A small number of heavy cast iron weights and two rods remain at the Point Hicks Lightstation. These weights comprise one rod with a forked top and four circular weights attached to the bottom of the shaft. The weights and rods were part of the original clockwork mechanism that was fitted beneath the lens to keep the kerosene‐fuelled light turning. They were attached to a cable or chains and moved vertically in similar fashion to the way weights move on grandfather clocks. As the weight fell, the optic clock was driven and the lens was turned. To keep the clock turning, the weight needed to be wound back up to the top of its travel. The cables and weights in this lighthouse were visible as they moved through the length of the tower up to the lantern room. It was usual for systems to move inside a tube extending up to the top, but in this case the tower’s cast iron spiral staircase, which is supported on cantilever cast iron brackets set into the concrete wall, spiralled around the space in which they moved. Lighthouse keepers had the arduous job of having to constantly wind the clock to keep the light active, and at least two keepers needed to observe a strict roster of hours. When electric motors were invented, all of this became redundant and the motors were able to turn the optic for as long as there was power to drive them. In December 1964, the original 1890 Chance Bros kerosene‐fuelled light and clockwork mechanism were replaced by small electric motor, and the number of keepers reduced to two. The six circular weights and rods originate from the obsolete system and may have been part of a larger set. Wilsons Promontory retains seven of its original set of ten weights, all of which are detached from the tower’s weight tube. Cape Schanck has a set of fourteen weights remaining in situ as well as another four detached weights, which have inscriptions. One weight is displayed in the lantern room at Cape Otway. The image shows four of the clockwork weights attached to a rod with a forked top. They were part of the original clockwork mechanism that was fitted beneath the lens to keep the kerosene‐fuelled light turning. The Aldis lamp in its case sits on the floor next to the weights. Source: Parks Victoria.The Point Hicks weights have first level contributory significance for the insights they provide into the superseded technology and operations of a late nineteenth century lighthouse. They are well provenanced and are significant for their historic value as part of the lightstation’s Chance Brothers optical system installed in 1890. Four circular metal weights are stored on a metal rod with a forked section at the top. The weights have a cut out section which allows the weights to be removed easily.

The history of the No. 2 Independent Commando Company and 2/2 Commando Squadron during World War II – scarce as a 1st edition dated 1986. Having completed its training at Foster, on Wilson’s Promontory, Victoria, the 2nd Independent Company was raised and travelled north to Katherine, in the Northern Territory. However, following Japan’s entry into the war, as with the other independent companies that were sent to the islands off Australia, the 2nd was sent to Timor, where it joined the 2/40th Battalion and the rest of Sparrow Force. Sparrow Force divided itself between west Timor, part of the Netherlands East Indies, and east Timor, which belonged to Portugal. The 2/40th Battalion defended the capital of west Timor, Koepang, and the airfield at Penfui. Most of the independent company moved to the airfield at Dili, in east Timor, and the nearby mountains. Portugal was opposed to the stationing of a Dutch or Australian garrison in case this provoked the Japanese, but despite this opposition, on 17 December 1941, elements of the 2nd Independent Company and Dutch troops landed near Dili. On 20 February 1942 the Japanese invaded the island, attacking east and west Timor simultaneously. The 2/40th Battalion held out for three days, but were overrun and were killed or captured. Similarly, the 2nd could not hold the airfield and were also driven back. But they were not captured and instead retreated to the mountains where they conducted a very successful and pursued a guerrilla war against the Japanese which lasted for over a year. Following the capture of Timor, the 2nd occupation the company was listed as “missing”, the company’s signallers were able to build a wireless transmitter, nicknamed ‘Winnie the War Winner’, and on 18/19 April were able to contact Darwin. At the end of May RAN vessels began landing supplies for the Australians on the south coast of east Timor. These supply runs were very dangerous but they allowed the Australians on Timor to continue fighting. In September the guerillas were reinforced with the 2/4th Independent Company. However, this could not go on indefinitely. In August the Japanese lunched a major offensive against the guerrillas and Japanese reprisals against the civilian population of east Timor reduced their support for the Australians. The 2nd (now named the 2/2nd Independent Company) and 2/4th were withdrawn in December and January 1943 respectively. Although the 2/2nd Independent Company is best known for its time on Timor, it also saw extensive service in New Guinea and New Britain. The independent company reformed at the army’s training centre at Canungra, Queensland, where it was reinforced and reequipped. The company then moved to the Atherton Tableland, where it briefly became part of the 2/6th Cavalry (Commando) Regiment. Due to this reorganisation, in October, the 2/2nd Independent Company was renamed the 2/2nd Cavalry (Commando) Squadron. This name was later simplified to just commando squadron. When this happened though, the 2/2nd was back in action. In June 1943 the 2/2nd sailed from Townsville for Port Moresby and was subsequently flown to Bena Bena, in the Bismark Range in New Guinea’s highlands. Here they supported the 2/7th Independent Company in patrolling the Ramu River area. In the second week of July the 2/2nd moved into position, with its headquarters at Bena Bena and with its platoons’ occupying neighbouring positions. By the end of the month their patrols were skirmishing with the Japanese. The 2/2nd remained in New Guinea until October 1944. After 90 days leave, the squadron reformed at Strathpine in Queensland before sailing to New Britain in April 1945. The 2/2nd landed at Jacquinot Bay on 17 April. The squadron then moved to Wide Bay, in order to support the 13th Brigade of the 5th Division, and was based at Lamarien. Following Japan’s surrender and the end of the war, the ranks of the squadron thinned quickly as men were discharged or transferred to other units. For those who were left, they returned to Australia and in early 1946 the 2/2nd Commando Squadron was disbanded. Includes Nominal Roll Soft Cover without Dust Jacket – 270 pages

