The NQRs were the standard Medium open goods wagon. Generally the sides and ends were removable thus providing a totally flat truck. Three long drop-down doors formed the sides thus allowing easy loading and unloading. 218 of these goods vehicles were built between 1898 and 1914 ? numbered 1 - 218​. Originally, these wagons carried the code letter R​ as they were built with sides and ends. They later had the R removed. Unlike the Broad Gauge, VR's 2 ft 6 in (762 mm) narrow gauge network never had four-wheeled wagons (aside from a handful of trolleys). Because of this, a single design of open wagon emerged and this was the only type of wagon ever used on these lines. This was the NQR class, a wagon with the same length and loading capacity as a Broad Gauge four-wheeled open wagon to make transferring freight between the gauges easier. The wagons, numbered 1 through 218, were built between 1898 and 1914. The wagons used the same underframe as most other non-locomotives on the VR Narrow Gauge. Letters and numbers were originally painted only on the end bulkheads and doors, both of which could be removed as traffic dictated, and this made wagon identification difficult until the decals were transferred to the underframes of each wagon In the 1910s some NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223​, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames In the 1960s the Puffing Billy Railway added grids in the floor of some to enable them to be used to drop ballast on the track where needed. Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 92NQR - Goods Vehicle - Open Medium Truck NQ/NQR OPEN MEDIUM TRUCKS. 218 of these goods vehicles were built between 1898 and 1914 numbered 1-218. Originally, these wagons carried the code letter R as they were built with sides and ends. Some later had the R removed if they regularly ran as flat wagons without theh sides and ends. Over the years, a number of NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames. 92 NQR VR Service History : *NQR 92.VA - 2/ 3/1907 NWS Built new - / /1926 - To NQ 92.VA -Historic - Victorian Railways - Narrow Gauge Rolling Stock - NQR Open Medium Truck with drop ends Victorian Heritage Register (VHR) Number H2187 The Puffing Billy Rolling Stock Collection 92NQR - Open Medium Truck with drop ends made of Steel and metal92NQR puffing billy railway, pbr, rolling stock , 29 nqr, narrow gauge rolling stock, victorian railways, nqr wagon

The NQRs were the standard Medium open goods wagon. Generally the sides and ends were removable thus providing a totally flat truck. Three long drop-down doors formed the sides thus allowing easy loading and unloading. 218 of these goods vehicles were built between 1898 and 1914 ? numbered 1 - 218​. Originally, these wagons carried the code letter R​ as they were built with sides and ends. They later had the R removed. Unlike the Broad Gauge, VR's 2 ft 6 in (762 mm) narrow gauge network never had four-wheeled wagons (aside from a handful of trolleys). Because of this, a single design of open wagon emerged and this was the only type of wagon ever used on these lines. This was the NQR class, a wagon with the same length and loading capacity as a Broad Gauge four-wheeled open wagon to make transferring freight between the gauges easier. The wagons, numbered 1 through 218, were built between 1898 and 1914. The wagons used the same underframe as most other non-locomotives on the VR Narrow Gauge. Letters and numbers were originally painted only on the end bulkheads and doors, both of which could be removed as traffic dictated, and this made wagon identification difficult until the decals were transferred to the underframes of each wagon In the 1910s some NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223​, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames In the 1960s the Puffing Billy Railway added grids in the floor of some to enable them to be used to drop ballast on the track where needed. Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 26 NQR - Open Medium Truck (11) 10/12/1898 NWS Built new Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 VR Service History *NQR 26.VA - 10/12/1898 NWS Built new - / /1926 - To NQ 26.VA - NQ 26.VA - 24/10/1936 NWS Into Workshops - 7/12/1936 NWS Out of Workshops (45 days) /10/1954 - Sold (to) - Puffing Billy Service History or Notes Historic - Victorian Railways - Narrow Gauge Rolling Stock - NQR Open Medium Truck26 NQR - narrow gauge Open Medium Truck made of Steel and metal26 NQRpuffing billy railway, pbr, rolling stock , 26 nqr - open medium truck, victorian railways, narrow gauge rolling stock, nqr wagon, 26 nqr, nqr open medium truck

Rev Dr Djiniyini Gondarra OAM, was born in Milingimbi, eastern Arnhemland in 1945. He was educated at Milingimbi Mission School and pursued his theological education as a youth leader and Sunday School teacher through the Methodist Church, before attending college in Brisbane. In 1969 he trained as a Minister in Papua New Guinea and the Solomon Islands under the Uniting Church, before returning to Arnhemland to minister his own people at the Galiwin’ku parish, firstly as a lay pastor (1971-1972) and then as a Minister from 1976-1982. In 1983-84, Rev Djiniyini worked as a Lecturer in Theology at Nungalinya College, Darwin. He was honoured with a Diploma of Theology (Honorary) from there in 1984, and in 1991 received a Cultural Doctorate in Literature (Honorary) from the World University, Roundtable, Arizona USA. Rev Djiniyini was awarded the Order of Australia Medal (OAM) in 1995. As well as being the Chairman of ALPA since 1993, Rev Djiniyini is currently the Director of Duduy’ngu Pty Ltd, which provides consultancy and cross-cultural services. He is also Director of Yirrkala Business Enterprises. Over the years, Rev Djiniyini has served on many committees and councils including: Member of the Steering Committee of the Australian Indigenous Cultural Network (1998-2001), CEO of Aboriginal Resource and Development Services Inc (1998-2001), CEO of the Northern Regional Council of the Uniting Aboriginal and Islander Christian Congress (1998-2001), Director of Reconciliation Australia Limited (2000-2001), Member of Council for Aboriginal Reconciliation (1998-2000), Chairman of Uniting Aboriginal and Islander Christian Congress (1995-2000 & 1990-1993), Member of Central Committee of the World Council of Churches (1991-1994), Moderator of Northern Synod, Uniting Church in Australia (1985-1987), Secretary of newly formed Aboriginal Presbytery, Northern Synod, Uniting Church in Australia (1985), and Vice-President of Uniting Aboriginal and Islander Christian Congress Uniting Church in Australia (1983-1987). Rev Dr Djiniyini Gondarra OAM has also been extensively published, and his works include: • Information Papers (co authored), Aboriginal Resource and Development Services: • Confusion Between Cultures (1998) • MHead & Shoulders of Djiniyini Gondarra facing right of picture."Rev. Djiniyini Gondarra 1986. Moderator Northern Synod and Vice President of Uniting Aboriginal and Islander Christian Conference."gondarra, djiniyini, uaicc, northern synod uca

Announcement by Premier Daniel Andrews, Minister for Public Transport, Jacinta Allan and Member for Eltham, Vicki Ward mad alongside the Eltham Railway Trestle Bridge. MEDIA RELEASE "More Trains And Fewer Delays On The Hurstbridge Line" https://www.premier.vic.gov.au/wp-content/uploads/2018/08/180801-More-Trains-And-Fewer-Delays-On-The-Hurstbridge-Line-1.pdf Commuters on the Hurstbridge line will have more trains, more seats and fewer delays with a re-elected Andrews Labor Government to continue its massive upgrade of the Hurstbridge line. The Andrews Labor Government said it would deliver locals in Melbourne’s north-east more peak hour train services and less time stuck at boom gates, and we have. The first stage of the Hurstbridge Line Upgrade has been delivered – six months early and on budget. This includes the new Rosanna Station, duplicated track between Heidelberg and Rosanna and the removal of the dangerous level crossings at Alphington and Rosanna. There’s more to do and only Labor will deliver the next stage of the Hurstbridge Line Upgrade to give local commuters more train services and a more comfortable commute. The $530 million project will include a brand new train station at Greensborough and the duplication of three kilometres of track between Greensborough and Montmorency, and 1.5 kilometres of track between Diamond Creek and Wattle Glen to allow more train services during the morning peak. This will allow trains to run every six and a half minutes at Greensborough, every 10 minutes at Eltham and Montmorency, and every 20 minutes at Hurstbridge, Diamond Creek and Wattle Glen – as well as two extra Hurstbridge express services. Locals on the Labor Government’s new Mernda line will also get five extra train services during the morning peak, with a major upgrade of the Clifton Hill junction where the Mernda and Hurstbridge lines connect. Labor will also protect the Eltham Trestle Bridge – the last remaining timber bridge on Melbourne’s electric train network – which has local heritage protection and is an important part of the area’s character. The Liberals will leave this bridge to rot and demolish the nearby childcare centre and football club with their under-cooked and under-costed promise to upgrade the Hurstbridge line. Only Labor will protect this important piece of Melbourne’s history with planning work to be carried out for a long-term solution as part of the project. Stage two of the Hurstbridge Line Upgrade will create more than 950 jobs, with construction to start in 2020 and finish by 2022. Quotes attributable to Premier Daniel Andrews “We said we’d upgrade the Hurstbridge line and remove dangerous and congested level crossings at Rosanna and Alphington and we did – but there’s more to do.” “Only Labor will deliver the next stage of the Hurstbridge Line Upgrade with a new Greensborough Station and more trains, more often.” Quote attributable to Minister for Public Transport Jacinta Allan “The former Liberal Government promised new train lines but didn’t deliver a single kilometre of track – now they’re promising a half-baked upgrade of the Hurstbridge line with rubbery figures that don’t add up.” Quote attributable to Member for Eltham Vicki Ward “As a fifteen year old hopping on Red Rattlers at Eltham I wanted to do something to make the Hurstbridge line better. It’s taken me a few decades but finally our line will offer the frequency of services that are expected and needed in a 21st century city.”Born digital image (qty 27)jacinta allan, minister for public transport, panther place, premier daniel andrews, press announcement, railway line construction, trestle bridge, vicki ward mp for eltham, victorian parliament

