Clubs plus 6d. per night for the Skiing Improvement Fund.tom mitchell m.l.a., bogong ski club, toni st. elmo

.1 - Pamphlet - four fold - DL side four colour printed on off-white paper, titled "Tram service changes St Kilda Rd & Toorak Rd", advising intending passengers of the work between 1/7/2017 and 11/7/2017 to connect route 8 at Toorak Road West into St Kilda road the closure of the route via Park and Domain Road. Has a map, list of service changes, bus replacement guides and contact information. Has the logos of Metro Tunnel, Yarra Trams and PTV. .2 Pamphlet, printed and cut for use in trams around passenger hanging rails, titled "St Kilda Rd Tram and Bus service changes - Saturday 1 to Tuesday 11 July" - details bus replacement services and tram stops. Related to the main pamphlet - see image Set of five digital images taken at stop 25, Park St advising of the route diversion, replacement services and stop closure and two protest posters on fences nearby the stop about the Metro Tunnel project trucks using the local streets and the closure of the Park St / Domain Road tram line. .2 Pamphlet, printed and cut for use in trams around passenger hanging rails, titled "St Kilda Rd Tram and Bus service changes - Saturday 1 to Tuesday 11 July" - details bus replacement services and tram stops. Related to the main pamphlet.trams, tramways, park st, domain junction, metro tunnel, toorak rd, st kilda rd, tramway construction

This handheld portable pendulum quadrant scale was used to weigh small paper items such as letters and documents, powdered chemicals or metals like gold, and animal fleece samples. This mechanical scale can weigh up to a maximum of 10 ounces, which is about 285 grams or one-and-a-half cups of brown sugar. The operator holds the scale’s ring and connects the item to be weighed onto the wire clip. The weight of the item causes the pendulum to pivot, and the scale measures the weight of the object, indicated by the arrow. This scale belonged to Dr William Roy Angus and is now part of Flagstaff Hill’s comprehensive W.R. Angus Collection, donated by the family of Dr W R Angus, 1901-1970, surgeon and oculist. The W.R. Angus Collection: - The W.R. Angus Collection includes historical medical equipment, surgical instruments and material belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) and Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. It includes historical medical and surgical equipment and instruments from the doctors Edward and Thomas Ryan of Nhill, Victoria. Dr Angus married Gladys in 1927 at Ballarat, the nearest big city to Nhill where he began as a Medical Assistant. He was also Acting House surgeon at the Nhill hospital where their two daughters were born. During World War II He served as a Military Doctor in the Australian Defence Force. Dr Angus and his family moved to Warrnambool in 1939, where Dr Angus operated his own medical practice. He later added the part-time Port Medical Officer responsibility and was the last person appointed to that position. Both Dr Angus and his wife were very involved in the local community, including the planning stages of the new Flagstaff Hill and the layout of the gardens there. Dr Angus passed away in March 1970.This letter scale is the only one of its type in our collection. It is an example of objects belonging to Dr. W. R. Angus, 1901-1970, surgeon and oculist. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The Collection includes historical medical objects that date back to the late 1800s.Letter scale, a handheld quadrant fixed pendulum scale made from silver-plated metal. This small weighing instrument is shaped like a quarter-circle with a metal ring, a fixed pendulum counterweight and a decorative pivoting arrow indicator. A hanger clip is attached to a short arm of the scale. Measurements are embossed on the arc of the circle, labelled in ounces (oz) and ranging from 0 to 10 at unequal distances apart. The scale is part of the W.R. Angus Collection.Scale measurements, "OZ" (ounces), "0 /14 1/2 1 2 3 4 5 6 7 8 9 10 "flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, flagstaff hill maritime museum and village, dr w r angus, mira hospital, w.r. angus collection, scale, weighing instrument, measure weight, postal scale, chemist scale, letter, weigh, post, office, quadrant scale, letter scale, handheld, portable, mechanical scale, pendulum scale, fixed balance scale