Captain Robilliard: James Arthur Robilliard was a sea captain and tentmaker, born on the 19th April 1843 at Saint Helier, Jersey. He trained there in his father's sail loft as a sailmaker. His first job as a sailor was in Liverpool, England and 1875 James Robilliard migrated to Australia as mate on the "E.M. Young". James Robilliard and his family were amongst the early settlers that arrived along the Curdies River in the Heytesbury district of Western Victoria. In 1877 he became a Captain and would have used his compass from ship to ship. On 28th May 1877 in that same district a small 3-masted, schooner the "Young Australian" was wrecked. This schooner had been built 1864 at Jervis Bay, NSW. She had been on her way from Maryborough Queensland to Adelaide, under the command of Captain Whitfield, when she lost her mainmast in a heavy gale. She was beached at Curdies Inlet in Peterborough, Victoria, Captain Robilliard was placed in charge of the salvaging operation and recovered a good portion of the cargo. Not long after this incident a Warrnambool shop owner David Evans found employment for James Robilliard with Evan Evans, who produced tents, sails, tarpaulins and similar goods; James already had the necessary skills for this work. Evan Evans was the same sailor rescued from the “Young Australian” soon after his rescue Evan recalled he had a relative in Australia in a town called Warrnambool and while walking in Timor Street, Warrnambool, he saw a sign over a shop that said “David Evans” and once the two men met, Evan was warmly welcomed. David then helped his relative to establish a tent and tarpaulin-making business there. Evan later transferred his successful business to a shop in Elizabeth St, Melbourne, under the name Evan Evans Pty. Ltd.) James Robilliard, a committed Christian, and accredited Lay Preacher with the Methodist Church. He travelled around the local district leading the settlers in worship. On 14th November 1879, Captain Robilliard married Helen Beckett. Alfred and Selina Beckett and their family all attended the church at Brucknell where Captain Robilliard preached. He was said to have been taken by their young daughter Helen. James and Helen had ten children; James Arthur (Jnr), Henry William, Nellie Jessie, Alfred Albert, Rubena Nellie, De Jersy Norman, Clifford Beckett, Olive Ida, Frances Ridley Havergal and Nellie Elvie, all born in Victoria. In the 1880s James Robilliard captained the cutter "Hannah Thompson" into Port Campbell, Victoria. This vessel was the first coastal trader to operate between Melbourne and Port Campbell. At one time Captain Robilliard had to beach the "Hannah Thompson" for repairs. In 1923 she was blown ashore in a gale and wrecked at Oberon Bay, at Wilson's Promontory. In 1889 the compass was saved by Captain James Arthur Robilliard from his sinking brigantine "Mary Campbell" in 1889. This vessel was used to carry equipment for the Sydney Sugar Refinery's Mill in Southgate, NSW. The ship had been built in 1869 and traded for the next 20 years between Australian ports and rivers along the east coast as well as regular ports in New Zealand. She was recognised by the Sydney Morning Herald as one of the best "carrying vessel in the timber trade". She had several owners over this time, the last one being Captain James A. Robilliard. On 29th April 1889 the "Mary Campbell", with Captain James A Robilliard as captain and owner, was on her way from Clarence River, NSW to Melbourne, Victoria with a cargo of railway girders for the Melbourne Harbour Trust. Captain Robilliard encountered a storm off Port Macquarie. He sailed the vessel south to about 40km east of Cape Hawke, near Tuncurry. At around 7 pm, he discovered that the cargo had