From the Victorian Heritage Register statement of significance H0791 The Marmalake/Murtoa Grain Store, originally the No.1 Murtoa Shed, is located within the Murtoa Grain Terminal, adjacent to the grain elevator tower and railway line. The shed is 280m long, 60m wide and 19m high at the ridge with a capacity of 3.4 million bushels. The hipped corrugated iron roof of the shed is supported on approximately 600 unmilled hardwood poles set in a concrete slab floor and braced with iron tie rods. These poles are the reason for use of the term "stick shed". With its vast gabled interior and the long rows of poles the space has been likened to the nave of a cathedral. An elevator at one end took wheat from railway trucks to ridge level where it was distributed by conveyor along the length of the shed, creating a huge single mound of grain. Braced internal timber bulkheads on either side took the lateral thrust of the wheat, and conveyors at ground level outside the bulkheads took wheat back to the elevator for transport elsewhere. Wheat had been handled in jute bags from the start of the Victorian wheat industry in the mid nineteenth century. Bulk storage had been developed in North America from the early 1900s. NSW began building substantial concrete silos from 1920-21. In Western Australia, farmers' co-operatives, who had to supply their own bulk storage from 1934-5, pioneered the use of low-cost horizontal sheds of timber and corrugated iron for bulk storage. Following its establishment in 1935 the Victorian Grain Elevators Board (GEB) planned a network of 160 concrete silos in country locations, connected by rail to the shipping terminal at Geelong. By the outbreak of the Second World War there was a worldwide glut of wheat, and Australia soon had a massive surplus which it was unable to export. Only 48 silos had been established under the Victorian Silo Scheme so far, and wartime material and labour restrictions prevented progress with this scheme. The storage deficit had become an emergency by 1941 as Britain obtained its imports from North America, rather than over the lengthy and difficult shipping route from Australia. In 1941 the GEB, under chairman and general manager Harold Glowrey, proposed large temporary versions of the horizontal bulk storage sheds already in use in Western Australia. The proposal was approved by the Victorian Wheat and Woolgrowers Association, who considered the use of shed storages as a longer term proposition. After initial resistance from the Australian Wheat Board, some of whose members represented wheat bagging interests, the Commonwealth and Victorian governments agreed to split the costs, and Murtoa was chosen as a suitable site for the first emergency storage. The main contractor, Green Bros, commenced work on the No.1 Murtoa Shed in September 1941, deliveries of bulk wheat began in January 1942, and the store was full by June of the same year. In the following years the Council for Scientific and Industrial Research (later CSIRO) conducted valuable research and experiment on the impacts and control of insect pests at the Murtoa No.1 shed. With these discoveries, and the development of more effective pesticides, use of the No.1 shed and the larger No.2 shed, erected in 1942/43, continued for many years. The No.2 shed was demolished in 1975. By the 1990s, pest resistance to pesticides and requirements for both pest free and insecticide free grain rendered open storage of this type unviable. The No. 1 store was also becoming increasingly expensive to maintain, and its use was phased out from 1989.Image of the Marmalake/Murtoa Grain Store which is of historical, architectural, scientific (technical) and social significance to the State of VictoriaDigital colour image of the interior of the Marmaduke . Murtoa grain storage facility better known as the Stick Shed. The shed was constructed in World War Two to store grain. The supporting columns are trees.marmalake, murtoa grain store, wheat store, stick shed, murtoa

The NQRs were the standard Medium open goods wagon. Generally the sides and ends were removable thus providing a totally flat truck. Three long drop-down doors formed the sides thus allowing easy loading and unloading. 218 of these goods vehicles were built between 1898 and 1914 ? numbered 1 - 218​. Originally, these wagons carried the code letter R​ as they were built with sides and ends. They later had the R removed. Unlike the Broad Gauge, VR's 2 ft 6 in (762 mm) narrow gauge network never had four-wheeled wagons (aside from a handful of trolleys). Because of this, a single design of open wagon emerged and this was the only type of wagon ever used on these lines. This was the NQR class, a wagon with the same length and loading capacity as a Broad Gauge four-wheeled open wagon to make transferring freight between the gauges easier. The wagons, numbered 1 through 218, were built between 1898 and 1914. The wagons used the same underframe as most other non-locomotives on the VR Narrow Gauge. Letters and numbers were originally painted only on the end bulkheads and doors, both of which could be removed as traffic dictated, and this made wagon identification difficult until the decals were transferred to the underframes of each wagon In the 1910s some NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223​, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 216 NQR - Open Medium Truck 15/ 1/1914 NWS Built new VR Service History *NQR 216.VA - 15/ 1/1914 NWS Built new - / /1926 - To NQ 216.VA - Puffing Billy Service History or Notes April 2016 - Trial fitting of brake rigging May 2016 - Riveting of the draw gear castings in progress July 2016 - Riveting of the draw gear castings in progress. Truss rods threaded ready for fitting Aug 2016 - Rivetting of the draw gear castings in progress. Draw gear and couplers being evaluated. Sept 2016 - Riveting of the draw gear castings in progress. Draw gear and couplers being overhauled. Oct 2016 - Riveting of the draw gear castings completed, brake piping installed. Nov 2016 - Floor installed, under framing welding completed, fitting of side doors, hand brake fitted Dec 2016 - Car Workshop - Side panels fitted, end panels to be fitted Jan 2017 - Couplers fitted, brake rodding connected, transferred to Emerald for bogie work and sign writing. Feb 2017 - At Emerald - Tyres machined, braking system being prepared Historic - Victorian Railways - Narrow Gauge Rolling Stock - NQR Open Medium Truck216 NQR - Open Medium Truck made of Steel and metal216 NQRpuffing billy railway, pbr, rolling stock , 216 nqr - open medium truck, victorian railways, nqr - open medium truck

Synopsis: “In WW1 Melbourne a pioneering network of women at the Mission to Seafarers called the Ladies Harbour Lights Guild supported sailors who risked their lives at sea. The documentary “Harbour Lights” tells the remarkable story of the Ladies Harbour Lights Guild and the lives of seafarers in early 20th century Melbourne. It focuses on Melbourne’s iconic Mission to Seafarers building, its connection to the Great War and to a unique community of ships crew and volunteers. Featuring Melbourne historians, commentators, archivists and architects and rare footage and images of sailing and social life in and around the ports of Melbourne, this film will inform and connect audiences young and old.” Commissioned by Victorian Government The movie was produced in collaboration with the Mission to Seafarers Victoria. It was directed by Jary Nemo and written and produced by Lucinda Horrocks and Jary Nemo with executive producers Sue Dight and Gordon MacMillan. The film features: Jill Garner Kate Darian-Smith Chris McConville Janet Miller (curator) Gordon MacMillan (former seafarer and board committee member) Narrated by Sharon Turley. Music by Richard Chew (professor of the Arts Academy in Ballarat) The film was presented at several festival in Australia and abroad in 2020-2021. Credits: Narrator Sharon Turley Featuring (in order of appearance) Dr Chris McConville, Gordon MacMillan, Janet Miller, Professor Kate Darian-Smith and Jill Garner With Raul S Gantalao Jr, Escoto Lemuel, Ben Schroeder, Cinda Manins And Ian Fletcher, Yuan Jia, Uma Kothari, Gordon Lansley, William Reed and Cheka Samaranayake Directed by Jary Nemo Written and Produced by Lucinda Horrocks and Jary Nemo Music by Richard Chew Executive Producers Sue Dight and Gordon MacMillan Research advisors Geraldine Brault, Maria Culka, Professor Kate Darian-Smith, Ros Fletcher, Professor Uma Kothari, Dr Barbara Lemon, Catherine McLay, Dr Chris McConville, Janet Miller, Rick Mitchell, Duncan ‘John’ Perryman, Dr Annette Sheill and Peter Taylor Archival photographs, music and footage courtesy of Australian Red Cross Society, Central Highlands Libraries, Internet Archive, National Film and Sound Archive, National Library of Australia, Mackarness Family Personal Archives, Mission to Seafarers Victoria, Public Record Office Victoria, State Library of Victoria and US National Archives Music Harbour Lights. Music by Richard Chew. Westering. Music by Richard Chew. Twilight (Crépuscule) by Jules Massenet. Performed by Amelita Galli-Curci. I Love You So, Waltz from The Merry Widow by Franz Lehár. Performed by Elise Stephenson and Harry Macdonough with Orchestra. Harbour Lights 2. Music by Richard Chew. If I Could Fly by Walking Hearts featuring Jennifer Holm. Courtesy of Epidemic Sound. With thanks to Peter Barrow, Sarah Bartak, Lin Bender AM, Patty Braumueller, Csilla Csongvay, Emer Diviney, Moira Drew, Ian Fletcher, Ajith Jayasuriya, Ben Jones, Patience Jones, Cinda Manins, Madeleine Martiniello, Georgia Melville, Elisabeth Moglia, Tara Oldfield, Lyn Pasquier, Nigel Porteous, Rev’d Onofre (Inni) Punay, Dr Rosalie Triolo, Ben Schroeder, David Simpson, Cheka Samaranayake, Daria Wray, the Helen Macpherson Smith Trust and KPMG. A special thanks to The women of the Ladies Harbour Lights Guild 1906 to 1961 Produced in collaboration with The Mission to Seafarers Victoria Created with the support of The Victorian Government Licensing This film has been released under a Creative Commons BY-NC-ND 4.0 International license Acknowledgement of country Project production and development took place on the lands of the Kulin nation. We acknowledge Traditional Owners and pay our respects to Elders past, present and future. Production company A Wind & Sky Production Copyright with © Wind & Sky Productions MMXIX The film was launched on Wednesday 26th February 2020 at the Mission. Speech by Veterans Affairs. Amongst the guests were current and former volunteers (Maria Culka, Gordon MacMillan, Elisabeth Moglia), curators (Georgia Melville, Jay Miller, Geraldine Brault)18mn documentary mixed of photographs from teh collection and interviews about the Ladies Harbour Lights Guild work during WWIladies harbour lights guild, documentary, jay miller, janet miller, geraldine brault, lucinda horrocks, gordon macmillan, jary nemo, kate darian-smith, jill garner, chris mcconville, sharon turley, richard chew, footage, archive

