This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships.First issue of the magazine published during the war Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch, ww2, hms jervis bay

History prior to 1946 unknown. Camera etc was purchased by the donor in 1946 from Herbert Small Camera Supply then in Elizabeth Street Melbourne. Donor used camera regularly until recent years.'Etue' folding camera with accessories (camera, case, 3 negative containers in a imitation leather & cardboard container) and an additional slide tray. Camera can be used with glass plates, cut negative film and film packs. When camera is opened the lens, bellows etc slide into position. The whole lot slides on a rail system and can be locked in the position required. Item to be photographed can be viewed in a viewfinder which can be turned to a horizontal or vertical plane. In the viewfinder has a small bubble level. It includes an oblong chrome wire which is used to set the minimum distance from lens to object.|Camera is of steel covered and is covered with leather with a carrying handle. provision is made in the back to carry a film slide in a small envelope style pocket|Camera is made by Kamera Werkstatten of Dresden c1920.|It has a 'Zeiss Tessar' 1:4.5 lens of 10.5 cm focal length. Shutter is a 'Compur' with speeds of 1 to 1/250th of a second with Bulb and Time. It also has a delayed action feature. It also has a double extension for close up studies.|When folder it is a mere 4.5 cm from front to back, which cause it to be advertised as the slimmest camera made.|Camera case is made of brown tooled leather with a chrome clip and adjustable carrying handle - lid open upwards for the camera .Case is lined with a purple type of velvet material. 10 Items in total.photography, cameras, camera accessories

This beautifully made ship model is a side relief of the steam ship “S.S. Nelson”, which was launched in 1877. The model’s case stands out because of its ornately carved internal frame. Relief models of ships, sometimes called half models, were often built by the shipbuilders as an exact scale model of the finished ship. The shipbuilders would use the model to ensure that the design was balanced. They would use the model as a point of reference during building. Also, ship models were used to demonstrate the designs to prospective buyers. It is not known whether this model of the “S.S. Nelson” was made for these purposes. HISTORY of the “S.S. Nelson” During the period 1840-1890 shipping was the cheapest and most practical means of carrying produce and goods to and from coastal towns such as Warrnambool. In the 1850s regular domestic steamer services began and by 1870 the passenger trade was booming. Passengers were taken to the ship’s side in small boats called lighters, which took it to ships at anchorage in Lady Bay, then climbed aboard up ladders or gangways. Their fare covered accommodation Saloon/Cabin section (higher class and more expensive) or the Steerage section (lower class and less expensive, below deck level). Produce included livestock such as pigs and fowls, and dairy products, bales of wool, and potatoes. The goods were loaded from the Warrnambool Jetty into the lighters. The S.S. Nelson was built by Messrs Blackwood and Gordon of Port Glasgow for a cost £25,000 in 1877. She was an iron screw steamer with an overall length of 200 feet, beam 25.5 feet and a depth of hold of 19.4 feet, which gave her a gross measurement of 649 tons. Her engines gave her a best speed of 13 knots and a maintainable speed of 12 knots. She was described as a handsome, star decked, efficient steamship, fitted with accommodating for 75 first class passengers in a saloon, and 40 second class passengers in a cabin. The S.S. Nelson arrived in the colony of Victoria on March 9th, 1877. She was first registered in Warrnambool by the Warrnambool Steam Packet Company under the management of Mr William Evans, and employed in the coastal trade of south west Victoria. She was very popular in 1878, registered under the new ownership of the Western Steamship Navigation Company, trading between Melbourne, Warrnambool and Portland. Captained John Nicholson commanded the S.S. Nelson after the previous captain, Thomas Smith, was suspended in 1882 for six months by the Victorian Steam Navigation Board following the collision between the S.S. Nelson and the S.S. Julia Percy. Other Captains include S Drewet and John Thompson. The S.S. Nelson was sold to Messrs. Huddart, Parker and Co. and re-registered in Melbourne on June 23rd, 1890. The new owners intended to use her for their Bass Strait crossing between Melbourne, Victoria and Launceston, Tasmania. On the night of Friday, June 27th 1890, under the command of Captain Carrington, she was on her way to Launceston on her first crossing for her new owners. She had no passengers and very little cargo and was to return to Melbourne with passengers the following morning. She was only 21 hours out of the dock when she struck Porpoise Rock in the Tamar River. All crew of 25 were saved but the bulkheads gave way and she rapidly filled before keeling over and disappearing in approximately 130 feet of water. The new owners had fully insured the almost 14-year-old S.S. Nelson with the Australian Alliance Insurance Company and she had only been in their possession for four days. This ship model of the S.S. Nelson is significant for its connection with the steam screw ship S.S. Nelson, one of a fleet of vessels owned by the Warrnambool Steam Packet Company. The S.S. Nelson was specifically built and purchased for the Victorian coastal trade business of the late 19th century, when shipping was the cheapest and most practical means of transporting goods and passengers between Victoria’s coastal towns and the major port at Melbourne. Once the railway came to Warrnambool in 1889, the steam shipping industry began to decline.Ship model; relief of the S.S. Nelson, showing deck superstructure, ventilators and single funnel. Ship's name is painted on the bow "NELSON". Wood model, varnished finish over natural wood and black painted areas. Timber case with ornate edging and glass front and sides."NELSON" painted on bowflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, s.s. nelson steam ship 1877, screw steamer, 1877 vessel, ship model s.s. nelson, blackwood and gordon port glasgow, warrnambool steam packet company, western steam navigation company, south west coast trader, sea transport melbourne to portland, victorian steam navigation board, s.s. julia percey, captain john nicholson, captain thomas smith, captain s drewet, captain john thompson, captain carrington, huddart, parker and co, bass strait crossing 1890, sea transport melbourne to launceston, porpoise rock tamar river, australian alliance insurance company, ship model making, vessels, victorian coastal trader

These eight photographs were most likely taken in the 1960s in Lithographic Squadron at the Army Headquarters Survey Regiment, Fortuna, Bendigo. Although Photo .1P is not annotated the remainder have the name of the technicians written on the back. The equipment operated by the technicians is the KLIMCH Commodore camera. The main tasks undertaken by the technicians were most likely enlargements and reductions of map reproduction material. The KLIMSCH Commodore camera was introduced in 1953 and was the largest in the Southern Hemisphere. It was replaced with a new model of the same size in 1979. The new model with its computer-based interface provided productivity gains with improved speed and its consistent results led to less wastage in time and materials. Its variomat lens system provided improved retention of map feature linear weights during the camera reduction process. The typed description pasted on the back of photo .5P states “Cpl R. MacKenzie of Bentley, Perth (WA) of the AHQ Survey Regt, located at “Fortuna”, Bendigo, (Vic). Has been in the Army for 5 years. He removes the lens cap from the 70 inch F16 lens of the giant KLIMSCH camera used in map making for the Army. The camera which was specially made for the Army in Germany is fully automatic and power operated. It is claimed to be one of the biggest automatic cameras of its type in the world. It was made to the specifications of the Aust Army Survey Corps to assist in the production of the very high standard maps for the Army. The AHQ Survey Regt also assists Commonwealth and other Govt departments in the printing of maps required other than for Army needs. The KLIMSCH camera is used for cartographic mapping photography.” This is a set of photographs of technicians operating photographic reproduction equipment at the Army Headquarters Survey Regiment, Bendigo c1960s. The photographs were printed on photographic paper and are part of the Army Survey Regiment’s Collection. The photographs were scanned at 300 dpi. .1) - Photo, black & white, c1960s, Les ‘Snow’ Taylor, Lithographic Squadron .2) - Photo, black & white, c1960s, Les ‘Snow’ Taylor, Lithographic Squadron .3) - Photo, black & white, c1960s, John Rolfe, Lithographic Squadron .4) - Photo, black & white, c1960s, John Rolfe, Lithographic Squadron .5) - Photo, black & white, c1960s, CPL R. MacKenzie, Lithographic Squadron .6) - Photo, black & white, c1960s, unidentified, Lithographic Squadron .7) - Photo, black & white, c1960s, George Graham, Lithographic Squadron .8) - Photo, black & white, c1960s, L to R: Bill Snelson, George Graham, Lithographic Squadron.1P – no annotation .2 to .4 – personnel names (less rank) annotated on back. .5 – name and rank annotated on back, with detailed typed description .6 to .8 – personnel names (less rank) annotated on back. royal australian survey corps, rasvy, army survey regiment, army svy regt, fortuna, asr, litho