shifted during the storm and the heavy girders had damaged the hull, causing a leak. The pumps were inadequate to stem the fast-flowing leak water soon filled the hull during the next two hours. Some of the crew began throwing the cargo overboard to lighten the vessel, hoping to keep it afloat until daylight. When the water reached over 2 meters in the hull they realised their efforts were in vain. On the 30th April 1889, the crew left the vessel the ship was sinking fast, so they made for the shore. While still miles off Cape Hawke all seven crew members, including the Captain, were rescued by the Government Tug "Rhea" and taken to Port Macquarie Hospital and later returned to Sydney in the vessel "Wellington". No cargo had been saved and the consignment had been under-insured, only covered for half its value. The name of the last ship Captain Robilliard sailed is currently unknown, however, he sailed that ship from the port of Marlborough, Queensland, carting steel railway girders for the Geelong-to-Camperdown railway line. On this trip the ship hit a storm, the cargo shifted and the ship was wrecked along the NSW coast. After this, Captain Robilliard retired from the sea and began farming in Peterborough. In about 1897, verging on retirement, Capt. Robilliard superintended the Melbourne Sailors’ Home in Spencer Street, Melbourne, before being asked to leave this position in 1902 for trying to shut down a local hotel. On 6th May 1917 Captain James Arthur Robilliard J.P. died at Blackwood Park, in the Cobden district of Brucknell, the first Robilliard family homestead in Australia. He was buried in the Melbourne General Cemetery, Victoria. His wife Helen passed away in 1947. This compass, once belonging to Captain James Arthur Robilliard, is of local and state historical significance for its use by the Captain with his vessel the "Mary Campbell", a trading vessel that was bringing railway girders to the Melbourne Harbour Trust. He also used this compass on the "Hannah Thompson", listed on the Victorian Heritage Register and known as being the first coastal trader to operate between Melbourne and Port Campbell. The compass is also a very fine example of maritime navigational instruments manufactured and used in the mid-19th century. Marine compass, brass, in wooden box with separate, fitted lid. The compass card has sixteen points. The four principal points are marked; North with a star shaped, South with an “S”, East with and “E” and West with an “O” (French word OUEST). Each quadrant of the circle is numbered from 0 – 90 degrees. The card is floating in a liquid. The compass gimbal is attached to the sides of the box and to the front and back of the compass’ cylindrical brass frame. The mahogany coloured timber storage box is joined with brass nails. The centre of the lid has a folding decorative brass handle. The lid fits over base and closes with a brass screw and hook on both front and back. Maker; Dubas Watchmaker Optician, Nantes, France, c 1860-1870. Compass came from the ship “Mary Campbell”, which sank off the NSW coast in 1889, near Forster. The compass, as well as the ship, belonged to Captain James Arthur Robilliard and was donated by his family. “DUBAS MANTES” stamped into side of gimbal. “DUBAS HORLOGER OPTICIEN. NANTES.” printed around centre of card. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, marine compass, navigation instrument 19th century, marine instruments, dubas mantes, captain james arthur robilliard, j.a. robilliard, helen beckett, ship young australian, ship young australia(n), ship hannah thompson, ship mary campbell, melbourne sailors home, david evans, evan evans, curdies inlet, brucknell church, curdies railway, great lakes museum