Chauncey Jerome (1793–1868) was an American clock maker in the early to mid 19th century. He made a fortune selling his clocks, and his business grew quickly. Jerome was born in Canaan USA in 1793 son of a blacksmith and nail-maker. He began his career in Plymouth, making dials for long-case clocks where he learned all he could about clocks, particularly clock cases, and then went to New Jersey to make seven-foot cases for clocks mechanisms. In 1816 he went to work for Eli Terry making "Patent Shelf Clocks," learning how to make previously handmade cases using machinery. Deciding to go into business for himself, Jerome began to make cases, trading them to Terry for wooden movements. In 1822 Jerome moved his business to Bristol New Haven, opening a small shop with his brother Noble and began to produce a 30-hour and eight-day wooden clocks. By 1837 Jerome's company was selling more clocks than any of his competitors. A one-day wood-cased clock, which sold for six dollars had helped put the company on the map. A year later his company was selling that same clock for four dollars. The company also sold one line of clocks at a wholesale price of 75 cents and by 1841 the company was showing an annual profit of a whopping $35,000, primarily from the sale of its brass movements. In 1842 Jerome moved his clock-case manufacturing operation to St. John Street in New Haven. Three years later, following a fire that destroyed the Bristol plant, Jerome relocated the entire operation to Elm City factory. Enlarging the plant, the company soon became the largest industrial employer in the city, producing 150,000 clocks annually. In 1850 Jerome formed the Jerome Manufacturing Co. as a joint-stock company with Benedict & Burnham, brass manufacturers of Waterbury. In 1853 the company then became known as the New Haven Clock Co, producing 444,000 clocks and timepieces annually, then the largest clock maker in the world. Jerome's future should have been secure but in 1855 he bought out a failed Bridgeport clock company controlled by P.T. Barnum, which wiped him out financially, leaving the Jerome Manufacturing Co. bankrupt. Jerome never recovered from the loss. By his admission, he was a better inventor than a businessman. When Jerome went bankrupt in 1856 the New Haven Clock Company purchased the company. One of the primary benefits of Jerome purchasing New Haven in the first place was the good reputation of the Jerome brand and the network of companies that remained interested in selling its clocks. In England, Jerome & Co. Ltd. sold Jerome clocks for the New Haven company until 1904, when New Haven purchased the English firm outright. After his involvement with the New Haven Company in 1856, Jerome traveled from town to town, taking jobs where he could, often working for clock companies that had learned the business of clock making using Jerome's inventions. On returning to New Haven near the end of his life, he died, penniless, in 1868 at the age of 74. The company struggled on after Jerome's bankruptcy until after World War II, when the company endeavored to continue through disruptions caused by a takeover along with poor sales, finally having to fold its operations in 1960 a little more than 100 years after it had been founded. The item is significant as it is associated with Chauncey Jerome who had made a historic contribution to the clock making industry during the 19th century when he began to substitute brass mechanisms for wooden mechanisms in his clocks. This was said to be the greatest and most far-reaching contribution to the clock industry. Because of his discovery of stamping out clockwork gears rather than using castings, Jerome was producing the lowest-priced clocks in the world. That can only add to his significance as the major clock manufacture of the 19th century. Jerome may have made and lost, a fortune selling his clocks but was perhaps the most influential and creative person associated with the American clock business during the mid-19th century. Also, he had served his community as a legislator in 1834, a Presidential elector in 1852 and mayor of New Haven, Connecticut from 1854 to 1855.Eight day movement wall clock with Roman numerals, octagonal shaped rosewood veneered casing, hinged face with locking clip. Wound from front. Face has adjustment for Fast-to-Slow.Part paper label on back of case can just make out "Jerome" and "ight and One" probable meaning is "Eight and One Day" describing the movements operational time between winding the mechanism.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, clock maker, jerome & co, new haven, chauncey jerome, canaan

.1) 1977 Gippsland Institute of Advanced Education Handbook with white cover .2) 1978 Gippsland Institute of Advanced Education Handbook with blue/black cover .3) 1979 Gippsland Institute of Advanced Education Handbook with orange cover .4) 1980 Gippsland Institute of Advanced Education Handbook with yellow/brown cover .5) 1981 Gippsland Institute of Advanced Education Handbook with grey/black cover .6 1984 Gippsland Institute of Advanced Education Handbook with blue cover .7) 1985 Gippsland Institute of Advanced Education Handbook with purple cover .8) 1989 Gippsland Institute of Advanced Education Handbook with white/purple/grey/red/blue cover .7) 1985 Gippsland Institute of Advanced Education Handbook with pale green cover. .9) 1974 Gippsland Institute of Advanced Education Handbook with orangeand white cover .10) 1975 Gippsland Institute of Advanced Education Handbook with green and white cover .11) 1976 Gippsland Institute of Advanced Education Handbook with white cover .12) 1986 Gippsland Institute of Advanced Education Handbook with mid-blue cover .13) 1987 Gippsland Institute of Advanced Education Handbook with red cover .14) 1988 Gippsland Institute of Advanced Education Handbook with red cover .15) 1973 Gippsland Institute of Advanced Education Handbook with brown cover .16) 1972 Gippsland Institute of Advanced Education Handbook with pale green cover .17) 1971 Gippsland Institute of Advanced Education Handbook with mid-blue cover non-fictiongippsland institute of advanced education, giae, gippsland, churchill, morwell, electricty, handbook, gippsland campus

Chauncey Jerome (1793–1868) was an American clock maker in the early to mid 19th century. He made a fortune selling his clocks, and his business grew quickly. Jerome was born in Canaan USA in 1793 son of a blacksmith and nail-maker. He began his career in Plymouth, making dials for long-case clocks where he learned all he could about clocks, particularly clock cases, and then went to New Jersey to make seven-foot cases for clocks mechanisms. In 1816 he went to work for Eli Terry making "Patent Shelf Clocks," learning how to make previously handmade cases using machinery. Deciding to go into business for himself, Jerome began to make cases, trading them to Terry for wooden movements. In 1822 Jerome moved his business to Bristol New Haven, opening a small shop with his brother Noble and began to produce a 30-hour and eight-day wooden clocks. By 1837 Jerome's company was selling more clocks than any of his competitors. A one-day wood-cased clock, which sold for six dollars had helped put the company on the map. A year later his company was selling that same clock for four dollars. The company also sold one line of clocks at a wholesale price of 75 cents and by 1841 the company was showing an annual profit of a whopping $35,000, primarily from the sale of its brass movements. In 1842 Jerome moved his clock-case manufacturing operation to St. John Street in New Haven. Three years later, following a fire that destroyed the Bristol plant, Jerome relocated the entire operation to Elm City factory. Enlarging the plant, the company soon became the largest industrial employer in the city, producing 150,000 clocks annually. In 1850 Jerome formed the Jerome Manufacturing Co. as a joint-stock company with Benedict & Burnham, brass manufacturers of Waterbury. In 1853 the company then became known as the New Haven Clock Co, producing 444,000 clocks and timepieces annually, then the largest clock maker in the world. Jerome's future should have been secure but in 1855 he bought out a failed Bridgeport clock company controlled by P.T. Barnum, which wiped him out financially, leaving the Jerome Manufacturing Co. bankrupt. Jerome never recovered from the loss. By his admission, he was a better inventor than a businessman. When Jerome went bankrupt in 1856 the New Haven Clock Company purchased the company. One of the primary benefits of Jerome purchasing New Haven in the first place was the good reputation of the Jerome brand and the network of companies that remained interested in selling its clocks. In England, Jerome & Co. Ltd. sold Jerome clocks for the New Haven company until 1904, when New Haven purchased the English firm outright. After his involvement with the New Haven Company in 1856, Jerome traveled from town to town, taking jobs where he could, often working for clock companies that had learned the business of clock making using Jerome's inventions. On returning to New Haven near the end of his life, he died, penniless, in 1868 at the age of 74. The company struggled on after Jerome's bankruptcy until after World War II, when the company endeavored to continue through disruptions caused by a takeover along with poor sales, finally having to fold its operations in 1960 a little more than 100 years after it had been founded. The item is significant as it is associated with Chauncey Jerome who had made a historic contribution to the clock making industry during the 19th century when he began to substitute brass mechanisms for wooden mechanisms in his clocks. This was said to be the greatest and most far-reaching contribution to the clock industry. Because of his discovery of stamping out clockwork gears rather than using castings, Jerome was producing the lowest-priced clocks in the world. That can only add to his significance as the major clock manufacture of the 19th century. Jerome may have made and lost, a fortune selling his clocks but was perhaps the most influential and creative person associated with the American clock business during the mid-19th century. Also, he had served his community as a legislator in 1834, a Presidential elector in 1852 and mayor of New Haven, Connecticut from 1854 to 1855.Clock, marine, in octagonal rosewood veneer case. Roman numerals to dial, has a seconds dial. 2 key-winding holes slow-to-Fast adjustment pin through dial. Small lever in lower edge of case activates a chime. "8 day, 8 inch, Lever Striking escarpment " Paper label on the back of the clock "Jerome & Co, New Haven, Conn" "Manufacturers of every variety of Office and Home Clocks and Time Pieces".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, clock, jerome & co, new haven, clock maker, chauncey jerome

The NQRs were the standard Medium open goods wagon. Generally the sides and ends were removable thus providing a totally flat truck. Three long drop-down doors formed the sides thus allowing easy loading and unloading. 218 of these goods vehicles were built between 1898 and 1914 ? numbered 1 - 218​. Originally, these wagons carried the code letter R​ as they were built with sides and ends. They later had the R removed. Unlike the Broad Gauge, VR's 2 ft 6 in (762 mm) narrow gauge network never had four-wheeled wagons (aside from a handful of trolleys). Because of this, a single design of open wagon emerged and this was the only type of wagon ever used on these lines. This was the NQR class, a wagon with the same length and loading capacity as a Broad Gauge four-wheeled open wagon to make transferring freight between the gauges easier. The wagons, numbered 1 through 218, were built between 1898 and 1914. The wagons used the same underframe as most other non-locomotives on the VR Narrow Gauge. Letters and numbers were originally painted only on the end bulkheads and doors, both of which could be removed as traffic dictated, and this made wagon identification difficult until the decals were transferred to the underframes of each wagon In the 1910s some NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223​, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames In the 1960s the Puffing Billy Railway added grids in the floor of some to enable them to be used to drop ballast on the track where needed. Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 91 NQR - Open Medium Truck VR Service History 15/ 2/1907 NWS Built new Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 *NQR 91.VA - 15/ 2/1907 NWS Built new - / /1926 - To NQ 91.VA - Puffing Billy Service History or Notes April 2016 - New Bogie has been assembled and awaits testing under 91NQR May 2016 - New Bogie has been assembled and awaits testing under 91NQR July 2016 - New Bogie has been assembled and awaits testing under 91NQR Aug 2016 - New Bogie has been assembled and awaits testing under 91NQR Sept 2016 - New Bogie has been assembled and awaits testing under 91NQR Oct 2016 - New Bogie has been assembled and awaits testing under 91NQR Nov 2016 - New Fox bogie Under 91NQR - Flats Link to Heritage / Period Photos PBR Workshop Blog Report Friday, May 20, 2016 Bogie in Brief - on NQR 91 http://puffingbillyworkshops.blogspot.com.au/2016/05/bogie-in-brief.htmlHistoric - Victorian Railways - Narrow Gauge Rolling Stock - NQR Open Medium Truck with drop ends91 NQR narrow gauge Open Medium Truck with drop ends made of Steel and metal91 NQRpuffing billy, pbr, rolling stock , 91 nqr, narrow gauge rolling stock, nqr wagon, victorian railways, 91 nqr