An oar is an implement used for water-borne propulsion. Oars have a flat blade at one end. Rowers grasp the oar at the other end. The difference between oars and paddles is that oars are used exclusively for rowing. In rowing the oar is connected to the vessel by means of a pivot point for the oar, either an oarlock, or a hole. The oar is placed in the pivot point with a short portion inside the vessel, and a much larger portion outside. The rower pulls on the short end of the oar, while the long end is in the water. By contrast, paddles, are held in both hands by the paddler, and are not attached to the vessel. Rowers generally face the stern of the vessel, reach towards the stern, and insert the blade of their oar in the water. As they lean back, towards the vessel's bow, the blade of their oars pivots in the oarlock, and the end in the water moves towards the stern, providing forward thrust. There also is another way of propelling a small craft it's called a sculling oar which is attached to the transom and used to propel a small vessels rather than using two oars as previously described. It is believed the subject item is just such an oar given it’s long blade associated with a sculling oar. For thousands of years vessels were powered either by sails, or by the mechanical work of rowers, or by paddlers. Some ancient vessels were propelled by both oars and sail, depending on the speed and direction of the wind. Wooden oars, with canoe-shaped pottery, dating from 5000–4500 BC have been discovered in a Hemudu culture site at Yuyao, Zhejiang, in modern China. The history of man using wooden oars to propel a boat has a considerable record in marine archaeology going back many centuries. The item is significant for marine archaeology as it gives a snapshot into how a small row boat was powered using a wooden sculling oar. A method of propelling a small boat still used today an example is the gondoliers in Venice using a sculling oar in a circular motion to propel his craft. Single sculling oar with long flat blade, two copper bands, on blade with rowlock fittingNoneflagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, boat oar, sculling oar, row boat

NRT1 - Ruston & Hornsby Diesel Locomotive Built in 1951 to a gauge of 3', this Ruston diesel locomotive or rail tractor operated on the State Electricity Commission of Victoria’s Kiewa scheme. Some years later, it was regauged to 2'6" and was operated by the Melbourne & Metropolitan Board of Works. NRT1 is a Ruston & Hornsby diesel locomotive, built in England in 1951 to a gauge of 3 feet, and was initially employed by the State Electricity Commission of Victoria. It was later re-gauged to 2' 6" and ended it's working life in 1977 when it was transferred to Puffing Billy. In 1977, it was taken to the P.B.P.S. Steam Museum and stored until 1978 when it was taken to the Emerald Carriage Workshops. Later in 1983 it was returned to service as NRT1 following the V.R. classification procedure as a narrow-gauge rail tractor, but it had number plates installed and was painted Hawthorn green. It will eventually be painted the red of V.R. rail tractors with the number & class painted on in black. This type of locomotive was popular in many industrial locations, with their unique clutch-less 3 speed gearbox meaning the driver could control them whilst walking alongside, a bonus when shunting. Adjustable tie rods meant that as the axles moved on the springs, they followed the radius of the drive chains, reducing the chances of chain snatch LOCOMOTIVE DETAILS NRT class No. originally constructed : No. in service : 1 No. stored: Wheel arrangement : 0-4-0DM Roadworthy weight : 9T 3cwt. Maximum axle load : 4T 15cwt. Tractive effort (85%) : Length overall: 15' 6" Height overall: 10' Driving wheel diameter: 18" Date of manufacture: 1950 Manufacturer : Ruston Hornsby Place of manufacture: Lincoln, England Locomotive type : Diesel Mechanical Manufacturers classification : 48 DL Historic - Industrial narrow Gauge Railway - Ruston & Hornsby diesel locomotive used by State Electricity Commission of Victoria - NRT1 - Ruston & Hornsby Diesel Locomotive NRT1 - Ruston & Hornsby Diesel Locomotive made of steel NRT1 ruston & hornsby diesel locomotive, nrt1 diesel locomotive, nrt1, puffing billy

Private James Andrew Sutherland - VX59088 ,POW - Thailand (Burma Railway) and Changi.Paper certificate with "City of Prahran" as heading with Australian Coat of Arms. Blue and red border.To Private James A Sutherland. We have the honour on behalf of the Mayor, Councilors and Citizens of the City of Prahran to convey to you their highest appreciation and thanks for the action you have taken by voluntarily enlisting in the Australian Imperial Force for active service overseas in the war between Great Britain and her Allies against Germany. The honour and good name of the Commonwealth is in your hands, and we have every confidence that you will preserve the noble traditions already laid down by the men who constituted the Army of the first A.I.F. who served our country and distinguished themselves so worthily in the last Great War. We wish you God speed and a safe return to your Native land. Signed Wm M McIlwrick Mayor, J M Ellis Councilor and J Romaiu Town Clerk.

This ship model of the Cutty Sark was hand-built in the 1980s from a model kit produced by Billings, Denmark. It was on display in the Olde Maritime Motor Inn in Warrnambool until it was refurbished around 2015. The Cutty Sark was a famous clipper ship, launched in 1869 for the tea trade from China to London. The ship was designed for speed, with the ambition to be the fastest ship. In the late 1800s, it competed in the tea clipper races. It was eventually sold to a Portuguese company, Ferreria, and took on the company's name. It was sold again and renamed Maria do Amparo. Finally, the ship's name was returned to the original 'Cutty Sark' when it was purchased by Captain Dowman for use as a cadet training ship. The ship continued trading and in 1922 it became the last operating clipper ship in the world. The ship is now a museum, preserved in a dry dock at Greenwich, England, as part of the British National Historic Fleet. About Barry Williams: - The maker, Barry Williams, worked for the Australian Shipping Line, Huddart Packard Ltd., until it closed down in 1960. Williams then worked for Shaw Savill & Albion Co. Ltd., a substantial British passenger and liner company. and subsequently Furness Withy Ltd. (SS&A's parent company). In the late 1970s Williams and two friends established their own ship chartering company in Melbourne, the Harwood Shipping Co. During the early 1970s Williams and his wife lived in London, near Greenwich, and often walked along the river where the Cutty Sark Maritime Museum is located. The fascination of the Cutty Sark led Williams to build model ships of the same era. At one stage Williams lost the rigging plan for the Cutty Sark but one of his partners, on a visit to London, photographed the Cutty Sark on the river, and Williams used these to complete the rigging on the model. Williams found the making of the model a very demanding but also pleasurable exercise.The model is significant for showing a visual representation of one of the most famous tea clippers, the vessel Cutty Sark. The three-masted ship was built for speed and traded tea between England and China. In 1922 the Cutty Sark became the last operating tea clipper in the world. The craft of ship model building has been popular for centuries, especially with people associated with the sea, such as this model builder, whose career was based around the shipping industry.Ship model; clipper ship, the 'Cutty Sark', a three-masted clipper ship, bare rigging, netting below the bowspit, and fine chains hanging from the bowspit. Black hull with two parallel horizontal stripes below the rail. Lifeboats on board. The white figurehead is below the bowsprit. The model comes with a cradle stand. The ship's name is not visible on the model.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, cunysark, historic sailing ship, tea clipper, sail training vessel, cadet training ship, commercial trading vessel, cargo sail vessel, ship model cutty sark