This minute book records the reformed Science and Field Naturalists Club of the Ballarat School of Mines. Such a club had existed in 1888 and 1889. Final recorded meeting took place on 17th November 1918, resolved that "there would be no further meeting of the Club until further notice was given." (Ballarat School of Mines Annual Report of 1888, p.17. Also mentioned in Annual Report 1889, p.195)Dark blue hard-cover minute book with dark red spine. 186 numbered lined pages with left hand margin. Last entry on p.128. Courier Newspaper article 'Victorian National Park: Our Fauna and Fauna' by Charles Hoadley published 16/06/1915 Included: State Savings Bank of Victoria account booklet No. 128.155, issued to School of Mines Science and Field Naturalists Club.ballarat school of mines, smb, science and field naturalists club, fenner, charles fenner, albert w. steane, william baragwanath, john brittain, lal lal, lal lal excursion, science nad field naturalists club, ballarat field naturalists wild flower show, maurice copland, alfred mica smith, sunnyside woollen mill excursion, wilson's promontory, charles hoadley

Blue hard covered book of 494 pages. Images, and a large plan of prominent burials in the Melbourne Old Cemetery, and a Map of Melbourne. melbourne, melbourne cemetery, melbourne old cemetery, john batman, edmund hobson, batman's map, st francis' church, james balfour, mrs hornbrook, paddy's market, wilson hall, working men's college, henry kendall, le souef's cottage, world war one, westernport, melbourne cup, hoddle, collingwood, south melbourne, prahran, richmond, kew, brunswick, coburg, preston, hawthorn, camberwell, nunawading, doncaster, st kilda, brighton, sandringham, cheltenham, caulfield, oalkleigh, footscray, sunshine, north melbourne, carlton, ballarat school of art library, ballarat technical art school, book plate, library plate, hume and hovell's overland journey 1824-5, major mtichell's overland journey, australia felix, booplate, aborigine, aboriginal, captain cook, arthur phillip, isaac smith, george bass, matthew flinders, john murray, catain baudain, captain collins, edward henty, portalnd, map od melbourne in 1938, john pascoe fawkner, the "enterprise: and fawkner's first home, old colonists' homes, rushall crescent north fitszroy, richard bourke, the old melbourne post offfice, old governmnt house, toorak, latrobe's house at jolimont, first melbourne land sale, melbourne water supply, peter henry smith, victorian legislative council opening, map of melbourne and collingwood, prince's bridge, crossing the rivers by punt, f.a> rucker, canvas city emerald hill, arrival of the gold escort in melbourne, the yarra, queen's wharf, tall ships, old st james, mary e. budd, st francis church, michael carr, meolbourne city mission, state library of victoria, melbourne public library, bourke street, angus mcmilan, methodist ladies college, ormond college, armistance celebrations, robert russell, mia mia, theatre royal bouke st, melbourne from flaggstaff hill, federal coffee palace collins st, lord melbourne, melbourne mint, old melbourne town hall, robert russell's melbourne and yarra falls, mandevalle hall, point lansdale lighthouse, wilson's promontory, margaret m. ward cole, williamstown, flinders st melbourne, queenscliff battery, broadmeadows soldiers' camp, embarkation of first troops on the 'ceramic', general monsash, ian hamilton, general bridges, victorian war memorial, national war memorial, st kilda pier, first melbourne cup, hoddle's grid, albert park, melbourne mechanic's institute, st kilda toll gate, munted policeman, springthorpe memorial, james bonwick, mornane's paddock, victorian railways melbourne and surburban lines, carlton gardens, thomas napier, wiliam westgarth, george augustus robinson, william lonsdale, elizabeth mary batman, peomena frances darling batman, dig tree, exhibition of 1854, exhibition of 1866, exhibition buildings, geelong harbour, jubilee lake, port campbell, warrnambool, queenscliff lightboat, batman's first house