This gas lamp light and stand came from the original manufacturer in Melbourne. Gas street lights such as this one were used in Melbourne from the mid-19th century. The lights enabled safer after-dark travel for pedestrians and vehicles and were a deterrent to crime. A lamp lighter was employed to keep the lamps lit, sometimes with little success due to weather conditions and the pranks of youths. WARRNAMBOOL Gasworks In Warrnambool prior to 1874 there were about twenty rare, individually lit street lights in Warrnambool, each with its own supply of kerosene. These lamps were in the central business area of Timor, Koroit and Liebig Streets. The Warrnambool Gas Company Ltd. was registered as an incorporated company in 1873. It was a private, locally owned business. It was located at 209-215 Merri Street, Warrnambool, on the land, which is just west of the later-built railway station. The first managers of the Gas Company lived in a substantial stone house on site, but later the managers lived in a residence in Henna Street between Merri and Timor Streets. The original home, which still stands, became a residence for the Railway Station Master from about 1890. In August 1874 the construction of the gasworks was complete and at the end of that month gas was supplied to all of the existing lamps in Warrnambool for the first time. The Warrnambool Gas Company wound up in 1880-1881 and was purchased by the Warrnambool Borough Council with money raised by a loan – the Borough’s first ‘loan transaction’. The Council established a piped network to supply gas to other street connections. The gasworks were privatised and upgraded in 1952. In 1972 the town supply was converted to liquid petroleum gas and by the early 1980s the gasworks were closed down. In 1986 Warrnambool was supplied with natural gas from a site near Port Campbell. The Warrnambool gasworks supplied all street and shop lighting and most domestic lighting until 1923 when electricity was available for lighting. Bromfield Street in Warrnambool was named after the director of the gasworks, James Astley Bromfield (1823-1903). He arrived in Warrnambool from Worcestershire, England, in 1852 and was very active in the local council and community. Cockman Street was named after the first secretary of the gasworks in 1874, Walter Cockman (c.1821-1892). He was a Mayor and businessman. The second Manager, Luther Rodgers, worked for the gas company for about twenty years and both Rodger Place and Rodgers Road in Warrnambool have been named after him. LAMP LIGHTS IN MELBOURNE In the 1820s Melbourne's innkeepers were legally required to have a lamp light outside their premises from sunset to sunrise. This was the first instance of street lamps being used in Melbourne. In 1847 the first oil lamp was used in the city. In 1849 a gas lamp was installed on the Swanston Street Bridge and much of the city had oil lamps installed by then. In August 1857 the installation of street gas lamps began in Melbourne. They were welcomed for the much brighter illumination they gave. By 1860 there were 414 lamp pillars. The phrase was quoted often - "A light was as good as a policeman". The first gas burners used for street lighting were called 'fishtail' gas burners. These were replaced in the early 1900s by gas mantles. The City of Melbourne Gas Coke Company was formed in 1850 but due to the Gold Rush the manufacture and distribution of the gas supply was delayed until January 1856. By the 1890s the gas supplying the lights was supplied by three companies in Melbourne. In 1879 a football match was played at the MCG under electric lighting and gradually electric arc lights were installed inside and outside buildings in the city. Lamp lights such as the one in Flagstaff Hill’s collection were no longer needed. (References: John Lindsay re Lamp Light history 2019-01-29, Former Warrnambool Gas Company Limited, Victorian Heritage Database Report, Heritage Number 149746 https://vhd.heritagecouncil.vic.gov.au/places/149746/download-report ) The lamp light is representative of the lamps used in Melbourne from the mid-nineteenth century to light the streets at night and make Melbourne a safer city. The lamp is also representative of the gas street lighting in Warrnambool from the mid-1870s-1920s.Lamp light or gas light. Street light, one of the last gas street lights removed from Melbourne. (Reconditioned by Friends of Flagstaff Hill, 2013)flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, lamp light, gas light, gas lamp, street lamp, street light, gas street light, melbourne street lighting, warrnambool street lighting, melbourne gas street light, warrnambool gas company, warrnambool gasworks, james bromfield, walter cockman, luther rodgers, city of melbourne gas coke company

EXHIBITION in the DOME The Sea is All Around Us - Margaret Woodward 11-21 May 2015 Dome Gallery – Mission to Seafarers, 717 Flinders Street, Melbourne, Australia. 37 º 49'21" S 144º 57'03"E Hours: Daily 11.00am - 4.00pm The sea is all around us is a multi-layered event which will create a memorable experience for those visiting the Dome Gallery and the Mission to Seafarers in Melbourne’s Docklands. The event will acknowledge and raise awareness of the working lives and journeys of seafarers by making visible their role in transporting commodities, materials and objects to and from Australia’s shores. This installation invites seafarers and visitors to participate in a global project which aims to witness sea journeys and trace the mobile life of seafarers and souvenirs. For a fortnight in May 2015, the Dome Gallery will become an architectural large scale compass, with the circular floor marking the intersection of its latitude and longitude (37 º 49'21" S 144º 57'03"E). Over these two weeks the Dome Gallery will be inscribed with marks recording journeys made by seafarers, recording destination and departure ports, home lands and waterways, and in doing so making visible a small segment of the global patterns of seafaring. Custom-made souvenirs designed for the installation will be given to seafarers as gestures of welcome and a memento of their visit. The souvenirs originating in Poland will continue their journey by sea, to destinations beyond the Dome becoming part of the global network of seafaring, with an invitation for seafarers to record their future journeys using QR code scanning technologies. It is hoped that by releasing the 200 limited edition souvenirs accompanying the seafarers the mobile life of souvenirs and seafarers will also become visible. For more information visit the website: sensingtheremote.net Margaret Woodward is Associate Professor of Design at Charles Sturt University For a fortnight in May 2015, Margaret Woodward was ‘in residence’ at the Mission to Seafarers Norla Dome Gallery with her participatory installation project "The Sea is All Around Us". The floor of the gallery became a large scale compass. Seafarers were welcomed to the gallery their ships, journeys and destinations were recorded and mapped on the floor drawing. Seafarers were welcomed with cake and souvenir mugs of tea. These mugs, a momento for the seafarers, were inscribed with a scannable QR code and an invitation for seafarers to record their journeys on a dedicated project website. Around 120 souvenirs are now continuing their journey by sea and seafarers have scanned the mugs from locations including Singapore, Brisbane, Fremantle, Adelaide, Busan and Johor! After the exhibition Margaret Woodward was able to follow the seafarers' whereabout: ""The Sea is all Around Us". I am in awe of where this project might go, well done Margaret. One week has passed since finishing up at the Mission to Seafarers Victoria. Today I check my website and can see that the cup-carrying seafarers are reaching warmer climates, they tell me it’s getting hot as some are already in Suva and Port Lautoka. I’ve watched the souvenirs travel and fan out from Melbourne, some West to Adelaide and Fremantle, others going north to Sydney Brisbane, Singapore and Busan. Another seafarer scans in from Changi Airport, excited to be going home for some time with his family in the Phillipines. I keep an eye on my ‘fleet’ of 22 ships that visited the Dome Gallery, and see where they are on the Live Shipping website, watch some of them sail up the coast of Western Australia and marvel at the steady pace this journey takes. I am so used to flying over coastlines and countries in a matter of hours, impatiently watching the tracking screen from my airline seat, this shipping pace seems so much more real, so much more of a passage. I feel connected to these ships, to the people on board, to know that an object has passed from my hands to theirs, now holding in it my cargo of concern."margaret woodward, installation, exhibition, norla dome, 2015, sea voyage, sea journey, cultural events

Fern gullies around Jehosaphat Gully Covered under National Estate. Published: Nillumbik Now and Then /​ Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p125 The magnificent Kinglake National Park, fringing Nillumbik’s north, is the largest national park close to Melbourne. Thanks to the vision and hard work of a band of local people, the park was created from what was rapidly becoming degraded land. Seeing a threat to Kinglake’s indigenous flora and fauna, several prominent local people campaigned for a national park, which was established in 1928.1 Since then, the park has grown through donations and acquisitions of land, from around 13,800 acres of land (5585ha) to 22,360 hectares. The Sugarloaf and Everard Blocks – of almost 8000 hectares – stand in Nillumbik and the park extends into Mitchell and Murrundindi Shires and the City of Whittlesea. Mt Everard commemorates William Hugh Everard, State member for Evelyn when the park was established. Before 1928, European settlers had degraded the Kinglake area, which was named after the celebrated English author and lawyer, Alexander William Kinglake. Remains of gold shafts and diggings in the park are reminders of Kinglake’s first settlers, who hoped to strike it rich at the gold diggings. But like other gold fields in this shire, they proved not very lucrative and soon timber cutting replaced mining in importance. However, before long, the accessible timber supply ran out, so in the 1920s agriculture took over – particularly potatoes and berry fruits – which involved large-scale clearing.2 The park’s instigator was retired Melbourne University Professor of Music, William Laver.3 As chair of the Kinglake Progress Association he began negotiations to have crown lands on the southern scarp of the Great Dividing Range reserved as a national park. Even before the park was proclaimed, from 1927, KPA members cut tracks to the major scenic points. Professor Laver was one of several people who gave land for the park, donating around 50 acres (20ha), including the Jehosaphat Gully.4 Laver chaired the park’s first Committee of Management, which raised money to employ a ranger and provide facilities, including tracks and roads for fire protection vehicles, toilets and shelters. The committee charged fees for firewood collection, some grazing of livestock, and visitor entrance, and obtained small State Government and Eltham Shire grants. In 1957 the State Government provided revenue for national parks. Then, in 1975, the State Government took over the management and the Committee of Management became an advisory committee, which disbanded in 1978. Originally, the park covered crown land in the Shires of Eltham and Whittlesea; then Wombelano Falls in Yea and other areas were added. In 1970 the park extended into the Shires of Eltham, Healesville, Whittlesea and Yea.5 Bush fires have been an ongoing problem. In 1939 hundreds of eucalypts and acacias had to be sown around the Jehosaphat Gully to rejuvenate the forest. To manage bushfires, the Committee of Management, then the State Government, worked closely with the Forestry Commission, shire councils and local fire brigades. Early national parks focussed on recreation. But by the 1980s, conservation, education and scientific research became more important, playing a vital role in preserving representative samples of the natural environment. Each year many thousands of people use the park’s extensive network of walking tracks amongst the protected plant and animal life as well as camping, cycling and horse riding. The park, along the slopes of the Great Dividing Range, has lookouts revealing magnificent views of the Melbourne skyline, Port Phillip Bay, the Yarra Valley and the You Yangs. Vegetation in the Masons Falls area includes messmate forest, Austral grass-trees, ferns and Hazel Pomaderris. In spring, orchids, lilies, everlasting daisies, correas, grevillea and heath appear. Around Jehosaphat Gully are wet and dry forest, fern gullies and banksia. Animal life includes wallabies, kangaroos, koalas, echidnas, possums, gliders and bandicoots. Male lyrebirds can be heard mimicking in the Jehosaphat Gully, particularly in the Everard Block in winter.This collection of almost 130 photos about places and people within the Shire of Nillumbik, an urban and rural municipality in Melbourne's north, contributes to an understanding of the history of the Shire. Published in 2008 immediately prior to the Black Saturday bushfires of February 7, 2009, it documents sites that were impacted, and in some cases destroyed by the fires. It includes photographs taken especially for the publication, creating a unique time capsule representing the Shire in the early 21st century. It remains the most recent comprehenesive publication devoted to the Shire's history connecting local residents to the past. nillumbik now and then (marshall-king) collection, kinglake national park, jehosaphat gully