Steel screw steamer launched 1889 at Newcastle on Tyne by Palmers & Co., built for Archibald Currie and Partners - the Currie Line of Melbourne. Gross tonnage: 2,792, Length: 99.06m (325'). Width: 12.3m (40.3'). Triple expansion steam engines producing 363 nhp. Avge speed 11 knots. Coal consumption 26 ½ tons per 24 hours. Steel hull, one funnel, two masts, barque rig. • 1889: Argus launched. Worked in the Australia to India trade, passengers, goods and horses. • 1891 July: While taking coal from Newcastle to Singapore, ran onto sunken rock in Gaspar Strait (in Indonesia). Watertight bulkheads held, got to Singapore, was repaired for two months, 60,000 Straits dollars (about £12,000). • 1895 July: While taking 400 horses to Colombo, ran onto reef near Somerset, North Queensland. holed, water in two compartments. 400 tons coal jettisoned, finally got off in spring tides. • 1901 Feb: During Boer War took Victorian contingent, 5th Mounted Rifles, fromMelbourne to Durban and Cape Town, with 500 horses. • 1901 Dec: Took horses for Boer War from Brisbane to Durban. • 1903 31 July: Leaving Sydney for Calcutta with 86 horses, 20 passengers including the Sultan of Johore, was rammed by the incoming steamer Mildura (on the wrong side of the channel). Argus's side plating was cut from deck to below waterline, had to be beached on Goat Island to prevent sinking. Refloated 2 August and repaired. • 1905: Argus sold to the Japanese shipping company, Osaka Shosen Kaisha. Renamed Giran Maru. • 1907 11 Sept: Wrecked in Soya Strait, between Hokkaido & Sakhalin Island.Built for Archibald Currie & Partners, Melbourne. Carried passengers between Australia and India and between western and eastern Australia.Large ship builder's model in glass case

Early member of the Bush Fire Brigade, Bon Barrie saw the need for improved speed of communication. With the formation of the Country Fire Authority by mid 1950 Melton introduced H F high frequency two way radio sets. A set was located in the Barrie home, which was an idea location to observe smoke sighting given its 360 degree view of the distant horizon. A large antenna was built to improve reception and sending strength. Author – Edna Barrie hand written notes. In its policy of creating smaller compact groups of fire brigades the Country Fire Authority Regional Officer Harry Rothsay in 1967 requested that the following 6 brigades surrounding Mt Cottrell transfer from their respective groups. Melton and Rockbank from Bacchus Marsh Group, Toolern Vale and Sydenham from Mt Macedon Group and Truganina and Werribee from Little River Group forming a new Group to the be named Mt Cottrell Fire Brigades Group. Group Headquarters was established at the Ferris road residence of Melton Captain E W Bon Barrie, who was elected Group and Communications Officer of Mt Cottrell. E W (Eddie) Gillespie and Keith Watt of the Toolern Vale brigade were appointed Deputy Group Officer and Group Secretary respectively. The Base Radio was installed at the Group Headquarters by the CFA. Brigades contributed to half the cost. A grant of $1000 was made available by the Shire of Melton in 1969 toward the cost of VHS (Very High Frequency) replacing the HF(High Frequency) Radios which has been introduced in the 1950’s. Shire of Werribee and the City of Keilor supported Werribee and Sydenham in a similar manner. The Call sign for the new group became VL3LY VHF Channel 1 163.12 m/cs. HF 3836 k/cs. Mount Cottrell Group's Wireless Licence Scheduleemergency services, local identities

The VN Commodore was available in Executive, S, SS, Berlina and Calais specification levels, although a more basic SL model (opt. code A9K) was supposedly offered to government and fleet buyers, as it was not officially listed as part of the Commodore range. Changes in the relative values of the Australian dollar, the Japanese yen, and the US dollar made it impractical to continue with the well-regarded Nissan engine of the VL. Instead, Holden manufactured their own 90-degree V6 based on an old Buick design from the US, although initially it was imported. The 5.0-litre V8 remained optional and received a power boost to 165 kW (221 hp). Both these engines used multi point GM EFI and the V6 using 3 coil-packs for ignition. Holden and HSV developed this car as the basis for racing in Group A Confederation of Australian Motor Sport events. While the minimum number of cars built to qualify in Australian Touring car Championships, with modified body kit, brakes or engine is 500, only 302 VN were built but CAMS granted an exemption allowing them to compete.Holden and HSV had worked hard to develop this car to be a serious competitor to the Skyline, Ford Sierra and the BMW which had dominated in the previous years. This was to be the Holden’s answer and coincided with the return of Peter Brock back to the Holden team from 1987.Mechanically the cars were fitted with reworked version of Holden’s 4.9 litre V8. The engine block was cast for additional strength, modified cylinder heads roller rockers and high fuel flow fuel injection was applied. Output was 215 kw at 5200revs and, though at today’s standard, that is not that much it was very impressive at that time. The drive was through a six speed ZF gearbox with a heavy duty racing clutch and a limited slip differential.Under the Hawke government's Button car plan, which saw a reduction in the number of models manufactured locally, and the introduction of model sharing, the VN Commodore was rebadged as the Toyota Lexcen, named after the late America's Cup yacht designer, Ben Lexcen. Subsequently, the Toyota Corolla and Camry were, similarly, badged as the Holden Nova and Holden Apollo.Red executive 4 door sedanHolden Lion and stone emblem grille centre, Commodore boot LHS, Lion and stone emblem boot RHS.vehicle, vn commodore, holden, car

A separator is a centrifugal device that separates milk into cream and skimmed milk. Separation was commonly performed on farms in the past. Most farmers milked a few cows, usually by hand, and separated milk with a hand operated machine for domestic use. The milk was poured into the bowl on the top and the handle had to then be turned fast enough to get the separator up to speed adequate to separate the cream and the milk. The milk would come out of one spigot and the cream out of the other. In general practice some of the skimmed milk was consumed by the family, while the rest may have been used to feed calves and pigs. Enough cream was saved to make butter, and the excess was sold. In many cases excess could be bartered or swapped with neighbours for other items of produce. LISTER - A prominent make of separator which became very popular with the dairy farmer, was the "Lister" separator. The early separators sold by R. A. Lister in the 1880's, were made by "Koefoed & Hauberg", Copenhagen. Denmark, called the "Alexandria". Ashton Lister became the sole agent for Koefoed & Hauberg made separators in England and all the English Colonies, throughout the world. Being an enterprising salesman, Ashton, sent his son Edward on a three-year sales tour of Australia & New Zealand in 1890, (hence the strong presence of Lister in Australia.) Initially, the separator was totally manufactured in Denmark and assembled in Dursley, England. By 1892 Lister were making parts at their Victorian Iron Works, and around about the early 1900's, Lister began manufacturing separators in their own right, severing ties with Koefoed & Hauberg. The Lister firm is still going today, under the name of Lister Petter, England, but do not manufacture separators, as the manufacture of farm / domestic separators ceased in the early 1960's.This item is significant as it is representative of domestic and dairying machinery used throughout rural areas of Australia in the early to mid 20th century.The separator is made in 3 sections. The base is metal plated with blue enamel. The vat is made from silver painted tin. There are 2 outlet spouts. The detachable handle, made from cast iron and wood, is held in place by a screw. A metal plate featuring the manufacturer information is attached to the side of the handle. Model CR 15 hand operated table version.On metal plate attached to handle" Lister/ MADE BY R. A. LISTER & Co.LTD. / AT DURSLEY ENGLAND / VICTORIAN AGENTS / GIPPSLAND & NORTHERN CO-OP/ CO. LTD. / MELBOURNE C.1"dairying industry, dairy machinery, milk separators, lister separators

