From - theladynelson.org.au T The original Lady Nelson was built at Deptford, in England, in 1799, for service to the Transport Office on the River Thames. She was designed with sliding keels (centre boards), a device invented by Captain John Schank of the Royal Navy to allow surveying in rivers and shallow water ways. On completion she was selected for exploration services in the Colony of New South Wales and sailed for Port Jackson on 18 March 1800 under the command of Lieutenant James Grant. A brig of 60 tons, she carried a crew comprising the commander, two mates and twelve seaman. As she left the River Thames sailors on nearby ships ridiculed her because of her size and shape, calling her, as she sailed past, 'His Majesty's Tinderbox'. At Portsmouth on the 9th February 1800 she was fitted with four brass carriage guns, three to four pounders, in addition to the two guns already on board. Because of the heavy load she was carrying she was very low in the water, having only two feet nine inches freeboard amidships. The ship finally left Portsmouth on 17th March 1800 as part of an East Indian Convoy. From 1800 to 1825 the Lady Nelson operated around the Australian Coast and fulfilled a variety of roles including exploration, surveying, forming settlements, shifting goods and people around the colonies and capturing pirates. She played pivotal roles in the European settlement of Hobart, Northern Tasmania, Melbourne, Newcastle, Port Macquarie and Northern Territory. Those onboard charted much of Bass Strait, Port Philip, Newcastle, Port Macquarie and (with the Investigator) the coasts of northern New South Wales and southern Queensland. She also has links to other locations around the East Coast such as Trial Bay in NSW and the Mt Gambier area of SA. After 25 years of service while trading on the island of Baba the Lady Nelson was overrun by the islanders, the crew was killed and the ship stripped and later burnt and sunk. A replica of the Lady Nelson was built in the 1980s.Image of a tall ship in sail. The ship is flying both the Aboriginal flag and the Australian Flag. It sails on a calm sea. There are figures on the deck - four in total. The image is mounted on cream board and framed in dark timber. Etching, hand coloured,.Front: 'Lady Nelson A/P BT' - hand written, pencil in between etching and mount Back: Artist's business card glued to back of etching, lower left hand corner:ady nelson, femal artists, female artist, women

Yields information about the track maintenance activities of the track gang in Ballarat, the work they did, notes, names and other information.Collins Australian Diary, 1960, No. 324 printed by Collins Bros, pattered dark red cover with green cloth binding on cover, card covers, sewn sections with ruled sheets providing a diary for 1960, one week per double page. Has "useful information" sheets at from the diary. Used by the SEC Ballarat track gang to record their daily work, leave, welding, track cleaning, truck driver etc Rear pages - has notes on materials used, costs, scrubber use and hours, and length of track On the2nd last page is a list of Track gang and addresses for 1960. H. Dowie S. Eaton W. Newell E. Lakey J. Armstrong J. Naus - welder C. Edwards A. W. Cunningham H. Lancaster H. Smith G. McQuinn E. Fish W. Holder L. Marks D. Wiseman - welder Cash account sheets for April - September - weekly hours of workers. Loose contents 1. - by rates of postage sheet - notes on work on rear of time sheets 2 - by rain chart - application for leave form 3 - by engagements - for July - part of a 1960 income tax return form - with some calculations on it. 4 - 19/12/1960 - notes re work 5 - Memoranda sheet - notes on pink time sheet - re work requirements? 6 - Inside rear cover - a sheet with names and SEC leave due notes. tram, trams, sec, ballarat, depot, trackwork, rails, scrubber tram

Set of eight report on traffic counts during the 1970's. All Foolscap except .8, with notes, tables, charts and maps. .1 - "PM Peak traffic counts - March/April 1974 for the City Cordon and beyond the City Cordon" - May 1974 - red tape binding. .2 - "PM Peak Traffic counts - April 1975 - St Kilda Road Cordon" - June 1975 - red comb binding .3 - "AM Peak Traffic counts - October 1974 for the City Cordon and beyond the City Cordon" - December 1974 - red comb binding .4 - "St Kilda Road Cordon 1976 - PM Peak outbound traffic count" - Feb. 1976 - - red comb binding .5 - "St Kilda Road Cordon 1973 - AM Peak Inbound Oct. 1973" - dated Nov 1973 - red tape binding. .6 - "City Cordon Passengers counts AM Peak - Feb & March 1972, PM Peak March 1972 - showing effect of change of State public service and also introduction of late night shopping." - June 1972 - was bound with red tape. .7 - "PM Peak traffic counts - April 1975 for the city cordon and beyond the city cordon" - dated June 1975 - red comb binding .8 - "City Cordon 1977 PN Peak outbound traffic count" - dated June 1977, A4 - red comb bindingIn top left hand corner "Lees" in pencil or ink and some with the report title on the left hand edge for filing purposes.trams, tramways, mmtb, tramways, surveys, passengers, st kilda rd

This is a set of 16 photographs of a visit to the Army Survey Regiment, by the Regimental Sergeant-Major of the Australian Army (RSM-A) WO1 Kevin (Lofty) Wendt OAM, BEM on the 10th of August 1989. He was taken on a tour through the production areas and messes. RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM was the 2nd RSM to be appointed to the position of RSM-A, the most senior Warrant Officer position in the Australian Army. His appointment was from 1987 to 1990. On this occasion he was escorted by WO1 Neville Stone, who was the RSM of the Army Survey Regiment from 1988 to 1990. Refer to item 6438.15P for photos of the SGT’s Mess function.This is a set of 16 photographs of a visit to the Army Survey Regiment, Fortuna, Bendigo by the Regimental Sergeant-Major of the Australian Army (RSM-A) WO1 Kevin (Lofty) Wendt OAM, BEM on the 10th of August 1989. The photographs are on 35mm negative film and were scanned at 96 dpi. They are part of the Army Survey Regiment’s Collection. .1) to .2) - Photo, black & white, 1989. Wild B8 plotting on the AUTOMAP 2 system, L to R: WO1 Russell ‘Rusty’ Williams, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, SPR Stuart Bowd. .3) to .5) - Photo, black & white, 1989. RAAF Charting, L to R: SSGT Dennis Learmonth, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM. .6) - Photo, black & white, 1989. RAAF Charting, L to R: SSGT Dennis Learmonth, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, unidentified visiting RSM, WO1 Stevo Hinic. .7) to .8) - Photo, black & white, 1989. Map data editing on AUTOMAP 2 system, L to R: SPR Charmian McKean, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, WO1 Stevo Hinic. .9) - Photo, black & white, 1989. Map data editing on AUTOMAP 2 system, L to R: SGT Paul ‘Hutch’ Hunter, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM. .10) - Photo, black & white, 1989. Photo Troop L to R: RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, WO2 Rob Bogumil. .11) - Photo, black & white, 1989. Print Troop L to R: CPL Peter Swandale, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM. .12) - Photo, black & white, 1989. Print Troop L to R: RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, unidentified visiting RSM, CPL Peter Swandale. .13) - Photo, black & white, 1989. OR’s Mess Committee, Tavern L to R: RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, PMC CPL Brendon McKinless. .14) - Photo, black & white, 1989. OR’s Mess Committee, Tavern L to R: CPL Noel Brinsmead, CPL John Gilbert. .15) - Photo, black & white, 1989. OR’s Mess Committee, Tavern L to R: PMC CPL Brendon McKinless, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, CPL Noel Brinsmead, CPL John Gilbert, CPL AM Verley. .16) - Photo, black & white, 1989. OR’s Mess Committee, Tavern L to R: RSM WO1 Neville Stone, PMC CPL Brendon McKinless, RSM-A WO1 Kevin (Lofty) Wendt OAM, BEM, CPL Noel Brinsmead, CPL John Gilbert, CPL AM Verley, CPL Dave Cook..1P to .16P – no annotationsroyal australian survey corps, rasvy, army survey regiment, army svy regt, fortuna, asr

An Octant is a doubly reflecting navigation instrument used primarily by sailors to measure the angular distance between two visible objects and was a forerunner of the sextant. The name comes from the Latin octo, or “one-eighth of a circle,” for the Octant’s arc which spans 45°, or one-eighth of a circle. The primary use of an Octant is to measure the angle between an astronomical object and the horizon for the purposes of celestial navigation. The estimation of this angle is known as sighting or shooting the object, or taking a sight. The angle, and the time when it was measured, can be used to calculate a position line on a nautical chart (latitude), for example, sighting the Sun at noon or Polaris at night (in the Northern Hemisphere) gives an angle by which the latitude can then be estimated. Sighting the height of a landmark on land can also give a measure of distance. History: The principle of the Octant as an instrument to measure ones latitude was first implemented around 1742-present but was superseded by the improvement of the octant to a sextant, a very similar instrument, better made and able to measure bigger angles 120°, allowing the measurement of Luna distances to give longitude when used with an accurate chronometer. The sextant started to appear around 1730 and had been attributed to by John Hadley (1682–1744) and Thomas Godfrey (1704–1749), but reference to the sextant was also found later in the unpublished writings of Isaac Newton (1643–1727). Earlier links can be found to Bartholomew Gosnold (1571–1607) indicating that the use of a Sextant for nautical navigation predates Hadley's implementation. In 1922, the sextant was modified for aeronautical navigation by Portuguese navigator and naval officer Gago Coutinho. Henry Hemsley was a lesser-known instrument maker and optician working in London in the late 17th and early 18th century. However, it should be noted that there were two Henry Hemsley opticians and instrument makers around this period. (Henry Hemsley 1, 1786-89, who had premises at 85 Fleet St London and Henry Hemsley 2, 1828-56), whose workshop was at 135-138 Radcliff Highway London. Therefore, based on the inscribed workshop address Henry Hemsley 2 is responsible for making this example.The octant is representative of its type and although not fully complete it demonstrates how 18th and 19th-century mariners determined their latitude on a chart to navigate their way across the world's oceans in the 18th and 19th century. It also demonstrates the skill and workmanship of the early instrument makers that operated from London at this time and provided most of the navigational instrumentation use by commercial and military navies of the time.Octant, ebony wooden frame and handle. Scale is missing from recess in frame. "H. Hemsley 135-138 Ratliff Highway, London", no box"H. Hemsley 135-138 Ratcliff Highway, London"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, navigation, navigational instrument, instrument used for navigation, sextant, henry hemsley, instrument maker, london, octant