non-fictionThe detailed history of the No.8 Independent Commando Company during World War II. Plastic protective cover over the book. The 2/8th Independent Company was formed at Wilson’s Promontory, Victoria, in July 1942 and travelled to Yandina, in Queensland, in September. While the other seven independent companies saw action in the islands off Australian and in New Guinea, the 2/8th spent most of the next two years based at Adelaide River, in the Northern Territory. While it was in the Territory, the independent companies underwent a series of reorganisations and the name of the 2/8th was changed from the 2/8th Independent Company to the 2/8th Cavalry (Commando) Squadron. This name was later simplified to just commando squadron. In July 1944, after years of waiting, the squadron left the Territory and sailed from Townsville to Lae, via Milne Bay. While at Lae, the squadron received an intake of 70 men from the 2/8th from the 2/3rd, 2/5th and 2/6th Cavalry (Commando) Squadrons, many of whom were veterans of the earlier New Guinea campaigns. Their experience was no doubt a useful reserve that would have been called upon during the 2/8th’s subsequent campaign in Bougainville. Others though, were able to implement some of their commando training when a small group from the 2/8th they made a secret landing on New Britain. Towards the end of the 1944 the 5th Division was preparing to make a landing at Jacquinot Bay in New Britain. Part of these preparations included landing a small group of officers from the division at Jacquinot Bay to make a secret reconnaissance of the potential landing site. As Jacquinot Bay was still in Japanese controlled territory, ‘C’ Troop from the 2/8th provided the protection for the reconnaissance party by establishing a position on the beach and by patrolling the surrounding country. Everything went well and the 5th Division later landed at Jacquinot Bay in November. The squadron too was on the move, and in October it sailed to Torokina, the main Australian base on Bougainville, where it joined the II Australian Corps. The campaign on Bougainville was dived into three areas, the Central, Northern and Southern Sectors. The 2/8th served in the latter two areas. The 2/8th made the first move of the Australian campaign in the Northern Sector, by patrolling from Torokina to Kuraio Mission and Amun once a week. The squadron did this from the second week of November unit the second week of December. The 2/8th was then transferred to the Southern Sector. The main battle for Bougainville was fought in the Southern Sector, as the 3rd Division advanced towards Buin – the main Japanese base on the island. As the division’s infantry brigades advanced along the coast, the 2/8th’s task was to protect their flank by conducting forward reconnaissance patrols, harassing the Japanese with raids and ambushes and conducting a form of guerrilla warfare. The squadron had a long campaign. For nine months, from the end of December until August 1945, the troopers were in action the whole time. After securing the Jaba River, they moved inland, first to Sovele Mission, then the villages of Opai, Nihero and Morokaimoro. They had reached Kilipaijino by the end of the war. Each village taken became a patrol base. Patrols were usually limited to two sections, although up to six sections could be operating at a time. Patrols generally lasted four to six days, but nine-day patrols were not unknown. The squadron collected and collated track information, terrain reports and located the enemy. Once patrols had gathered information, they were free to make a ‘strike’ against the Japanese by setting an ambush or taking a prisoner. These raids were very effective, as they forced the Japanese to deploy troops to their rear areas, removing men from the front created by the infantry. Following Japan’s surrender and the end of the war, the ranks of the squadron thinned quickly as men were discharged or were transferred to other units. For those who were left, the squadron returned to Australia at the end of December. In mid January 1946, at Liverpool, the 2/8th Commando Squadron was disbanded.

Coloured LithographNot signed. Not dated refuge cove, wilson's promontory

Wood engraving

Engravingboat, wilson's promontory

EngravingSigned and dated 'J Mather. 87' lower left corner in printed image.

Wood engraving. Not an original work. Signed with monogram lower right corner of image 'S.F' (stylised). Lower right area within image, word 'Echen'. Not dated.

Purchased, 1984Woodcut print on papergippsland, artwork, permanent collection

Acquired, 1997Oil on canvasgippsland, artwork, permanent collection

B/w photographs, probably a collection of A.W. Jessep. Includes a torn envelope addressed to, "A. Jessep Esq. Principal Burnley Hortic'l Gar... Burnley."On the reverse of some photographs, "Return to Mr Jessep." Numbers and descriptions as written on reverse of the photographs.a.w. jessep, principal, burnley, plants, trees, pruning of fruit trees, wilson's promontory excursion