60lbs rail that was used throughout the Victorian rail network. In 1887 Gibbs, Bright and Co. had a contract with Victorian Railways for railway and canal construction and supply of Krupp Rails. Gibbs, Bright and Co were merchant bankers and shipping agents and merchants who where also Directors of the GWR ( Great Western Railway ) and the Ship The "Great Britain" in England Gibbs, Bright and Company had principally been involved in shipping and trading, mainly in the West Indies, but following the discovery of gold in Victoria they established an office in Melbourne and soon became one of the leading shipping agents and merchants in the Colony. They expanded into passenger shipping and soon established offices in Brisbane, Sydney, Newcastle, Adelaide and Perth as well as launching passenger services between England, Mauritius and New Zealand. Gibbs, Bright also held a number of financial agencies from British mortgage, finance and investment companies as well as representing several British insurance companies in Australia. In addition they conducted a growing import business as well as an export business that included livestock, dairy produce, wool and flour. Also the company played a substantial part in the development of Australia's mineral resources, starting with lead in 1895, and later venturing into tin, gold, copper, cement and super phosphates. In Australia, after WWI, many of the larger companies were managing their own import and export so Gibbs, Bright and Company tended to focus its Agency business on smaller companies while expanding their interest into other markets such as timber, wire netting, zinc, stevedoring, road transport, marine salvage, gold mining as well as mechanical, structural, electrical and marine engineering. The Company's shipping interests continued to grow as well and still formed a major part of its business. In 1948 the parent company in England took the major step from tradition when they changed the business from a partnership into a private limited company. The name was the same, Antony Gibbs and Sons Limited, and in practice the effect of the change was very little. Some of the firm's branches and departments had already become limited companies and the formation of a parent company simplified the structure. The Australian operation was in time changed to Gibbs Bright & Co Pty Ltd in 1963. In 1848 Alfred Krupp becomes the sole proprietor of the company which from 1850 experiences its first major growth surge. In 1849 his equally talented brother Hermann (1814 - 1879) takes over the hardware factory Metallwarenfabrik in Berndorf near Vienna, which Krupp had established together with Alexander Schöller six years earlier. The factory manufactures cutlery in a rolling process developed by the brothers. Krupp's main products are machinery and machine components made of high-quality cast steel, especially equipment for the railroads, most notably the seamless wheel tire, and from 1859 to an increased extent artillery. To secure raw materials and feedstock for his production, Krupp acquires ore deposits, coal mines and iron works. On Alfred Krupp's death in 1887 the company employs 20,200 people. His great business success is based on the quality of the products, systematic measures to secure sales, the use of new cost-effective steel-making techniques, good organization within the company, and the cultivation of a loyal and highly qualified workforce among other things through an extensive company welfare system. From 1878 August Thyssen starts to get involved in processing the products manufactured by Thyssen & Co., including the fabrication of pipes for gas lines. In 1882 he starts rolling sheet at Styrum, for which two years later he sets up a galvanizing shop. The foundation stone for Maschinenfabrik Thyssen & Co. is laid in 1883 with the purchase of a neighboring mechanical engineering company. In 1891 August Thyssen takes the first step toward creating a vertical company at the Gewerkschaft Deutscher Kaiser coal mine in [Duisburg-]Hamborn, which he expands to an integrated iron and steelmaking plant on the River Rhine. Just before the First World War he starts to expand his group internationally (Netherlands, UK, France, Russia, Mediterranean region, Argentina). info from The company thyssenkrupp - History https://www.thyssenkrupp.com/en/company/history/the-founding-families/alfred-krupp.htmlHistoric - Victorian Railways - Track Rail - made by Krupp in 1888Section of VR Krupp 1888 Rail mounted on a piece of varnished wood. Rail made of ironpuffing billy, krupp, rail, victorian railways

0 - No 9 - 1/4/2011 - Rhinos on skateboards, Did you know, Spencer St works, .1 - No. 11 of 3/5/2011 with the revised Yarra trams logo, traffic priority, work over Easter in Spencer St at Bourke and Collins St, Good Friday appeal, safety, passenger feedback and future works. .2 - No. 13 - 31/5/2011 - new uniform, cleaning, CEPR, trackwork - Fitzroy St, Northcote, Rhino, Carlton Control. .3 - No. 14 - 15/6/2011 - Haymarket Roundabout, accessibility, maintenance, CSE. .4 - No. 17 - 2/8/2011 - High St Westgarth trackwork, Swanston St, IMF CEO visit .5 - No. 18 - 16/8/2011 - Performance benchmarks met, Preston Workshops, repairs to 3018, tram signal priority. .6 - No . 19 - 30/8/2011 - New E class trams, routes "a" or "d", TramTracker in shelters, police, fare evasion .7 - No. 20 - 15/9/2011 - Football trams, Superstops, Bridge Road, Rhinos. .8 - No. 21 - 27/9/2011 - CEO's journey to work, accessibility, increased patronage, E class. .8a - No. 22 - 11/10/2011 - Minister Mulder visit, E class, Customer experience, Elizabeth Kerdelhue Corporate Affairs Director, flood indicator in Wellington Parade, Keolis - Orleans and PTV coming your way. .9 - No. 23 - 25/10/2011 - forthcoming royal visit, opening for Footscray Road extension, Rhinos, Stockholm .10 - No. 24 - 8/11/2011- Royal visit, photos, Z3 158, route 86 works in High St. (see htd5043i21 for a image from an unknown newspaper of the actual event - features Z3 158.) .11 - No. 25 - 22/11/2011 - new staff guide, Gold Coast tram line, Macarthur St, overhead, fund raising, route numbering update. .12 - No. 26 - 6/12/2011 - Swanston St Superstops, Newmarket bridge strikes, rhinos. .13 - No. 27 - 20/12/2011 - Christmas carnival, Lenny Bates, portable crossover, uniforms. .14 - No. 28 - 17/1/2012 - Passing of Len Bates, Myki, Gardiner railway station. .15 - No. 30 - 15/2/2012 - visit of Keolis, SNCF people, list of Executive leadership team with photos, Swanston St works, Myki introduction. .16 - No. 31 - 29/2/2012 - patronage up, tram postage stamps, Myki, rhinos. .17 - No. 32 - 14/3/2012 - St Kilda Rd trackwork, fund raising, Southbank Depot extensions, Myki, driving conditions, grand prix. .18 - No. 33 - 30/3/2012 - introduction of the PTV, end of MetLink and Transport Ticketing Authority, changes in management structure, trackwork, Gold Coast tramway and Keolis. .19 - No. 34 - Dr Jake - Royal children's Hospital super stop, route 96 - Premium line. .20 - No. 35, 2/5/2012 - Revision of Rules, trackwork in St Kilda Road and Elizabeth St, Myki, safety - Zero Harm. .21 - No. 69 - 25/9/2013 - Passengers paying their way, E class update, Mal Ashworth retires, progress report, feedback, new chime on trams. .22 - No. 70 - 9/10/2013 - Art comes alive, tram 925, driver simulator at Preston Workshops, E class project, 90th Glen Huntly. .23 - No. 83 - 23/4/2014 - Screen time for trams, new PIDs on B class, assistance animals, Operations Centre, Preston Workshops, Electrical log sheets to SLV. .24 - No. 89 - 23/7/2014 - punctuality, refresh of network map (fold-out map), women drivers. .25 - No. 97 - 19/11/2014 - Revitalising route 96, Keolis news, free tram zone, guide dogs. .26 - No. 99 - 17/12/2014 - Accessibility week, new uniform top for CSE's, free tram zone, world trade centre stop upgrade, heat stress, Art tram 158. .27 - No. 100 - 14/1/2015 - Route 96 complete, New Years eve free travel, fare compliance, patronage down, Demonstrates Yarra trams staff newsletters.Set of 22 Yarra Trams internal newsletter "The Wire", All A4, printed in full colour. All four pages unless noted otherwise, full colour, performance snapshot on front cover.trams, tramways, yarra trams, traffic control, trackwork, spencer st, fund raising, operations, rhinos, carlton control, high st, haymarket, preston workshops, e class, route numbers, bridge road, wellington parade, ptv, royal visit, footscray road, new tramway, gold coast, macarthur st, swanston st, superstops, newmarket, gardiner, burke road, level crossings, railway squares, myki, metlink, tickets, route 96, rules, st kilda road, elizabeth st, tram 158, tram 925, glen huntly depot, simulator, b class, opeations centre, art trams, patronage

