Used at the Ballarat School of Mines and the Ballarat Technical Art SchoolThis collection of examinations is significant because of its completeness with the full range of examinations between 1914 and 1950.Large leather bound books, with leather spine, containing all examinations held at the Ballarat School of Mines (including the Ballarat Technical Art School and Ballarat Junior Technical School). The examination papers were supplied and printed by the Education Department, Victoria. Examinations include: Agriculture, Algebra, Architecture, Arithmetic, Applied Mechanics, Assaying, Biology, Botany, Boilermaking, Building Design, Blacksmithing, Bricklaying, Carpentry and Joinery, Coachbuilding, Cabinet Making, Civil Engineering, Cabinet Making, Commercial, Chemistry, Engineering Drawing, Economics, English, Electrical technology, Electricity and Magnetism, Electric Wiring, Electric Welding, Electrical Fitting, Electrical Trades, Food Analysis, Geology, Geological Mapping, Graphics, Geometry, Heat Engines, Heat Treatment, Hydraulics, Hand Railing, Instrument Making, Millinery, Milling and Gearouting, Machine Shop Practice. Metal Founding, Mining, Metallurgy, Mineralogy, Mathematics, Motor Mechanics, Mine Surveying, Mining Mechanics, Petrology, Physics, Painting and Decorating, Pattern Making, Plastering, Plumbing and Gasfitting, Printing, Refrigeration, Spelling, Science , Shorthand, Surveying. Signwriting. Sheet Metalwork, Toolmaking, Ladies Tailoring, Trigonometry, Typewriting, Welding, Commercial Geography. Millinery, Dressmaking, Needlework, Decorative Needlework, Architecture, Building Design and Construction, Art (Composition in Form and Colour), Art (Casting Clay MOdels) Art (Drapery), Art (Drawing the Human Figure From Casts), Art (Drawing the Antique from Memory), Art (Drawing from Memory); Art (Drawing Plant Forms from Nature, Art (Drawing Plant Forms From Memory), Art (Drawing from Models and Objects), (Drawing From a Flat Example). Art (Drawing in Light and Shade from a Cast of Ornament or Lower Nature), Art (Drawing Ornament from the Cast), Art (Drawing from Models or Objects), Art (Drawing fro Dressmakers' and Milliners' Fashions), Art (Drawing With the Brush), Art (Drawing from a Flat Example); Art (Modelled Design), Art (General Design), Art (Embossed Leatherwork), Art (Practical Plane Geometry), Art (Practical Solid Geometry), Art (Geometrical Drawing), Carpentry and Joinery, Art (Human Anatomy), Art (Historic Ornament), Art (House Decoration), Art (LEttering), Signwriting, Art (Light Metalwork), Art (Modelling), Art (Modelling the Human Figure from a Life), Art (Stencilling); Art (Wood Carving) Refrigeration, Teaching, Boilermaking, Blacksmithing, Carpentry and Joinery, Coachbuilding and Carriage Drafting, Electric Wiring, Electrical Fitting, Graining and Marbling, Instrument Making , Machine Shop Practice, Metal Founding, Milling and Gear Cutting, Motor Mechanics, Painting and Decorating, Sheet Metalwork, Toolmaking, Printing, Pattern Making, Plumbing and gasfitting, examinations, ballarat school of mines, ballarat technical art school, trades, education department victoria, agriculture, algebra, architecture, arithmetic, applied mechanics, assaying, biology, botany, boilermaking, building design, blacksmithing, bricklaying, carpentry and joinery, coachbuilding, cabinet making, civil engineering, commercial, chemistry, engineering drawing, economics, english, electrical technology, electricity and magnetism, electric wiring, electric welding, electrical fitting, electrical trades, food analysis, geology, geological mapping, graphics, geometry, heat engines, heat treatment, hydraulics, hand railing, instrument making, millinery, milling and gearouting, machine shop practice, metal founding, mining, metallurgy, mineralogy, mathematics, motor mechanics, mine surveying, mining mechanics, petrology, physics, painting and decorating, pattern making, plastering, plumbing and gasfitting, printing, refrigeration, spelling, science, shorthand, surveying, signwriting, sheet metalwork, toolmaking, ladies tailoring, trigonometry, typewriting, welding., dressmaking, needlework, decorative needlework, architecture, building design and construction, art (composition in form and colour), art (casting clay models), art (drapery), art (drawing the human figure from casts), art (drawing the antique from memory), art (drawing from memory), art (drawing plant forms from nature, art (drawing plant forms from memory), art (drawing from models and objects), (drawing from a flat example), art (drawing in light and shade from a cast of ornament or lower nature), art (drawing ornament from the cast), art (drawing from models or objects), art (drawing for dressmakers' and milliners' fashions), art (drawing with the brush), art (drawing from a flat example), art (modelled design), art (general design), art (embossed leatherwork), art (practical plane geometry), art (practical solid geometry), art (geometrical drawing), art (human anatomy), art (historic ornament), art (house decoration), art (lettering), art (light metalwork), art (modelling), art (modelling the human figure from a life, art (stencilling), art (wood carving), teaching, coachbuilding and carriage drafting, graining and marbling, milling and gear cutting, commercial geography, exams, examination book

