NNN - BALLAST HOPPER, This vehicle was built by the Tasmanian Govt. Railways in 1954 and classified QG. A number were obtained by the Puffing Billy Railway for use on ballast trains but to date, only two have been converted. When the first of these was converted for 2’6” gauge operation it kept the Tasmanian QG but with the addition of an N prefix, and also kept its Tasmanian number of 18. However, to follow traditional V.R. practice, it was reclassified to NNN and numbered 2 as the nearest counterpart on the V.R. was the broad-gauge NN. A second one, numbered 1, was also converted. and was reclassified to NNN in June 2003 2 NNN - Bogie Ballast Hopper Truck Service History Built 1954 Tasmanian Railways - QR 18 - Bogie Ballast Hopper Truck converted from a 3ft 6 inch (1,068 mm) gauge ex Tasmanian Railways ballast wagon by the Puffing Billy railway. Coupled Length 20 feet 0 inches (6100 mm) Weight 6 tons Capacity 10 tons Number Built Not known In use 1 To be restored 3 Puffing Billy Service History or Notes Historic - Tasmanian Government Railways - 18 QG Bogie Ballast Hopper Truck Puffing Billy Railway - Track maintenance Vehicle - NNN - Bogie Ballast Hopper Truck2 NNN - Bogie Ballast Hopper Truck made of Steel and metal2NNNpuffing billy railway, pbr, rolling stock , 2 nnn bogie ballast hopper track, tasmanian government railways, 18 qg bogie ballast hopper truck

Bushfire perimeter rather than bushfire area is the main control problem for firefighters on the ground. A conundrum rapidly compounded by spot fires. A small 5 ha fire can be nearly 1 km around the perimeter. That's a long way to build a control line by hand in rough bush. Dry firefighting techniques by hand were mostly confined to “knocking down” or “beating out” the flames, as well as "digging out". Digging or raking a “mineral earth” trail down to bare dirt proved most effective in forest fuels which, unlike grass, tend to retain heat and smoulder. Early tools were whatever happened to be close at hand. They were simple and primitive and included shovels, slashers, axes, hoes, beaters and rakes. A cut branch to beat the flames was often the only thing available. Farming and logging tools, developed over centuries of manual labour, and readily available at local hardware stores came into use, but little thought was given to size, weight, and balance. For years foresters experimented with combination tools. In about 1952 fire beaters and other implements were being replaced with Rakuts.Fire tool used before the introduction of RakehoesRakut - Fire Rake and cutting toolGreen and red coloured handle and 020 marking indicated which FCV District the tool belonged tobushfire

Quolls are small carnivorous marsupials native to Australia and New Guinea. Tjilpa is the name given to the quoll amongst the Northern Arrernte language group of Australian Aboriginal people. Quolls are primarily nocturnal and spend most of the day in a den. Of the six species of quoll, four are found in Australia and two in New Guinea. The six species vary in weight and size, from 300g to 7kg. They live in coastal heathlands, sub-alpine woodlands, temperate woodlands and forests, riparian forests and wet sclerophyll forests. This specimen is part of a collection of almost 200 animal specimens that were originally acquired as skins from either the Trustees of the Australian Museum or from the amateur anthropologist Reynell Eveleigh Johns between 1860-1880 and mounted by members of the Burke Museum Committee around the same time. When all taxidermy mounts were completed, they were quickly put-on display in the formal space of the Museum’s original exhibition hall where they continue to be on display. This display of taxidermy mounts initially served to instruct visitors to the Burke Museum of the natural world around them, today it serves as an insight into the collecting habits of the 19th century. This specimen is part of a significant and rare taxidermy mount collection in the Burke Museum. This collection is scientifically and culturally important for reminding us of how science continues to shape our understanding of the modern world. They demonstrate a capacity to hold evidence of how Australia’s fauna history existed in the past and are potentially important for future environmental research. This collection continues to be on display in the Museum and has become a key part to interpreting the collecting habits of the 19th century.Small quoll with a small round head, long body, and long, thin tail perched on a branch attached to a wooden mount. The quoll has four skinny legs which have long, dark claws. The quoll's hair is a fawn colour with cream spots. There are two black eyes made of glass, two short pointed ears and black whiskers.On wooden mount: BMM5897 /taxidermy, quoll, animal, australia, burke museum, beechworth, reynell eveleigh johns, taxidermy mount, marsupial

The early settlers of Victoria depended on horse drawn vehicles to farm, make roads and railways, deliver produce and transport people. Horse harnesses were an important requisite for all drivers and could be found wherever there were working horses. Horse Harnesses have played an essential role in different cultures throughout history. Simple, utilitarian horse harnesses made of leather straps and iron rings were being used in early China before AD 500 as well as ancient Greece and Rome, allowing horses to pull chariots and ploughs. The Greeks and Romans were the first to use a "horse collar" which distributed the weight of the harness evenly across the horse's chest rather than relying on a "throat harness" that could damage a horse's throat or choke them. During the medieval period, European horse harnesses became more elaborate and decorative. Variations of different horse harnesses were also found in Native American and Middle Eastern cultures. Horse Harnesses usually have four basic components which include - 1. Communication - the bridle, bit and reins allows the driver to communicate instructions and commands to the horse, guiding its movement and direction. 2. Draft - the collar, hame straps, hames, traces and chains enables the horse to draw and pull the load efficiently by distributing the weight and transferring the pulling force to the vehicle. 3. Stopping - the breeching band, pole straps and breast strap helps to control or stabilise the horse and vehicle when moving downhill or stopping. 4. Support - the back pad, backband, belly band and back saddle keep the harness in the correct position and proper alignment. This show harness was used by Mr. Andy Bourke when showing his Clydesdales at shows or demonstrations. Although a more modern example with decorative embellishments, it still has many essential components traditionally found in an everyday working horse harness. The original purpose of the "housen" for example, was to run rain or drizzle off the horse's neck when they had to work in wet conditions - it was laid flat for this purpose on the top of the collar. Nowadays it is purely for show and is often used to advertise a business or stud. Horse brasses and fly terrets were fastened to various parts of a horse's harness. In the early days they probably began as amulets to ward off evil and to bring good luck and continued to be used as a festive decoration. The heyday of horse brasses was between the years 1851 and 1900. Horse brasses are fastened to various parts of the harness with many of their designs being symbolic. The ornamentation on this harness (although not authentic horse brasses) are based on the horse brasses that were popular in the 19th century. This horse harness is a significant example of the equipment that was needed wherever heavy horses were being used - particularly in the early years of Victoria's settlement by white settlers. Harnesses such as this example were used with stage coaches, drays, farming equipment, delivery carts and personal transportation.A leather and metal horse harness used when showing a Clydesdale (or other breed of heavy horse). It is made up of a number of components. 1. Decorative leather cart saddle with two large cloth pads underneath (which have a scalloped leather and stud border), a raised leather pommel and a silver and red coloured metal back strap holder across the top. It has two symmetrical sets of ornamentation (silver hearts and circles) in the front and a wide strap or girth (with a maker's stamp reading "R. Mitchell Saddler") and buckle which attaches the saddle to the horse. 2. Pair of steel hames which are gently curved (to fit on a horse collar) and are topped with steel knobs. They have several steel rings and lugs (to hold straps and chains) and a "Made in England Warranted Steel" stamp. 3. Breeching harness which consists of a number of leather straps, chains and metal rings including a wide padded leather strap with a scalloped edge that sits on the back of the horse and a thick leather strap that goes around the hind quarters of a horse which is joined to the back strap with four shorter vertical straps and buckles. These straps feature silver and red patent leather trim and silver heart shaped ornamentation. The strap also features the maker's stamp of "R. Mitchell". 4. Decorative leather bridle with blinkers featuring the same silver and red patent leather trim on the cheek piece, brow band and throatlatch. It has a stainless steel "Liverpool Driving Bit" with a curb chain, a variety of decorative silver ornaments (rosettes, diamonds plus a heart and two circles) on each end of the forehead band, dropper and strap as well as a silver metal bell (sometimes known as a "fly terret" or "swinger") that sits on the headpiece of the bridle. 5. Leather "violin shaped" dropper (or hanger) with two silver rosette shaped ornaments and a stainless steel clip on the top 6. Stainless steel "Liverpool Driving Bit" with a straight mouthpiece which is ribbed on one side. It has three rein spots (spaces) and a curb chain. 7. Leather arch shaped "Housen" covered in black and red patent leather and decorated with silver studs (some spelling out F H) and bordered with a red fringe. It has a leather strap at the back and two leather loops on the front. 8. Leather padded backband (Australian style "Stallion Draught Roller") decorated with two groups of nine metal "horse brasses" or harness ornaments displaying horseshoe, starburst and horse head designs on blue, red and white striped webbing. The backband has three notched straps at each end, a buckle near the centre and the initial B stamped in two places underneath. 9. Bellyband made of leather and red, white and blue striped webbing. It has a set of three buckles at each end (which correspond with the notched straps of the backband). 10. Wide, thick leather strap which has a buckle and notches at each end. It also has the maker's stamp of "R. Mitchell Saddler". 11.One pair of long leather traces - each with a buckle and notched loop at one end, decorated with a small silver diamond shaped harness ornament. 12. Length of stainless steel heavy duty chain with two swivel connectors.Saddle - "R.MITCHELL / SADDLER" Hames - "MADE IN ENGLAND / WARRANTED / STEEL" "MADE IN ENGLAND / WARRANTED / unclear" Breeching Straps - "R. MITCHELL / MAKER / R. MITCHELL MAKER" Housen - "F H" Backband "B / B' Wide leather strap - "R. MITCHELL / SADDLER"flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, harness, horse harness, show harness, clydesdale horses, andy bourke, horse drawn cart, housen, bridle, hames, breeching straps, dropper, bit, liverpool bit, backband, harness ornamentation, bellyband, back saddle, fly terret