Summary For over 250 years the Withers family of Birmingham worked as tailors, sometimes also as butchers. During the Georgian era, English society changed and the Withers family with it. First came a gentleman amateur artist in the form of Edward Weston Withers, grandfather of Walter Withers. Then Edwin Withers, Walter Withers' father, took to tobacco, rope and twine manufacturing which put an end to the traditions of butchery and tailoring.The origins of Walter's painterly ambitions are explored. There was a physical altercation between Walter and his father, Edwin. That fight emerged out of contradictory expectations between Walter's father, Edwin and his grandfather Edward. Those expectations and the societies which kindled them contributed to Walter's character and art. Up until now there has been no family history about Walter Herbert Withers (1854-1914) a notable Australian landscape artist of the Heidelberg school and friend to Tom Roberts, Frederick McCubbin, Arthur Streeton and Clara Southern. Walter, the son of a rich Victorian businessman, married Fanny Flinn, the daughter of a commercial salesman who also owned part of a Birmingham brewery. In No Place Quite Like It, Walter, his wife Fanny and his family are depicted against the social contexts in which they each grew up. Our appreciation of Walter Withers' art is expanded: by knowing those forces which helped shape his early years and how he responded to them; by gaining new insights into his origins and how he grew into the man he was. We also gain a fresh appreciation of his wife Fanny, and the influence she had upon him, their children, and upon the society in which she lived. Includes 200 pages of text, Prefaces by Andrew Mackenzie OAM (art historian), and Eileen Mackley AM (President, Victorian Artists Society), Bibliography and an Index, extensive images, maps, charts and family trees, provide a visual porthole through which an insight might be had into the lives and times of Walter Withers and his family history.walter withers, fanny withers (nee flinn), family history

This is a set of 19 photographs of the four types of printing presses in Lithographic Squadron at the Army Survey Regiment, Bendigo in the late 1980s. The Original Heidelberg Printing Press features in photograph 6188.1P. It was a robust and well-made single colour lithographic offset press that was in service at the Army Svy Regt for decades. Its primary use was for initial training and rapid response tasks, such as single pass overprints over existing print stock. See item 6062.4P for more information and photographs of the Heidelberg press. The Komori Newkoni Printing Press features in photographs 6188.2P to 6188.6P. It was a four-colour offset press in service at the Army Svy Regt from 1975 to the late 1980s. Intended improvements to productivity were not realised as it was unreliable, was very cramped between decks and there were safety concerns for the operators. See item 6063.5P for more information and photographs of the Komori press. The Planeta Polygraph Printing Press features in photographs 6188.7P to 6188.11P. It was a two-colour offset press in service from 1976 to 1994 and was mainly used to print Naval and medium format RAAF charts. It was more reliable than the Komori Printing Press however procurement was difficult when spare parts were required. It was replaced by the larger format Roland 8047B four colour Printing Press. See item 6064.9P for more information and photographs of the Planeta press. The Ultra-MAN-III Printing Presses feature in photograph 6188.12P to 6188.19P. The two presses were a standard map size format and were introduced in June 1962 as two-colour offset presses with improved safety features. Productivity greatly improved with the addition of a third colour deck in 1968, as the two presses could print a five-colour standard topographic map in two rather than the three passes before the upgrade. See item 6065.10P for more information and photographs of the Ultra-MAN-III presses. They were replaced with a single Heidelberg Speedmaster 102 five colour Printing Press in 1990. See item 6136.30P for more information and photographs of the Speedmaster press.This is a set of 19 photographs of the four types of printing presses in Lithographic Squadron at the Army Survey Regiment, Bendigo in the late 1980s. The photographs were on 35mm negative film and scanned at 96 dpi. They are part of the Army Survey Regiment’s Collection. .1) - Photo, colour, c1980s, Original Heidelberg Printing Press, Print technician Jeff Willey on right, Lithographic Squadron. .2) to .6) - Photo, colour, c1980s, Komori Newkoni Printing Press, Lithographic Squadron. .7) to .11) - Photo, colour, c1980s, Planeta Polygraph Printing Press, Lithographic Squadron. .12) to .19) - Photo, colour, c1980s, Ultra-MAN-III Printing Presses, Lithographic Squadron.There are no annotations.royal australian survey corps, rasvy, army survey regiment, army svy regt, fortuna, asr, litho

The cabinet has a curved back and would have been custom‐built to fit the dimensions of the lantern room interior. It is likely to date from when the lighthouse was built in 1884 and may have been among the items delivered by the government steamer dispatch early in March which included ‘the lantern and other fittings for the Cape Nelson Lighthouse’. The Public Works Department provided a range of lightstation furnishings including office desks and cabinets, and domestic settings for keepers’ quarters, with nineteenth century items often stamped with a crown motif and the PWD monogram however the curved cupboards installed in Victoria’s lighthouse lantern rooms do not appear to display this small feature. Further research may reveal more about their manufacture and it is tempting to think that they were perhaps even supplied by Chance Bros as part of the entire lantern room installation. The company usually provided the timber battens for the lantern room paneling, and a cabinet may have been included in the assemblage. Another possibility is that the specially designed cabinet was made on site by carpenters along with other fittings. It is not known whether it is attached to the wall or movable; if attached it is considered to be a fixture and included in the Victorian Heritage Register listing for the lightstation (VHR H1773). Its location, when identified in the CMP of April 1995, was on the ‘lower lantern level’, where there was also a ‘timber step ladder’ (Argus, 6 March 1884, p6. nineteenth or early twentieth century), ‘timber framed lighthouse specification’, ‘timber framed chart’ and telephone .Residue on the furnishing indicates that it was formerly painted green, the colour of some of the other fixtures in the room, such as the original cast iron ladder. It is now partially varnished and the corner to the top’s edging on the right side has been cut off. The lighthouse also has a large curved back, two‐door cupboard. Other similar cabinets with curved backs survive at Cape Schanck, varnished wood cabinet with brass door knob, no drawers; Point Hicks, painted green with silver doors, no drawers and Gabo Island, bench top, 2‐door, no drawers, green paint removed to reveal cedar timber). Cape Nelson’s curved cabinet is unique among these examples for having drawers. The cabinet is a unique, original feature of the lantern room and has first level contributory significance for its historic values and provenance.The bench top cupboard has two drawers, each above a door, and each door is framed and beveled around a central panel. The cabinet has a curved back.

Main Street Shops Patrick Street to St Georges Street - 1998Elders Real Estate, The Top shop Milkbar and three other shop in Patrick Street 2 photos, Big Hill Art & Framing, 2 shops Unknown, Mechanics institute St Vincent De paul Op Shop, Whiting Accountants, Imbros Books, Salvation Army Thrift shop, Curtis & Thomas Charted Accountants, Westpac Bank, Sports Power, Unknown Craft Shop, T.A.B., Perrys Shoes, RetraVision, Kahula Botique, Total Music, Latus Jewellers, Sit of te Bull and Mout Hotel, Earles Festiva Supermarket, Rotunda in the Mall removed when the Mall Was, Boags Cycles and Sports, Haymes Mensland, Gar-El - Attrills Florest, Civic Store, Stawell News Agency, Pleezall Cafe, M ined r Pic, Gold Reef Greeting Cards and Gifts, Public Information Centre, Amcal Chemist, Aquarius Milkbar, Classic Shoes, Sheer Illusions, Gold Reef Chinese Restaurant, Blizzard Optometirist, Toyworld, Post Office Arcade was Post Office Hotel, MItre 10 Timber Yard, David O Jones Mitre 10, Sniff "N" Tell, Unkown Clothing Shop, Think of Me Gift Shop, Stawell Florists, Goodonya Sports, Slavation Army Thrift Shop, Chris & Di's Pies, Salon 74 Hairdresser, Town Hall Sandwich Bar, Rauncy Rooster, Townhall Hotel. Peter Steggall Physiotherapist, Stawell Time News Office, Stawell Bakery, C.E.S , Department of Human Services, Salvation army Citadel, Two Shops Unoccupied at time of Photo.stawell