The largest gold mine in the area originated from a find in 1862. The mine was closed January 20, 1915 when a fire destroyed nearly all the above ground plant. Published: Nillumbik Now and Then /​ Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p75 Beneath Mine Hill, as locals call it, runs a network of tunnels once of central importance to the fledgling township of Diamond Creek. These are relics of gold mines, which transformed early Diamond Creek.1 The tiny settlement of about 20 families soared to more than 200 because of gold. For around 50 years, from 1862, gold mining was Diamond Creek’s major source of employment. On September 7, 1854 The Argus newspaper reported a find of a four pound (1.8kg) gold nugget in Nillumbik (an early name for Diamond Creek). Exactly where, is not known.2 The largest mine in the district, the Diamond Creek Gold Mine, apparently originated from a find in 1862. It is said Joe and Dave Wilson were visiting former tailor then cook, Charles Orme, at the southern end of Fraser Street. Sitting on a stump outside the front gate on land belonging to Dr A. E. Phipps the Wilsons found a vein of gold-bearing quartz, which led to the discovery of four quartz reefs varying in width to eight inches (20cm), running north and south. A reef found at the foot of the hill opposite Challenger Street became the Union Mine. This reef was traced south to Allendale Road where a small mine began operations.3 Other smaller mines later operated as well. Dr Phipps immediately began to mine and also built the Diamond Reef Hotel as a boarding house for miners. But Charles Orme, who owned the land alongside, leased his mine to Dr Phipps probably because of insufficient funds and business skills. By mid 1865 the mine had produced 2530 ounces of gold – a 100% profit on the original outlay. Of course there were problems. When the local dam dried up a Blake pump was installed to draw water from the creek. The Union Mine operated under the Diamond Creek Gold Mine management except when disputes sometimes resulted in separate management. However disagreements had to be resolved as the Union Mine depended on Diamond Creek Gold Mine pumps to remove underground water from common reefs. In 1912 the main shaft of about 380 yards (350m) employed 200 men recovering an average of 5000 ounces (141.7kg) of gold a year. But not everyone did well out of gold. Records of failed mining companies in the Victorian Public Record Office, reveal that owner Dr Phipps leased his Right to others. Companies came and went over the next 40 years, most sponsored by Melbourne businessmen who sold shares to gullible locals and then became insolvent. Although there were some good profits, financial returns were haphazard until 1905. Some local residents, who were share holders in short- term companies, became well-known names in modern Diamond Creek such as Scott, Haley, Butler, Alder, Ryan, Wadeson, Reeves, Alston, Paul and Edwards. Gold mining was brought to a disastrous end on January 20, 1915 at 3 pm, when fire destroyed nearly all the above-ground plant. Fortunately no lives were lost. But reopening the mine was almost impossible because of the increasing depth of water in the main shaft. The closed mine destroyed the livelihood of 200 families and the debris took many years to clear.4 In 1946 the Diamond Creek Gold Mine was reopened by the Golden Hind Mining Company, but money ran out before the 600 feet (182.8m) or so of water could be removed. Gold remains in the mine but enormous capital would be needed to buy the land, equipment and to remove the water. Today 12 known sealed shafts along the ridge of the hills on private property extend west for around one kilometre from the corner of Fraser and Haley Streets, crossing Norma and Fyffe to Dering Streets. As recently as 1987, heavy rains revealed a former Union Mine shaft in the Georgiadis family Fyffe Street back yard.5 Allendale Mine, south of Allendale Road, is still open and one of the Union Mine’s main drives (horizontal excavation) remains unsealed, on the Creek Reserve.This collection of almost 130 photos about places and people within the Shire of Nillumbik, an urban and rural municipality in Melbourne's north, contributes to an understanding of the history of the Shire. Published in 2008 immediately prior to the Black Saturday bushfires of February 7, 2009, it documents sites that were impacted, and in some cases destroyed by the fires. It includes photographs taken especially for the publication, creating a unique time capsule representing the Shire in the early 21st century. It remains the most recent comprehenesive publication devoted to the Shire's history connecting local residents to the past. nillumbik now and then (marshall-king) collection, diamond creek, diamond creek mine, fraser street, gold mining, james cook drive, mine hill

Magazine, published by the Metropolitan Transit Authority of Victoria "Headway News" - A4 printed on white gloss paper, with the MTA logo or symbol. Issued under the name of L. A. Strouse as Chairman of the body which commenced on 1/7/1983. Major tram and bus items listed. .1 - Vol 1 No. 1 - July 1983 - four pages - gives details of corporate identity, including notes on the design of the logo, notes from the Chairman, details of the Management Team, the Board, move to the new head office - World Trade Centre, Preston Workshops Project. Management Team - Albrecht Scholer (Metro rail), Dudley Snell (trams), John Wagstaff (GM Marketing and Sales), Michael Maude (GM Personnel) and Paul Riboni (GM - Finance and Corporate). .2 - Vol 1 No. 2 - August 1983 - four pages - details the MTA Board with a photo, gives details of the intended directions that the MTA is planning to take, western suburbs and Doncaster bus changes, new bus workshop at Northcote. Photo notes Bill (W) Aird as Interim Secretary of the MTA. MURLA. .3 - Vol 1 No. 3 - September 1983 - four pages - Flinders St station redevelopment, METROL, AVM - vehicle monitoring, Employees Board Member election and sports roundup. .4 - Vol 1 No. 4 - October 1983 - six pages (one sheet folded) - Refurbishment of W5 trams - fitting of sliding doors, Bundoora Extension, Tram Priority, management changes - Level 3 - John Grigg and Geoff Carkeek, early retirement seminars, transport loan, upgrade to rail overhead, Bob Drummond Retires, flat fares, Gail Moody project engineer for Bundoora Extension and MTA at Royal Show. .5 - Vol 1 No. 5 - November 1983 - eight pages - two sheets - intro of new fare system on 13/11/1983 - "the Met", (Travel Cards and neighbourhood tickets), tram priority, training in new ticketing system, profile of Paul Riboni, restructure of the Metro Rail division, New A class trams, notes restarting of alphabet, cost containment, early retirements, election of employee Reps (Norm Maddock and Tony Tuohey), sporting news, Preston Workshops redevelopment and tram 520 goes to Elton John. .6 - Vol 1 No. 6 - December 1983 - single sheet, two pages with a Christmas message and consultation committees will work during 1984. .7 - Special Edition 1984 - one page - message from the Chairman and Managing director, - re on time running, METROL and planning for 1984. .8 - Vol 2 No. 1-2, January - February 1984 - four pages - METROL now in operation, new managers - John Coulson ex MMTB Assistant Secretary and financial manager, tram and bus appointments, "trams that bend in the middle" - launch of B class trams, sport - Cricket carnival. .9 - Vol 2 No. 3 - March 1984 - four pages- "charting the football crows, proposed head office at 60 Market St (did the World Trade Centre in first issue ever happen?), Colin West Group Manager Personnel - ex MMTB Personnel, Robin Ould employee relations - ex MMTB Industrial Officer. Has a profile on John Wagstaff, interstate cricket and new apprentices. Includes an item on the down fall of Sydney tram network - "The fall of the Giant" .10 - Vol 2 No. 4 - April 1984 - four pages - John Grigg appointed as Chief GM Metro Rail, OH&S Bill, train defects, Tony Jackson bus mechanic wins award, Beppie - Welfare Counsellor for MTA Tram and Bus based at Hawthorn depot. .11 - Special Edition - 1984 - single page- "Met Birthday address by Chairman". The continues to:trams, tramways, mta, preston workshops, board members, management, northcote bus workshops, avm, flinders st, w5 class, bundoora, tram priority, retirements, fares, royal show, funding, sale of trams, a class, travel cards, neighbourhood tickets, b class, cricket, sydney, welfare

Magazine, published by the Metropolitan Transit Authority of Victoria "Met Lines" (Metlines) - A4, printed on white gloss paper, with the MTA logo or symbol. Issued under the name of Kevin Shea as Chairman. References to Minister Tom Roper. Continues from Reg Item 1059 "Met Lines" - printed in an A4 version. Major tram and bus items listed. Tramway and bus names only listed, not railway. .1 - Vol 2 No. 1 - Feb. 1986 - front cover - Flagstaff station, St Kilda/Port Melbourne light rail system announced, police at Hawthorn learning about trams, Chinese delegation looking at Melbourne's trams, Elwood depot article with photos by Lloyd Rogers at time of Elwood depot coming part of The Met, promotional posters for tramcars, Tram cards, tram power supply upgraded (photo of Z129) - Brown Boveri equipment to Kew and Ascot Vale, memoirs of a tram conductress Nancy Scutt, item with photo of Conductor Jeff Harvey, employment notes, Preston Workshops Christmas party and presentation to Essendon depot tramway soccer champs by Norm Maddock. .2 - Vol 2, No. 2 - March 1986 - Jolimont workshops, modal interchange at Bundoora, Transport Information Centre, memoirs of a tram conductress continued, tram cricket matches, tramway bowls - photos and players listed, Harris trains to be phased out. .3 - Vol 2, No. 3 - April 1986 - front cover of a Met Tram overhead maintenance, linesmen training, new super scheme (old gratuity scheme), visit from ATMOEA NSW visit, Elwood bus depot 12 months with The Met, flying flags on trams, tramway bowls, cricket. .4 - Vol 2, No. 4, May 1986 - 20 pages - Met Information Centre - "Dreams of trams become a reality - driver Peter Gamble", tram tour for American visitors to the zoo, Harris trains, article and photos on Camberwell depot, pantographs on trams, face lift for trams (758) and new buses (182). .5 - Vol 2, No. 5, June/July 1986 - 40 pages - Clock shop, materials testing, lost property, chemical analysis - Preston Workshops, Bus Driving School, Munitions bus 301 at Hawthorn, AVM on trams (223), tram track repairs, relaying Preston workshops entrance for LRV's, new type of safety zones (967 and 871), Preston Workshops redevelopment for LRV's, tram shelters, transporting arts - new series, Michael Leunig, mentions Clifton Pugh tram 504, federal funding for trams, fitting air conditioners to trams. .6 - Vol 2, No. 6, August 1986 - 20 pages - front cover - rotary converter at Carlton, Doncaster bus depot celebrates 25 years, the day the rains came - Ray Marsh - 1972 floods, substations power tram network, Carlton, tram art of a different kind, launch of Leunig's tram. Doncaster party. .7 - Vol 2, No. 7, October 1986, 20 pages, artic buses start rolling (articulated), vandals, Robert Jacks tram launched, Peace tram 829,. .8 - Vol 2, No. 8, November 1986, 20 pages, MTA Annual report, Debbie Bateman Conductor thanked by passengers, Papal tour planning, MTA Ball, Frankston Neighbourhood launched, Essendon depot Soccer report. .9 - Vol. 2, No. 9, December 1986, 20 pages, Christmas issue, (has a $1.50 sticker on it), Met Lines year in review, Federal funding for more A class trams, Bundoora - La Trobe Uni bus interchanged opened, Domain Interchange opened, For next year 1987 - see Reg Item 1141 - Announced in December issue, Met Lines quarterly next year.trams, tramways, mta, the met, elwood depot, light rail, posters, power supply, kew, ascot vale, conductresses, sports, essendon depot, bundoora, jolimont workshops, tower truck, overhead, superannuation, flags, camberwell depot, drivers, trolley poles, pantographs, clocks, buses, avm, automatic vehicle monitoring, shelters, flooding, substation, carlton, transporting art, federal funding, a class, domain interchange, tram 2001, tram 129, tram 234, tram 50, tram 504, tram 871, tram 967, tram 223, tram 758