Lifebuoy is from the ketch Reginald M, built in Port Adelaide by John Murch in 1922. Lifebuoys were part of the emergency lifesaving equipment carried on vessels in the late 19th and early 20th century. The ring was made of strips of cork wood joined together to make the ring shape then covered in canvas and sealed usually with white paint. Four evenly spaced canvas reinforcing bands would be added for strength and for a place to thread a rope or line. A lifebuoy, or life-preserver, is used as a buoyancy device often thrown to an endangered or distressed person in the water to keep them afloat while they receive help. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. Lifebuoys is a made from a buoyant materials such as cork or foam and ae usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. Cork lifebuoys were used from the late 19th to early 20th century. Kapok fibre was then used as a filling for buoys but wasn’t entirely successful. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The Reginald M 1922- The two-masted coastal trading ketch Reginald M was built by John (Jack) Murch in Port Adelaide, South Australia, in 1922 and it was launched there in Largs Bay in the same year. It is thought that the keel was hewn from two telegraph poles - its owner was a regular visitor to salvage yards. Its cargo at times included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. At one time the vessel was used as a customs boat, renamed 'HMC No. 3, Pt Adelaide'. In 1969 she was used by a mining and railway company as a barge to carry explosives. In 1972 the vessel was renamed 'T.S. Macquarie' and planned to be used for sea cadet training.; this did not eventuate. It was sold again and went to Melbourne to be used for pleasure sailing, and again sold for use as a ferry. Late in 1975 Flagstaff Hill purchased the vessel to be used as an exhibit at the Maritime Village where many visitors enjoyed being able to board and explore a real ship with a long history. Sadly, in late 2016, the decision was made to 'decommission' the vessel due to the continuing high cost of maintenance and the risk to public safety. Many of the components of the vessel are held as part of Flagstaff Hill's collection.The lifebuoy is an example of equipment carried on vessels in the late 19th and early 20th century to help preserve life. There were many lives lost in Australia’s colonial period, particularly along the coast of South West Victoria. The lifebuoy is significant for its connection with the Australian built, 1922 coastal trader, Reginald M. Lifebuoy, round , cork, filled, white canvas cover with four red tabs. Text is printed in black on quarters 1 and 3. This lifebuoy once belonged to the vessel 'Reginald M' , Pt Adelaide. "REGINALD M / Pt ADELAIDE".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifebuoy, lifesaving, ship equipment, reginald m, life rings, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, coastal trader, john murch, reg webb

The clock parts were discovered in 1980 by Julie Wilkins, a Victorian scuba diver who had already experienced more than 500 dives in Australia and overseas. She was holidaying in Peterborough, Victoria, and looking forward to discovering more about the famous Loch Ard ship, wrecked in June 1878 at Mutton Bird Island. The fast Glasgow-built clipper ship was only five years old when the tragedy occurred. There were 54 people on board the vessel and only two survived Julie's holiday photograph of Boat Bay reminds her of her most memorable dive. Submerged in the calm, flat sea, she was carefully scanning around the remains of the old wreck when, to her amazement, a gold coin and a small gold cross suddenly came up towards her. She excitedly cupped them in her hands and then stowed the treasures safely in her wetsuit and continued her dive. She soon discovered a group of brass carriage clock parts and some bottles of champagne. It was a day full of surprises. The items were easily recognisable, without any build-up of encrustations or concretion. Julie secretly enjoyed her treasures for twenty-four years then packed them up for the early morning train trip to Warrnambool. After a short walk to Flagstaff Hill Maritime Museum and Village, her photograph was taken as she handed over her precious find. She told her story to a local newspaper reporter, lunched a café in town then took the late afternoon train home. Her generous donation is now part of a vast collection of Loch Ard shipwreck artefacts, including the gold watch and the Minton Majolica model peacock. This group of brass clockwork parts is incomplete. The pieces were in the ocean for over 100 years before Julie recovered them from the Loch Ard wreck. Their size would suit the works of a carriage clock, with a mainspring and weight to power the clock movement, a pendulum to measure the clock's speed, arbours, posts, pillars and at least one other plate. They would have been mounted inside a protective case with a small door to easily access the clock face for setting the time and accessing the key's winding hole. The clock cases were usually made from decorative gilt brass with a glass front and a carrying handle. The parts include a weighted second hand with a decorative four-pronged finish at one end, a rounded weight at the other, and a hole for attaching it to the clock face. The gear teeth profiles are ‘cycloidal’, an arch shape with vertical sides, which is common for antique clocks. Modern clockworks have ‘involute’ teeth with sloping sides and a squared-off top. The brass carriage clock parts are an example of a mechanical clock produced in the 1870s. The clock's design is a part of the chain of technological improvements in methods for timekeeping. Its cycloidal gear teeth were the forerunner of the more modern involute gears. The group of clock parts includes a weighted hand or arm for signifying the seconds. This feature was uncommon in portable Victorian-era clocks. The clock parts are also significant for their association with the ill-fated sailing ship Loch Ard, wrecked in 1878. The travelling clock or officer’s clock may have been part of the cargo destined for the 1880 Melbourne Exhibition, or the personal possession of one of the people on board the vessel. Brass clockwork parts from a mechanical clock, sixteen pieces. Parts comprise a plate, large gears or wheels, small pinions or wheels with fine teeth, wheels with cogs, and a weighted second hand. The parts were from a carriage clock ca. 1878. They were recovered from the wreck of the sailing ship Loch Ard.flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, loch ard, wreck of the loch ard, 1878, mutton bird island, peterborough, scuba diver, 1980s, shipwreck artefact, relic, clock, mechanical, clock parts, time, timekeeper, horology, chronometry, cogs, time keeping device, scientific instrument, chronometer, john harrison, longitude, carriage clock, coach clock, portable clock, travelling clock, travel clock, traveller’s clock, officer’s clock, weighted second hand, victorian era, cycloidal gear teeth, brass clock, julie wilkins

Each ticket medium weight card, on light yellow 210gsm card and printed on red ink to give day numbers, monthly, week number, transfers and day of week, excluding Sunday. Numbered on the right end of the ticket. At the rear of the block is a manila-coloured card used a backing strip. Static number (1 - 7) on left may be to indicate the day of issue. On the rear of the ticket is the details of the ticket use, allowing the passenger one return journey between City and sections 3 or 4. Not available on Sundays. Form Number TYE 3-12 Note: 1. See Reg. Item 230 on page dated Feb. 22 for another two weekly tickets, c1950, price 2/6 - similar to these, but used. Page 38 of Ballarat Tramways has a photo of the 2/6 weekly ticket, with a note, used about 1950's. See also Reg. item 2102, 2103, 2104 and 2106. Not known when these tickets used, possibly c1940's - phased out 1951- see Reg Item 4019 for a letter regarding the phasing out of weekly tickets. See also Reg item 4008 for a used sample of this ticket - ex Wal Jack.Demonstrates a SEC Weekly ticket.Block of SECV 2/6 weekly tickets, ticket numbers B 268930 - 268939. Originally printed and stapled into blocks of 20 tickets. tickets, weekly tickets, trams, tramways

This booklet tells the story of the bell from the "S. S. Santhia" and how it came to Bogong State School, Victoria. "Santhia" belonged to the British India Line. On 6th November 1943 she was in service as a troopship when she caught fire and capsized at No. 3 Garden Reach Jetty, Calcutta. Due to the additional weight of water pumped into her to extinguish the fire, "Santhia" heeled over and remained in the mud of the River Hooghly until a successful salvage was completed in January 1946. The salvage operation was carried out by Captain J. P. Williams of Melbourne and his team of Australian divers nine and a half months after the commencement of operations. "Santhia" was the sixty seventh ship salvaged by Captain Williams. "Santhia's" Bell was presented by Captain Williams to Mr G.G. Jobbins, Chairman of Commissioners for installation at Bogong State School. The ceremony of presenting the bell took place on 21st February 1947. The bell bears the following inscription:- "Presented to G.G.Jobbins, Esq., Chairman, State Electricity Commission, by Captain J.P. Williams for Bogong School, on December 6th, 1946. This bell was recovered from the wreck of the "S.S.Santhia" sunk in the Hooghly River, Calcutta, and raised by an Australian salvage party."This booklet is significant because it documents an unusual event linking Bogong State School to a World War II salvage operation.A booklet consisting of images and text which tells the story of S.S. Santhia, of her sinking while in service as a troopship, of her subsequent salvage and how her bell came to Bogong State School in Victoria's High Country. The booklet consists of 12 pages including the cover. It consists of text and images. Primarily printed in black and white, the booklet uses blue boxes to highlight text including titles and explanation of images. The cover is blue with white text and features an image of the bell of the S. S. Santhia.Inside front cover: THIS BOOKLET is presented by THE STATE ELECTRICITY COMMISSION OF VICTORIA to the children of BOGONG STATE SCHOOLbogong state school, s.s.santhia, santhia bell

After the 1939 bushfires, the Forests Commission invested heavily in a radically new communications network. After suffering some inevitable delays due to the War, radio VL3AA switched into full operation in October 1945 proudly beaming out 200 watts across the State. But by today’s standards, the technology was primitive and the reception poor unless the user was on a high point somewhere. The radio signal was "line-of-sight" and bounced between fire towers and relay transmitters across the mountains back to the District offices. Rapid improvements in technology led to various models of bulky handheld portables with heavy batteries that always seemed to go flat. In fact, batteries were a constant impediment at bushfires. The more secure and versatile State Mobile Radio (SMR) digital trunk system came into operation in about 1995. Upgraded Tait Radios were purchased in 2014 after recommendations of the 2009 Bushfires Royal Commission. But it was the convergence of separate technologies such as 4G mobile phones, high-capacity and light-weight lithium batteries, Wi-Fi, the ever-expanding internet, cloud data storage, digital cameras, GPS, personal organisers and hundreds of supporting Apps into powerful smartphones and tablets which revolutionised bushfire communications from the mid-2000s.Portable UHF Radio with leather carrying case and strap. Charging station. Kyodo Model KC-1109 MOYHU Whitfieldbushfire, radios, forests commission victoria (fcv)

Clothing. Dark navy,(Summer weight) pure wool, with sleeves, fronts, and back shoulders lined with a synthetic fabric, possibly rayon or polyester - this has a zig zag woven pattern in the fabric. One internal pocket inside right front. Padded shoulders. Two 8 X 19.5 cm pockets, with rounded corners. One smaller pocket-13 X 11.5 cm, also with rounded corners on the left hand breast pocket. This is embroidered with a sun and kangaroo, and a circular badge ennclosing a chain-like border, a crown, and the lettering BE and CG-probably indicating British Empire and Commonwealth Games. Also embroidered on the breast pocket a light and dark yellow/gold sun, with an orange kangaroo super imposed at the centre of the sun. Single breasted blazer. Three flat silver metal buttons, 2 cm diameter, at centre front, (shanked). Two 1.5 cm flat metal shanked buttons-one at each cuff. 17 cm deep vent at lower back.On inside right breast pocket ''WALSH'S'' and a crest. PURE WOOL. Some wear on label evident. On outside of lrft breast pocket PERTH1962; a circular 4.0cm logo with a chain like border, enclosing a crown and lettering BE? CG.costume, male, blazer-perth commonwealth games

Has a strong association with the formation of COTMA and the work undertaken by Australasia tramway and rail heritage organisations at the time and the organisers of the first COTMA Conference in 1975.82 page A4 sized bound document - "The First Conference of Australian Tramway Museums Ballarat 25-27 April 1975" . Has a light weight card cover, with black plastic binding/spine strip. Produced by Trolley Wire 1st Conference Proceedings Contents: Acknowledgements Message from BTPS President - Maurice Calnin Convenor's Note - Bill Kingsley List of Museums Invited List of Delegates Conference Minutes of Special General Meeting COTMA Operational Guidelines Papers Wymond - Financing the Railway / Tramway Operating Museum Kahn - A history of experience Breydon - Accounting methods suitable for museum operations Prentice - Tramcar Maintenance - Museum Style Radcliffe - Buses - their preservation and relevance to tramway museums (supplement document_ Rawlings - The formation of an Association of Tramway Museums of Australasia Stamford - Museum Publications Workshops Engineering Cars and Parts Treasury Publicity Management Governments Removals Membership Special Has a red dot, taped onto the spine of the front cover.Inside front cover label "Graeme S. Breydon" and his address and on front cover in pencil, "G.Breydon".trams, tramways, cotma, ballarat, proceedings, conferences

Set of ten "Inner Weekly Travelcards" - printed on light weight card - yellow and white, varying styles. All stamped with a large date stamp. .1 - 19 August 1988 - issued at Caulfield - No. 284512 .2 - 16 Jan 1985 - $10, 210676 .3 - 13 Sept 1989 - issued at Ormond - 971383 .4 - Anywhere weekly travel card Concession - $8, 26 May 1985 .5 - ditto - unpriced, 26 Oct. 1988 .6 - Inner weekly concession - $5 - 16588 - 22 Nov. 1984 .7 -ditto, unpriced - 30 May 1986 .8 - Inner plus one weekly travel card - clipped for St Albans, 13 Oct. 1989, issued at Flinders St .9 - ditto, priced at $14, 26 Oct. 1985. .10 - Moorabbin plus inner 0 14 Dec 1984 - No. 82854 - with yellow and pink colours. All have the first The Met logo on the rear and the travel conditions.trams, tramways, tickets, weekly tickets, the met

Poster - medium weight card with 12 photographs of cable trams in Melbourne adhered to the poster prepared for display purposes. In the centre top (see image i2) is a note about the source of the photographs, titled "Photographs from the Collection of Dr. A. K. Sewell" and that copies taken from photographs owned by Mr. A. C. Clarke of Blackburn Vic. Photographs titled from top corner: The cable tram Gripman Inside the trailer car Dr. A. K Sewell sitting on the front of a grip car Dr. A. K. Sewell standing at the front of a grip car with the destination Lonsdale St. The Spencer St terminus The Cable tram dummy - seated are Dr. A. K. Sewell and Mr. A. C. Clarke Nicholson St Fitzroy Shunting the cable tram Bourke St Melbourne Cable tram turning into Gertrude St Fitzroy - trailer 379 - at a safety zone Lonsdale St Melbourne - trailer 583 Smith St Collingwood The bus takes over from the cable trams.trams, tramways, cable trams, smith st, nicholson st, grip tram, bourke st, gertrude st, buses, closure, safety zone, tram 583, tram 379

The Aerial Drip Torch (ADT) was an idea conceived in Canada in the 1970s by John Muraro It was developed in 1982 by the New Zealand Forest Service to become the Ashley Aphid Helitorch. Forestry Tasmania acquired one of the machines and modified it in February 1987. Also known as a dragon helitorch it consisted of a large 135-litre tank containing jellied petrol, a displacement pump, propane ignition system, burner nozzle and fire extinguisher system. It was first trialled in Victoria at Swifts Creek in 1991 and the Aerial Drip Torch (ADT) has now become standard practice.Two Aerial Drip Torches (ADTs) were built in the 1990s by the Fire Equipment Development Centre at North Altona, They were developed in conjunction with the Department of Conservation and Land Management in Western Australia. The first was trialled during the 1991/92 autumn burning season. The machine proved to be successful and a second machine was introduced in 1998 to assist with burning operations across the State. The ADTs were commonly used for regeneration burning (controlled burning of logging slash). The first ADT introduced in 1992 had a dry weight of 160kg and a capacity of 130 litres, providing about an hour of operation. Following initial use, systematic modifications were adapted including improved ignition of gel at the drop tube, installation of an air bleed valve at the pump to assist pump priming and improved mounting brackets for the CO2 bottles and propane canister attached to the machine. The second, and lightweight ADT, introduced in 1998 had a dry weight of 68kg and a capacity of 200 litres due to a smaller lightweight frame and plastic (Polyfin) tank. In operation the ADT is suspended below a helicopter via four strops attached to the vessel and a cable to the helicopter cargo hook. Gelled fuel is dispensed via a drop tube which is attached to the pump outlet of the machine, and ignited via a gas torch. Safety features built into the first ADT were: a brass melting plug designed to be activated at 200 C bursting disc designed to burst at170 Kpa should the vessel over pressurise. a pressure relief valve set to 35 Kpa ( vessel operated between 16 &34 Kpa) a low pressure sensor designed to shut down the machine should the vessel pressure drop below 15Kpa. the vessel is filled with CO2 above the gelled fuel to eliminate ignition with in the vessel. CO2 is used to expel any residue of ignited gel from the drop tube to prevent ignition when flying outside the boundaries of the burning area. See FIRE EQUIPMENT NOTE - 46 [ https://drive.google.com/file/d/1CKtcH-3rUlrtbE9dkNP27PYT2-raVVhF/view ]forests commission victoria (fcv), bushfire, bushfire aviation, planned burning

This is a photograph of the bridge from the Orbost side. The first pile bridge over the Snowy River was just completed by Mr Jim Granter when the 1891 flood took out the centre,. There were differences of opinion as to whether the council should pay . The Shire Secretary, Mr John Draffin, persuaded them to honour their obligations. Mr Granter and Mr Clarke finished it as a suspension bridge which was opened by Mrs William Watt. Soon after a mob of cattle stampeded, the weight snapped the cable, letting one side sag. Mr R.P. Cameron repaired it and this bridge remained until 1922. "In 1890 the contract for a bridge was let to Mr James Granter for £1450. This structure with additions and improvements made to it was to cost the ratepayers about £2,500, and its erection was proceeded with in a very satisfactory manner until, just as the greater-part of the work had been completed, the flood of 1891 came down on it, piling up mountains of logs, timber and debris against the piers, which had not been made wide enough apart to allow for. contingencies of this kind. The structure held out bravely until the turn of the flood and then gave way with a crash, about five bays from the centre disappearing in the stream." ( Snowy River Mail August 12 1893) This item is a pictorial record of one of the first bridges across the Snowy River in Orbost.A black / white photograph of the old wooden suspension bridge over the Snowy River. There are two copies 919.1 and 919.2. There are two other photos showing the whole bridge taken from further back.on back - "Orbost Bridge...."snowy-river-bridge-orbost granter-james

Scales such as the subject item were used to measure commercial quantities, possibly grains and farm produce for quite large amounts of product. Bags of grain etc would have been hooked up and weighed. Salter has been a name long associated with weights and measures. The firm began life in the late 1760s in the village of Bilston, England when Richard Salter, a spring maker, began making the first spring scales in Britain. He called these scales "pocket steelyards", though they work on a different principle from steelyard balances. By 1825 his nephew George had taken over the company, which became known as George Salter & Co. George later established a manufacturing site in the town of West Bromwich, about 4 miles (7 km) from Bilston. West Bromwich Albion football club was formed from workers at this works site. From here the company produced a wide variety of scales including the UK's first bathroom scales. Other items were added to the range, including irons, mincers, potato chippers, coin-operated machines and the first typewriters made in the UK. The business thrived throughout the 1900s, and by 1950 it employed over 2000 people, still in the same area and owned by the same family.Salter is a British housewares brand developing products that span a wide range of core product categories, including scales, electrical, cookware. It is a market leader in kitchen and bathroom scales and one of the UK’s oldest consumer brands.  Established in 1760, Salter has been developing precision products for over 260 years. It was acquired by Manchester-based consumer goods giant Ultimate Products in 2021 after they had previously licensed the brand for cookware and kitchen electrical since 2011.Balance scale Salters Spring Balance consisting of a circular, bronze face engraved with measurements in pounds, with an iron hand, weighing mechanism and hanging loop. Engraved on the face: "Class III Salter's Spring Balance Silvester's Patent To Weigh 300lbs".flagstaff hill, warrnambool, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, salter balance scale, weight measuring scale, weighing dry goods

These net floats are handmade from lightweight cork wood and are used for suspending fishing nets in the water. Newspaper articles dated from 1848 to 1916 mention net fishing in Warrnambool's Hopkins and Merri rivers and Lady Bay. The Melbourne Argus dated January 11, 1848, published a quote from Captain Theobald of the vessels ELLEN and ELIZABETH, made on his first visit to Warrnambool "“…Fish are very plentiful here; on Christmas day a net was thrown into the Hopkins, and, after two or three draws, a boat load of beautiful fish was obtained…” The Argus, Melbourne, Sat. 29 May 1858, forwarded from The Examiner newspaper; "Extraordinary Fish. We have been presented with a very singular fish, caught by Mr. Meek in the Hopkins [Hopkins River, Warrnambool] last week. It is about three inches long, with a slate-coloured body, and a beautiful wing on each side. It was caught with other fish at night, in a net, and its eyes shone as bright as diamonds." A method for making cork net floats mentioned, in a 15th-century book, advised cutting the corks and then burning a hole through the centre of each one with a hot iron. The prepared corks were then joined together with a horsehair line. The cork's size and the line's thickness depended on the net's weight.The net floats are an example of fishing equipment used for many centuries and still in use today. In Warrnambool net fishing was a common practice from 1848 and became a livelihood for many fishermen. Net floats; cylindrical blocks of 16 corks threaded onto string with a hook-holding device at the end. warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, net floats, cork net floats, fishing, fisheries, fishing equipment, handmade, net fishing, fisheries act, andrew ferrier, william flett, warrnambool breakwater, merri river, hopkins river, captain theobald, ellen, elizabeth

These net floats are handmade from lightweight cork wood and are used for suspending fishing nets in the water. Newspaper articles dated from 1848 to 1916 mention net fishing in Warrnambool's Hopkins and Merri rivers and Lady Bay. The Melbourne Argus dated January 11, 1848, published a quote from Captain Theobald of the vessels ELLEN and ELIZABETH, made on his first visit to Warrnambool "“…Fish are very plentiful here; on Christmas day a net was thrown into the Hopkins, and, after two or three draws, a boat load of beautiful fish was obtained…” The Argus, Melbourne, Sat. 29 May 1858, forwarded from The Examiner newspaper; "Extraordinary Fish. We have been presented with a very singular fish, caught by Mr. Meek in the Hopkins [Hopkins River, Warrnambool] last week. It is about three inches long, with a slate-coloured body, and a beautiful wing on each side. It was caught with other fish at night, in a net, and its eyes shone as bright as diamonds." A method for making cork net floats mentioned, in a 15th-century book, advised cutting the corks and then burning a hole through the centre of each one with a hot iron. The prepared corks were then joined together with a horsehair line. The cork's size and the line's thickness depended on the net's weight.The net floats are an example of fishing equipment used for many centuries and still in use today. In Warrnambool net fishing was a common practice from 1848 and became a livelihood for many fishermen.Net floats; cylindrical blocks of 18 corks of various sizes threaded onto string.warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, net floats, cork net floats, fishing, fisheries, fishing equipment, handmade, net fishing, fisheries act, andrew ferrier, william flett, warrnambool breakwater, merri river, hopkins river, captain theobald, ellen, elizabeth

This representative example demonstrates a mariner’s astrolabe. Historical examples are rare. There are less than one hundred known to exist and most of these have been recovered from shipwrecks, many from Spanish and Portuguese vessels. An astrolabe is a measuring device once used to navigate the seas by observing the sun and stars to measure their altitude. The measurement of altitude could then be used to calculate the ship’s latitude but at that time in history there was no means of measuring longitude. The body of the navigational astrolabe was cast brass and much heavier, and less complicated than the variety used on land. The heavier weight and cut-away shape reduced the effect of the wind and waves when trying to use it at sea. A mariner’s astrolabe or ‘star finder’ is a simplified version than that used by Arabic astronomers to find the altitude of the sun and stars above the horizon, and time of the sunrise and sunset. It is a forerunner to the quadrant, octant and sextant and was popular for about 200 years over the 1500s and 1600s to find the latitude of a ship at sea. The user held the astrolabe at eye level and, usually with assistance, aligned the stars through the two small sights (pinnules), then read the altitude indicated by the pointer on the arm. It could also be used to sight the sun by holding it lower down, aiming it at the sun, and adjusting it until the sun shone through both pinnules. This astrolabe is an example used to demonstrate the mariner’s astrolabe, which was navigational tool of the 1500s and 1600s, in the time before longitude was able to be determined. It is a forerunner to modern navigation technology. Mariner’s astrolabe – a representative example. A gold painted, disc shaped object with cut outs and revolving arm in centre. The arm has two sights attached at right angles. The top has a ring attached. Measurements are marked in degrees in a circular scale around outer edge.flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, navigation instrument, navigation tool, navigation, astrolabe, mariner’s astrolabe, measure latitude, measure altitude, arabic navigation, measuring device, star finder, astronomy, marine tool, marine instrument

These net floats are handmade from lightweight cork wood and are used for suspending fishing nets in the water. Newspaper articles dated from 1848 to 1916 mention net fishing in Warrnambool's Hopkins and Merri rivers and Lady Bay. The Melbourne Argus dated January 11, 1848, published a quote from Captain Theobald of the vessels ELLEN and ELIZABETH, made on his first visit to Warrnambool "“…Fish are very plentiful here; on Christmas day a net was thrown into the Hopkins, and, after two or three draws, a boat load of beautiful fish was obtained…” The Argus, Melbourne, Sat. 29 May 1858, forwarded from The Examiner newspaper; "Extraordinary Fish. We have been presented with a very singular fish, caught by Mr. Meek in the Hopkins [Hopkins River, Warrnambool] last week. It is about three inches long, with a slate-coloured body, and a beautiful wing on each side. It was caught with other fish at night, in a net, and its eyes shone as bright as diamonds." A method for making cork net floats mentioned, in a 15th-century book, advised cutting the corks and then burning a hole through the centre of each one with a hot iron. The prepared corks were then joined together with a horsehair line. The cork's size and the line's thickness depended on the net's weight.The net floats are an example of fishing equipment used for many centuries and still in use today. In Warrnambool net fishing was a common practice from 1848 and became a livelihood for many fishermen.Cork net floats; lengths of 15 various sized cylindrical blocks of cork threaded onto string. warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, net floats, cork net floats, fishing, fisheries, fishing equipment, handmade, net fishing, fisheries act, andrew ferrier, william flett, warrnambool breakwater, merri river, hopkins river, captain theobald, ellen, elizabeth

These net floats are handmade from lightweight cork wood and are used for suspending fishing nets in the water. Newspaper articles dated from 1848 to 1916 mention net fishing in Warrnambool's Hopkins and Merri rivers and Lady Bay. The Melbourne Argus dated January 11, 1848, published a quote from Captain Theobald of the vessels ELLEN and ELIZABETH, made on his first visit to Warrnambool "“…Fish are very plentiful here; on Christmas day a net was thrown into the Hopkins, and, after two or three draws, a boat load of beautiful fish was obtained…” The Argus, Melbourne, Sat. 29 May 1858, forwarded from The Examiner newspaper; "Extraordinary Fish. We have been presented with a very singular fish, caught by Mr. Meek in the Hopkins [Hopkins River, Warrnambool] last week. It is about three inches long, with a slate-coloured body, and a beautiful wing on each side. It was caught with other fish at night, in a net, and its eyes shone as bright as diamonds." A method for making cork net floats mentioned, in a 15th-century book, advised cutting the corks and then burning a hole through the centre of each one with a hot iron. The prepared corks were then joined together with a horsehair line. The cork's size and the line's thickness depended on the net's weight.The net floats are an example of fishing equipment used for many centuries and still in use today. In Warrnambool net fishing was a common practice from 1848 and became a livelihood for many fishermen.Cork net floats; a set of two cylindrical blocks of varying sizes threaded onto strings.warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, net floats, cork net floats, fishing, fisheries, fishing equipment, handmade, net fishing, fisheries act, andrew ferrier, william flett, warrnambool breakwater, merri river, hopkins river, captain theobald, ellen, elizabeth

This photograph depicts Post-Natal care being given by a Royal District Nursing Service (RDNS), Sister who is working in the RDNS Domiciliary Infant and Maternal Care (DIMC) section of the Service. The photograph is taken in the home of the mother and baby and the Sister is in the process of putting the baby onto the Baby scales to ascertain the babe's weight. Sisters employed in the DIMC section of RDNS gave Post-natal care to both the mother and her newly born babe when they were discharged early from hospital. This photograph was taken in the year following Melbourne District Nursing Service (MDNS) being granted Royal patronage in 1966 and becoming Royal District Nursing Service. The Sister is wearing the the same grey uniform frock used by MDNS but the badge on her peaked cap has changed from a red Maltese cross to a metal round silver badge with a royal blue circle around the edge with the words 'Royal District Nursing Service' in white capital letters running inside the blue circle.The centre of the badge is divided into three sections; a silver rising sun top and bottom, and a thick royal blue horizontal central strip with 'RDNS' written in large white capital letters. This uniform continued to be worn until 1971 when it changed colour and style. In August 1893 Melbourne District Nursing Society (MDNS), commenced a Midwifery Service with Nurse Fowler, who trained in a Hospital and was qualified in General nursing and Midwifery nursing, being the first Midwife employed. Mothers were assessed for suitability of a home birth, or if they required delivery at the Women’s Hospital. The Midwife worked in conjunction with the Doctors at the Women’s Hospital and if a complication arose the patient was transferred to their care. Following birth they gave Post-Natal care to both the mother and babe. In 1898 the service ceased due to lack of funds but recommenced in 1906, and in the August 1925 Annual Report the number of MDNS home births was recorded at 478. MDNS built the After-Care Home and an Anti-Natal Clinic was opened in 1930. The last Ante-Natal clinic was held there in December 1951 and the MDNS Midwifery service ceased in February 1952. In 1964 MDNS commenced a Post-Natal service with General and Midwifery trained MDNS Sisters working from a room at Footscray Hospital, and visiting early discharged Footscray Hospital maternity cases at home. Now as Royal District Nursing Service (RDNS), this service was extended to a Domiciliary Infant and Maternal Care, (DIMC) service operating from most Centres and visiting early discharged, often 24 hours after birth, maternity cases from hospitals to give post-natal care to the mother and babe. Many Sisters working in this area had a Certificate in Infant Welfare as well as their General and Midwifery Certificates.In the right rear of this black and white photograph is a Royal District Nursing Service, (RDNS), Sister who is wearing a white gown over her uniform, and wearing her grey peaked hat with the RDNS badge visible, looking down at a baby she is about to weigh. The baby has sparse dark hair, is wearing a white singlet and is crying. The Baby scales, which are sitting on a table in front of the Sister, are white with a rectangular base and curved sided tray on the top. The Sister is standing behind the scales, and is supporting the babe's body with her right hand and holding baby's legs with her left hand as she lowers babe fully onto the scales. On the left of the photograph, the mother, who has long dark hair with a hair scarf holding it back, and is wearing a striped frock, is siting on a chair with her arms crossed at her waist, and is smiling at her babe as she observes proceedings.. Photographers Stampmdns, melbourne district nursing society, melbourne district nursing service, rdns, royal district nursing service, rdns domiciliary postnatal service, dimc

This chronometer was made around 1936 and has been on display at Flagstaff Hill for over 40 years as part of the exhibit of the ‘Reginald M’, an Australian-built, 19ss, coastal trader vessel. A chronometer is an accurate mechanical instrument used for measuring time. It is constructed carefully to remain stable even under the changing conditions of seafaring life such as temperature, humidity and air pressure. The Master or Navigator of a ship could use the chronometer and the positions of celestial bodies to calculate the ship’s latitude at sea. In 1905 the business Chronometerwerke GmbH was formed in Frankfurt, Germany, to supply the country with high-quality mechanical chronometers and ship clocks for their maritime trade, making the country independent of other international suppliers such as those in England. In 1938 the firm was renamed Wempe Chronometerwerke. The business continues today. Its products now include its well-known chronometers, battery-powered ship clocks, ship’s bell clocks, barometers, barographs, thermometers, hygrometers, comfort meters to measure temperature and humidity, and wristwatches. The company also performs chronometer testing facilities for the State’s Weights and Measures office. The article written by Givi in July 2022 “The Basics of Marine Meteorology – a Guide for Seafarers” refers to the weather’s signs and patterns being repeated over and over, and the recording of these observations helps forecasters predict changes in the weather. The chronometer is an example of a mechanical navigational marine instrument in use in the early to the mid-20th century. The maker is significant as part of a German government initiative to be self-sufficient in the production of good quality marine technology. This chronometer is significant as part of the exhibit, the Australian-built vessel, 1922 coastal trader ‘Reginald M’, listed on the Australian Register of Historic Vessels and on display for over 40 years.Marine chronometer or marine clock, brass case, glass cover, Roman numerals, 24-hour numbers beside them. Two black hands, a keyhole for winding and ventilation holes in the side. The base has a collar with four machined mounting holes. Inscriptions are on the clock’s face."Made in Germany" and "WEMPE / CHRONOMETERWERKE / HAMBURG"flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, marine meteorology, horology, chronometer, marine technology, latitude, marine navigation, mechanical instrument, scientific instrument, ship clock, chromometerwerke gmbh, wempe chronometerwerke, marine clock

The most common technique to measure fuel moisture content in Victorian forests until recently was the Speedy Moisture Meter - which is essentially a pressure cylinder. Originally developed in England during the 1920s for measuring moisture in wheat and other grains it was adapted for Australian forest fuels in the 1950s. Fuel was first ground using a Spong domestic food mincer, often attached to the bullbar of a vehicle, and a small measured (using the beam balance) sample placed into the Speedy together with a measured amount of calcium carbide and then sealed. The chemical reaction between the moisture in the fuel and the calcium carbide created acetylene gas; the pressure of which was read on the external dial which gave the read-out as the moisture content (percentage of net weight) of the sample. There were important techniques with preparing the minced samples, using the chemical and the subsequent cleaning of the Speedy to give reliable readings, but it was quick, inexpensive, robust, portable and practical in the field - it gave readings which were reproducible to within +/- 0.5% moisture content. It was used routinely before igniting a fuel reduction burn or measuring fuel moisture differentials on slash burns. In about 1996, Karen Chatto and Kevin Tolhurst from the Department’s Creswick Research Station developed the Wiltronics Fuel Moisture meter which measured electrical resistance.First reliable tool for measuring bushfire fuel moisture content in the fieldSpeedy Moisture Meter in wooden boxmanufacture's marks and instructions on usebushfire, forests commission victoria (fcv)

The NQRs were the standard Medium open goods wagon. Generally the sides and ends were removable thus providing a totally flat truck. Three long drop-down doors formed the sides thus allowing easy loading and unloading. 218 of these goods vehicles were built between 1898 and 1914 ? numbered 1 - 218​. Originally, these wagons carried the code letter R​ as they were built with sides and ends. Unlike the Broad Gauge, VR's 2 ft 6 in (762 mm) narrow gauge network never had four-wheeled wagons (aside from a handful of trolleys). Because of this, a single design of open wagon emerged and this was the only type of wagon ever used on these lines. This was the NQR class, a wagon with the same length and loading capacity as a Broad Gauge four-wheeled open wagon to make transferring freight between the gauges easier. The wagons, numbered 1 through 218, were built between 1898 and 1914. The wagons used the same underframe as most other non-locomotives on the VR Narrow Gauge. Letters and numbers were originally painted only on the end bulkheads and doors, both of which could be removed as traffic dictated, and this made wagon identification difficult until the decals were transferred to the underframes of each wagon In the 1910s some NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223​, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 21 NQR - Open Medium Truck with drop ends VR Service History 26/11/1898 NWS Built new Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 *NQR 21.VA - 26/11/1898 NWS Built new - / /1926 - To NQ 21.VA - NQ 21.VA - 17/ 9/1936 NWS Into Workshops - 29/ 4/1937 NWS Out of Workshops (50 days) Puffing Billy Service History or Notes Historic - Victorian Railways - Narrow Gauge Rolling Stock - Open medium truck with seats (No. 21)21 NQR - Open Medium Truck converted to Excursion Car with seats made of Steel and metal21 NQRpuffing billy railway, pbr, rolling stock , 21 nqr, victorian railways, nqr open medium truck with seats

The NQRs were the standard Medium open goods wagon. Generally the sides and ends were removable thus providing a totally flat truck. Three long drop-down doors formed the sides thus allowing easy loading and unloading. 218 of these goods vehicles were built between 1898 and 1914 ? numbered 1 - 218​. Originally, these wagons carried the code letter R​ as they were built with sides and ends. They later had the R removed. Unlike the Broad Gauge, VR's 2 ft 6 in (762 mm) narrow gauge network never had four-wheeled wagons (aside from a handful of trolleys). Because of this, a single design of open wagon emerged and this was the only type of wagon ever used on these lines. This was the NQR class, a wagon with the same length and loading capacity as a Broad Gauge four-wheeled open wagon to make transferring freight between the gauges easier. The wagons, numbered 1 through 218, were built between 1898 and 1914. The wagons used the same underframe as most other non-locomotives on the VR Narrow Gauge. Letters and numbers were originally painted only on the end bulkheads and doors, both of which could be removed as traffic dictated, and this made wagon identification difficult until the decals were transferred to the underframes of each wagon In the 1910s some NQRs were provided with removable wood and steel frameworks with canvas roof canopies and side curtains, and internal seating to supplement the rest of the passenger stock during busy holiday periods. Puffing Billy has re-created these for emergency capacity. Five more NQRs, numbered 219-223​, were built between 1990 and 1992 initially for passenger use so were fitted with the removable frames In the 1960s the Puffing Billy Railway added grids in the floor of some to enable them to be used to drop ballast on the track where needed. Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 103 NQR - Open Medium Truck 16/12/1909 NWS Built new Vehicle Length 25 feet 2 inches ( 7671 mm) Coupled Length 27 feet 4 inches (8330 mm) Width 6 feet 3 inches (1905 mm) Weight 5 tons Capacity 11 tons Built 1898 - 1915 (1992) Number Built 218 (223) In use 14 To be restored 6 VR Service History *NQR 103.VA - 16/12/1909 NWS Built new - / /1926 - To NQ 103.VA - Puffing Billy Service History or Notes Untrafficable at ClematisHistoric - Victorian Railways - Narrow Gauge Rolling Stock - NQR Open Medium TruckA large rectangualr open good wagon, with removable sides and ends creating a flat-bed. There are three long drop-down sides and eight narrow guage wheels. The wagon is 7671mm long and 1905mm wide with steel couplings at either end. The wagon is painted crimson (faded) with the words '103 NQR' stenciled in white at both ends. 103 NQRpuffing billy railway, pbr, rolling stock , 103 nqr - open medium truck, victorian railways, narrow gauge rolling stock, nqr wagon

This lifebuoy bears the name of the ship, its origin, the shipping company and the red ensign. These details mean that the lifebuoy was part of the lifesaving equipment on the sailing ship the Loch Ness, part of the Glasgow Shipping Company’s Loch Line (G.S.C. on the red pennant) and a British-registered ship (the red flag with the Union Jack on it). Lifebuoys were part of the emergency lifesaving equipment carried on vessels in the late 19th and early 20th century. The ring was made of strips of cork wood joined together to make the ring shape then covered in canvas and sealed usually with white paint. Four evenly spaced canvas reinforcing bands would be added for strength and for a place to thread a rope or line. A lifebuoy, or life-preserver, is used as a buoyancy device often thrown to an endangered or distressed person in the water to keep them afloat while they receive help. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. Lifebuoys is a made from a buoyant materials such as cork or foam and ae usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. Cork lifebuoys were used from the late 19th to early 20th century. Kapok fibre was then used as a filling for buoys but wasn’t entirely successful. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The ship LOCH NESS 1869-1922 … The ship Loch Ness, of Glasgow, was the same ship what William Carmichael sailed on to Australia when he laid the commemoration stone on behalf of his sister Eva and himself, dedicated to their parents, brothers and sisters. The family members lost their lives on June 1, 1878, when their ship, the Loch Ard, was wrecked at Mutton Bird Island in south west Victoria. Eva Carmichael was one of the two survivors from that shipwreck, the other 52 tragically lost their lives. The ship Loch Ness was a three-masted sailing ship built in 1869 for the Loch Line owned by the Glasgow Shipping Company. The line transported cargo and passengers from Glasgow, Scotland, to Australian ports. The Loch Ness was sold in 1908 to Stevedore & Shipping Co, Sydney for use as a coal hulk. In 1914 the Australian Government took over the ship for naval defence purposeless. In 1926 the ship was sunk during gunfire practice by the 1922 built, light cruiser HMAS Melbourne, near Fremantle, Western Australia. The lifebuoy is an example of equipment carried on vessels in the late 19th and early 20th century to help preserve life. There were many lives lost in Australia’s colonial period, particularly along the coast of South West Victoria. The lifebuoy is significant for its connection to the ship Loch Ness on which William Carmichael, brother of Eva Carmichael, travelled to lay a memorial to their parents and all of their other siblings who lost their lives in the Loch Ard disaster of 1878 near Peterborough, Victoria. Lifebuoy, round, cork filling inside canvas cover, painted white, with rope attached. Lifebuoy has printed name of vessel Loch Ness, Glasgow. Symbols of red flag with white initials G S Co. There is also a red ensign."LOCH NESS", "GLASGOW" "G S Co"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, loch ness, loch ard, william carmichael, eva carmichael, lifebuoy, glasgow sailing ship, loch ness of glasgow, life rings, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, g s c, glasgow shipping company, hmas melbourne, cruiser melbourne

There is a single record with the RAN for a John Kidd, who commenced service in 1909 and left in 1912. Kidd was born in 1885 in Sydney and his mother lived in Queenscliff. He served on the HMAS Parramatta from 1911-1912. There is no evidence of him having served on the HMAS Melbourne. Kidd served from 1911-1912 on the HMAS Parramatta, the first ship launched for the Royal Australian Navy (RAN).A wooden box with mortise and tenon joins, brass fittings, circular handles, silver hinges and a name plate on the front. The box has a lift out section creating compartments. On the inside lid of the box is a postcard of the HMAS Melbourne surrounded by small rope decoration. A number of keepsakes are inside including a fidd for splicing ropes, a Capstan Wills tobacco tin, 3 postcards, a "Bengall Imperial" cut throat razor (T.R. Cadman & Sons, Sheffield England), black and white bakelite buttons with embossed crown and anchor and brass shank (either for war time or junior officers), gold naval buttons with embossed naval anchor and 2 piece shank (from a coat and cuffs), a bullet casing (Webley '45), a petty officers cloth badge (crossed anchors with a Crown), 4 shells, a good conduct badge (black with gold embroidery) and a red/brown vulcanized asbestos fibre fireproof dog- tag with rope attached."John Kidd" on front of box. "20171" stamped on edge of box. Tobacco tin: "Medium/"Capstan"/Registered/Ready Rubbed Fine Cut Tobacco/-1 oz net weight when packed/W.D. & H.O. Wills/(Australia) Ltd., Sydney. Postcard: Main Street, Samarai. Postcard: Sydney from Lavender Bay Kerry (Copyright) Sydney. Postcard: "Docks showing cathedral, Bristol BL 193. Copyright Lilywhite (1932) Ltd, Sowerby Bridge". Buttons: "AUSTRALIA/Y6-298", "Buttons Ltd B'HAM mark trade" "AUSTRALIA Stokes & Son Melbourne". Bullet casing "WEB WRA 45". Dog-Tag may read "L/Ford" written in ink?ditty box, john kidd, dog-tag, wwi identification tag, lilywhite ltd, w.d & h.o wills, stokes & son melbourne, naval buttons, hmas melbourne

On a piece of paper subsequently glued near one end of its curved upper face, this length of planed and polished hardwood timber bears the inscription: “A [p]iece of w[r]ec[k] of the Loch Ard wrecked near Sherbroke River”. The timber is carefully worked with rich dark colouring and a uniformly moulded design, suggesting that it was part of a fitting or furnishing that was publicly visible and prominent. If the artefact is what it is declared to be, then it is possible that it formed part of the ship’s railings or companionway stairs. The LOCH ARD was a 1,693 ton, 3 masted barque, built on the Clyde in 1873. In an age of increasing competition for the emigrant passenger trade from steam-driven vessels, special attention was paid to her wooden furnishings and fittings. The Loch Line owners prided themselves on their attractive, distinctively painted, sailing ships. Below decks, where cargo and third class passengers were stowed, was made of iron. But everything above deck, and on show to the saloon and second class passengers, was carved and varnished timber. Captain Daish’s 1878 report for the ship’s underwriters notes “a quantity of general Cargo washed up in a confused mass” in the cove and “a number of Cases, Casks and Bales; also deals and boards floating about in some of the gorges” further west of the shipwreck. Contemporary newspaper accounts also reported a large quantity of cargo and timber washed ashore in the days following the LOCH ARD shipwreck, adding “but those were speedily removed by persons who came down from Port Campbell, Scott’s Creek and other places with carts and pack horses”. The appearance and good condition of this wood artefact, and the aged patina and dated hand-writing style of its pasted on inscription, support the suggestion that it was ‘souvenired’ from the floating debris of the LOCH ARD at or near the 1878 date of its foundering off Mutton Bird Island. HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. The Loch Ard wreck is of state significance – Victorian Heritage Register S417. However there is a lack of documented provenance that limits the interpretive value of this piece of timber (for example, its potential to interpret nineteenth century souveniring and scavenging from shipwrecks along the south west coast of Victoria). Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. A length of hardwood timber, planed and varnished to smooth finish on three sides, with two unfinished tongues protruding from each end (one broken off), possibly from the wreck of the LOCH ARD. The front or upper face is moulded and routed to a regular, linear (skirting board type) design along its entire length, the two sides flat planed. One side contains two inserted dowel rods that have been broken off. The bottom face has not been finished to the same standard. The sample is good quality wood that has retained its density and weight and shows no evidence of having been submerged in seawater for any length of time. Glued on to the upper face of the length of timber near the right hand end is a deteriorated square of paper bearing an inscription. The paper, peeling back and with torn edges, is stuck over an original wood stain but under a subsequent layer of varnish. The faded ink words are indecipherable where paper is missing, but written carefully in an old fashioned cursive script.The inscription on the paper reads: “A [p]iece of w[r]ec[k] of the Loch Ard wrecked near Sherbroke River”. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, nineteenth-century souveniring, shipwreck scavenging, loch line sailing ships, wood sample

This uniform belonged to Sapper Hughes 3795948 of the Royal Australian Engineers Corps. By the date on the uniform, it is assumed that he served C 1968.This uniform has significance as an example of a uniform worn by soldier ranks for daily work and dress parades.Khaki coloured long trousers with attached suspenders. They have a button up front (5 brown plastic buttons). There are two pockets on either side of the trousers and one button up pocket on the back right with a flap that is fastened with a single brown plastic button. There are three extra brown plastic buttons on the back exterior of the waistband and six belt loops on the whole length of the waist band. The interior pocket fabric is more light weight and a slightly more green in colour. The interior of the right back pocket includes a white patch of fabric with printed inscriptions and further inscriptions written in black ink just above. The suspenders are composed mostly of blue, grey, beige, black and cream striped thick fabric. There are also silver coloured metallic components (which include inscriptions) and leather sections, most of which have a reddish/brown coating on the exterior and a white coating on the interior. One leather component has inscriptions in black ink on the interior as opposed to a white coating. The suspenders are attached to the trousers by six brown plastic buttons on the interior of the waistband. Back pocket interior inscriptions on the green fabric: HUGHES / 3795948 Back pockket interior inscriptions on the white fabric: E.W. P/LTD. / SOUTH AUSTRALIA / 1968 / (a symbol of a broad arrow) / Class 8405-66-025-6405 / Batch 67 / Mill / Size and Waist 28C / Matching Jacket 35 /36C / DRY CLEAN ONLY / CREASES SET BY SIROSET / REPRESS ON ORIGINAL CREASES / MENDING PATCH ATTACHED / NAME HUGHES. J.W. / ARMY No. 3795948 8PL Bcoj Identical metallic clip inscriptions on two of the suspenders: POLICE / (embossed image of a police baton)royal australian engineers, warrnambool rsl, warrnambool, engineer, hughes, sapper hughes, 3795948, hughes 3795948, uniform, army uniform, trousers, army