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.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Foreword - 5 Editorial - 7 'Sunbeam' and 'Sunbeam 2' - 11 Queer Convoy of the Pacific - 19 Port Phillip Mutinies of the 1850s - 24 Boiler-Room Bedlam - 26 The Nautical Chart - 30 The Challenge of the Sea - 32 Flagstaff Hill Maritime Village - 33 A Wonderful Gift - 34 The Dhow Sailors - 35 My Second Ship - 45 We Star our Voyage - 53 Peril in Ice - 58 L ' Avenir Apprentice - 61 Of Sharks and Such - 71 Submarine Duty 1918 - 75 The 'Samuel Plimosll' - 84 The 'Marco Polo's' Voyage - 85 Tarry Barry -- Keep-Water Man - 95 The Albatross - 99 At Quiet Moorings I Recall - 100 "Oh, But I'm Longing for me Ain Folk" - 104 Remedy for Stowaways - 105 The Little Ship - 106 Comments on 'My First Ship' - 109 Not a Soft Answer - 110 Just a Little Too Much of a Good Thing - 111 Early History of the 'Regina Maris' - 113 The Development of Lakes Entrance - 115 Book Reviews - 119sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch

This Trotman’s pattern stock anchor is the southernmost anchor on display at Flagstaff Hill’s Anchor Graveyard. This large Trotman design anchor was patented in 1852 by John Trotman and was widely used on merchant ships. On April 15th 2001 around midday this anchor was raised from the seabed of Lady Bay, Warrnambool, by the crew from Birdon Dredging, who had been hired to dredge the Harbour. The spokesperson Steve Walker, who worked for the firm, said that the anchor and long chain were found after the chain became tangled in the cutter blade of the dredging equipment. The anchor was lifted from the water and onto the Breakwater then a front-end loader placed it onto a truck that then delivered it to Flagstaff Hill Maritime Museum & Village. Howard Nichol, Museum Manager at the time, had estimated the anchor to be up to 130 years old. The previous Museum Manager, Peter Ronald, who was also a diver, had identified the anchor as a Trotman’s type and similar to those used on some of the major wrecks in the region. According to Nicholl, Museum staff believed it was possible that the anchor is one of two used as a mooring line that had been used to catch driving vessels and prevent ships from washing aground on the sand bar. The mooring line was shown as a dotted line on the 1890 chart of Lady Bay, approved by Lieutenant Stanley of the British Admiralty. by Lieutenant Stanley [British Admiralty]. The location of the anchor corresponds to a point on that map and the length of the chain supports that theory. “The map is quite a detailed survey of the Bay and it shows two anchors with buoys on the ends with probably about 100 yards of chain stretched between them. The ships would drop anchor and was the chain as a snag because this was a treacherous bay before the Breakwater was built and this was a way to eliminate that problem, "said Nichol. The mooring chain was put in place to catch drifting vessels during wild stormy weather. It was identified. ABOUT TROTMAN’S ANCHORS- The British Admiralty wanted an anchor design that had more holding power. The Committee of 1852 on Anchors was appointed to assess and report on the qualities of various anchors including Trotman’s anchors. Trotman’s pattern anchor received the highest score. The anchor is similar to the Admiral’s design but features arms that pivot when the anchor settles and the upper fluke moves to rest against the shank. The anchor then sits lower, which in turn greatly reduces the chances of the anchor’s chain, cable or rope getting tangled. The top of the shank has a fitting that allows a quick release of the anchor’s chain if this becomes necessary. This Trotman’s anchor is significant as a part of the maritime history of the Port of Warrnambool regardless of whether it belonged to one of the 29 ships that were stranded or wrecked in Lady Bay. The anchor is connected to the many attempts to maintain Warrnambool as a safe and manageable port, including the various plans for the construction of the Breakwater.Anchor: an iron Trotman’s pattern style with a rectangular-section shank that is wider in the middle and has a base that extends on two opposite sides in a ‘fork prong’ manner. A crescent-shaped, double-ended arm is fitted into the base of the shank with a bolt, enabling it to pivot. Each arm has a fluke in the shape of an upward palm with an attached metal plate that forms a horn at the back of the palm. A long, round-section pipe is fitted to the top of the shank at 90 degrees to the arms; one side has an elbow bend parallel to the arms, and both ends have an attached metal sphere. The pivoting ring at the top of the shank can be lifted for a quick release of the chain.flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, anchor, mooring, trotman, lady bay, breakwater, admiralty, ship equipment, stock anchor, john trotman, 1852 patent, 2001, birdon dredging, steve walker, howard nichol, peter ronald, british admiralty, lieutenant stanley, committee of 1852 on anchors

An Octant is a doubly reflecting navigation instrument used primarily by sailors to measure the angular distance between two visible objects and was a forerunner of the sextant. The name comes from the Latin octo, or "one-eighth of a circle," for the Octan'ts arc which spans 45°, or one-eighth of a circle. The primary use of an Octant is to measure the angle between an astronomical object and the horizon for celestial navigation. The estimation of this angle, is known as sighting or shooting the object, or taking a sight. The angle, and the time when it was measured, can be used to calculate a position line on a nautical chart (latitude), for example, sighting the Sun at noon or Polaris at night (in the Northern Hemisphere) gives an angle by which the latitude can then be estimated. Sighting the height of a landmark on land can also give a measure of distance. This fine octant once belonged to Captain Farquhar Chisholm and was donated by his granddaughter, Margaret Ruth Greer (nee Chisholm, born 1914). The label inside the Octant's box reads “Thomas L. Ainsley, Instrument Maker … etc”. Farquhar Chisholm was born in 1832 in Inverness, Scotland. He regularly sailed on perilous voyages between Quebec, Canada and the Baltic ports of Europe. In 1854 he migrated to Australia during the Gold Rush, to a place called Fiery Creek (near Beaufort Victoria) where he was fairly successful in his quest for gold. In the years of the Great Gold Rush, it was said that there were over 40,000 diggers in the goldfields of the Beaufort area! In 1857 having made sufficient money, he hired another crew and returned to Clachnacuddin, Inverness shire, Scotland and in that same year, he studied and obtained his Master Mariner Certificate (which would have included the use of an octant for navigation). He was appointed to Mr George (or James) Walker, as commander of his sailing ship, the 3-masted ELIZABETH, built 1859 and known as “The Walker barque”. In 1870 he married, then in 1887 returned to Australia with his wife and children (Kenneth Chisholm (1871), Mary Bremner Chisholm (1873), Margaret Hood Chisholm (1874), Farquhar Chisholm (1878)). They arrived in Port Melbourne, Victoria and sadly, only six weeks after landing, his wife Caroline passed away (in Geelong,1888). In 1900 Capt. Chisholm lived in Camperdown (Victoria) and not long after this his daughter Margaret died of consumption. In his later years, he went to live in the manse of St. Paul’s Presbyterian Church, Wangaratta, with his son, Rev. Farquhar Chisholm. He died there on Sat, 23rd March 1912, 80 years old. He was known as “… quiet, unobtrusive and competent, respected by all with whom he came in contact”. Some other members of Captain Chisholm’s family are; his older son Kenneth Chisholm, who was a contractor in Camperdown; a nephew Donald Macintosh (of 23 Douglas Row, Inverness); a grandson Brian Jones (son of Caroline Belle-Jones nee Chisholm, who lived in Camperdown in the earlier part of her life).The octant, the forerunner of the sextant, was a significant step in providing accuracy of a sailors latitude position at sea & his vessels distance from land when taking sightings of land-based landmarks.Octant, once belonging to Captain Farquhar Chisholm. Wedge shape (the size of an eighth of a circle), made of wood, glass and metal. Used in the 1880s. Maker’s name across centre “L. SIMON - - - SHIELDS”. Three (3) light filtering, coloured glass shades. Two (2) eyepieces. Scale attached for measuring angles. Label inside the fitted, wedge-shaped case "Thomas L. Ainsley, Optician"Label inside case "Thomas L. Ainsley, Optician" Maker’s name across centre “L. SIMON - - - SHIELDS”.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, maritime navigation, navigation instrument, migration, captain chisholm, farquhar chisholm, sailing ship, the elizabeths, thomas l. ainsley, l. simons, shields england, octant, john hadley, chisholm

Edna Barrie handwritten notes – copied 18th October 2013 web The early story of the Wesleyan Methodist Church in Victoria At Melton between Bal [Ballarat] and Melb [Melbourne] was introduced by the Revd Wlm Blamires in 1862 ably seconded by the late Mrs Westlake (afterwards Mrs Spargo). Mr J James, the active and indefatigable Revd Eb Taylor and such workers as Atkinson Corr and Ferris. Mawson and John Dare 1867 the foundation stone of the present church was laid. Revd D Waugh 1867. Melton and Toolern Vale have benefited by the generous help of Mr J Browne esquire of White Hills Station Diggers Rest and are now comprised in the Sunshine Circuit. Written at a later date – Wesleyan 16-4-1867 then Methodist 3-10-1867. Bluestone building cost Lsd 350-13-6. Seating 40 pounds Rev Ken Moore Methodist opened at Brooklyn Rd Melton South c1940 closed c 1972. Timber Church shifted from Staughton Vale, prior to this Services held in Victoria Hall Melton South. The source of the information – ? and date notes were made On the Chart outlining Melton Churches the following additional notes- At opening (nil Plaster, nil ceiling) Slate roof. Closed 1910-1911- most likely from 1867 Express My research - Melton Express noted 15th Aug 1939 porch added to Church at Melton South making the date earlier than 1940. Photographs taken when the building was being used as the UC Opp Shop and demolition of the building showing the porch. Charles Ernest Barrie was prominent in the life of the Methodist Church and established a thriving Sunday School. He built the Chaff Mills at Melton South in 1900. In 1910 he sold the Mill to Glover Onians and moved to a farm at Trundle NSW, where he lived for about a year. In May 1911 he purchased “Darlingsford” in Melton when it came on the market. The address Elizabeth St Moonee Ponds appears in the family records during this period and during WW 1 they also lived at Ascot Vale where the Lang parents lived. On returning after the war to Melton to occupy the Darlingsford house, which had been occupied by a caretaker. The family joined the Presbyterian Church. Evidenced in the Church Minute Book. 1920 What happened to the Methodist Church between 1910 – 1920? How long did it exist while in the Bluestone building in Palmerston St (Heritage listed 2008) When did the church commence in Victoria Hall? Built 1910 on land donated by C E Barrie. I attended the Methodist Church Melton Sth when monthly services were held in the afternoons. We were members of the Presbyterian Church and also supported the Melton Sth Church during the 1950’s Signboard from Melton South Methodist Churchchurches