E. R. Watts and Son, makers of theodolites and other surveying instruments, of 123 Camberwell Road, London. The company was established in 1856 by Edwin Watts at twenty-three he had saved £100 from his earnings to start the business with his staff consisting of one boy and later Alexander Clarkson as an apprentice with the workshop a small room over a Bemondsey stable. Watts' first order was from Negretti and Zambra for a mining dial Alexander Clarkson In the early days the firm worked mainly on marine compasses. Edwin Watts would go down to the Docks to adjust the compasses once they had been installed on the ships. In May 1873 the business moved to larger premises a house with a garden. The workshop was also the home of Mr and Mrs Watts and their five sons and three daughters. By now there were fifteen to twenty men employed by the firm. The company were commissioned to supply the Theodolites and Levels for the construction to the Canadian Pacific Railway in 1881. Towards the end of the century, the firm began to make heliographs continuing to produce them for the government until just before the Second World War when by agreement assigned their manufacture to another firm. 1904 The first dividing engine was completed by George William Watts. It was so remarkable an instrument at the time and for years afterwards, In 1907 Arthur Ames went to Canada and started an organisation in Winnipeg in 1909 this became a separate company called E. R. Watts and Son Ltd. of Ottawa. This firm developed considerably and was eventually with the co-operation of three other instrument companies (Cambridge Instrument Co, Ross, and Negretti and Zambra), were reconstituted as ”Instruments Ltd” of Ottawa and Toronto. During the next ten years, the firm expanded greatly to include glass grinding, leather work, dividing and engraving, testing, adjusting and packing. This expansion was continued during the First World War when workshops were completed and the machinery installed and running within eleven weeks from the start of construction. During the war, a Sergeant Coles, among the rats, lice and mud of the trenches, fitted various bits of scrap into his cocoa tin and made the first Flash Spotter for plotting the positions of enemy guns. Coles was rushed home to the firm's factory where he and George William Watts designed a spotter not made out of a cocoa tin and as a result, the Watts Vertical Force Variometer was developed during WWI. Other Watts instruments made in the First World War included the Light Mountain Theodolites which were taken on Mt Everest expeditions. In 1919 ER Watts and Sons was incorporated as a limited company and in 1939 G. A. Whipple joined the Board of Directors. Shortly afterwards, Frank Charles Watts died having been Chairman of the firm for over 37 years and seen it through the First World War with all its expansions and difficulties. He was succeeded by his brother George William Watts with the vacant post of Managing Director being filled by G. A. Whipple. During the Second World War, the company expanded further and the number of employees rose to well over 1,300. In 1946 Watts acquired 78% of Adam Hilger and the microscope maker James Swift and Son Who were Manufacturers of Theodolites, Levels, Alidades, Meteorological Instruments, Variometers, and many other types of scientific instruments Then in 1948 the company amalgamated with Adam Hilger as Hilger and Watts which was then incorporated as a public company.Naval Rangefinder with a vertical wooden handle, and an arrangement of optical lenses. Three reversible brass inserts calibrated on both sides in yards, correspond to various base heights, (20 and 25 feet, 30 and 35 feet and 40 and 50 feet). They are fitted along the axis of the instrument. When the scale for the appropriate base height is selected and inserted, the carriage can be slid for coincidence and the distance read at the index mark on the sliding carriage.inscribed "Rangefinder Cotton Type Mk II" Calibrated scale up to 5000 yds (50 ft), 5000 yds (35 ft), 4000 yds (25 ft) made by E. R. Watts & Son.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, rangefinder, cotton type, e r watts & sons, naval range finder, marine equipment