Donated by Justine Curry (nee Mitchelson) (1954) for the 1991 Centenary. Also includes photocopy of her Certificate of Competency and her Reports for 1953 and 1954. Note (5) Frame for School Bell which used to be on top of the Pavilion is on the ground outside the Administration Building, later installed above the door.Photograph album collection of 61 b/w photographs of different sizes dated 1953-1954, some labelled. Were attached to magnetic pages but have come loose and have been transferred to plastic pockets. Also photocopy of work experience. A newspaper cutting. certificate of Competency. Reports.Labelled, "Justine Curry 4/11A Margate Pd., Margate, Qld 4020." justine curry (nee mitchelson), administration building, luffmann ponds, yarra river, helen eastman, orchard, wilson's promontory, lloyd davies, mr kneen, students, e. b. littlejohn, jennifer edwards, botanic gardens melbourne, cricket, student groups, certificate of competency, school report, justine curry, justine mitchelson, t h kneen, luffman ponds, lily ponds, royal botanic gardens, ann spruzen, teena, garden views, school bell, orchard gates, orchard border, wilson's promontory camp, mervyn, boys changing room, john rittinger, barb mckay, carmel devaney, marie-louise leng, john sutherland

The brass wall clock retains its key. It was provided by the Department of Shipping and Transport in about 1900 and is original to the lightstation. It was mounted in the watchroom, a small extension at the front of the lighthouse (later radar station), where lightkeepers completed many of their reports and recorded radio schedules, weather observations, distress calls and other data. Good, reliable clocks were also essential for maintaining a strict roster of hours for winding the clockwork mechanism that kept the lens active. The name of the clock’s manufacturer has not been determined. More specifically it was used for logging radio schedules that were made at five minutes to midday, everyday, and for recording the times of weather observations, distress and any other calls that came in. AMSA notes that ‘Lightkeepers who used this clock were said to have polished and wound it every week while it was in use until the 1990s when its otherwise impeccable time keeping mechanisms finally became inaccurate’.The brass clock at Wilsons Promontory illustrates the importance of timekeeping in a nineteenth century lighthouse. Despite its slightly chipped face, the timepiece has first level contributory significance for its historic association with the watch room and confirmed provenance. The significance of this clock also lies with its complete provenance..1. Brass clock with a circular white face and black roman numerals. Three brackets at back to attach to wall. Face of clock is covered by a hinged glass cover with a fastener. .2. key. Roman numerals on face of main clock. "1-12" On inner dial "10-20-30-40-50-60"

The forty-two navigational flags appear to be a complete set. Their purpose-built, grey painted wooden locker is divided into forty-two pigeonholes, each holding one of the rolled up flags. It is simply built and stands on short legs and was originally open-fronted, but has since been covered with a protective clear Perspex panel. The set of alphabetic and numeric visual signalling flags (including substitute and answering pennants) are made of wool in various colour combination designs, with canvas sewn to one end that is threaded with hemp rope. Some of the flags have metal clips attached to the rope. The flags were used for communicating messages to passing ships. Knowledge of visual signalling was mandatory for all lightkeepers and all stations maintained a set of flags. Although used for centuries, visual flag signalling formally developed in the nineteenth century and was published internationally as a system in 1857. By the early twentieth century it had developed into an effective means of conveying all kinds of short range visual messages. Most flags are in good condition and their first level significance is enhanced by their completeness and integrity as a set still housed in their original locker, and by the signal charts that remain in the museum collection which offer further insights into visual signalling.1 - 42. Navigational flag set of 42 individual flags. Coloured linen with canvas sewn to one end which has hemp rope threaded through it. Some flags have metal clips attached to the ends of the hemp rope. 43. Wooden cupboard divided into sections with wooden divides. Used to house the 42 flags. • 1. navy & white. 2. navy & yellow. 3. navy & white. 4. white. 5. red & yellow. 6. yellow & navy. 7. yellow & navy. 8.red. 9.red & white. 10. white & navy. 11. red & navy & white. 12.yellow & navy & & red. 13.navy & white. 14. navy & white. 14. navy & white. 15.navy & white. 16. navy & yellow. 17. yellow & white. 18. white & red. 19. white & red. 20. yellow & red. 21. white & navy. 22. yellow & navy. 23. navy & white. 24. white & navy. 25.red & white. 26. navy & white. 27.red & white. 28.red & white. 29. red & navy. 30. white & navy. 31. yellow. 32.red 7 navy. 33. red. 34 navy,white,red & yellow.35. red & blue. 36. white & red. 37. navy & yellow. 38.red, yellow & white. 39. white. 40. white & red. 41. yellow & red. 42.navy. 43.custom built wooden open cupboard divided into sections to house flags.Yes

This item, which dates to 1988, is contained in the original supply packet and survives in good condition. It was commonly used by lightkeepers for both wet and dry bulb thermometers, with the muslin going into the bottom of the dry bulb where it was held in place by the wick and ‘end of the wick was then placed in a jar of deep water to keep the bulb cool’. The difference in temperatures between the dry and wet bulb thermometers could then be worked out to establish the dew point in the air.They were common in lightstations, but this intact item remains in the original packaging and is a fine representative example of its kind. It was acquired from the Bureau of Meteorology. Recording and communicating weather readings was an important facet of lightstation work and a number of different but related items of meteorological equipment survive at the six lightstations managed by parks Victoria. The Cape Nelson collection includes a pair of Australian-made thermometers in their original box, both in Fahrenheit, with one recording the minimum, the other the maximum temperature and a barometer table with instructions for correcting readings. Cape Otway has a Beaufort Scale, a table of wind forces which lists 12 types on a scale of 1 to 12, and provides associated speed in knots and travel time per minute or hour. Gabo Island has an anemometer, wind speed indicator and a wind speed recorder.Muslin and wick for a wet bulb thermomenter in unopened white paper packaging with directions for use printed on the package on the front.On front of package,"MUSLIN AND WICK FOR WET BULB THERMOMETER......."

The rectangular weight is rectangular in shape and made of concrete and metal. A closed metal hook is attached to the concrete block, which is encased in metal, and a section of rope is attached. It was used as a counter weight on a canopy that operated as part of a winch located at the [east] landing deck … Originally there were four weights that formed part of a fibreglass canopy which consisted of a staunch, pulley and a rope so when you lifted the canopy up, the weights on either side countered the weight so objects could be moved. The weights were installed in the 1970s and were dismantled along with the winch in the following decade.The weight has first level contributory significance for its provenance and historical value as a component of an earlier apparatus that was used for hoisting goods at the lightstation sea landing.2 x Rectangular shaped weight with with closed hook embedded in concrete surrounded by metal. A section of rope is attached to the hook.

Made of canvas and bamboo slats with hemp ropes, adjustable canvas straps and metal buckles and rings, the rescue stretcher was used for carrying an injured person. According to the Powerhouse Museum, the stretcher and was ‘designed to support and carry an injured person in circumstances where the person has to be lifted vertically’. Known as the ‘Neil Robertson stretcher’, it was developed in the early 1900s by John Neil Robertson as a lightweight rescue device and was modelled on Japanese bamboo litters. An identical stretcher is held in Sydney’s Powerhouse Museum and is thought to date between c.1967 and 1999. The museum’s statement of significance for the unique stretcher elaborates on its cultural values: The canvas is wrapped around the patient and secured with strong canvas straps. A lifting rope is attached to a ring above the patient's head, while a guideline is tied near the ankles and used to stop the stretcher swaying as it is hoisted up. This style of stretcher was specifically designed for use on ships, where casualties might have to be lifted from engine-room spaces, holds and other compartments with access hatches too small for ordinary stretchers. The original name of the Neil Robertson stretcher was 'Hammock for hoisting wounded men from stokeholds and for use in ships whose ash hoists are 2 ft. 6 in. diameter'. Since those times the Neil Robertson stretcher has also been used in factories and mines and for other emergency rescue situations. It is still possible to buy this type of stretcher although the slats are now more likely to be made of wood. The example in the Powerhouse collection was amongst several items of obsolete first aid and rescue equipment donated by the electricity generation company Delta Electricity. It would have been used - or at least been on stand-by - at the company's Munmorah Power Station or the associated coal mine on the Central Coast of New South Wales. Industrial sites and mines are extremely dangerous work places. Throughout the 20th century to the present there has been a drive, especially in developed countries like Australia, to improve workplace safety. Measures taken to reduce injuries and deaths have included safer industrial equipment, safer work practices, staff training, and the ready availability of accident and emergency equipment.It was also used throughout WWI and WWII. There are two other examples of the stretcher are known in Parks Victoria heritage collections. Canvas and bamboo stretcher with straps and buckles. Hemp ropes are attached to the stretcher.

The cylindrical cardboard container with lid formerly contained a ventometer, a small simple tool for measuring wind speed. It consisted of a clear tube containing a small diaphragm which had a hole in the bottom for wind to enter. Once the wind entered the tube it pushed up the diaphragm, indicating the rate of velocity. Ventometers were common devices that have since been replaced by more sophisticated measuring equipment, such as digital air speed meters. Further information on this particular example, including perhaps the name of the manufacturer, may survive on the container but this has not been recorded. The small simple tool for measuring wind speed pre-dates the electronic devices at Gabo Island.Tubed shaped cardboard container with lid to house instrument for measuring. (instrument is missing) Inscriptions and illustrations on exterior.

As quoted from Wikipedia, ‘An anvil is a block with a hard surface on which another object is, struck. The block is as massive as it is practical, because the higher the inertia of the anvil, the more efficiently it causes the energy of the striking tool to be transferred to the work piece’. The lightstation’s anvil is a red-painted iron block with a conical beak or horn at one end that was used for hammering curved pieces of metal. It would have stood on a heavy free-standing pedestal, such as a large tree stump, to allow complete access to the item being hammered. Some anvils display the manufacturer’s name in the metal on the side, but this is not the case here, and its age, although unknown appears to be quite old, perhaps c.1900. It appears to have had a lot of use, and although no record of this survives, it is presumed that a forge operated on site for hammering, cutting, shaping and repairing tools such as bolts, nails, hooks, chain segments, pulley blocks, hinges, crow bars, picks, chisels, horseshoes and harness hardware. A hames hook (which forms part of the collar worn by a draught horse) survives at the lightstation as do many other heavy metal tools and pieces of equipment. The anvil is an example of the necessary resourcefulness and self sufficiency practiced by lightkeepers working and living in a remotely located workplace and home, and many of the iron items in the collection may have been repaired or even made on its working surface. As a lightstation manager Chris Richter used the anvil to manufacture pulley blocks for sash windows, repair brass door hinges & sharpen cold chisels, crowbars and picks and other lightkeepers have used this anvil for many fabricating jobs such as manufacturing ducting for the generator room ventilation system."The lightship only came in every three months with supplies and there would have been repairs to do between visits from a blacksmith - who would have had to travel on the ship. Also, the ship was only anchored in the bay long enough to unload supplies and collect and deliver lightkeeping staff – probably not enough time to get much smithy work done – especially if the weather packed it in and the ship had to depart. Lightkeepers in our time had to be self sufficient, resourceful and innovative and I imagine that would have been the case in the past." It has second level contributory significance.Red painted blacksmith's anvil.

The two wooden oars were formerly painted white. They were used on lightstation boats and are now displayed on the wall of Room 2 which is located next to the light tower. Numerous images of the lightstation show rowing boats either on stand‐by on land or in the sea performing duties in the surrounding sea and at the East Landing. The wooden boat rudder with brass and other metal fittings was also formerly painted white and is possibly from the same boat that used the oars. Meets second level threshold.Two long wooden oars, Residue of white paint. Possibly made of Australian hardwood. They were used on lightstation boats.

The rusted metal machine part has an inscription discernible on an attached plate. It is part of the hydraulic system used in the East landing crane between 1971 and 1978.Meets second level threshold.Rusted metal machine part with plate with inscription.

The power board, which was the main power board for the lightstation between 1975 and 2007, retains a number of ceramic fuse parts and a wooden reel with fuse wire. The grey metal door has a plastic switch and a small metal plate is inscribed with ‘Custom styles by Thomson and Mackenzie’. Power board with ceramic fuse parts. Also wooden reel with fuse wire. ‘Custom styles by Thomson and Mackenzie’.

The three metal pulley wheels, two larger one smaller, were possibly used in the mechanism associated with the operation of the clockwork weights that helped to turn the light in the lantern room between 1913 and 1975. If this information is confirmed, the wheels have first level contributory significance for the insights they provide into the technology and operations of a late nineteenth/early twentieth century lighthouse.Three pulley wheels, two larger one smaller.