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

Wellers of Kangaroo Ground Vertical File Contents: 1. Article: History of Wellers Restaurant by Sandra Cahir, revised 2017. 7 pages 2. Article: Weller’s Hotel of Kangaroo Ground (final draft) by Jim Allan, 1 June 2017, including feedback email from Sandra Cahir (7 May 2017). 3. Printout of online image - Kangaroo Ground landholders from 1841, Kangaroo Ground Presbyterian Church. (2022, June 29). Retrieved from https://kgpc.pcvic.org.au/images/history_images/Kangaroo-Ground-landholders.jpg 4. Folder of printouts of historical newspaper articles referencing the hotel 1866-1911 https://trove.nla.gov.au/list/163201 5. Printouts (various versions) from Victorian Heritage Database (National Trust and Nillumbik Shire) https://vhd.heritagecouncil.vic.gov.au/ 6. Collection of research notes, copies of records from various publications including EDHS Chronology of Events and Kangaroo Ground: The Highland Taken by Mick Woiwod, pp90, 180-181 (EDHS_01618). 7. Report: Request for ministerial amendment to use the property as a restaurant, includes existing conditions and plan for development, 1 November 1984 8. Papers donated by Diana and Peter Bassett-Smith including: a. Photocopy of Weller’s Hotel, Licensee M. Weller b. Letter: Shire of Eltham to Office of the Secretary for Planning and Environment, 23 Feb 1984 - Information regarding inclusion of Wellers Hotel into the Historic Buildings Register c. Letter: Historic Buildings Council letter to Peter Bassett-Smith seeking historical information on Wellers Hotel, 10 Jan 1985 d. Memo: Peter Bassett-Smith to Robert N. Hendrey on history of Wellers Hotel, 28 Jan 1985 - Includes extract of information about Mary Weller, Dept. of Crown Lands and Survey Map NILLUMBIK showing properties of John Weller and E. Weller and a Diamond Valley News article from 10 April 1973, p11, "Eltham on old coach route" 9. Information about the Weller family including family trees from various sources a. Edward Weller, Pioneer Families in Victoria, http://mepnab.netau.net/w/w09.html, 1 Jan 2017 (link broken) b. The WELLER family tree. (2017, January 1), 2 pages. Retrieved from https://www.weller.org.uk/cgi-bin/FamilyTree/ShowFamily.pl? and 27 pages Retrieved from https://www.weller.org.uk/cgi-bin/FamilyTree/ShowFamily.pl?ListAllPeople=A c. Edward WELLER on the WELLER family tree. (2017, January 1), 1 page. Retrieved from https://www.weller.org.uk/cgi-bin/FamilyTree/ShowFamily.pl?PersonID=516 d. Photograph (print copy), believed to be Edward Weller, 1836-1883 e. Photograph (print copy), Gravestone of Weller family at Kangaroo Cemetery f. Wellers of Kangaroo Ground, 1 page, possibly from History, http://www.wellers.com.au (broken) c.2016 g. Edward and Mary Weller miscellaneous biographical research notes (by Jim Allen?) including from Ancestry.com, and extracts from Chappel file (EDHS_04448) with relevant names highlighted h. Information about the Vernon Pitman family from Ancestry.com 10. Newspaper articles: a. Cobb & Co called here by Marguerite Marshall; Diamond Valley News, May 4, 1982, p2 b. Rich is history, 30 August 1983 (very similar to previous article) c. Weller’s Pub - restaurant, craft store or art gallery? Diamond Valley News, October 22, 1985, p3 d. Despite years of neglect a magical charm lies waiting, Diamond Valley News, October 29, 1985 e. Old pub fate still in doubt, Diamond Valley News, (?) 29 October 1985 f. Renovated Weller’s Pub to begin its new stage of life, DVN 26 January 1988 g. Wellers Restaurant, Lynne Hillier, Network, October 1988, p14 h. Revolution at Wellers, Nillumbik Mail, December 20, 2000 i. Wellers brings on good times, Valley Weekly, June 22, 2005 j. Dine in with ideal outlook, Valley News, 10 August 2005 k. Advertisement: Wellers of Kangaroo Ground, Enjoy lunch, afternoon tea and dinner at Wellers from Tuesday to Sunday, Valley Weekly, Wednesday, August 31, 2005 l. Advertisement: Wellers of Kangaroo Ground, Appearing live; Normie Rowe Fri 24 Feb, Diamond Valley Leader February 22, 2006, p11 m. Advertisement: Wellers of Kangaroo Ground, Lunch Special, Diamond Valley Leader March 27, 2010 n. Braithwaite abounds to Kangaroo Ground, Gig Guide, The Age, Friday, October 8, 2010, p14 o. History up for grabs, Diamond Valley Leader, March 28, 2012 p. Advertisement: Wellers Restaurant, Freehold only for sale, Morrison Kleeman, Diamond Valley Leader, March 28, 2012 q. Restaurant’s crash course, Megan Bailey, Diamond Valley Leader, January 1, 2014, p3. Also accessible online - Staff praised after car crashes through Kangaroo Ground eatery. (2022, June 29). Retrieved from https://www.heraldsun.com.au/leader/north/staff-praised-after-car-crashes-through-kangaroo-ground-eatery/news-story/021c896a1ab6d76bd6b73f2e57dc1854 r. Eatery set for revival, Brittany Shanahan, Diamond Valley Leader 15 February 2017; Also, online as Much-loved Wellers of Kangaroo Ground to be relaunched as Italian restaurant Fondata 1872. (2022, June 29). Retrieved from https://www.heraldsun.com.au/leader/north/muchloved-wellers-in-kangaroo-ground-to-be-relaunched-as-italian-restaurant-fondata-1872/news-story/665777fb347584ef483867ae2b536a8f s. Fondata 1872 proves a big hit with food, Diamond Valley Leader 3 May 2017, p3 11. Wellers of Kangaroo Restaurant Bar Entertainment Functions, tri-fold brochure promotional brochure 12. Website Printout: Wellers Restaurant, Live Guide, (2017, January 5). Retrieved from http://www.liveguide.com.au/Restaurants_Bars/VIC/Kangaroo_Ground/Food_Styles/3... 13. Website Printout: Wellers of Kangaroo Ground, Only Melbourne (2017, January 30). Retrieved from http://www.onlymelbourne.com.au/wellers-of-kangaroo-ground 14. Printouts from Fondata 1872 website and Facebook page including colour photograph of sign in front and business card (2017).   Related EDHS Collection items • Wellers Hotel of Kangaroo Ground by Jim Allen, Part 1, Newsletter No. 235, Eltham District Historical Society, August 2017. Retrieved from https://elthamhistory.files.wordpress.com/2017/08/edhs-nl-235-aug-2017.pdf • Wellers Hotel of Kangaroo Ground by Jim Allen, Part 2, Newsletter No. 236, Eltham District Historical Society, October 2017. Retrieved from https://elthamhistory.files.wordpress.com/2017/10/edhs-nl-236-oct-2017.pdf • EDHS_03997 - Slide, Wellers Hotel, Pitmans Corner, Eltham-Yarra Glen Road, Kangaroo Ground, c.1975 https://victoriancollections.net.au/items/5e59e36221ea671798ac40eb • EDHS_03998 - Slide, Wellers Hotel, Pitmans Corner, Eltham-Yarra Glen Road, Kangaroo Ground, c.1975 https://victoriancollections.net.au/items/5e59e39e21ea671798ac9c27 • EDHS_03999 - Slide, Wellers Hotel, Pitmans Corner, Eltham-Yarra Glen Road, Kangaroo Ground, c.1975 https://victoriancollections.net.au/items/5e59e3c721ea671798acd2ef • EDHS_04000 - Slide, Wellers Hotel, Pitmans Corner, Eltham-Yarra Glen Road, Kangaroo Ground, c.1975 https://victoriancollections.net.au/items/5e59e3e021ea671798acfd68 • EDHS_04066-18 - Photograph, Wellers Restaurant, Eltham-Yarra Glen Road, Kangaroo Ground, c.Mar. 1989 https://victoriancollections.net.au/items/610f4dafa346aadcee7ac79c • EDHS_04041-26 - Photograph, Wellers Restaurant, 150 Eltham-Yarra Glen Road, Kangaroo Ground, c.May 1988 https://victoriancollections.net.au/items/610e2f4a7d65e7c945a35e69 • EDHS_04437 – Newsclipping, Renovated Weller's Pub to begin its new stage of life by Linley Hartley, Diamond Valley News, 26 January 1988 https://victoriancollections.net.au/items/5de4913921ea6710a46a85c7 • EDHS_04438 - Newsclipping, Wellers Restaurant by Lynne Hillier, Network, October 1988, p14 https://victoriancollections.net.au/items/5de4916f21ea6710a46aea0f • ArtStreams magazine (from Volume 9, 2004) ‘partnered' with Wellers in promoting and supporting the arts and culture. Various advertisements throughout, particular with live performance acts. Numerous references throughout to art and music performances on site. • Stephen Cummings and Joe Camilleri at Wellers Kangaroo Ground, ArtStreams, Vol. 9, No. 4, Sep/Oct 2004, p17 EDHS_04406 - Journal, ArtStreams: Whittlesea, Banyule, Darebin, Manningham, Nillumbik, Yarra; Vol. 9, No. 4, Sep-Oct 2004 https://victoriancollections.net.au/items/5bcc086021ea6804a82a92a9 • Daryl Braithwaite rocks up at Wellers, Fiona Sievers, ArtStreams, Vol.10 No.2, 2005, pp6-7 EDHS_04409 - Journal, ArtStreams: Vol. 10, No. 2, 2005 https://victoriancollections.net.au/items/60f5416ab06f0c13a9419541 • Ephemeral Sculpture by Peter Dougherty, ArtStreams, Vol.10 No.3, 2005, pp7-9. About sculptures created in or on the grounds of culinary establishments throughout the Shire. - Denise Keele-Bedford constructed ‘Ou Well’ at Wellers Restaurant and Vicky Shukuroglou, also at Wellers set up cotton banners printed and painted with natural dyes from onion skins, spinach, radish beetroot, turmeric and charcoal. EDHS_04410 - Journal, ArtStreams: Vol. 10, No. 3, 2005 https://victoriancollections.net.au/items/60f5436db06f0c13a941ae19 • Music at Wellers Restaurant, ArtStreams, Vol.10 No.4, 2005, p23 EDHS_04411 - Journal, ArtStreams: Vol. 10, No. 4, 2005 https://victoriancollections.net.au/items/60f543e4b06f0c13a941b059 • Weller’s Pub, Diamond Valley sketchbook / text by Brian McKinlay ; drawings by Graham Hawley, 1973, pp42-43 EDHS_00856 - https://victoriancollections.net.au/items/590852edd0ce7b14e8177da3 • Gold Field Coaches Stopped Here, Nillumbik now and then / Marguerite Marshall; photographs Alan King with Marguerite Marshall, 2008, pp86-87 EDHS_00977 - https://victoriancollections.net.au/items/5935f315d0cdd42c80f9cc52 External Links: • Historic Kangaroo Ground venue comes up for rare sale. (2022, June 29). Retrieved from https://www.smh.com.au/business/companies/historic-kangaroo-ground-venue-comes-up-for-rare-sale-20120325-1vshw.html • Wellers, Kangaroo Ground property sold with leaseback. (2022, June 29). Retrieved from https://www.urban.com.au/expert-insights/investing/37735-wellers-kangaroo-ground-property-sold-with-leaseback • Wellers, Kangaroo Ground | With Mark Seymour, at one of his …. (2022, June 29). Retrieved from https://www.flickr.com/photos/robertmilesdesign/4564390893/ • 2016 Notice of proposed deregistration - WELLERS OF KANGAROO GROUND PTY LTD 124 435 409. (2022, June 29). Retrieved from https://publishednotices.asic.gov.au/browsesearch-notices/notice-details/WELLERS-OF-KANGAROO-GROUND-PTY-LTD-124435409/35d43b89-159a-4435-963f-daec688a61ca • Search results for: Websites (archived). (2022, June 29). Retrieved from https://trove.nla.gov.au/search/category/websites?keyword=%22wellers%20restaurant%22 29 June 2022 edward weller, wellers of kangaroo ground, wellers hotel, wellers restaurant, mary weller, pittmans corner, fondata 1812 at wellers, historic buildings register, hotels, john weller, kangaroo ground, pitman's corner, bassett-smith collection