Langlands Company History: Langlands foundry was Melbourne's first foundry and iron shipbuilder established in 1842, only 8 years after the founding of the Victorian colony by two Scottish immigrants, Robert Langlands and Thomas Fulton, who had formed a partnership before emigrating (1813–1859). The business was known as the 'Langlands Foundry Co'. Henry Langlands (1794-1863), left Scotland in 1846 with his wife Christian, née Thoms, and five surviving children to join his brother Robert. By the time he arrived in early January of 1847 the partnership of Robert Langlands and Fulton had dissolved as Fulton had gone off to establish his own works. It was at this time that the two brothers took over ownership of Langlands foundry. Several years later Robert retired and Henry became sole the proprietor. The foundry was originally located on Flinders Lane between King and Spencer streets. Their sole machine tool, when they commenced as a business, was a small slide rest lathe turned by foot. In about 1865 they moved to the south side of the Yarra River, to the Yarra bank near the Spencer Street Bridge and then in about 1886 they moved to Grant Street, South Melbourne. The works employed as many as 350 workers manufacturing a wide range of marine, mining, civil engineering, railway and general manufacturing components including engines and boilers. The foundry prospered despite high wages and the lack of raw materials. It became known for high-quality products that competed successfully with any imported articles. By the time Henry retired, the foundry was one of the largest employers in Victoria and was responsible for casting the first bell and lamp-posts in the colony. The business was carried on by his sons after Henry's death. The company was responsible for fabricating the boiler for the first railway locomotive to operate in Australia, built-in 1854 by Robertson, Martin & Smith for the Melbourne and Hobson's Bay Railway Company. Also in the 1860s, they commenced manufacture of cast iron pipes for the Board of Works, which was then laying the first reticulated water supply system in Melbourne. Langlands was well known for its gold mining equipment, being the first company in Victoria to take up the manufacture of mining machinery, and it played an important role in equipping Victoria's and Australia's first mineral boom in the 1850s and 1860s. Langlands Foundry was an incubator for several engineers including Herbert Austin (1866–1941) who worked as a fitter at Langlands and went on to work on the Wolesely Shearing machine. He also founded the Austin Motor Company in 1905. Around the 1890s Langlands Foundry Co. declined and was bought up by the Austral Otis Co. in about 1893. History for Grimoldi: John Baptist Grimoldi was born in London UK. His Father was Domeneck Grimoldi, who was born in Amsterdam with an Italian Father and Dutch mother. Domeneck was also a scientific instrument maker. John B Grimoldi had served his apprenticeship to his older brother Henry Grimoldi in Brooke Street, Holburn, London and had emigrated from England to Australia to start his own meteorological and scientific instrument makers business at 81 Queens St Melbourne. He operated his business in 1862 until 1883 when it was brought by William Samuel and Charles Frederick, also well known scientific instrument makers who had emigrated to Melbourne in 1875. John Grimoldi became successful and made a number of high quality measuring instruments for the Meteorological Observatory in Melbourne. The barometer was installed at Warrnambool's old jetty and then the Breakwater as part of the Victorian Government's insistence that barometers be placed at all major Victorian ports. This coastal barometer is representative of barometers that were installed through this government scheme that began in 1866. The collecting of meteorological data was an important aspect of the Melbourne Observatory's work from its inception. Just as astronomy had an important practical role to play in navigation, timekeeping and surveying, so the meteorological service provided up to date weather information and forecasts that were essential for shipping and agriculture. As a result, instruments made by the early instrument makers of Australia was of significant importance to the development and safe trading of companies operating during the Victorian colonies early days. The provenance of this artefact is well documented and demonstrates, in particular, the importance of the barometer to the local fishermen and mariners of Warrnambool. This barometer is historically significant for its association with Langlands’ Foundry which pioneered technology in the developing colony by establishing the first ironworks in Melbourne founded in 1842. Also, it is significant for its connection to John B Grimoldi who made the barometer and thermometer housed in the cast iron case. Grimoldi, a successful meteorological and scientific instrument maker, arrived in the colony from England and established his business in 1862 becoming an instrument maker to the Melbourne Observatory. Additional significance is its completeness and for its rarity, as it is believed to be one of only two extant barometers of this type and in 1986 it was moved to Flagstaff Hill Maritime Village as part of its museum collection. Coast Barometer No. 8 is a tall, red painted cast iron pillar containing a vertical combined barometer and thermometer. Half way down in the cast iron framed glass door is a keyhole. Inside is a wooden case containing a mercury barometer at the top with a thermometer attached underneath, each with a separate glass window and a silver coloured metal backing plate. Just below the barometer, on the right-hand side, is a brass disc with a hole for a gauge key in the centre. The barometer has a silvered tin backing plate with