These are the Lenses from the Klimsch Commodore Cartographic Camera that was located in Lithographic Squadron at the Army Survey Regiment, Fortuna, Bendigo. The KLIMSCH Commodore camera was originally introduced to the Survey Regiment in 1953 and was the largest in the Southern Hemisphere. It was replaced with a new model of the same size in 1977. These lenses are from this new model. The new model with its computer-based interface provided productivity gains with improved speed and its consistent results led to less wastage in time and materials. Its variomat lens system provided improved retention of map feature linear weights during the camera reduction process. The camera which was specially made for the Australian Army in Germany was fully automatic and power operated. It was claimed to be one of the biggest automatic cameras of its type in the world. It was made to the specifications of the Royal Australian Army Survey Corps to assist in the production of the very high standard maps for the Australian Army. THIS KLIMSCH COMMODORE CARTOGRAPHIC CAMERA was in operation 1977 - 1997". It was a Precision Darkroom Camera especially suited for Cartographic Reproduction of Line, Continous Tone, Halftone and Colour Separation. Reproduction of Negatives and Positives from a variety of Reflection or Transmission Originals. Its characteristics were: Maximum Negative Size 1.27m sq, Copy Holder (Vacuum) 2m sq, Maximum Enlargement 400%, Maximum Reduction 13%, Automatic 60, 90 and 120cm Focal Length Lens, Transmission or Reflection Originals, Pulsed Xenon, Photo Flood or Fluorescent Tube Light Source, Maximum Reflection Original 1.3m x 1.85m, Maximum Transmission Original 1.3m x 1.85m, Exposure Light Monitoring System." The camera was superseded by computerized image manipulation software associated with the Automap system. These significant and extremely high-quality Lenses were retrieved by WYCOMBE Constructions Pty Ltd during the demolishment of the camera in 1997 and then mounted on a display board. See also Item 6189.4P for more photographs of the camera.Lenses from the Klimsch Commodore Cartographic Camera mounted on a very heavy timber display board. The display board contains an engraved plate that describes the technical characteristics of the camera."KLIMSCH COMMODORE CARTOGRAPHIC CAMERA 1977 - 1997", "FUNCTION: Precision Darkroom Camera especially suited for Cartographic Reproduction of Line, Continous Tone, Halftone and Colour Separation. Reproduction of Negatives and Positives from a variety of Reflection or Transmission Originals." "CHARACTERISTICS: Maximum Neg Size 1.27m sq, Copy Holder 2m sq, Maximum Enlargement 400%, Maximum Reduction 13%, Automatic 60, 90, 120cm Focal Length Lens, Transmission or Reflection Originals, Pulsed Xenon, Photo Flood or Fluorescent Tube Light Source, Maximum Reflection Original 1.3m x 1.85m, Maximum Transmission Original 1.3m x 1.85m, Exposure Light Monitoring System." royal australian survey corps, rasvy, fortuna, army survey regiment, army svy regt, asr, litho

Model ship was presented to the Melbourne Maritime Museum by the British Phosphate Commissioners. Built as Tri-Ellis (1958-74), Tryphena (1974-78), Man Tat (1978-80), 1980 broken up. DWT 13,756 SPEED 14 KNOTS.AT 112RPM. BOILERS LARKSON TRIMBLETUBE. FUEL CONSUMPTION 7 TPD. GENERATORS W.H.ALLEN - 4CYL.2SA290/470. 480B.H.P.320L.W.-220V 333RPM DAILY CONS - 1.5 TONS. EMERGENCY GEN R & H. 40 K.N. -220V. REFRIGERATING MACH: J & G HALL LTD. SUPERSTRUCTURE: FORECASTLE 62'..2 DECKS RIVETED AND WELDED. CARGO BATTONS NOT FITTED. 9 BULKHEADS. RISE OF FLOOR 6".WATER BALLAST 3,296 TONS INCLUDING TUNNEL TANKS 1,341 TONS. 'TWEEN- DECKS FORWARD 274 TONS. REFRIGERATED CARGO INSTALLATION - 6 HOLDS - 55.2',52',54',59.5',43' ,53'. GRAIN CAPACITY :621,640 CU. FT. BALE CAPACITY : 573,810 CU. FT. INSULATED CAPACITY : 5,050 CU.FT. 6 STEEL HATCHWAYS (27',30',30'* 30') (30'* 27.75') (27', 24' * 28' ). 12 WINCHES...DERRICKS 1 (25), 2 (10), 10 (5). MACHINERY: OIL 2SA 7CY.C20 * 1400MM EXHAUST 470MM. 6500 BHP. FUEL BUNKERS: 2135 TONS HIGH VISCOCITY FUEL. The main engine was an opposed piston type Harland & Wolff 6-620/ 1870 6 for the number of cylinders.. 620 for the cylinder bore and 1870 for the combined strokes of the main exhaust pistons in each cylinder. This engine was based no a Burmeister and Wain design but H & W gave these engines their own type designation. Sailed on board its maiden voyage to Australia via Casablanca Morocco where she collected her first load of phosphate. We sailed to Geelong via the Suez canal and the Port of Aden (Yemen) and Freemantle. The first load of phosphate was unloaded at Corio Bay (geelong) Formerly part of the collection of Melbourne shipping company, Howard Smith Ltd. Ship builder's model of the cargo ship Tri-Ellis IMO 5368196 - Body of moulded polyurethane painted in red, black and grey, the deck painted in red, with detailed fittings, machinery, rigging and superstructure, raised on a wooden base. Original ship built Clyde 1958, 11,761 gross tonnes, 531.5' x 68' x 31' (162.0 x 20.73 x 9.45m)plaque at foot of model "MV TRI ELLIS/ LENGTH B.P. 486'-3"- BREADTH MLD 68'0" - DEPTH MLD 40'6"/ TONNAGE GROSS 11,760/ Built by HARLAND & WOLFF LTD/ For BRITISH PHOSPHATE COMMISSIONERS" On model "TRI-ELLIS" painted black

geared steam locomotive Built by the Lima Locomotive Works, USA in 1912 (Builder’s Number 2549). “Class a” 13 Ton (13.3 tonne) . This locomotive hauled freight on the Ali-Shan Forest Railway in Taiwan and is capable of pulling 90 Tons (91.8 tone) loads over steep gradients at low speeds. . This A-type Shay locomotive was built by Lima Locomotive Works, Ohio (builder's number 2549 of 1912) for the Alishan Forest Railway, Taiwan. The Alishan Forest Railway featured a large fleet of Shay locomotives and many still survive, together with a portion of the railway which is now a tourist operation. Alishan Shay No.14 was imported to Australia for preservation in approximately 1974 and is displayed at the Puffing Billy Museum at Menzies Creek. Being of 2' 6" gauge, perhaps one day this interesting locomotive could be restored for operation on the Puffing Billy Railway details from http://www.australiansteam.com/Lima2549.htm Loco: Shay No.14 ( Shop Number 2549 ) Class: A 18-2 ( 2-cylinders / 2-trucks Class A ) Built for: Alishan Forest Railway Bulit by Lima Locomotive Corporation In service 22 June 1912 Livery Brown Owners: Samuels, Samuels & Co., Ltd. (D), Taipei, Formosa (Japan); For: Alishan Forest RY #14, Kirun (Keelung), Formosa, (Japan) (1945) Alishan Forest RY #14, Keelung (Chilung), Taiwan (12 Oct 1971) Puffing Billy RY #14, Belgrave, Victoria, Australia Gauge 30" Status Preserved - In Storage at Museum There is only one original LIMA mark left on any of the Alishan RY Shays and it has no number. All of their Shays have been re-built, changing much of the original Lima product. Most were renumbered for various reasons without regard to Lima Shop Numbers over the years. "Girder Type Frame" details from http://www.shaylocomotives.com/data/lima3354/sn-2549.htm Historic - Industrial Narrow Gauge Railway - Geared Steam Locomotive which worked on the Alishan Forest Railway, Taiwan.geared steam locomotive - Class: A 18-2 ( 2-cylinders / 2-trucks Class A ) - made of wood and iron and wrought iron, Glass14puffing billy, shay, geared locomotive, steam locomotive, industrial narrow gauge railway, 2'6", ali shan forest railway