'Whose Ethics?':Codifying and enacting ethics in research settings Bringing ethics up to date? A review of the AIATSIS ethical guidelines Michael Davis (Independent Academic) A revision of the AIATSIS Guidelines for Ethical Research in Indigenous Studies was carried out during 2009-10. The purpose of the revision was to bring the Guidelines up to date in light of a range of critical developments that have occurred in Indigenous rights, research and knowledge management since the previous version of the Guidelines was released in 2000. In this paper I present an outline of these developments, and briefly discuss the review process. I argue that the review, and the developments that it responded to, have highlighted that ethical research needs to be thought about more as a type of behaviour and practice between engaged participants, and less as an institutionalised, document-focused and prescriptive approach. The arrogance of ethnography: Managing anthropological research knowledge Sarah Holcombe (ANU) The ethnographic method is a core feature of anthropological practice. This locally intensive research enables insight into local praxis and culturally relative practices that would otherwise not be possible. Indeed, empathetic engagement is only possible in this close and intimate encounter. However, this paper argues that this method can also provide the practitioner with a false sense of his or her own knowing and expertise and, indeed, with arrogance. And the boundaries between the anthropologist as knowledge sink - cultural translator and interpreter - and the knowledge of the local knowledge owners can become opaque. Globalisation and the knowledge ?commons?, exemplified by Google, also highlight the increasing complexities in this area of the governance and ownership of knowledge. Our stronghold of working in remote areas and/or with marginalised groups places us at the forefront of negotiating the multiple new technological knowledge spaces that are opening up in the form of Indigenous websites and knowledge centres in these areas. Anthropology is not immune from the increasing awareness of the limitations and risks of the intellectual property regime for protecting or managing Indigenous knowledge. The relevance of the Declaration on the Rights of Indigenous Peoples in opening up a ?rights-based? discourse, especially in the area of knowledge ownership, brings these issues to the fore. For anthropology to remain relevant, we have to engage locally with these global discourses. This paper begins to traverse some of this ground. Protocols: Devices for translating moralities, controlling knowledge and defining actors in Indigenous research, and critical ethical reflection Margaret Raven (Institute for Sustainability and Technology Policy (ISTP), Murdoch University) Protocols are devices that act to assist with ethical research behaviour in Indigenous research contexts. Protocols also attempt to play a mediating role in the power and control inherent in research. While the development of bureaucratically derived protocols is on the increase, critiques and review of protocols have been undertaken in an ad hoc manner and in the absence of an overarching ethical framework or standard. Additionally, actors implicated in research networks are seldom theorised. This paper sketches out a typology of research characters and the different moral positioning that each of them plays in the research game. It argues that by understanding the ways actors enact research protocols we are better able to understand what protocols are, and how they seek to build ethical research practices. Ethics and research: Dilemmas raised in managing research collections of Aboriginal and Torres Strait Islander materials Grace Koch (AIATSIS) This paper examines some of the ethical dilemmas for the proper management of research collections of Indigenous cultural materials, concentrating upon the use of such material for Native Title purposes. It refers directly to a number of points in the draft of the revised AIATSIS Guidelines for Ethical Research in Indigenous Studies and draws upon both actual and hypothetical examples of issues that may arise when requests are made for Indigenous material. Specific concerns about ethical practices in collecting data and the subsequent control of access to both the data itself and to published works based upon it are raised within the context of several types of collections, including those held by AIATSIS and by Native Title Representative Bodies. Ethics or social justice? Heritage and the politics of recognition Laurajane Smith (ANU) Nancy Fraser?s model of the politics of recognition is used to examine how ethical practices are interconnected with wider struggles for recognition and social justice. This paper focuses on the concept of 'heritage' and the way it is often uncritically linked to 'identity' to illustrate how expert knowledge can become implicated in struggles for recognition. The consequences of this for ethical practice and for rethinking the role of expertise, professional discourses and disciplinary identity are discussed. The ethics of teaching from country Michael Christie (CDU), with the assistance of Yi?iya Guyula, Kathy Gotha and Dh�?gal Gurruwiwi The 'Teaching from Country' program provided the opportunity and the funding for Yol?u (north-east Arnhem Land Aboriginal) knowledge authorities to participate actively in the academic teaching of their languages and cultures from their remote homeland centres using new digital technologies. As two knowledge systems and their practices came to work together, so too did two divergent epistemologies and metaphysics, and challenges to our understandings of our ethical behaviour. This paper uses an examination of the philosophical and pedagogical work of the Yol?u Elders and their students to reflect upon ethical teaching and research in postcolonial knowledge practices. Closing the gaps in and through Indigenous health research: Guidelines, processes and practices Pat Dudgeon (UWA), Kerrie Kelly (Australian Indigenous Psychologists Association) and Roz Walker (UWA) Research in Aboriginal contexts remains a vexed issue given the ongoing inequities and injustices in Indigenous health. It is widely accepted that good research providing a sound evidence base is critical to closing the gap in Aboriginal health and wellbeing outcomes. However, key contemporary research issues still remain regarding how that research is prioritised, carried out, disseminated and translated so that Aboriginal people are the main beneficiaries of the research in every sense. It is widely acknowledged that, historically, research on Indigenous groups by non-Indigenous researchers has benefited the careers and reputations of researchers, often with little benefit and considerably more harm for Indigenous peoples in Australia and internationally. This paper argues that genuine collaborative and equal partnerships in Indigenous health research are critical to enable Aboriginal and Torres Islander people to determine the solutions to close the gap on many contemporary health issues. It suggests that greater recognition of research methodologies, such as community participatory action research, is necessary to ensure that Aboriginal people have control of, or significant input into, determining the Indigenous health research agenda at all levels. This can occur at a national level, such as through the National Health and Medical Research Council (NHMRC) Road Map on Indigenous research priorities (RAWG 2002), and at a local level through the development of structural mechanisms and processes, including research ethics committees? research protocols to hold researchers accountable to the NHMRC ethical guidelines and values which recognise Indigenous culture in all aspects of research. Researching on Ngarrindjeri Ruwe/Ruwar: Methodologies for positive transformation Steve Hemming (Flinders University) , Daryle Rigney (Flinders University) and Shaun Berg (Berg Lawyers) Ngarrindjeri engagement with cultural and natural resource management over the past decade provides a useful case study for examining the relationship between research, colonialism and improved Indigenous wellbeing. The Ngarrindjeri nation is located in south-eastern Australia, a ?white? space framed by Aboriginalist myths of cultural extinction recycled through burgeoning heritage, Native Title, natural resource management ?industries?. Research is a central element of this network of intrusive interests and colonising practices. Government management regimes such as natural resource management draw upon the research and business sectors to form complex alliances to access funds to support their research, monitoring, policy development, management and on-ground works programs. We argue that understanding the political and ethical location of research in this contemporary management landscape is crucial to any assessment of the potential positive contribution of research to 'Bridging the Gap' or improving Indigenous wellbeing. Recognition that research conducted on Ngarrindjeri Ruwe/Ruwar (country/body/spirit) has impacts on Ngarrindjeri and that Ngarrindjeri have a right and responsibility to care for their lands and waters are important platforms for any just or ethical research. Ngarrindjeri have linked these rights and responsibilities to long-term community development focused on Ngarrindjeri capacity building and shifts in Ngarrindjeri power in programs designed to research and manage Ngarrindjeri Ruwe/Ruwar. Research agreements that protect Ngarrindjeri interests, including cultural knowledge and intellectual property, are crucial elements in these shifts in power. A preliminary review of ethics resources, with particular focus on those available online from Indigenous organisations in WA, NT and Qld Sarah Holcombe (ANU) and Natalia Gould (La Trobe University) In light of a growing interest in Indigenous knowledge, this preliminary review maps the forms and contents of some existing resources and processes currently available and under development in the Northern Territory, Queensland and Western Australia, along with those enacted through several cross-jurisdictional initiatives. A significant majority of ethics resources have been developed in response to a growing interest in the application of Indigenous knowledge in land and natural resource management. The aim of these resources is to ?manage? (i.e. protect and maintain) Indigenous knowledge by ensuring ethical engagement with the knowledge holders. Case studies are drawn on from each jurisdiction to illustrate both the diversity and commonality in the approach to managing this intercultural engagement. Such resources include protocols, guidelines, memorandums of understanding, research agreements and strategic plans. In conducting this review we encourage greater awareness of the range of approaches in practice and under development today, while emphasising that systematic, localised processes for establishing these mechanisms is of fundamental importance to ensuring equitable collaboration. Likewise, making available a range of ethics tools and resources also enables the sharing of the local and regional initiatives in this very dynamic area of Indigenous knowledge rights.b&w photographs, colour photographsngarrindjeri, ethics, ethnography, indigenous research, social justice, indigenous health

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone in two pieces. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whale bones, whale skeleton, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone piece. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070. Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone vertebrae. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone piece. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone piece. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips