In the early years of the 20th century adequate technical education was lacking and became a focus in the Victorian Parliament. After much debate and discussion among politicians and educationalists, the 1910 Education Act No 2301 was passed, making possible the establishment of new technical schools to address the dearth of skilled trades people. In July 1912 Collingwood Technical School opened in the modified bluestone buildings at 35 Johnston St, originally built in 1853 as the Collingwood Town Hall and Court House. Within three weeks, there were 57 boys enrolled - studying preliminary carpentry and pattern-making, plumbing, engineering, sheet iron work and bricklaying. They attended two hours a night on three evenings a week. In 1913, the school opened its doors to juniors and took residence in new permanent buildings erected on the site. It was classified as a trades school by the State Education Department. Two years later courses in electrical wiring and electrical and mechanical engineering were introduced. In 1988 Preston College of TAFE and Collingwood College of TAFE merged to become Northern Metropolitan Institute of TAFE (NMIT). (http://victoriancollections.net.au/organisations/northern-melbourne-institute-of-tafe)Red soft covered book of 60 pages. Contents include: List of President, Council and staff, constitution, aim of the school, scholarships, evening classes, advice to parents, Railway fares, tram fares, free travel, general rules for students. syllabus of work, evening work. Images include carpentry class, Bricklaying, plastering and Turning & Fitting classcollingwood technical school, collingwood, tafe, nmit, northern metropolitan institute of tafe, carpentry, bricklaying, plastering, turning and fitting

The Ballarat Technical Art School was part of the Ballarat School of MinesA soft covered book of 58 pages called the Ballarat School of Mines and Industries Prospectus A. Contents includes teaching staff, school hours, curriculum, fee list, Travelling concessions, school library, classification of subjects. scholarships, list of examiners, full science courses Includes images Staff of the Ballarat School of Mines and Students at work in Turning and Fittingballarat school of mines, ballarat technical art school, design, modelling, figure drawing, fashion plate drawing, black and white illustration, wood carving, lettering, art metal work, retouching, architecture, architectural diploma, draughtsmen's courses, art teachers' courses, outdoor sketching classes, photography, building construction, architectural drawing, ticketwriting, signwriting and decorating, dressmaking, needlework, art teachers' certificate., student activities

Conditions of sale by private contract issued by H.A. Wilkinson and dated 26th September 1949 between the executors of Ormand Alfred Francis deceased (sellers) and C.J. Rasmussen (buyer). Of all the stock, fixtures fittings and plants in premises, 190 Mitchell Street Bendigo as inspected, subject to the purchaser being granted a tenancy of the said premises at 25 shillings per month.organization, business, h.a. & s.r wilkinson real estate

This instrument is part of the tonsillectomy set. Mouth gags are used to keep the patient’s mouth open during oral surgery, leaving both hands of the surgeon free to operate. The Boyle Davis mouth gag consists of the Davis gag, a frame that serves to hold the mouth open and the Boyle tongue depressor to hold the tongue down. The tongue depressor comes in several sizes, from pediatric to adult. The instrument is assembled by sliding the tongue blade into the frame. The mouth gag is held in position using the Draffin bipod stand. (Entworld)White metal mouth gag [254.1] and tongue depressor [254.2] set. There are small leather fittings on the ends of each item. The mouth gag is roughly horseshoe shaped and attached to a metal support with a small lever, which also allows the tongue depressor to be attached and withdrawn. The tongue depressor is a straight metal blade which is bent and curved at either end.

Metal sea mine casing manufactured for use in WW2 that has since been converted for domestic use as an incinerator - spherical body now quite rusty and bottom layer of lid quite corroded around entire circumference - has two handles attached to upper section of shell and holes and metal fittings between them - small hole in centre of lid.Not applicablesea mines, incinerators, ww2

Yields information about Wendouree Parade and the Carlton St crossing loop area.Black and white photograph of Ballarat 27 in Wendouree Parade, Carlton St crossing loop. It appears (the photo is not well focused) to have the destination of Gardens via Sturt St West. The auxiliary board cannot be read. Photographer unknown - see history of object. Keith Kings, The Bendigo Tramways, re the fitting of reflective tape in 1956, page 59.In the rear in ink - "Ballarat"trams, tramways, wendouree parade, carlton st, tram 27

The telescope is original to the Wilsons Promontory Lightstation and was provided by the Department of Shipping and Transport in about 1900. The device magnifies images of distant objects through its curved interior mirrors, and lightkeepers used this telescope to monitor and record the names of ships, the time they passed, and their direction, as well as read meanings of flags and other visual signals communicated by vessels. The telescope is similar to Cape Nelson’s two metre long telescope, which is included in the VHR registration for the Cape Nelson Lightstation. It is particularly important for its good condition, completeness and confirmed provenance and has first level contributory significance to the cultural heritage values of the lightstation..1 Brass telescope, cylindrical tube shape with mobile interfolding sections. Middle section of tube has been covered with textile or leather and painted black. Narrow plaited rope fixed as a border to this section is also painted black. .2. The telescope is attached by a brass fitting to a wooden tripod on a three legged triangular ply wood base with three castors.

BHS CollectionMen's black leather shoes with pointed toes. Six eyelets. Black laces. 4 cm heel. Punched hole pattern on either side of tongue. Stitch pattern from tongue to tip of toe. Label on inner lining of sole 'Fractional fittings Thomas Dixon Sanitized.' Metal heel caps on both heels. Owned by Phillip Ellison

Black and White copy Photograph of L 106 soon after commissioning. Has the M&MTB on the side of the trams and four doorways as ordered by the PMTT. Prior to fitting the standard destination boxes and removing one of the doorways. Elsternwick Post Office in the background. See Reg Item 5012 for information on the photo provided by Keith Kings. Photo is in the PRO H collection.trams, tramways, pmtt, l class, new tramcars, mmtb, tram 106

This brass rail holder fixture would have been used to hold the end of a rail in place. There is no information as to where the fitting or rail would have been placed on the ship; sailing ships had many brass fittings. It was recovered from the wreck of the La Bella, which lies at the bottom of the Warrnambool Harbour. Some 15 ships are believed to have been wrecked in Lady Bay, but only two have been discovered on the sea floor; the La Bella and the Edinburgh Castle. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. The story of the final voyage of the La Bella is summarised as follows … The ship from which the sailors were rescued was the three-masted, iron and steel barquentine the La Bella, built in Norway in 1893. She was one of two iron and steel ships by Johan Smith, the company being one of the leading shipping families in Tvedestrand, Norway. She was significant to Norwegian shipping, being one of only 27 iron and steel ships ever built in Norway. She was registered in New Zealand and engaged from 1902 in inter-colonial trading of timber in the pacific, between New Zealand and Australia and was often in Port Phillip Bay, Victoria. On 5th October, 1905, the twelve year old La Bella left Lyttleton, New Zealand carrying a cargo of timber bound for Warrnambool, Australia . She was manned by a crew of twelve: the Master, (Captain Mylius, previously 1st Mate of La Bella, appointed Captain to La Bella on 6th February 1903) 2 Mates, Cook, six able seamen, one ordinary seaman and a boy. . Bad weather en route caused her to shelter at Burnie on Tasmania's North West coast. On November 10th, the 37th day of her journey, La Bella approached Warrnambool. Captain Mylius steered her towards Lady Bay Channel in heavy south-west seas and evening mist. He ordered the helmsman to steer for the light. As the ship came round, a tremendous sea struck her on the port quarter, causing her to breach broadside in a north-westerly direction into breakers. The helm was brought round twice more, but each time heavy seas broke over her, the third time throwing the La Bella on to a submerged reef in Lady Bay now known as La Bella Reef (about 100 yards from the Warrnambool breakwater). The sea was so rough that it even wrenched a one-and-a-half ton anchor from its fastenings and into the sea. As Captain Mylius headed to the steel wheelhouse, intending to send up a rocket flare, a huge sea slammed the steel door into him (resulting in massive bruising front and back) Despite his injuries he still managed to set off a blue light, which he held up in his hands. La Bella’s lifeboats were filled with sea water and broke up on their chocks. The blue light was the first indication to people on shore that there was a ship in distress. The Harbour Master, Captain Roe (who lived in the Harbour Master’s House opposite Flagstaff Hill), organised a group of volunteers to crew the lifeboat because the trained crew was unavailable; the crewmen were working on a steamer in Port Fairy at the time. He then poured oil onto the water to try and smooth the sea. At around 11pm three of the crew took shelter in the steel forecastle but the sea crashed into it and broke it up. While the rest of the crew and onlookers watched helplessly in the moonlight the bodies were washed away into the sea, never to be seen again. Some of the crew lashed themselves to the weather rail to keep from being washed away. Watson, the ordinary seaman, became tangled in the rigging lines and was too weak to move, so the 2nd Mate, Robertson, put a line onto him so that he wouldn’t wash off. Around 11pm three of the crew were unconscious from exhaustion. The situation on La Bella was becoming dangerous. The 2nd Mate moved to the ‘house’ and soon afterwards the ship slipped in the heavy sea. The lashings of the 1st Mate and the ‘boy’ Denham had kept them safe until about 2am when they were washed overboard; no one was able to help. One by one, the exhausted crew were being washed overboard, too weak to hold on any longer. During the night the La Bella had broken into two and the deckhouse ran out towards the sea. Two more men drowned when trying to reach the lifeboat. By sunrise the only survivors of the twelve were the Master, 2nd Mate and three seamen. Early in the morning Captain Roe used the rocket apparatus on shore to try and shoot a line to the ship for a safer rescue but each attempt fell short of the target. Several attempts were made by the lifeboat to rescue the stricken sailors, but the rough conditions made this difficult for the boat to get close enough to the ship and the lifeboat had to return to shore. During a final attempt to reach the ship Captain Mylius ordered his men to jump into the sea. Leonard Robertson, 2nd mate, jumped and swam towards the lifeboat, taking hold of the boat hook offered to him. Oscar Rosenholme managed to reach the boat floating on a piece of timber from the ship’s load and a third survivor, Noake, also made the boat. Along with the lifeboat rescue crew, 25 year old William Ferrier rowed his small dingy through the heavy seas and managed to rescue the Captain, whom he landed on the breakwater. Ferrier then returned to the ship to attempt a final rescue, losing his oars and rowlocks into the high sea. Using just a spare paddle he skulled towards the La Bella, reaching her stern in time to cut loose the lone surviving sailor, Payne, from the lashing that held him to the ship; the terrified sailor dropped from the ship and into the dingy. Shortly after the last man was rescued, the La Bella was lifted by a huge wave and crashed back down on the reef; she broke up and sank. The ordeal had lasted ten hours. The survivors were taken to the nearby Bay View Hotel and gratefully received warm food and clothing, medical attention and a place to sleep. In the following days an unidentified body of a young person was washed ashore; it was either Watson or Denham. The body was buried in the Warrnambool cemetery with an appropriate gravestone and inscription. William Ferrier became a national hero as news of the daring rescue spread. In recognition of his bravery in the two daring rescues he was awarded the Silver Medal for Bravery by the Royal Humane Society and was honoured in the letter from the Prime Minister and the Parliament of the Commonwealth, telegrams and a cheque for £20 from the Governor General, over £150 subscribed by the public, including Warrnambool and district and readers of The Argus, and a gold medal from the Glenelg Dinghy Club of South Australia. Ferrier’s rescue efforts are one of the most heroic in Victoria’s shipwreck history. (William Ferrier’s son, Frank, received a similar award almost fifty years later, when he helped rescue four members of the crew on the yacht Merlan, after it ran on to a reef near the Point Lonsdale Lighthouse. ) The wreck of La Bella now lies on her port side in 13 metres of sheltered water inside the reef she struck. The bow section is relatively intact and part of the stern has drifted north-easterly towards the mouth of the Hopkins River. The reef the La Bella struck now bears its name. Those five rescued from the La Bella were Captain George Mylius, Leonard Robertson (2nd Mate, 21 years old), R. Payne, Oscar Rosenholme and Jack Noake. Those seven who lost their lives were Mr Coulson (1st mate), Charles Jackman (cook) Gustave Johnson, Pierre Johann and Robert Gent (all able seamen), Harry Watson (ordinary seaman) and Jack Denham (ship’s boy), Captain Mylius was found guilty of careless navigation; he had sailed into the bay without the services of a pilot. His Master Certificate was suspended for twelve months. Later he was also charged with manslaughter of one of the crew who had died when the La Bella was wrecked, but found not guilty. The event’s adverse publicity and damage to his career took a toll on his health and he died of a heart attack six months after the wreck; he was only thirty-seven. His body was buried in the Melbourne General Cemetery. The La Bella was “the best documented of all sailing ships owned in New Zealand”. Her record books, ship logs, correspondence and supporting papers are still available. At the time of the tragedy, she was owned by Messers David C.Turnbull and Co. of Timaru, New Zealand timber merchants and shipping agents, who had purchased her on 13th December 1901. A detailed account of the last journey of La Bella can be read in “Leonard Robertson, the Whangaroa & La Bella” written by Jack Churchouse, published in 1982 by Millwood Press Ltd, Wellington, NZ. Some 15 – 17 ships are believed to have sunk in Lady Bay, but only two have been discovered on the seafloor; the “La Bella” and the “Edinburgh Castle”. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. As well as this letter, Flagstaff Hill’s La Bella Collection includes a photograph of the wrecked La Bella, a brass rail holder and a postcard of William Ferrier with four of the survivors. This original congratulatory letter sent to William Ferrier by the Prime Minister and Government of Australia demonstrates the importance attached to his efforts for Victoria and to Australia. The letter is part of the La Bella Collection and is significant at both a local and state level. Its connection to the La Bella shipwreck and the rescue of five survivors highlights the dangers of Victoria’s Shipwreck Coast. The letter to William Ferrier from the Australian Government acknowledges the bravery of ordinary Australians who risked their lives to save victims of shipwrecks along the coast. The letter is significant to the history of Warrnambool as it honours William Ferrier, a local fisherman whose descendants continue to live in the area. It highlights the way of life of people who lived in coastal towns in 19th century Victoria and the effects of shipwrecks upon them. The letter connects to the postcard of William Ferrier with four of the five rescued crew, the photograph of the wreck of the La Bella and the artefact from the wreck, the rail holder. This item is significant because of its association with the sailing ship “La Bella” . the “La Bella” is of local and state and national significance. It is one of the only two shipwrecks discovered in Lady Bay, Warrnambool, out of the 15-17 shipwrecks in the bay. Brass rail holder from the wreck "La Bella". This rail holder would have been used as a fitting for the end of a rail. It is made up of two parts and looks a little like a goblet in shape. The top is a hollow spherical shape with a circular hole cut out on one side, into which the end of a round rail would fit. There are two gouge marks close to each other on one side of the hole, about one centimetre apart, at 1 and 2 o’clock position. The sphere has a hollow pipe-like stem with a screw thread turned into the outside of the lower section and the bottom of the stem has been flared out after having the base fitted. The base is round and has a mound in the centre. The edge has four evenly spaced fixture holes around its edge. The metal shows signs of pitting and has mild encrustation. The fitting of the base is loose, allowing it to swivel in a complete circle. The top of the sphere is rough and has a dent in it. Underneath the base there is verdigris; some has flaked off and reveals a bright golden colour underneath. rail holder, brass rail holder, la bella, lady bay, norway, 1893, new zealand, captain mylius, william ferrier, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village

The foundation stone of the present church was laid by the Hon James Balfour on 15 June 1875. Mr Charles Webb was the architect, the builder Mr James Bonham and the cost was 2,826 pounds 17 shillings, exclusive of fittings. The opening services were held of 2 December 1875.B&W matt photograph mounted on grey card of the Brighton Congregational Church interior showing Harvest Festival displays and banner text: "Thou crownest the year with thy goodness". brighton congregational church, harvest festival, hon james balfour, charles webb, james bonham

Item used to hold a light bulb inside a tram roof. Made in England, with a horse shoe makers mark and that it is "Vitreous" formed into the base of the item. Recovered from tram 14 during the project to rewire the trams. New light fittings are 24V rather than 125V DC.Demonstrates an item to hold a Edison Screw lamp inside a tram.White ceramic base fitted with a brass formed Edison Screw lamp holder fitted with screw terminals and brass parts. One of the securing brass screws remains in the holder.tram 14, tramcars, lights, electric lighting, tramcar maintenance

This is a vintage lighting mechanism probably dating from the 1920s. It would have been used in a household or business to provide lighting for a room. It is quite heavy so would have mostly rested on a table or ledge. It is a Petromax lantern, a brand name for a type of pressurised paraffin lamp that uses a mantle. The Petromax lantern was developed in 1910 by Max Graetz of the firm of Ehrich and Graetz of Berlin, Germany (petro= petroleum, max=Max Graetz).The Petromax lantern is still produced todayThis lantern is of antiquarian interest as an example of household lighting100 years ago.This is a lantern with a metal base, a wooden stem painted black, a metal body holding a piece of circular glass and a metal top with perforations acting as a chimney. The base has a hand pump and a removable screw cap to enable the base to be filled with paraffin. The main body has a screw holder to control the lighting and a pre-lighting mechanism and a mantle fitting inside the glass. The mantle is missing.PETROMAX No. 886 MADE IN GERMANYvintage lighting, petromax lanterns

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

This flip top pocket aluminium ash tray was at the beginning of the social "cleaning up" of cigarette ash and related products. This cigarette waste container was for those occasions when it was polite not to throw the cigarette ash and used up cigarettes "buts" on the ground, or if working in any rural area during a dry fire prone season, when discarding burning cigarette waste could set up a severe "bush" fire. It was also at the beginning of an intensive look at the affects of smoking upon the health of users. Later in the 1900s was a time when medical evidence supported a ground swell of the anti smoking movement which resulted in further restrictions of the use cigarette smoking in public places. Before the anti cigarette smoking revolution, it was both fashionable and manly to either roll your own cigarette or open up a packet of "tailor made's". In the rural and man's man environment the roll your own provided a visual acknowledgement that the user was "true blue" Aussie male and not a city boy. The cycle of use of cigarettes has drastically changed from when this item was first used. Today's society (post 2000) has produced a ground swell of government and non government organisations whose aim is provide a cigarette "ash" free environment and society. This is highlighted in the beginning of the 2000 millennium by a cigarette "Free" Australia campaign, and the pocket flip top personal ash tray as a practical solution for butt litter disposal.This light weight aluminium pocket ash tray not only was used when social graces required it to, but also provided a container for any unfinished cigarettes or stogies (cheap half used cigars). In rural areas (open fresh air countryside), where time was always made available for the "smoko" (Australian rest period), at any time, especially after some hard physical work, the ability to have a self contained ashing apparatus, not to offend the gentler folk, was a pre-requisite . The rural environment, in the days of these cigarette ash containers,was one which could range from harsh and unforgiving to mild and relaxing. Smoking could be enjoyed anywhere and at any time without too much "fussing" around. This ash tray was mobile, convenient, unobtrusive and regarded by the user as being considerate to those around. It also eliminated the tell tale evidence that the "no smoking" signs had been ignored. The Kiewa Valley was like many rural ares that found it hard for smokers to come to grips with a governmental "non smoking policy" to indoor recreational and other "confined space" environments. The covered lid reduces odors and eliminates ashes from being blown around.Aluminium round container with a lid. The opening lid is spring loaded, hinged top, circular and fixed by a clasp, pop- riveted (4) onto the main housing. Opposite the hinge the lid is held closed by a small metal ball fitting tightly to the top wall of the container. The lid is opened by the use of a fingernail positioned at junction of lid to body. This edge is bevelled to allow access.personal effects, tobacco waste products, smoking accessories, tobacco

The Ballarat Technical Art School was a division of the Ballarat School of Mines. A custom built building was opened in 1915. A plan on linen showing the proposed fittings for the new Ballarat Technical Art School Building built in the grounds of the Ballarat School of Mines. The plan has been hand coloured and designates rooms for freehand and plant drawing, model and cast drawing, Modelling Room, Light and Shade Room, Lecture room, Head Master's Office, attendant's office, cloakroom, storeroom, Castings Room, Sheet 7 W.J.G. 5.3.14ballarat technical art school, buildings, ballarat school of mines, plan

Folded card which outlines the tabletable for science subjects at the Ballarat School of Mines, 1909. Subjects include metallurgy, Mine Engineering and Metallurgu, Mine Engineering, Chemistry, Geology, Physics, Petrology, Electricity and Magnetism, Assaying, Cyanide, Mineralogy, Freehand Drawing, Assaying, Mine Surveying, Plumbing, Telegraphy and Telephony, Fitting and Turning, mining. Classes are held during the day, evenings and on Saturdays. ballarat school of mines, timetable, science

This small knob has been manufactured to look like marble. It may have been used as a drawer or door handle, possibly part of the ship's furnishings because it appears to have been broken off its connecting shank. The encrustations on the surface are from being in the sea around 90 years. The knob was recovered from the wreck of the Loch Ard and is part of the John Chance collection. The Loch Ard was a clipper ship built in Scotland in 1873. In 1978 the ship was sailing to Melbourne with 54 people on board as well as a mixed cargo that included items for the 1880 International Exhibition in Melbourne. On June 1st 1878 it was not far from its destination when it crashed into Mutton Bird Island, east of Port Campbell. Only two people survived. The wreck was re-discovered in 1967 and the site is listed as a Historic Shipwreck. (See References and Significance for further information.)This knob is historically significant as it is an example of hardware fittings made and used during the mid-to-late 19th century. This knob is significant for its connection with the John Chance Collection, which is historically significant as an example of artefacts from wrecks that had been lost in the coastal waters of Victoria from thirty to over one hundred years before John Chance and others discovered them. These artefacts are a sample of goods carried as cargo or personal possessions, and of ship hardware of that era. The knob is significant through its connection with the clipper ship Loch Ard (1873-1878), which is historically significant to both Victoria and Australia. The loss of the ship has been described as one of the ‘worst shipwreck tragedies’ and is well known in Victoria for the tragic death of 52 out of the 54 lives on board. The Loch Ard wreck is historically significant as a large international passenger and cargo clipper ship. It is registered on the Victorian Heritage Database VHR S417. The wreck site is labelled as ‘one of Victoria’s most spectacular diving sites’ and the area is a popular tourist site. It is part of Victoria’s Underwater Shipwreck Discovery Trail. Knob or handle; ceramic (faux marble), dome with flat base, brown colour with orange and cream swirls through it, polished surface. Base has two embedded round, rough-edged metal fittings. Encrustations adhere to the polished surface in pleases. Clear tape keeps large broken chip intact. Another chipped area reveals the rough inner surface of the marble.flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, john chance, loch ard, knob, handle, door hardware, ceramic, faux marble, vintage, antique, cabinetry, door pull, drawer pull

Dark red covered auction catalogue with black printing for a sale on the 5th and 6th July 1983 at the Australian National Animal Health Laboratory, Geelong, Vic. For sale was Construction Materials, Equipment, Scaffolding, Transportable Site Buildings, G.F.C. False Work, and Large Quantity Piping Stainless Steel and Copper Fittings. J. H. Curnow & Son Pty. Ltd. Were the auctioneers.business, auctioneers, j h curnow & son pty ltd, ian dyett collection - auction catalogue - australian national animal health laboratory, john holland, j h curnow & son pty ltd, f c dyett, i m dyett, n f dyett, bolton bros pty ltd print

Yields information about the relationship between trams and steel pipe which can result in corrosion - and the fitting of test points in Ballarat during 1958.Newspaper clipping titled “Move to Check Corrosion” from The Courier, dated 26/3/1958 about the fitting of test points to gas mains at the corner of Ligar and Seymour Sts the previous day. Quotes the Manager of the Ballarat Gas Company, work being done by Gas and Fuel Corporation. Has a photo of Mr J. Nicholls and R. Schafer. BTPS Number "222" Has “222” in biro in bottom right hand corner and “26.3.58” in blue pencil in top left hand corner.sec, gas works, electrolysis

Set of four adhesive labels for fitting to the inside of a tramcar advising passengers why travel by tram - each with blue top green bottom with white lettering. All have Yarra Trams logo on the lower edge. .1 - Traffic Jam - Catch a tram .2 - Relax - Tram it! .3 - No parking - Tram it! .4 - Cleaner air? - Tram it! Part of the Tram it campaign.trams, tramways, yarra trams, passengers, signs, tramcars, marketing

Camp ovens were used for cooking indoors and outdoors. They were used to perform a variety of tasks and to last forever.The use of dry sand moulds for casting the iron created a smoother surface. A more even surface meant more even contact points with food. The lid is close fitting.Used by people in the Kiewa Valley including campers, drovers, shearers, bushmen, miners and groups eg.scouts to cook food.Camp ovens originally named Dutch ovens were made from cast iron, were heavy and were developed in the Netherlands in the 1700s. Australian drovers, shearers, bushmen, campers and miners used the cast iron camp ovens. This one has legs and was used outside. The lid is slightly concave enabling coals from the cooking fire to be placed on top as well as below. This provides more uniform internal heat and lets the inside act as an oven. Formerly UKV 023cast iron oven, outdoor cooking

The ship building company E. & A. Sewall, from Bath, Maine, USA, built many ships that had wheels with the same decorative, starburst pattern on them as this particular wheel segment, including the Eric the Red. The wheel was manufactured by their local Bath foundry, Geo. Moulton & Co. and sold to the Sewall yard for $100, according to the construction accounts of the vessel. Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, and was the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows that Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) - about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. On 4th September 1880 the ship had been sailing for an uneventful 85 days and the voyage was almost at its end. Eric the Red approached Cape Otway in a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats, the mizzenmast fell, with all of its rigging, then the mainmast fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Cries were heard coming from out of the darkness. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts and bravery, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and a medal for bravery. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) 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 S239, Official Number 8745 USA) Segment of a ship's wheel, or helm, from the wreck of the sailing ship Eric the Red. The wheel part is an arc shape from the outer rim of the wheel and is made up of three layers of timber. The centre layer is a dark, dense timber and is wider than the two outer layers, which are less dense and lighter in colour. The wheel segment has a vertically symmetrical, decorative copper plate inlaid on the front. The plate has a starburst pattern; six stars decorate it, each at a point where there is a metal fitting going through the three layers of timber to the rear side of the wheel. On the rear each of the six fittings has an individual copper star around it. The edges of the helm are rounded and bevelled, polished to a shine in a dark stain. Around each of the stars, front and back, the wood is a lighter colour, as though the metal in that area being polished frequently. The length of the segment suggests that it has probably come from a wheel or helm that had ten spokes. (Ref: F.H.M.M. 16th March 1994, 239.6.610.3.7. Artefact Reg No ER/1.)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship's-wheel, eric-the-red, helm, shei's wheel, ship's steering wheel

Gives the design details of the device or fitting known as a trolley wire ears that holds a tramway copper trolley wire in position. Notes that the drawing was traced in 1924 from a MMTB drawing. Has details for a splicing ear, straight line ear. feeder ear and curve ear along with details for nuts and screws.Yields information about the design of four different types of trolley wire fittings and how they were fabricated for use on the two tram lines, or electric street railways operated by the Victorian Railways.Dyeline print of Victorian Railways drawing number 4057 - Ears for Tramway Overhead ConstructionHas number "7513 D.33" in black pen in bottom right hand corner.tramways, trams, overhead, victorian railways, trolley wire, engineering, electrical engineering

A shock of different voltages was delivered to a person using the two metal handles or two heavy soft wire combs (missing but known of) were moved across the skin. Perhaps this was an early TENS Unit. The unit came to the donor's grandfather (Roy F. Leibig - Chief Electrical Inspector of the Brunswick (Melbourne) Electric Supply) for repair and returned to his keeping once it had become obsolete (upgraded by newer machine). Donor often helped his Pa repair electrical equipment.Historical: The Resuscitator or Electric Therapy Unit was used in hospitals, possibly Mental hospitals. Provenance: The donor worked at Mt Beauty in the Kiewa Hydro Electric Scheme with the State Electric Commission of Victoria as an electrician. Black wooden smooth box with clip fastener which is screwed on - 3 screws for the base and 2 for the lid. On top of the box is a leather strap for the handle fastened by steel screwed into the box. Inside: A mask with attached strap. Tap fitting loosely into steel box. Metal cylinders and a Cardboard box. A wooden lockable case, housing electrical equipment suitable for issuing high voltage shocks.In red, middle of the side with fastener - "SPARKLETS RESUSCITATOR" Scruff marks inside the lid. A cream plastic tag is screwed on and inscribed"Manufacturers:- / SPARKLETS LIMITED / EDMONTON, LONDON, N.18 / Made in ENGLANDmedical, hospital equipment, resuscitator, tawonga district hospital, doctor

Items in collection re T. Pattison, refer Cat No 5342.4..1) Shirt, light khaki, cotton, long sleeved with patch on each sleeve of Warrant Officer insignia. .2) Tie, khaki, woollen, rib pattern. .3) Belt, black, webb, brass fittings at end. .4) & .5) Belt, brass, keeper clips. .6) & .7) Belt, brass clips. .8) .9) .10) & .11) Hooks, brass, for securing clothing to the belt.uniforms - army, accessories

This flip top pocket steel ash tray was at the beginning of the social "cleaning up" of cigarette ash and related products. This cigarette waste container was for those occasions when it was polite not to throw the cigarette ash and used up cigarettes "buts" on the ground, or if working in any rural area during a dry fire prone season, when discarding burning cigarette waste could set up a severe "bush" fire. It was also at the beginning of an intensive look at the affects of smoking upon the health of users. Later in the 1900s was a time when medical evidence supported a ground swell of the anti smoking movement which resulted in further restrictions of the use cigarette smoking in public places. Before the anti cigarette smoking revolution, it was both fashionable and manly to either roll your own cigarette or open up a packet of "tailor made's". In the rural and man's man environment the roll your own provided a visual acknowledgement that the user was "true blue" Aussie male and not a city boy. The cycle of use of cigarettes has drastically changed from when this item was first used. Today's society (post 2000) has produced a ground swell of government and non government organisations whose aim is provide a cigarette "ash" free environment and society. This is highlighted in the beginning of the 2000 millennium by a cigarette "Free" Australia campaign, and the pocket flip top personal ash tray as a practical solution for butt litter disposal.This pocket ash tray not only was used when social graces required it to, but also provided a container for any unfinished cigarettes or stogies (cheap half used cigars). In rural areas (open fresh air countryside), where time was always made available for the "smoko" (Australian rest period), at any time, especially after some hard physical work, the ability to have a self contained ashing apparatus, not to offend the gentler folk, was a pre-requisite . The rural environment, in the days of these cigarette ash containers,was one which could range from harsh and unforgiving to mild and relaxing. Smoking could be enjoyed anywhere and at any time without too much "fussing" around. This ash tray was mobile, convenient, unobtrusive and regarded by the user as being considerate to those around. It also eliminated the tell tale evidence that the "no smoking" signs had been ignored. The Kiewa Valley was like many rural ares that found it hard for smokers to come to grips with a governmental "non smoking policy" to indoor recreational and other "confined space" environments. Tin plated mild steel round container with a lid. The opening lid is spring loaded, hinged top, circular and fixed by a clasp, pop- riveted (4) onto the main housing. Opposite the hinge the lid is held closed by a small metal ball fitting tightly to the top wall of the container. The lid is opened by the use of a fingernail positioned at junction of lid to body. This edge is bevelled to allow access. personal effects, tobacco waste products, smoking accessories

Contract of sale of land dated 10th June, 1954 between Mrs H. Edgecumbe (seller) and Mrs A.L. Pye (buyer) for land part of Crown allotment thirteen AB and twenty section K described in certificate of title volume 5223 folio 518, together with all buildings and erections thereon also all linos, blinds and electric fittings and shades. Price 1900 poundsorganization, business, h.a. & s.r wilkinson real estate