Zeehan & North East Dundas Tramway Bogie 1896 The North East Dundas Tramway (NEDT) was a 2 ft (610 mm) narrow gauge tramway on West Coast Tasmania that ran between Zeehan and Deep Lead (now Williamsford). It was part of Tasmanian Government Railways. The line was opened in 1896 to carry ore from the Williamsford mines to Zeehan where it would be loaded onto another train for shipment to Burnie. The narrow-gauge (2 ft) was chosen because of the extremely difficult terrain that the railway crossed, requiring several big trestle bridges, including one at the foot of Montezuma Falls. After some rain the engine and carriages would get soaked by spray from the falls. There was a break-of-gauge with the mainline 1,067 mm (3 ft 6 in) system at Zeehan. The railway was closed in 1932. The rolling stock for the Tramway was built in the Launceston Railway workshops, and comprised twenty five eight-wheel low-side trucks, tare 3 tons 1 cwt. 1 qr., load 10 tons; six eight-wheel flat trucks, tare 2 tons 18 cwt. 1 qr., load 10 tons; two four-wheel bolster trucks, for carrying long timber, tare 1 ton 19 cwt., load 5 tons; and four passenger cars, each with six cross-seats with reversible backs, to carry eighteen passengers, also a locker for mails and parcels. All trucks and cars have cast-steel wheels 21 inches in diameter and are fitted with automatic vacuum brakes. The trucks have side levers and the cars have hand-screw brakes. The vacuum brake can be worked from the engine or from the passenger cars, which act as brake vans. When this brake was introduced, one effect was to accelerate the journey speed by about 10 minutes owing to more even running on down gradients. Historic - Industrial Narrow Gauge railway - Bogie used on the Zeehan & North East Dundas Tramway, Tasmania, Australia Bogie made from steel, iron and wrought ironZN & NTDS ML TRAM 1896 Griffinpuffing billy, bogie, zeehan & north east dundas tramway bogie, zeehan & north east dundas tramway, industrial narrow gauge railway, gauge: 2' (610 mm)

SIGNALWOMEN An appreciation by an instructor (Sgt J.F. Larkins). Presented to Signalwoman Ruth Franklin after training in Melbourne 1942. After training, Ruth served on Rottnest Island as a communicator in the Plotting Room, Oliver Hill “Join the Corps of Signals”, the clarion call went forth, “Volunteer for the A.W.A.S. and let another man go north.” So you came into the Signals, in Australia’s hour of need, And let a thousand men go up the line, to meet the yellow breed. Where the lazy Yarra flows, through the green Victorian glade, They formed a school of Signals, to teach you in our trade, And the Old Ones, they were cynical, their tones were full of Jeers, “Women in the Signals! What rot!” But their moans have turned to cheers. You were tossed into the melting pot, that is an Australian Army camp. There weren’t many comforts, there were no electric lamps, There weren’t many blankets, it was cold in those tin huts, But the A.W.A.S. came up smiling; you had good Australian GUTS. The hours were long and wearisome, you were given lots of work, But we didn’t find a loafer, we knew not one to shirk. We made the pace a hard one, sometimes there were tears, But you lasses learned as much in months, as we men absorbed in years. You’re in the ARMY now; you all wear the Rising Sun, Sometimes you’ll be unhappy, but stick till the job is done. Time there will be, when the nerves are frayed, and all you do is bungle, Just feel the badge on your tunic, and remember your mates in the jungle. We wish you luck, and God-speed you on your way, And wherever war may scatter us, we’ll look forward to the day, When the final battle’s over and you’ve sent your last G.B., And the DIGGERS and the A.W.A.S. march in the parade of VICTORY. GB (Golf Bravo) is the sign off God Bless [G] DAH DAH DIT [B] DAH DI DI DIT Transcription of poem by Signals instructor Sgt JF Larkins presented to Signal Woman Ruth Franklin during Training in 1943. Read during 75th anniversary commemoration of proofing of Oliver Hill Battery, Rottnest Island. Computer printed on A4 bond paper.

Set of 7 typed, some bound foolscap documents associated with the agreement with the promoter for the construction of the Essendon Tramway system during 1904. Only the top page has been imaged. .1 - 21 page (top page loose), "The Town of Essendon and The Borough of Flemington and Kensington with A. E. Morgans Esq Agreement" dated 26/9/1904, sets out routes, gauge, motive power, maximum speed, safety, tolls and charges, use, power house, default and various responsibilities. Last page has signature details. .2 - 8 pages bound with a clip, marked "A", dated 26/9/1904, Agreement of Delegation of Morgan's rights to the North Melbourne Electric Tramways and Lighting Co. Ltd. .3 - 15 page bound with a clip, marked "B" dated 26/9/1906, (1904?) agreement of Delegation of Morgan's rights for the transfer of order under Electric Light and Power Act 1896. Dated by the Governor Arthur Talbot 24/10/1904. .4 - 22 pages, bound with a clip, marked "C" copy of agreement annexed to the Deed of Covenant for the purposes of identification. .5 - 7 pages secured with a pin - "Extraction the Government Gazette May 11 1904 - Tramways in the Town of Essendon and Borough of Flemington and Kensington" .6 - approx. 30 pages cotton bound - copies of various Indentures and Covenants between the parties and approved by the Governor in Council. .7 - 9 pages, Deed of Covenant marked "D" between NMETL, A E Morgans, the City of Essendon and the City of Melbourne dated 21/6/1906, refers to the Tramway Act of 1890. Would have been needed following the absorption of the Borough by the City of Melbourne.trams, tramways, nmetl, new tramway, essendon, power station, safety, flemington, kensington

Thomas Walker & Son was internationally renowned in the manufacturing of ships logs, founding father, Thomas Walker (1805–1871), an engineer in Birmingham, patented a mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kick starting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ships log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (British-based organisation promoting ties and trade with the British Caribbean). and the most common log in use for two generations. It took till 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By the time of his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log and the Walker factory was one of the first to introduce the 48 hour work week for employees. This ship log rotor was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades and still is today. Therefore it is a worthy addition to the Flagstaff Maritime collection as it demonstrates another aspect of maritime navigation.A Walkers Cherub III Patent mechanical ship brass rotor with with four vane's one marked with an anchor and "T. W. Cherub 441", The log is attached to a brass swivel with a short length of rope. Has T W Cherub 441 marked on a vane.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, log rotor, taffrail log, thomas walker, marine technology, marine instrument, navigation, ship speed, measurment

The brass letter “A” is from the starboard bow of the FALLS OF HALLADALE, a 2085-ton iron-hulled and four-masted sailing ship that was wrecked near Peterborough on 14 November 1908. Two companion pieces, the letters “S” and “D”, are also in the Flagstaff Hill Maritime Village collection of shipwreck artefacts (as registered numbers 748 and 6596). The ship’s name originally appeared in these impressively large brass letters across the stern and both port and starboard bows of the vessel. The FALLS OF HALLADALE was built in 1886 by Russell & Co at their Greenock shipyards on the River Clyde. She was the seventh of nine similar cargo carriers produced for the owners of the Falls Line, Wright, Breakenridge & Co of Glasgow. All nine ships were named after waterfalls in Scotland. First was the FALLS OF CLYDE in 1878, then the FALLS OF BRUAR in 1879 (lost in 1887), the FALLS OF DEE in 1882 (sunk in 1917), the FALLS OF AFTON in 1882, the FALLS OF FOYERS in 1883 (disappeared in 1898), the FALLS OF EARN in 1884 (wrecked in 1892), the FALLS OF HALLADALE in 1886 (wrecked in 1908), the FALLS OF GARRY in 1886 (wrecked in 1911), and the last of the fleet, the FALLS OF ETTRICK (lost in 1906). The FALLS OF CLYDE is still afloat as an exhibit at the Hawaii Maritime Center in Honolulu. Russell & Co delivered the owners full-bottomed, economical ships of 1800 to 2000 tons, practically designed to minimise loss of speed while increasing seaworthiness and carrying capacity. The sturdily constructed FALLS OF HALLADALE had iron masts and wire rigging, allowing her to maintain full sail even in gale conditions, and square “warehouse-type” bilges to accommodate maximum bulk cargo on her long-haul voyages. This class of ship remained commercially competitive into the twentieth century despite the advantages of coal-fired steamships. When the 22 years old FALLS OF HALLADALE finally foundered on Victoria’s Shipwreck Coast in 1908, the Melbourne Court of Marine Inquiry held it was entirely due to Captain D.W. Thomson’s navigational error, rather than any technical failure of the Clyde-built ship. The shipwreck of the FALLS OF HALLADALE is of state significance — Victorian Heritage Register No. S255. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).A brass letter “A”, from the shipwreck FALLS OF HALLADALE, raised along the central axis to form three dimensional effect, in unrestored and fair condition. Of dull grey-green metal, bent and with irregularly worn edges, it has been subjected to amateur cleaning on the front face, with some remaining greenish copper oxidation and surface pitting. The rear face is uncleaned with a layer of sedimentary concretion, orange-red staining from the iron hull, and green copper oxidisation. Three sediment-filled bolt collars on the rear face are part of the original casting.warrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, great ocean road, brass lettering, falls of halladale, 1908 shipwreck, russell & co., ship's nameplate, letter, letter a

The brass letter “D” is from the starboard bow of the FALLS OF HALLADALE, a 2085 ton iron-hulled and four-masted sailing ship that was wrecked near Peterborough on 14 November 1908. Two companion pieces, the letters “S” and “A”, are also in the Flagstaff Hill Maritime Village collection of shipwreck artefacts (as registered numbers 748 and 6595). The ship’s name originally appeared in these impressively large brass letters across the stern and both port and starboard bows of the vessel. The FALLS OF HALLADALE was built in 1886 by Russell & Co at their Greenock shipyards on the River Clyde. She was the seventh of nine similar cargo carriers produced for the owners of the Falls Line, Wright, Breakenridge & Co of Glasgow. All nine ships were named after waterfalls in Scotland. First was the FALLS OF CLYDE in 1878, then the FALLS OF BRUAR in 1879 (lost in 1887), the FALLS OF DEE in 1882 (sunk in 1917), the FALLS OF AFTON in 1882, the FALLS OF FOYERS in 1883 (disappeared in 1898), the FALLS OF EARN in 1884 (wrecked in 1892), the FALLS OF HALLADALE in 1886 (wrecked in 1908), the FALLS OF GARRY in 1886 (wrecked in 1911), and the last of the fleet, the FALLS OF ETTRICK (lost in 1906). The FALLS OF CLYDE is still afloat as an exhibit at the Hawaii Maritime Center in Honolulu. Russell & Co delivered the owners full-bottomed, economical ships of 1800 to 2000 tons, practically designed to minimise loss of speed while increasing seaworthiness and carrying capacity. The sturdily constructed FALLS OF HALLADALE had iron masts and wire rigging, allowing her to maintain full sail even in gale conditions, and square “warehouse-type” bilges to accommodate maximum bulk cargo on her long-haul voyages. This class of ship remained commercially competitive into the twentieth century despite the advantages of coal-fired steamships. When the 22 years old FALLS OF HALLADALE finally foundered on Victoria’s Shipwreck Coast in 1908, the Melbourne Court of Marine Inquiry found it was entirely due to Captain D.W. Thomson’s navigational error, rather than any technical failure of the Clyde-built ship. The shipwreck of the FALLS OF HALLADALE is of state significance — Victorian Heritage Register No. S255. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Large brass letter “D”, from the shipwreck FALLS OF HALLADALE, dented but in generally good unrestored condition. Front face of dull grey-green metal showing reddish oxide stain and some cream-coloured concretisation. Rear face has not been brushed clean and displays more encrustation.The four bolt collars for fixing letter to ship are filled with sediment.warrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, great ocean road, brass lettering, falls of halladale, 1908 shipwreck, russell & co., ship nameplate, nameplate, letter, letter d

The design of this and other similar treadle powered dental engine (or dentist drill) was in common use by dentists from the 1870’s into the 1920's. When electricity became accessible to most communities the electrically powered dental engines began to take over from the treadle power. Over the ages teeth were extracted using picks and scissors and other gouging instruments. Bow drills, hand drills and even a "bur thimble" drill were later used to prepare cavities for filling. Some drills were made bendable by attaching flexible shanks between the metal bur and the handle, giving access to the teeth at the back of the mouth. Other mechanical devices were introduced along the way, such as clockwork drills, but they were hard to handle and inefficient. Over the centuries “dentistry has been performed by priests, monks and other healers. This was followed by barbers; the barber’s chair may well have been the precursor to the dental chair. “(SA Medical Heritage Society Inc.) In 1871 James Morrison patented the first commercially manufactured 'foot treadle dental engine', the first practica dental engine although others had been introduced as early as 1790 (by John Greenwood). Handmade steel burs or drills were introduced for dental handpieces, taking advantage of the significant increase in the speed of the drill. In 1891 the first machine-made steel burs were in use. The treadle drill reduced the time to prepare a cavity from hours to less than ten minutes. In 1876 the Samuel S. White Catalogue of Dentist Instruments listed a 12 ½ inch wheel diameter dental engine, with 14 bright steel parts, for sale at US $55 In today’s market, this is the equivalent to US $1200 approx. The specifications of that dental engine are very similar to the this one in our Flagstaff Hill Maritime Village’s collection. It is interesting to note that workings of a similar treadle dentist drill were used and modified to power a treadle spinning wheel of one of the volunteer spinners at Flagstaff Hill Maritime Village. The foot treadle dental engine was a milestone in dental history. “Historic importance of treadle powered machines; they made use of human power in an optimal way” (Lowtech Magazine “Short history of early pedal powered machines”) The invention of a machine to speed up the process of excavation of a tooth lead to the invention of new burs and drills for the handpieces, improving speed and the surgical process of dentistry. They were the fore-runner of today’s electrically powered dental engines. This treadle-powered dentist drill, or dentist engine, is made of iron and steel and provides power for a mechanical dental hand-piece that would be fitted with a dental tool. The drill has a three footed cast iron base, one foot being longer than the other two. A vertical C shaped frame is joined into the centre of the base, holding an axle that has a driving-wheel (or flywheel) and connecting to a crank. A slender, shoulder height post, made from telescoping pipes, joins into the top of this frame and is height adjusted by a hand tightened screw with a round knob. On the post just above the frame is a short metal, horizontal bar (to hold the hand-piece when it is not in use). A narrow tubular arm is attached to the top of the stand at a right angle and can move up and down. At the end of the arm is a firmly fixed, flexible rubber hose protected for a short distance by a sheath of thin metal. At the end of the hose there is a fitting where the drill’s hand-piece would be attached; a small, silver coloured alligator clip is also at the end. A treadle, or foot pedal, is hinged to the heel to the long foot of the base, and joined at the toe to the crank that turns the driving-wheel. There is a spring under the toe of the treadle. The metal driving-wheel has a wide rim. Touching the inside of the rim are four tubular rings that bulge towards the outside of the driving-wheel, away from the pole, and all meet at the hub of the axle. The axle is bulbous between the inside of the driving-wheel and the frame then passes through the frame and is attached on the other side. The driving-wheel has a groove around which a belt would sit. The belt would also fit around a pulley on the arm, at the top of the post. The pulley is joined to a rod inside the arm and this spins the drill's hand-piece and dental tool holder. The two shorter feet of the base are made from a long metal bar that has been curved outwards, and its centre is bolted to the base of the pole. Under the ends of the curved legs of the base are wedge shaped feet. The driving-wheel is decorated in light coloured paint on both sides, each side having three sets of floral decals evenly spaced around them, and each about a sixth of the wheel's circumference. Similar decoration is along the sides of the frame. The foot pedal has decorative cutout patterns in the centre of the foot and at the toe. On the long foot of the stand is some lettering with a fine, light coloured border around it. The lettering is hard to read, being a dark colour and flaking off. There are also remnants of fine, light coloured flourishes. The foot pedal has lettering of the maker’s trade mark cast into the metal at the ball of the foot. Lettering on the base is peeling and difficult to read. The foot pedal has a trade mark cast into it that looks like a combination of ‘C’ , ‘S’ , ‘A’, ‘R’. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, dentist, teeth, dental drill, dental engine, treadle drill, foot powered drill, treadle engine, orthodontics, dental surgery, james morrison

The design of this and other similar treadle powered dental engine (or dentist drill) was in common use by dentists from the 1870’s into the 1920's. When electricity became accessible to most communities the electrically powered dental engines began to take over from the treadle power. Over the ages teeth were extracted using picks and scissors and other gouging instruments. Bow drills, hand drills and even a "bur thimble" drill were later used to prepare cavities for filling. Some drills were made bendable by attaching flexible shanks between the metal bur and the handle, giving access to the teeth at the back of the mouth. Other mechanical devices were introduced along the way, such as clockwork drills, but they were hard to handle and inefficient. Over the centuries “dentistry has been performed by priests, monks and other healers. This was followed by barbers; the barber’s chair may well have been the precursor to the dental chair. “(SA Medical Heritage Society Inc.) In 1871 James Morrison patented the first commercially manufactured 'foot treadle dental engine', the first practica dental engine although others had been introduced as early as 1790 (by John Greenwood). Handmade steel burs or drills were introduced for dental handpieces, taking advantage of the significant increase in the speed of the drill. In 1891 the first machine-made steel burs were in use. The treadle drill reduced the time to prepare a cavity from hours to less than ten minutes. In 1876 the Samuel S. White Catalogue of Dentist Instruments listed a 12 ½ inch wheel diameter dental engine, with 14 bright steel parts, for sale at US $55 In today’s market, this is the equivalent to US $1200 approx. The specifications of that dental engine are very similar to the this one in our Flagstaff Hill Maritime Village’s collection. It is interesting to note that workings of a similar treadle dentist drill were used and modified to power a treadle spinning wheel of one of the volunteer spinners at Flagstaff Hill Maritime Village. The foot treadle dental engine was a milestone in dental history. “Historic importance of treadle powered machines; they made use of human power in an optimal way” (Lowtech Magazine “Short history of early pedal powered machines”) The invention of a machine to speed up the process of excavation of a tooth lead to the invention of new burs and drills for the handpieces, improving speed and the surgical process of dentistry. They were the fore-runner of today’s electrically powered dental engines. This treadle-powered dentist drill, or dentist engine, is made of iron and steel and provides power for a mechanical dental handpiece that would be fitted with a dental tool. On the foot is painted lettering naming it "The Brentfield" and there is a fine line of light coloured paint creating a border around the name. The paint under the lettering is peeling off. The drill has a Y-shaped, three footed cast iron base, one foot being longer than the other two. A vertical frame is joined into the centre of the base, holding an axle that has a driving-wheel (or flywheel) and connecting to a crank. A slender, shoulder height post, made from adjustable telescoping pipes, joins into the top of this frame. On the post just above the frame is a short metal, horizontal bar (to hold the hand-piece when it is not in use). A narrow tubular arm is attached to the top of the stand at a right angle and can move up, down and around. There is a pulley each side of the joint of the arm and a short way along the arm is fitted a short metal pipe. A little further along the arm a frayed-ended cord hangs down from a hole. At the end of the arm is another pulley and a joint from which hangs a long, thin metal pipe with two pulleys and a fitting on the end. A treadle, or foot pedal, is joined to the long foot of the base, and joined at the toe to the crank that turns the driving-wheel. The metal driving-wheel has a wide rim. Touching the inside of the rim are four tubular rings that bulge towards the outside of the driving-wheel, away from the pole, and all meet at the hub of the axle. The axle fits between the inside of the driving-wheel and the frame then passes through the frame and is attached on the other side. The driving-wheel has a groove around which a belt would sit. The belt would also fit around a pulley on the arm, at the top of the post. The pulley is joined to a rod inside the arm and this spins the drill's hand-piece and dental tool holder. The foot pedal has a cross-hatch pattern on the heel and the ball of the foot has tread lines across it. The end of the toe and the instep areas have cut-out pattern in them. "The ____/ Brentfield / __ DE IN L___" (Made in London) painted on the long foot of the base. Marked on the drill connection is “Richter De Trey, Germany”flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, dentist, teeth, dental drill, dental engine, treadle drill, foot powered drill, treadle engine, orthodontics, dental surgery, james morrison, the brentfield, richter de trey, german dental fitting, london dental drill

Extract from The Spectator of June 12, 1946: "From the Queensland 'Methodist Times'. Dreams do come true. At any rate, that is what the Rev. Cliff Lanham believes, who after the lapse of several years finds that his early dream of a Flying Patrol for the Inland is now an actuality. The Methodist Inland Mission Board has purchased from the Disposals Commission of the R.A.A.F. a De Haviland Fox Moth Biplane. Indeed, two machines have been bought, but one will be broken up for spare parts. This 'new angel of the air' is fitted with a 130 h.p. engine and possesses a cruising speed of 100 miles per hour. The petrol consumption is only that of a big six-cylinder car—18 miles per gallon. In addition to the pilot there is room for three passengers, and a stretcher is installed whereby urgent cases of sickness or accident can be flown to the nearest hospital. In this machine, Mr Lanham proposes to cover the whole of S. W. Queensland and a portion of the Northern Territory from his headquarters at Mt Isa. It takes little imagination to realise what a boon the 'flying parson' will be to those of the great outback." …. "Before [Mr Lanham] inaugurated the scheme [the idea of a flying parson] he spent his first furlough from inland mission work (and incidentally £60) learning to fly. 'In a month,' he says whimsically, 'I was a pilot of sorts.' Mr Lanham is a son of the Church. His parents were staunch Methodists, and their home offered generous hospitality to mininsters and preachers. His brother, the Rev. Percy Lanham, M.A., died in Libya when on active service as a chaplain. His widowed mother must be proud of her tall, stalwart son, whom the Church now sends forth on his flying mission for the Lord. May he ever be wafted through inland skies on two wings and a prayer." It is of interest to note that although Cliff Lanham's brother, Percy, is listed in the Methodist Church of Australasia's Ministerial Index (9th Edition, Revised to 1961) Cliff Lanham himself is not listed as either active or deceased.Three B&W identical photographs of Lanham standing next to a Methodist Inland Mission bi-plane. Lanham and an unidentified man are holding a stretcher between them with a boy of about 10-11 on it. They seem to be exiting the plane. The original photograph F69-1 is a 110x65 mm Kodak print; the other two are 195x145 mm enlargements. Lanham is wearing a white shirt and grey trousers, the other person is wearing a safari helmet.All three photos identify "Rev. Cliff Lanham" on the back. They seem to have been originally used or intended for use by The Spectator.lanham, cliff, queensland, methodist inland mission, flying parson

With more and more woolsheds being connected to power lines, the need for electric shearing gear markedly increased from the 1960s onwards. The greater economy made electric gear an attractive proposition to many graziers. Requiring only an electric shearing motor, for small and medium scale operations, electric shearing motors were a more economical way of shearing a wool clip. The other option for graziers was Overhead shearing gear, which also required an Engine to provide shared power to a row of shearing stations. Still working, this Sunbeam Electric Shearing Motor – Heavy Duty Model, features a slow speed motor totally enclosed for protection against dust and insects. The full bearing down tube is easily removed and stored to be out of the way when not in use (not pictured). Providing 0.5 hp, which is twice the power ever needed for shearing sheep, this buffer allows for fluctuations in voltages that can occur in rural districts. Inventor Frederick Wolseley made the world's first commercially successful power-shearing system in Australia in 1888. US company Cooper, which had been founded in 1843 as a maker of sheep dip, began selling Wolseley equipment in the USA in 1895. The Chicago Flexible Shaft Company successfully entered the power-shearing market a few years later and entered into a joint venture with Cooper. It set up a branch in Sydney and sold shearing sets, and engines to power them, into the Australian market. In 1921 the US parent company, realising it needed to make products whose sales were not as seasonal as those of shearing equipment, made its first household appliances and branded them Sunbeam. In 1933, changes in exchange rates and taxes led the company to manufacture engines and shearing equipment in Australia via subsidiary Cooper Engineering, which changed its name to Sunbeam in 1946. Although most Australians know of this company as a major manufacturer of household appliances, its rural division flourished and retained the Sunbeam name for shearing equipment even after it was taken over by New Zealand company Tru-Test in 2001. This 0.5 horsepower vertical brushed motor air-cooled engine was designed to drive a single shearing plant. From the central cylinder which features a yellow “Sunbeam” sticker, a grey 240v power lead can be found on the left-hand side. A blue capacitor is located next to this power lead. Below, two legs extend and meet to form a foot which is fastened to a wall. On the right-hand side of the engine, a specification plate is located on the central cylinder. A yellow directional arrow sticker is located on the rotating section of the engine below the specification plate (location for photography, this section is designed to rotate and hence this sticker is not fixed in this location). At the rear of the cylinder, a plastic cap with small air cut outs protects the air-cooled engine from contaminants. At the front of the engine, the location for securing the bearing down tube is located. On the right-hand side of the lock for the bearing down tube is the handle, to which a string is often attached for switching the motor on and off by a shearer bent at the waist (not pictured). Sticker. Gold writing. Front of shearing motor “Sunbeam” Plate. Inscribed. Side of shearing motor. “Sunbeam / SHEARING MOTOR / MADE IN AUSTRALIA / 0.5 H.P. / 220/240 V / 1 PHASE A.C. / 4.0 AMPS / 50 C/S. / CONT. RTG. / 1425 R.P.M. / CLASS A INSUL / NO. J244560 / TYPE: NSB5C2/49." sheep sheering, shearing equipment, sunbeam, electric shearing motor

Newspaper clipping titled: The Age, 24/3/73 “It’s the new-look tram” Photo and text of Melbourne’s newest tram Minister for Transport, Mr Wilcox, look at model of new tram at Preston workshops. Mr S Bramich, electrical engineer, worked on project. Photo shows model of tram with full-size prototype behind the two men. Melbourne's new orange-coloured super trams have been designed for an era of one-man operators and women drivers. Cheaper to run. Passengers should find them more comfortable and faster. Will go into service early next month (April?). MMTB Chairman, RF Kirby said board would like to recruit women drivers for trams, especially new super trams. "...very keen to have women tram drivers. But union has objected." Kirby said board had no immediate plans for introduction of one-man operators but trams could be easily adapted. One-man operations could be used in off-peak periods. State Government recently approved calling of tenders for 100 new trams to replace Melbourne's oldest trams. 300 trams are 50 years old. New tram is 53 feet long and 8 feet 9 inches wide. Passengers will enter through front door and purchase ticket from seated conductor. Rear exit door. Improvements to new trams are:, forward boarding means all passengers have to pass conductor, reducing missed-fare problem costing about $1M per year, no running board and tram cannot move until all doors are closed. Reduce compensation payments to passengers for injuries, last year around $30K, faster acceleration and top speed of 45 mph, ventilating fans and heating during the winter, stop lights and flashing turn indicatorstrams, tramways, prototype tramcar, modelling, z class, preston workshops, minister for transport, mmtb chairman

DH31 - DH59 Diesel Hydraulic locomotive Built to 3'6" gauge in 1970 this Diesel Hydraulic locomotive entered service for the Queensland Railways where it remained until withdrawn in 1994. Purchased by the E.T.R.B. in 1995, it was converted to 2'6" gauge in Queensland and transported to Belgrave in 1996 for overhaul. It re-entered service later in 1996, although instead of receiving a V.R. type classification & number and V.R. style livery, it retained its Q.R. number of DH59 and its Q.R. livery minus the Q.R. logo, but has since been repainted the traditional Blue & Gold of V.R. diesel locomotives and reclassified DH31. It has since been returned to DH 59. The DH class was a class of diesel-hydraulic locomotives built by Walkers Limited, Maryborough for Queensland Railways between 1966 and 1974. In 1966 Queensland Railways tested a Walkers Limited built diesel-hydraulic shunting locomotive. This was later purchased and by 1974 the 73 DH class locomotives had taken over shunting duties in most Queensland yards. They were also used on short distance freight services. With the closure of many freight yards and the move to longer trains withdrawals started in the 1980s. Many were sold for further use on Queensland sugar cane railways. Locomotive's Queensland Railways Service History : Locomotive : DH59 Serial No: 646 In Service : 19/05/1970 With drawn from Service : 20/05/1991 LOCOMOTIVE DETAILS DH class No. originally constructed : 74 No. in service : 2 No. stored : Wheel arrangement : Bo-BoDH Roadworthy weight : 40T Maximum axle load : 10T Tractive effort (85%) Length overall: 33' Height overall : 12' 6 1⁄2" Driving wheel diameter : 36" Date of manufacture :1970 Manufacturer :Walkers Place of manufacture : Maryborough, Queensland Locomotive type : Diesel Hydraulic DH Class Type Diesel-Hydraulic Introduced 1966 Number in class 73 Manufacturer Walkers Gauge Narrow (QR, MIM) 900mm (SECV) Axles B-B Length 11.1 m Mass 37 t Engine Caterpillar D355E Transmission Voith L42U2 Power 347 kW / 465 HP Tractive effort 114 / 82 kN Speed 50 / 10 km/hHistoric - Queensland Railways - Diesel Hydraulic locomotive DH59DH59 Diesel Hydraulic locomotive made of steel and metalDH59 Diesel Hydraulic locomotivepuffing billy, diesel-hydraulic locomotive, dh59, dh31, walkers diesel hydraulic, queensland railways

BINSNES (3) 1974: Ordered by Dillingham, Jebsen Shipping Corp, Liberia, from Sumitomo Heavy Industries Ltd., Uraga (Yard No. 986). 3.12.1976: Launched. 27.4.1977: Completed. (O.N. 6815). As built: 19,196g. 12,572n. 34,544d. 180.02(BB) x 28.45 x 10.891 metres oa. Post 1997: 20,589g. 11,810n. 34,545d. 7-cyl. 2 S.C.S.A. (760 x 1,550mm) Sulzer 7RND76 type motor engine, manufactured by the shipbuilder at Tamashima, geared to a shaft with a controllable pitch propeller. 14,000bhp, 15½kts. Bulk carrier with four 15-ton cranes capable of operating grabs carried aboard. Leased to the British Phosphate Commission. 1981: Transferred to Pacnorse Shipping International Ltd. 1982: Transferred to Sanders Shipping Ltd., (AS Kristian Jebsens Rederi, managers), Philippines, and renamed GENERAL ROXAS. 1986: Transferred to Pacnorse Shipping Nine Ltd., (same managers). 1986: Sold to the USSR-Black Sea Shipping Company, Russia, and renamed VASILIJ (VASILIV?) AZHAYEV. 1997: Hero Maritime Ltd., (Ocean Agencies Ltd., managers), St. Vincent and The Grenadines, and renamed KARAGOL. 1999: Sold to Flagship Company Ltd., (Barclay Shipping Ltd., managers), Malta, and renamed MILTIADIS M. Sold to Shandong Province Marine Shipping, named Shun Ying or Shunying (Apr 2008?). Ship builder's model of bulk carrier M.V. Binsnes IMO 7426203 built in Japan 1976, 19,196 gross tonnes. Model - Hull painted in burgundy and grey, with four cranes and detailed deck fittings with white and gold highlights, a Liberian flag flying from the stern, raised on a laminated wooden base (lacking perspex cover). Original ship 590.66' x 93.34' x 35.73' (180.02 x 28.45 x 10.89m). Original ship was built by Sumimoto Heavy Industries and leased to the British Phosphate CommissionPlaque at base: " M.V BISNES/ PRINCIPAL PARTICULARS OF 33,750 LTDW/ DIESAL BULK BARRIERS/ Length (overall) abt. 180.00 M/ length (between perpendiculars) 170.00 m, breadth (moulded) 28.40 M, Depth (moulded) 15.00 M/ Draft (designed loaded, moulded) 10.84 M/ Deadweight abt. 33.750 LT/ Gross Tonnage abt. 18,800 T/ Cargo Hold Capacity abt. 42,500 M/ Main Engine/ Type Sumitomo - Sulzer 7RND68 type main diesel engine/ Max Continuous Output BHP 14, 00 PSat 122 rpm/ Service speed at designed draft abt. 15.7 knots/ classification Lloyd's register of Shipping/ Keel -- Laying September 1976/ Launching December 1976/ Delivery April 1977/ Owner : Dillingham Jebsen Shipping Corporation, Liberia/ Builder: Sumitome Heavy Industries Ltd., Japan" second plaque: "MANUFACTURED BY/ FUJI BIJUTSU MOKEI CO., LTD/ TOKYO JAPAN" On model "Binsnes Monrovia"