57 slides and 1 negative. (3) Men standing around a large horticultural machine. (4) "Lawns Housing Com" Aug "66?" (5) "Flemington Racecourse." (6) "Mustard-Cover Crop. 1960." (7) Tree climbing. (8) "Grafting-scions. BHC." (11) "Mildura-Soil Probe Oct 67." (12) Virus tested stock trees & layout Flemings Apr 70." (13) "Best's Winery Mar 75." (15, 16) Best's single student and group. (17) "Ploughing-Diagram to show incomplete cover of trash? Farm Practices." (18) "Spraying Hand Equipment for Insect Control in and around Buildings USA Yearbook 1952." (19) "Pasture Harrows." (20) "Mould Board Plough-Tractor." (21) "Disc Harrows-Offset-Tractor." (22) Tyne Cultivator-for Tractor." (23) See B91.258." (24) Burnley College libary. (25) "Irrigation-Delver Tatura 12/59." (26) "Tatura 12/59 Delver Ferguson T." (27-29) "W. Prom." (30) Camp 1957 Wilson's Promontary." (34-36) Photographs of plants in book. (35) Alnus? (37) "Meterosideros excelsa." (38) "Rhipsalidopsis rosea." (39) "Protea neriifolia." (40) Banksias-Species." Insects: (41) "Lacewing larva." (42) "Mites Aug 75." (43) "Yellow Mite, Red Spider (Arachnida)." (44) "Jassid-Life Cycle 9/51." (45) "Grape Fruit Crop (Florida) Destroyed by Fruit Fly. Animals without backbones." (46) "Jassid-Vegetable 9/51." (47) "Field Day 57 (Fruit Fly-Enlarged)." (48) "Field Day 57 (Fruit Fly-Stages)." (49) Insect Life Cycle. (50) "Comatibility (sic) Chart." for Insecticides & Fungicides. (51) "Insecticides-Toxicity." (52) "Life Cycle of the Leather Jacket." (53) "Grasshopper-Head Dissected Mouth Parts." (54) "Types of Antennae." (55) "Spider Mites USA Yearbook 1952." (56) "Cultivator." (57) "Organic Phosphates." (58) Negative Isopogon anemonifolius.administration building, lawns, flemington racecourse, mustard-cover crop, tree climbing, grafting, mildura, soil probe, pests, machinery, excursions, tatura, library, wilsons promontory, plants, alnus, zygocactus, schlumbergia, feijoa, acca sellowiana, protea neriifolia, banksia, isopogon anemonifolius

Carter Real Estate Agents sold some of the subdivision in 1946-47. This information was tied in with the early orcharding families.Collection of notes, titles and maps of "Jewel in the Crown" subdivision - Mount Dandenong Road (formerly Oxford Road), Velma Grove, Valda Avenue, Mirabel Avenue. Genealogical charts of Meyland and Wigley families. 4 page history of the area compiled in 2004 by Richard Carter, Real Estate Agent. Registered Proprietors, Vendors, Property Title Holders and Transferees include: Herbert Edward WATSON, John Richard SHARP, Myrtle Evelyn BIRRELL, Marie Mathieson MUNRO, William Alex McCLELLAN, George Andrew GOODMAN, Joseph Tasman PEDRAZZI, Alexander ANDERSON, John Charles PATERSON, Eric William PHILLIPS, T.E.A. Co. Ltd., Florence Lavinia WYNARD, William John HARRIS, Lindsay and Hazel ALLNUTT, Douglas John RITCHIE, Eliza A.M. BOURBAND, Henrietta Irene COOK, Eric Edward COOK, Harold Thomas NICHOLLS, Stewart and Mary HIRD, Grace ROBINSON, Helen Rutherford GOOD, Henry Wyatt FARRELL, Irene Ann SMITH, Leslie Neil DOW, Helen Anne DOW, Frederick Ronald HOLDING, John Frederick McINTYRE, Horton Wilcox EDGE, Herbert James HARDINGHAM, Donald James ALLEN, Cyril Frederick WILLIAMS, Florence Sarah MAGGS, Maud Margaret PEARSON, Warwick Scott Holroyd MATTHEWS, Alice Eliza McCLEAVE, Leslie Archibald Charles HARRIS, Enid Beth HARRIS, Roy Victor DRAEGER, Elizabeth Ann STANDLEY, Charles Walter WATSON, Mabel Dorothy CARTER, Alan Garnett KELLY, Michael Vincent HARRIS, William Thomas Sylvester PROUD, Florence Blanche IVES, Douglas George PEARSON, Harry Clifford CLEGG, Dorothy Ellen Mary WHITE, Frederick Nathaniel EVANS, Madge EVANS, Leonard DUNSTAN, Violet Florence CONNELL, Valerie Jean Schimmelbusch, John Sydney COOK, William Donald THOMPSON, Ralph E RAUNSLEY, Murray McRae OSBORN, Francis William CLARKE, Alfred Daniel WILLIAMS, Harry Clifford CLEGG, Bernard Francis GARRY, Richard McKENZIE, Mignor Leonie WESTON, Idonea Moncrieffe DAVIS, Helen Marsden Rutherford GOOD, George SMART, Clement Henry DAVIS, Peter FINLAYSON, Elenor Leah HARVIE, Charles MEYLAND.

.1 - Book - 28 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard - "Contactor Starters for Electric Motors" C49-1927, December 1927. .2 - Book - 56 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard - "Dimensions of insulated annealed copper conductors for electric power and light including voltage tests" C50-1928, June 1928. .3 - Book - 36 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard - "Vulcanised Fibre for Electrical Purposes" C51-1928, May 1928. .4 - Book - 16 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard - "Bus-bars and connections constructed of bare copper or aluminium" C52-1928, May 1928. .5 - Book - 16 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard - "Fixed Condensers for Radio Reception Purposes" - C53-1928, February 1928. .6 - Book - 32 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard "Graphic (Recording or chart recording) ammeters, voltmeters and wattmeters." C54-1928 March 1928. .7 - Book - 20 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard - "5-Amp two pin wall plugs and sockets for domestic purposes (without earthing connection)" C55-1928, August 1928, .8 - Book - 24 pages + grey covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Tentative Australian Standard "Electric Cable Soldering Sockets" C56-1929, March 1929. .9 - Book - 8 pages + brown covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Australian Standard "Graphical Symbols and Schedule of Outlets for the Electrical Equipment of Buildings" C64 and 65-1935, October 1935. .10 - Book - 24 pages + brown covers, side stapled, issued by the Australian Commonwealth Engineering Standards Association, Australian Standard "Porcelain Insulators for overhead powerlines and outdoor switching Structures" C67-1939, August 1939. On top right hand corner has the date stamp of the "The Electric Supply Co. of Victoria Ltd Ballarat" for items .1 to .8, SEC stamp on .10. trams, tramways, power station, standards, materials, electrical systems

An hourglass or sandglass is an instrument for measuring a defined time and can be used perpetually by simply turning it over immediately the top bulb empties. The clear blown glass is shaped into two equal sized bulbs with a narrow passage in the centre and contains uniform sized sand or glass particles in the lower bulb. The width of the neck regulates the constant flow of the particles. The glass is held in a stand with top and bottom of equal shape and size. Hourglasses can measure an infinite variety of time by gauging the size of the particles, the shape and size of the bulbs and the size of the passage between the bulbs, thus measuring hours or minutes or even seconds. Generally an hourglass sits between discs of wood at the ends, which are joined by long wooden spindles between the ends and tightened by screw caps. The length of time can be adjusted by adding or removing sand particles. The use of the marine sandglass (or hourglass) has been recorded in the 14th century in European shipping. A one minute sandglass was used in conjunction with the ship’s log for ‘dead reckoning’, (see below) that is, for measuring the ship’s speed through the water. They were also used to regulate ringing the ship’s timetable; for example a 4 hour sandglass was used for the length of the sailors’ watch, and a half hour timer for taking of readings for the ship’s log; the ship’s bell would be rung every half hour. It was usually the role of the cabin boy to watch and turn the sandglasses over at the exact time of them emptying their upper chambers and to ring the ship’s bell. Hourglasses have been used historically for many hundreds of years. Some have been used for timing church sermons, in cooking, in industry and at sea. Even today they are used for measuring the cooking time of eggs and timing a player’s turn in games such as Boggle and Pictionary. The sandglasses at sea were gradually replaced in the late 1700’s to early 1800’s by the more accurate chronometers (marine clocks) when they became reliable instruments. DEAD RECKONING (or Deduced Reckoning) Dead reckoning is the term used to describe the method of calculating the ship’s position from its speed and direction, used in early maritime travel, mostly in European waters. Both the (1) speed and the (2) direction of travel were recorded on a Traverse Board at half-hourly intervals during a helmsman’s watch of 4 hours. The navigator would record the readings in his ship’s log, plot them on his navigational chart and give his updated course directions to the next helmsman on watch, along with the cleared Traverse Board. This was a very approximate, but none-the-less helpful, method of navigation. The wooden Traverse Board was a simple pegboard with a diagram of a compass with eight peg holes along the radius to each of the compass points, plus a grid with ascending half hours in the left column and increasing ship’s speed in knots in a row across the column headings, with a peg hole in each of the intersecting cells. A number of wooden pegs were attached to strings on the board. By placing one peg consecutively in the direction’s radius hole, starting from the centre, and the speed holes when the half hourly reading was taken, a picture of speed and direction for the whole 4 hour watch was created. (1) To measure the ship’s speed a one minute hourglass timer was usually used to measure the ship’s speed through the water and help to calculate its longitude. A rope, with knots at regular standard intervals and a weight such as a log at the end, would be thrown overboard at the stern of the ship. At the same time the hourglass would be turned over and a seaman would start counting the number of knots on the rope that passed freely through his hands as the ship travelled. When the timer ran out the counting would be stopped. A timer of one minute (one-sixtieth of an hour), knots spaced one-sixtieth of a nautical mile apart, and simple arithmetic easily gave the speed of the ship in nautical miles per hour ("knots"). This would be recorded every half hour. The speed could however be inaccurate to the travel being affected by ocean currents and wind. (2) To calculate the ship’s direction a compass sighting would be recorded each half hour.Marine hourglasses or sandglasses were used from around the 14th to 19th century during the time of sailing ships. This hourglass is representative of that era, which is during the time of the colonisation of Australia. Hourglass or sandglass; an instrument used to measure time. Two equal sized clear glass bulbs joined with a narrow passage between them, containing equal sized particles of sand grains in lower bulb. Glass sits in a brass collar at each end, in a frame comprising 3 decorative brass columns or posts, each attached top and bottom, using round screw-on feet, to round brass discs. Disc have Roman numerals for the numbers 1 - 12 pressed into their inner surfaces and hieroglyphics on the outer surfaces. Roman numerals on inner surface of discs " I II III IV V VI VII VIII IX X XI XII " Hieroglyphics impressed on outer surface of discsflagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, horology, hourglass, hour glass, sandglass, sand glass, timing instrument, dead reckoning, deduced reckoning, finding latitude at sea, sandglass with hieroglyphics and roman numerals, hourglass with hieroglyphics and roman numerals, brass hourglass

alan gardiner collection, maps

Significant in being a almost complete set of rosters for Bendigo prior to closure - appear to be have been copied for a discussion or information document for management at Ballarat. Need to ascertain whether they line up with the actual last timetable. No Sunday tables given - probably did not change them.Set of photocopies of Rosters for Bendigo. Not sure whether these were actually used or were at the stage of a discussion document - see sheet 30. Photocopied onto foolscap size heat sensitive paper and some loosing information. Sheets have been numbered. Generally dated "HAM/70" Page 1 not location 2 - Eaglehawk - Quarry Hill Weekdays 3 - ditto - continued 4 - Golden Square - North Bendigo Weekdays - two different rosters given on two separate sheets. 5 - Eaglehawk - Quarry Hill Saturdays 6 - ditto continued 7 - Golden Square - North Bendigo - Saturdays 8 - Tables - 1AM, 2AM, 3AM 9 - Tables - 4AM, 5AM, 9AM - second sheet gives slightly different arrangements for 5AM 10 - Tables - 10AM, 11AM, 9Assist - second sheet gives slightly different arrangements for 10 & 11AM 11 - Tables - 2PM, 3PM, 4PM 12 - Tables - 6 run, Meal relief & 1, 11 Assist 13 - Tables - 9PM, 10PM, 16 Assist 14 - Tables - 1AM, 2AM, 3AM Conductors 15 - Tables - 4AM, 5AM, 6 run Conductors 16 - Tables - 2PM, 3PM, 4PM Conductors 17 - Tables - 12 Assist Motorman and 13 Assist Conductor - 2 sheets, can't see a difference. 18 - Tables - Saturday, 1AM, 2AM, 3AM 19 - Tables - Saturday, 4AM, 5AM, 9AM 20 - Tables - Saturday, 10AM, 11AM, 1st relief motorman 21 - Tables - Saturday, 9 Assist, 10 Assist, 14 Assist, 15 Assist 22 - Tables - Saturday, 1PM, 2PM, 3PM 23 - Tables - Saturday, 9PM, 10PM, Gol. Sq. relief Motorman 24 - Tables - Saturday, 1AM, 2AM, 3AM conductors 25 - Tables - Saturday, 4AM, 5AM, 1st Meal relief conductor 26 - Tables - Saturday, 1PM, 2PM, 3PM, conductors 27 - Tables - Saturday, 11 Assist, 12 Assist, 13 Assist - conductor 28 - Standby chart - Weekdays and Saturdays 29 - Rotation Roster for Motorman and Conductors - dated 12/5/1970 30 - Comparisons of Present Roster and proposed roster - includes cost impact analysis - 2 copies held. 31 - folded sheet - Weekday Instructions - poor order photocopied - 2nd copy - minor changes 32 - folded sheet - Saturday Instructions - poor order photocopied 33 - Daily hours of Motorman conductors - Weekdays and Saturday 33A - Hours of Motorman and Conductors - Sunday 34 - Weekly Hours - for motorman and conductors - poor order photocopied and data filled in on photocopy. 39 - Tramways - Motorman and Conductors Rotation Roster - dated 5-3-1970trams, tramways, rosters, timetables, sec, bendigo

cactus, cacti, clematis, orchard redevelopment, r. hall, geoff olive, pruning garden, field station, vcah, university of melbourne, burnley, jill kellow, field station redevelopment, field nursery, student gardens, turfgrass, grassy woodland, chris findlay, phil tulk, grasslands, herbaceous border, car park, native garden, restoration native garden, john rayner, hilda kirkhope rockery, herb garden, rainforest garden redevelopment, plant lists, shady walk, salvia, trees, tai-haku cherry, tree management, tree lists, david aldous, grey border

In 1941, the scientific instrument manufacturing firms of  Henry Hughes & Son Ltd, London, England, and  Kelvin Bottomley & Baird Ltd, Glasgow, Scotland, came together to form Kelvin & Hughes Ltd. Kelvin Company History: The origins of the company lie in the highly successful and strictly informal relationship between William Thomson (1824-1907), Professor of Natural Philosophy at Glasgow University from 1846-1899 and James White, a Glasgow optical maker. James White (1824-1884) founded the firm of James White, an optical instrument maker in Glasgow in 1850 and was involved in supplying and mending apparatus for Thomson university laboratory and working with him on experimental constructions. White was declared bankrupt in August 1861 and released several months later. In 1870, White was largely responsible for equipping William Thomson laboratory in the new University premises at Gilmore hill. From 1876, he was producing accurate compasses for metal ships to Thomson design during this period and this became an important part of his business in the last years of his life. He was also involved in the production of sophisticated-sounding machinery that Thomson had designed to address problems encountered laying cables at sea, helping to make possible the first transatlantic cable connection. At the same time, he continued to make a whole range of more conventional instruments such as telescopes, microscopes and surveying equipment. White's association with Thomson continued until he died. After his death, his business continued under the same name, being administered by Matthew Edwards (until 1891 when he left to set up his own company. Thomson who became Sir William Thomson and then Baron Kelvin of Largs in 1892, continued to maintain his interest in the business after James White's death. In 1884 raising most of the capital needed to construct and equip new workshops in Cambridge Street, Glasgow. At these premises, the company continued to make the compass Thomson had designed during the 1870s and to supply it in some quantity, especially to the Admiralty. At the same time, the firm became increasingly involved in the design, production and sale of electrical apparatus. In 1899, Lord Kelvin resigned from his University chair and became, in 1900, a director in the newly formed limited liability company Kelvin & James White Ltd which had acquired the business of James White. At the same time Kelvin's nephew, James Thomson Bottomley (1845-1926), joined the firm. In 1904, a London branch office was opened which by 1915 had become known as Kelvin, White & Hutton Ltd. Kelvin & James White Ltd underwent a further change of name in 1913, becoming Kelvin Bottomley & Baird Ltd. Hughes Company History: Henry Hughes & Sons were founded in 1838 in London as a maker of chronographic and scientific instruments. The firm was incorporated as “Henry Hughes & Sons Ltd” in 1903. In 1923, the company produced its first recording echo sounder and in 1935 a controlling interest in the company was acquired by S Smith & Son Ltd resulting in the development and production of marine and aircraft instruments. Following the London office's destruction in the Blitz of 1941, a collaboration was entered into with Kelvin, Bottomley & Baird Ltd resulting in the establishing “Marine Instruments Ltd”. Following the formal amalgamation of Kelvin, Bottomley & Baird Ltd and Henry Hughes & Sons Ltd in 1947 to form Kelvin & Hughes Ltd. Marine Instruments Ltd then acted as regional agents in the UK for Kelvin & Hughes Ltd who were essentially now a part of Smith's Industries Ltd founded in 1944 and the successors of S. Smith & Son Ltd. Kelvin & Hughes Ltd went on to develop various marine radar and echo sounders supplying the Ministry of Transport, and later the Ministry of Defence. The firm was liquidated in 1966 but the name was continued as Kelvin Hughes, a division of the Smiths Group. In 2002, Kelvin Hughes continues to produce and develop marine instruments for commercial and military. G. Falconer Company History: G Falconer (Hong Kong Ltd) appear to have had a retail presence in Hong Kong since 1885, according to the company website, and currently have a shop in the Peninsula Hotel. G Falconer was the Hong Kong selling agent for several British companies. Ross Ltd of 111 New Bond St London was one and the other was Kelvins Nautical Instruments. Falconers were primarily watchmakers, jewellers and diamond merchants.They were also agents for Admiralty Charts, Ross binoculars and telescopes, and sold English Silverware and High Class English Jewellery. In 1928 the company was operating from the Union Building opposite the Hong Kong general post office. It is unclear if the item is an original Sextant made by Kelvin prior to his amalgamation with Henry Hughes & Sons in 1941 as Kelvin appears to have only made compasses up to this date. If the Sextant can be established that it was made by Kelvin then it is very significant and a rare item made for and distributed through their Hong Kong selling agents G Falconer Ltd. There are many Sextants advertised for sale stating "Kelvin & Hughes 1917 model sextant". These can be regarded as replicas as the company was not formed until 1941 and production of marine instruments was not fully under way until after the war in 1947. Further investigation needs to be undertaken to accurately determine the provenance of this item. As the writer currently has the impression that the subject object was possibly made by Kelvin and Hughes in the mid to late 20th century or is a replica made by an unknown maker in the late 1970s. Purchased as an exhibition of marine navigational instruments for the Flagstaff Hill museum. The Sextant is a brass apparatus with filters and telescope lens, and comes with a wooden felt lined storage box. It is a doubly reflecting navigation instrument that measures the angular distance between two visible objects. The primary use of a sextant is to measure the angle between an astronomical object and the horizon for the purposes of celestial navigation.G Falconer and Co. Hong Kong (retailers of nautical equipmentflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sextant, kelvin & hughes ltd, hong kong, navigational instrument, g falconer, mariner's quadrants

The American wooden ship Eric the Red was named after the Icelandic Viking Eric 'the Red-Haired' Thorvaldsson, who was the first European to reach the shores of North America in 980 A.D. The ship Eric the Red was owned by the Sewall family of Bath, Maine, between 1873 and 1877 it operated in the coal trade between Britain and America. It then operated on the South American guano/ nitrates trade, before again trading between Europe and New York. On this voyage the Eric the Red had been chartered to carry a full cargo of American merchandise including many exhibits bound for the international exhibition to be held in Melbourne in 1880. Eighty-five days out from New York with 23 crew and two passengers, the Eric the Red approached Cape Otway nearing the end of its long voyage. At 1 am on 4 September the weather was hazy with a moderate north-westerly wind, Captain Jacques Allen had all sail set except for the mizzen-royal and the cross jack sails doing 8 knots, and was steering by the light to keep 5-6 miles offshore and clear of Otway Reef. Returning to the deck after consulting his charts the ship bumped as it ran onto the Otway Reef. It struck a second time and then a heavy sea carried away the wheel ropes and the man at the wheel. A third bump carried away the rudder, and shortly after this the ship completely broke up - within twelve minutes it had disappeared but for floating wreckage and cargo. Captain Jacques Allen recounted that: "The mizzen topmast fell with all the rigging, but strange to say, not a man was hurt by it, although they were all standing about. As soon as I found out there was no hope I said to Ned Sewell, the owner's son, and the third mate on board "Stick to me, and hang on to this mizzen mast". I peeled off everything I had on except my drawers thinking I would be able to swim better without my clothes; and Sewell and myself, clinging to the mast, were washed overboard...It was a fearful sea; I have never seen anything like it". Attempting to swim to a more substantial raft of wreckage, and losing touch with young Sewell in the process, Captain Allen struck out: " Just as I left the spar my drawers got down my legs, and entangled them, and down I went. I managed to clear one of my legs and on coming up I managed to get hold of some floating timber. There was a clear space of water between this timber and the deck, except for the spare royal yard, and I again started, but the surf struck me and I went over and over. I managed to get hold of the spare yard, and after holding on to it for some time I managed to get to the deck. When I was pulled on to it I could not move, being so numb and cramped with the cold. The men had some blankets and other things which they had got from the passengers' room in the deck house, and they wrapped me in these. Shortly after I got onto the wreck we made out the steamer's lights, and as soon as she was within hearing distance the men haled. This must have been about half-past four the Captain of the Dawn sent two of his boats to cruise about, and at daylight, they picked us up off the wreck. We had drifted about four miles from the reef where the ship struck, all those who were rescued were more or less bruised. One man had two or three ribs broken, and another had some fingers crushed off. My left foot is very much hurt, and I am black and blue from head to foot. I never knew such ten minutes as that of the wreck, and I thought the time had come for me to 'hand in my checks'. The ship was worth about £15,000, and neither it nor the freight was insured one dollar". (Argus 14/9/1880). Three of the crew and one of the passengers had been swept away and drowned. Fortunately for those clinging to the remains of the shattered hull and floating wreckage, the steamer SS Dawn passed close by and the crew heard the distressed cries of the survivors. Boats were lowered and the survivors were rescued. The Dawn stayed in the area for several hours searching for more survivors. One body was found washed up at Cape Otway and was buried in the lighthouse cemetery. The captain and crew of the Dawn later received rewards and thanks from the United States consul for their efforts. The hull and cargo were sold for £410, and large rafts of floating wreckage and cargo washed up all over the Victorian coast. A section of the hull lies buried in the sand at the Parker River beach, an anchor is on the rocks at Point Franklin, a second anchor is on display at the Cape Otway lighthouse and parts of the ship are on display at Bimbi Park and the Apollo Bay museum. Various wreckage is located in a concentration off Point Franklin, but suitable diving conditions are rare due to waves and strong currents. At the time of the wreck parts of its were salvaged and used in the construction of houses and sheds around Apollo Bay, including Milford House (since burnt down in bush fires), which had furniture and fittings from the ship, and the dining room floor made out of its timbers. A ketch the Apollo was also built from its timbers and subsequently used in Tasmanian waters.The Eric the Red is historically significant as one of Victoria's major 19th-century shipwrecks. The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse. (Victorian Heritage Database Registration Number S 239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red the wood is dark in colour and is very light in weight. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

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

Set of Books commonly called 'As You Were' from WW1 and WW2. Green cloth. .1) Australia in Palestine (WWI) Book, hard cover, cardboard in centre of cover is silhouette of a Light Horseman & horse. Print is black ink, 153 pages. Illustrated with photos, drawings & maps. .2) These Eagles. Story of the RAAF at War. Book, green hard buckram cover, 200 pages. Front cover has black print with outline drawing of an eagle. Illustrated with photos, drawings. .3) RAAF Log - The RAAF at War. Book, green buckram hard cover. Front has profile of a pilot, black print, 200 pages, illustrated with photos, maps. paintings & drawings. .4) RAAF SAAG - The RAAF at War. Front cover has drawing of 2 Fighter Pilots in black ink, black print. 200 pages, illustrated with photos, drawings & paintings. Book, green buckram hard cover. Front cover has drawing of 2 Fighter pilots, black print, 200 pages, photos, drawings & paintings. .5) Victory Roll - The RAAF at War. Book, green buckram, black print, 200 pages, photos, drawings & charts. .6) HMAS Green buckram hard cloth cover, cloth cover with black text. 200 pages, black & white print, black text on white paper. .7) HMAS Mk II. Book, green buckram hard cover, black & white text on white paper. 200 pages, illustrated colour prints. .8) HMAS Mk III Book , green buckram hard cover, black text on white paper. 200 pages, illustrated colour prints. .9) HMAS Mk IV Book, green buckram hard cover, black text on white paper. Illustrated colour prints. .10) Active Service with Australia in the Middle East. Book, green buckram hard cover, black text on white paper, 129 pages. .11) Soldering on the Australian Army at Home & Overseas. Book, green buckram hard cover, black text on white paper, 200 pages. Rising Sun badge at bottom right hand corner. Illustrated with black & white photos, paintings, maps & drawings. .12) Khaki & Green with the Australian Army at Home & Overseas. Book, green buckram hard cover, black text on white paper, 204 pages. Front cover has a layout of words khaki & green, 2nd tone in light yellow. Illustrated with black & white photos, paintings, & drawings. .13) Jungle Warfare with the Australian Army in the South West Pacific. Book, brown buckram hard cover, light brown ink. Image at bottom of Australian soldier in jungle, 208 pages. Illustrated with photos, paintings, maps & drawings. .14) Stand Easy. After the Defeat of Japan, 1945. Book, light green buckram hard cover, black text on white paper, 208 pages. Image of soldier, both arms outstretched, smiling. Illustrated with photos, maps, paintings, & drawings. .15 On Guard with the Volunteer Defence Corps. Book, green & black buckram hard cover, black text on white paper, 172 pages. Illustrated with colour prints, & black & white photos. .16) As You Were. A Cavalcade of Events with The Australian Services from 1788 to 1946. Book, green buckram hard cover, tan & black text on white paper, 202 pages. Illustrated with black & white photos & colour prints. .17) As You Were. A Cavalcade of Events with The Australian Services from 1788 to 1947. Book, green buckram hard cover, black text on white paper, 202 pages. Illustrated with black & white photos & colour prints. .18) As You Were. A Cavalcade of Events with The Australian Services from 1788 to 1948. Book, green buckram hard cover, black text on white paper, 202 pages. Illustrated with black & white photos & colour prints. .19) As You Were. A Cavalcade of Events with The Australian Services from 1788 to 1949. Book, green buckram hard cover, green text on white paper, red & green diagram, 194 pages. Illustrated with black & white photos & colour prints. .20) Signals. Story of the Australian Corps of Signals. Book, green buckram hard cover, black text on white paper, 196 pages. In the corner of the front cover is the badge with motif of the Australian Corps of Signals. Illustrated with photos & drawings..1) 4214 TPR J E Neilson Year 1919 F E Addlem 1962 .books-military, museums, history

The set of seven 1858 plans shows proposed plans for the original Lighthouse Complex that was built on Middle Island in 1858-1859. The whole complex was then transferred to Flagstaff Hill in 1871. The plan, dated 1909, is for proposed additions and repairs to the Quarters at Flagstaff Hill. The plan 'Alterations and Additions' shows alternate plans for changes to the quarters at the Flagstaff Hill location. This plan has no date. The Complex comprised the Lighthouse, the Lighthouse Keepers’ Quarters, the Store (now called the Chart Room) and a Privy, which was not included in these plans. The Keeper’s bluestone Quarters was a cottage divided into two compartments, one for each keeper and his family. The bluestone Store was divided into three; a store, a workshop an oil store (or office). The Privy comprised of a small building also divided into two separate, back-to-back toilets, one for each Keeper and his family. The Flagstaff Hill Keeper's Quarters have had extensions and additions at various times, and these have also been removed at various other times. THE PLANS - *Dec. 1858 (12/58) ‘Lighthouse Keepers Quarters No.2 Warrnambool’ (2375.01)* Public Works Office Melbourne – Front and Back elevations, sections, and floor plan. The drawing shows timber walls. [The floor plan is the closest plan to the current building, however, the walls are timber in this plan.] *Nov. 1858 – No.3 ‘Lighthouse Keepers Quarters Warrnambool’ (2375.02)* Office of Public Works, Melbourne – Back and End elevations and section through. The drawing shows stone walls. One side; Senior Keeper’s bedroom, living room and kitchen with storeroom. Another side; is the Assistant’s bedroom, living room and storeroom. *Nov. 1858 - No.4 ‘Lighthouse Stores Warrnambool’ (2375.03)* Office of Public Works – Front, Side and end elevations, centre section. The drawing shows stone walls. *Nov. 1858 – No.4, ‘Lighthouse Stores No. 2 Warrnambool’ (2375.04)* Office of Public Works – Front, side and end elevations, centre section. The drawing shows timber walls. *Nov. 1858 – ‘Details Lighthouse Keepers Quarters No. 2 Warrnambool’ (2375.05)* Public Works Office Melbourne. The plan shows the foundations, joists and eaves. The drawing shows timber walls. (Nov. 1858 – ‘No.4 ‘Lighthouse No. 2 – Warrnambool’ (2375.06)* Public Works Melbourne (Part of the paper is missing). This plan shows an octagonal tower, internal stairs, a balcony landing, and a weather vane on top. *November 1858 – No. 1, ‘Lighthouse – Warrnambool’ (2375.07)* Office of Public Works Melbourne. This plan shows a round tower, including the stairs, windows on the tower and the weather vane on the top. *4/3/9 [1909] – ‘Additions and Repairs, Lighthouse Quarters, Warrnambool, General Plan’ (2375.8)* Department of Public Works Melbourne’s official stamp is signed by Croft. It shows the floor plans of the Store, Upper Lighthouse and the Quarters. The Store building has three sections; a Store, Work-Shop and Office, with an internal wall between them and separate entries. The Quarters are divided into two dwellings. The Senior Keeper’s side on the left has fireplaces in two of the three bedrooms and there is a pantry and wash house. The Assistant’s side has no fireplaces in the bedrooms and there’s no pantry or washhouse. These plans include proposed changes to the buildings. The Senior Keeper’s Quarters would have a partition on bedroom 2, a bath with plumbing and drainage, a wall moved and a built-in side porch. The Store would also have a built-in porch. The undated plan 'Additions and Alterations' (2375.9) shows alternative arrangements for water tanks, plumbing and such. WARRNAMBOOL'S LADY BAY LIGHTHOUSES- In the 1800s ships sailing from England to Australia began to use Bass Strait as a faster route to Melbourne. Small navigation errors led to many tragic shipwrecks. From 1848 lighthouses were operating along Victoria’s southern coast as a guide for sailors. Coastal towns such as Warrnambool grew and the exchange of trade and passengers were of great benefit. However, the uncertain weather changes, relatively shallow waters and treacherous, hidden rocky reefs were not suitable for a Harbour and in the 1840s and 1850s there were many shipwrecks in the area, with some even stranded in its Lady Bay harbour. A jetty was built in 1850 and a flagstaff to guide seafarers was placed up high on what became known now as Flagstaff Hill. In November 1857 the Victorian Government recommended that Warrnambool Harbour had beacons and two lighthouses to guide vessels into and out of the Harbour safely. The white light of the Middle Island lighthouse was to be used for the first time on September 1, 1859. The red light of the Beach Lighthouse, a wooden obelisk structure, was first operated on March 25, 1860, but in 1868 this light was ‘discontinued’ due to it being too low. Melbourne’s Department of Public Works decided to relocate the Middle Island Lighthouse Complex - Lighthouse, Keeper’s Quarters, Privy, Store Room and even water tanks - to Flagstaff Hill. The lower obelisk was shortened, and a protruding gallery, railing, and external ladder were added, as well as the light from the Beach Lighthouse. A green guiding light was erected on the end of the jetty. The transfer of the Complex began in March 1871. Each shaped stone of the lighthouse was carefully numbered, removed then reassembled on Flagstaff Hill. In 1872 the well was sunk behind the Lighthouse Keeper’s Cottage. The Keepers and families had left Middle Island in April and moved to Flagstaff Hill in October 1871. Vessels entering Lady Bay align the Upper and Lower Lighthouse towers during the day and the lights at night. The Upper Lighthouse is a round tower, the Lower Light is square. The Lighthouses were categorised as harbour lights rather than coastal lights, so they remain under the control of the Victorian Government’s Ports and Harbours section. The lights were originally powered by oil, then acetylene gas, later by electricity, and then converted to solar power in 1988. In 1993 the solar panel was replaced by a battery charger. A decision was made in 1936 to replace the lighthouses’ lights with unattended lights that no longer required Keepers and Assistants. At least 29 Keepers had attended to the lighthouse from its opening in 1859 to when the last official Lightkeepers left In April 1916. The Warrnambool Harbour Board rented out the Quarters from 1916 to 1936. The Board closed down but the rentals continued with other unknown landlords. In the 1970s the Flagstaff Hill Planning Board was set up under the chairmanship of John Lindsay. The Board was to make recommendations to the Warrnambool City Council regarding the use of the buildings and the rest of the Crown Land on the site. The Flagstaff Hill Maritime Village opened in 1975 and began renovating the Cottage in stages, during which time evidence of a 1920s fire was found in the eastern section of the cottage. Additions of a porch on the west and a washroom on the east were made in the 1980s. The western part of the building is now a Shipwreck Museum and the east has returned to a late 19th-century Lighthouse Keeper’s cottage and includes the screen made by Assistant Lighthouse Keeper Thomas Hope during one of his two periods of service there. THE LIGHTHOUSE KEEPERS Lighthouse Keepers were responsible for keeping their Lighthouse’s lights shining at night. They kept a lookout for passing vessels and changes in weather. They were expected to clean, polish and maintain the equipment and buildings. They kept regular and detailed records of who was on watch, and the time the light was lit, trimmed and extinguished. They kept a journal about other events that occurred. They keep regular, accurate Meteorological Logs. It was expected that they were competent in Morse code signalling. They would be called to help in times of disasters and shipwrecks, and to give official statements about these events. Many Lighthouse Keepers also volunteered as members of the lifeboat crew. The Lady Bay lighthouses were officially classified as small, so the Keepers had the official titles of Senior Assistant Lighthouse Keeper and Assistant Lighthouse Keeper. They were employed by the Public Service and paid rent to live in the Lighthouse Quarters. They were compulsorily retired at the age of 60, with most receiving a superannuation payment. Despite their time-consuming duties, there was time to follow hobbies and crafts such as growing vegetables, playing musical instruments, making models of buildings including lighthouses, and crafting furniture pieces. An example of a keeper’s skills is the carved fire screen made by /assistant Keeper Thomas Hope in the early 20th century and displayed in the Lighthouse Keeper’s cottage at Flagstaff Hill. The last occupants of the Middle Island Complex were Senior Keeper Robert Deverell, his Assistant Keeper, Andrew Farncombe, and their families. They all became the first occupants at the Lady Bay Lighthouse Keepers’ Quarters on Merri Street. The Warrnambool Lighthouse Complex plans are the origin of what is now the Lady Bay Lighthouse Complex. They are a record of the people, process and departments involved in bringing the complex into fruition. The plans are significant to the Complex, which is now listed on the Victorian Heritage Register, H1520, for being of historical, scientific (technological) and architectural significance to the State of Victoria. The Complex is significant as an example of early colonial development. The plan are significant for their connection with the important navigational function of the Lighthouses, a function still being performed to this day. The plans are also significant as an example of a product from the Public Works Department in Victoria in the mid-to-late 19th century. The structures built to these plans still stand strong. Plans for the Lighthouse Complex in Warrnambool, including Lighthouses, Keeper's Quarters and Stores. Seven of the plans are on thin fragile paper, one is on thicker, stronger paper. The drawings have been made in pens coloured red and black. They originate from Public Works in Melbourne. Seven were drawn in 1858, one in 1904, the other is not dated.Dec. 1858 - Lighthouse Keepers Quarters No.2 Warrnambool. Public Works Office Melbourne. Nov. 1858 - No.3 ‘Lighthouse Keepers Quarters Warrnambool. Public Works Office Melbourne. Nov. 1858 - No.4 ‘Lighthouse Stores Warrnambool. Office of Public Works. Nov. 1858 - No.4, ‘Lighthouse Stores No. 2 Warrnambool. Office of Public Works. Nov. 1858 - Details Lighthouse Keepers Quarters No. 2 Warrnambool. Public Works Office Melbourne. Nov. 1858 - No.4 ‘Lighthouse No. 2 – Warrnambool. Public Works Melbourne. Nov. 1858 - No. 1, Lighthouse - Warrnambool. Office of Public Works Melbourne. 4/3/9 [1909] - Additions and Repairs, Lighthouse Quarters, Warrnambool, General Plan. Department of Public Works Melbourne. SIGNED "Croft" "15A" on reverse [no date] - Lighthouse Quarters Warrnambool, Additions and Alterations. "9A" on reverseflagstaff hill, warrnambool, lighthouse keeper's cottage, lighthouse residence, lighthouse, plans, public works, melbourne, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, chart room, quarters, privy, middle island, beach lighthouse, obelisk, lighthouse keeper, assistant keeper, lighthouse complex, lady bay, lady bay complex, keepers, upper lighthouse, lower lighthouse, ports and harbours, cottage, harbour board, flagstaff hill planning board, meteorological record, robert deverell, andrew farncombe, warrnambool port, warrnambool harbour, residence, alterations, repairs, department of works

Before 1851, letters sent through the mail were charged by the number of sheets it contained and the distance it travelled. For example, a letter consisting of one sheet of paper was charged the single rate; a double letter, that is two sheets, was charged double the single rate, a treble letter, was charged three times the single rate, and so on. In other words, each additional sheet of paper increased the charge by one rate. In Great Britain. Sealing a letter in an envelope effectively put an end to postal clerks' ability to count the number of sheets in a letter and an alternative method of determining the postage had to be found. Overweight mailings had previously required the items to be weighed but with the introduction of the Uniform Penny Postage act of 1839, the public could mail a letter not exceeding a half-ounce in weight within the United Kingdom for one penny if prepaid, or two pence if paid on delivery. These postal scales belonged to Dr.William Roy Angus, Surgeon and Oculist. They were donated to Flagstaff Hill Maritime Village by his daughter, Bernice McDade. They are part of the “W.R. Angus Collection” that includes historical medical equipment, surgical instruments and material once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. ABOUT THE “W.R.ANGUS COLLECTION” Doctor William Roy Angus M.B., B.S., Adel., 1923, F.R.C.S. Edin.,1928 (also known as Dr Roy Angus) was born in Murrumbeena, Victoria in 1901 and lived until 1970. He qualified as a doctor in 1923 at University of Adelaide, was Resident Medical Officer at the Royal Adelaide Hospital in 1924 and for a period was house surgeon to Sir (then Mr.) Henry Simpson Newland. Dr Angus was briefly an Assistant to Dr Riddell of Kapunda, then commenced private practice at Curramulka, Yorke Peninsula, SA, where he was physician, surgeon and chemist. In 1926, he was appointed as new Medical Assistant to Dr Thomas Francis Ryan (T.F. Ryan, or Tom), in Nhill, Victoria, where his experiences included radiology and pharmacy. In 1927 he was Acting House Surgeon in Dr Tom Ryan’s absence. Dr Angus had become engaged to Gladys Forsyth and they decided he further his studies overseas in the UK in 1927. He studied at London University College Hospital and at Edinburgh Royal Infirmary and in 1928, was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh. He worked his passage back to Australia as a Ship’s Surgeon on the on the Australian Commonwealth Line’s T.S.S. Largs Bay. Dr Angus married Gladys in 1929, in Ballarat. (They went on to have one son (Graham 1932, born in SA) and two daughters (Helen (died 12/07/1996) and Berenice (Berry), both born at Mira, Nhill ) According to Berry, her mother Gladys made a lot of their clothes. She was very talented and did some lovely embroidery including lingerie for her trousseau and beautifully handmade baby clothes. Dr Angus was a ‘flying doctor’ for the A.I.M. (Australian Inland Ministry) Aerial Medical Service in 1928 . Its first station was in the remote town of Oodnadatta, where Dr Angus was stationed. He was locum tenens there on North-South Railway at 21 Mile Camp. He took up this ‘flying doctor’ position in response to a call from Dr John Flynn; the organisation was later known as the Flying Doctor Service, then the Royal Flying Doctor Service. A lot of his work during this time involved dental surgery also. Between 1928-1932 he was surgeon at the Curramulka Hospital, Yorke Peninsula, South Australia. In 1933 Dr Angus returned to Nhill and purchased a share of the Nelson Street practice and Mira hospital (a 2 bed ward at the Nelson Street Practice) from Dr Les Middleton one of the Middleton Brothers, the current owners of what previously once Dr Tom Ryan’s practice. Dr Tom and his brother had worked as surgeons included eye surgery. Dr Tom Ryan performed many of his operations in the Mira private hospital on his premises. He had been House Surgeon at the Nhill Hospital 1902-1926. Dr Tom Ryan had one of the only two pieces of radiology equipment in Victoria during his practicing years – The Royal Melbourne Hospital had the other one. Over the years Dr Tom Ryan had gradually set up what was effectively a training school for country general-practitioner-surgeons. Each patient was carefully examined, including using the X-ray machine, and any surgery was discussed and planned with Dr Ryan’s assistants several days in advance. Dr Angus gained experience in using the X-ray machine there during his time as assistant to Dr Ryan. When Dr Angus bought into the Nelson Street premises in Nhill he was also appointed as the Nhill Hospital’s Honorary House Surgeon 1933-1938. His practitioner’s plate from his Nhill surgery is now mounted on the doorway to the Port Medical Office at Flagstaff Hill Maritime Village, Warrnambool. When Dr Angus took up practice in the Dr Edward and Dr Tom Ryan’s old premises he obtained their extensive collection of historical medical equipment and materials spanning 1884-1926. A large part of this collection is now on display at the Port Medical Office at Flagstaff Hill Maritime Village in Warrnambool. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station. and an ALDI sore is on the land that was once their tennis court). The Angus family was able to afford gardeners, cooks and maids; their home was a popular place for visiting dignitaries to stay whilst visiting Warrnambool. Dr Angus had his own silk worm farm at home in a Mulberry tree. His young daughter used his centrifuge for spinning the silk. Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940’s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and surgeon at the Warrnambool Base Hospital 1939-1942, He served as a Surgeon Captain during WWII1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., completing his service just before the end of the war due to suffering from a heart attack. During his convalescence he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He then studied ophthalmology at the Royal Melbourne Eye and Ear Hospital and created cosmetically superior artificial eyes by pioneering using the intrascleral cartilage. Angus received accolades from the Ophthalmological Society of Australasia for this work. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering in artificial eye improvements. He was Honorary Consultant Ophthalmologist to Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. In 1968 Dr Angus was elected member of Spain’s Barraquer Institute of Barcelona after his research work in Intrasclearal cartilage grafting, becoming one of the few Australian ophthalmologists to receive this honour, and in the following year presented his final paper on Living Intrasclearal Cartilage Implants at the Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne In his personal life Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and to visit with him. Sunday evenings he would play the pianola and sing Scottish songs to his family. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eye witness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. He had an interest in people and the community They were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After his death (28th March 1970) his family requested his practitioner’s plate, medical instruments and some personal belongings be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. At about the same time that the adhesive postage stamps and envelopes made their appearance, postal administrations began to experiment with strategically placed street letter boxes, known as pillar boxes because of their round, pillar-like shape, that permitted the public to mail letters from a place other than from a post office. For all these reasons, the use of postal scales became the nucleus of every post office. Scales had been in use since ancient Egyptian times so their use for everyday commerce was not unusual in the 1800s. What was new in 1840 was their ubiquitous use throughout the postal system. No post office could function effectively without one. Although the earliest scales used in post offices did not differ markedly from the ones in general use as time went on they were adapted specifically for postal use. For example, a paper sleeve, also known as a weight sticker, was attached that showed the applicable rate of postage for any given weight. This innovation was quite a time saver as postal clerks no longer needed to weigh the item first and then refer to a separate chart to determine the required postage for that particular weight.The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The collection of medical instruments and other items and equipment is culturally significant, being an historical example of medicine from late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery.Postal scales with weights,. Balance scale has brass fittings and is mounted on a rectangular wooden stand, with depressions for brass weights. Weights measure 1oz, 2oz, 4oz and 8oz.'Warranteed Accurate'flagstaff hill maritime museum and village, great ocean road, shipwreck coast, scales, post