a scale, in inches, of "27 to 31" on the right side and includes a Vernier with finer markings, which is set by turning the gauge key. The thermometer has a silvered tin backing plate with a scale on the left side of "30 to 140". Each of the scales has markings showing the units between the numbers.Inscription at the top front of the pillar reads "COAST BAROMETER" Inscribed on the bottom of the pillar is "No 8". and "LANGLANDS BROS & CO ENGINEERS MELBOURNE " The barometer backing plate is inscribed "COAST BAROMETER NO. 8, VICTORIA" and printed on the left of the scale, has "J GRIMOLDI" on the top and left of the scale, inscribed "Maker, MELBOURNE". There is an inscription on the bottom right-hand side of the thermometer scale, just above the 30 mark "FREEZING" Etched into the timber inside the case are the Roman numerals "VIII" (the number 8)flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, warrnambool breakwater, coast barometer, coastal barometer, barometer, weather warning, ports and harbours, fishery barometer, sea coast barometer, austral otis co, coast barometer no. 8, henry grimoldi, henry langlands, john baptist grimoldi, langlands foundry co, meteorological instrument maker, robert langlands, scientific instrument maker, thermometer, thomas fulton

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

Combination of three movie films. Movie One (1950s): 00:00 – 13:14 Black and white footage of Diamond Creek firemen practising in Diamond Street in the 1950s for forthcoming demonstrations of abilities. Mentions of Gordon Brandy and Joe Hislop Running out hoses from old hose reels along Diamond Street, Diamond Creek Displays from various brigades running out and connecting hoses. Also scenes from the 1950s of Diamond Creek Fire Brigade competing in various locations around Victoria and Tasmania. Mentions of Brigade members Dave Kidd, Bruce Hackett, Ron Kirkbride, Jack Marks, Graham Upton who are prominent in these events. Members of Kyneton Fire Brigade also present. Members competing in running out hose reels, connecting hoses togethers and to hydrants then climbing towers to direct water from hose or at a target hanging above the road. Diamond Creek members identified wearing a diamond on their chest and back. Includes scenes of Scottish pipe bands at the events and significant crowds of spectators. Footage of Mel Stone and Beryl Marks, Stan Redpath and Ron Kirkbride, then Ron Kirkbride and Eric Holt viewing flower displays. Film changes to colour at Diamond Creek oval for practice with fire engine entering oval. Members depicted include Bill May, Jack Sinclair, Jim Cox, Bob Beale, Dave Kidd, Bruce Hackett and Captain Clarrie Stone. Reverts to black and white in the 1950s where the Brigade joins forces with the Diamond Valley Community Hospital for a Gala Day on the Diamond Creek Oval. Changes to colour again, possibly same event and scenes of children on bikes and scooters or with prams and carts racing around the oval. Mention of young lad Brian Laurie who has his own fire truck. Dart throwing, pony rides. Scenes with Dr Don Cordner, Gus Lyons, Vic Cohn (?) and spinning wheel and Diamond Creek School children entertain a large crowd with Maypole dancing. Movie Two (1950s): 13:25 – 19:00 This black and white film was taken by a TV film crew in the 1950s depicts a typical call out for the Diamond Creek Fire Brigade. In this case the careless action of a member of the public throwing a lighted match from a car, which can cause extensive damage. Footage features the Shire of Eltham War Memorial tower at Kangaroo Ground before it was modified with a fire spotter’s cabin. Discusses fire spotting operations from the tower. Shows a fire spotter walking around the top of the tower. A fire is detected, and the information is relayed to the nearest fire station, in this case, Diamond Creek. The telephone call is received, and the alarm sounded. Captain Clarrie Stone and firemen May and Shaw leave their workplaces and prepare for action. Scenes of running across the Main Hurstbridge road showing the shops (Shell service station and Chemist prominent). Scenes entering the fire station which has a pictorial warning covering the entire door “Only you can prevent forest fires – If you’re careless – we’re homeless!” Eric Holt pinpoints the location of the fire while Captain Clarrie Stone and Fireman Shaw take note. The advance vehicle (an FE Holden ute, rego GTE-696) leaves to assess the extent of the fire. Having assessed the fire, Fireman Shaw communicates with base showing radio with call sign VL3JZ. Eric Holt takes the call. In the meantime, Captain Clarrie Stone and Fireman Shaw undertake some limited action to address the fire. Firemen Bill May, Jim Bates and Hugh Bar (?) man the tanker. A photo portrait of Queen Elizabeth is visible hanging on the wall. They are later joined by Firemen Jim Cox, Eric DeBuse (?) and Jack Marks. The tanker is seen departing the station and diverging off before the bridge. Captain Clarrie Stone and Fireman Shaw are seen pumping water on the flames with hand pumps when the tanker arrives. The hose is unreeled, and water turned on the flames. Jack Sinclair joins the action. Jim Cox directs water to the high stuff. The fire put out, Jack Marks and Eric DeBuse wind in the hoses and the team head back to town. It’s peaceful again at the memorial tower. Movie Three (1969-1987): 19:14 – 34:34 Colour film “Fired with Dedication”, Country Fire Authority Victoria, produced by I.L. Wadeson, Commentary by A.M. Hem. Credits with CFA Victoria emblem and then placed over a view of an old-style ladder engine. Opens with the scene of a fire engine outside the Diamond Creek Fire Station then various trophies reflecting the competition success of the brigade in various track and disciplined events. Two trophies shown of particular pride to the brigade were for first place in the Torchlight Procession at the State Championships in Mildura in 1986 and also at Swan Hill in 1981. Still photo scenes of ex Captain Clarrie Stone, Brigade Captain for 21 years; ex Captain Jack Marks, 10 years; ex Captain Ian Douglas, 10 years. Cuts to scene of radio control room, January 1969, and news of a fire on the northern side of the township of Diamond Creek. With scenes of flames in bush, the narration explains that until the early 1960s the area was an orchard district which protected the town against the savagery of bushfires. But due to competition from other areas more suitable for orcharding and easier transport to Melbourne the district could no longer remain competitive, and orchards were replaced by grassed areas, which together with the bush areas were a feeding ground for fire. On 8th January 1969, high temperatures and strong north winds, were, with the carelessness of some individual all that was necessary to produce the worst fire the district had seen. Cuts to scene of blackened fields and cattle - Hundreds of hectares of grass land were blackened, and cattle had to be transported to other areas for agistment. Scene of destroyed buildings in the township – 13 houses and the public hall in the town were destroyed as was the theatre equipment which was owned by the fire brigade. The Church of England Hall and bell tower were badly damaged. The whole town could have been burnt out but for the determination, skill, and courage of the Diamond Creek Fire Brigade. Scenes of all that was left of the home on the hill on the west side of the Church of England. Also, the remains of the old Pisy (?) home on the top of the same hill near Lambert Street, and the ruined Crocker home. Cuts to a scene in the mid-1970s to mid-1980s of a house fire in Haley Street attended by the Diamond Creek Fire Brigade. Although the house was severely damaged, it was saved. Mentions that whilst assistance is appreciated, in some circumstances, those doing so are not properly dressed for fighting fires. Breathing apparatus is a must in structure fire attack. Next scene (either on Mangarook or Coventry oval) showing off four Diamond Creek Fire Brigade efficient and very expensive firefighting units. Features a forward control vehicle Toyota 4WD used for conveying task force personnel to the required areas; a Hino Model 3.2 tanker, diesel powered and carries 3,000 litres of water and has a 16 HP petrol driven pump which delivers 900 litres of water per minute; an International tanker (registration TCM-418) which carries 3,000 litres of water with pumping capacity of 600 litres per minute. The Ford diesel powered pumper (registration MXE-754) is a well-equipped vehicle with a water capacity of 1,000 litres and capable of pumping 1,900 litres of water per minute from the main pump, has many lockers which hose equipment such as breathing apparatus and various types of hose nozzles and foam making equipment. The vehicle carries 360m of 64mm diameter hose which can be laid out from the rear lockers and a portable lighting plant, an Oxy Viva resuscitator to revive smoke inhalation victims and forcible entry tools to gain access to structure fires. Views of the main pump and control panel on the vehicle. As well as the main pump, the vehicle is equipped with an auxiliary pump which allows the facility to pump whilst moving. Fire fighters must undergo constant training and hone their skills, Scenes of a training exercise using the pumper to pump from static water. First, the short lengths of suction hose are coupled, a strainer fitted to ensure debris does not foul the pump. Gauges must be constantly monitored to ensure manageable water pressures are maintained. Pressures are normally controlled to allow two fire fighters to work at each nozzle outlet. Two nozzles are tested, one adjustable jet fog type which is used on flammable gasses or within a structure fire to absorb heat. A straight jet nozzle to project water long distances to protect exposed surfaces close to a fire radiated heat. The pumper is quite a versatile vehicle in handling structure fires, but it also carries specialist equipment needed in containing hazardous chemical incidents. Cuts to scene of parade – the Diamond Creek Fire Brigade has with other neighbouring brigades participated in most town fairs and earns the respect of the watching public. It can be seen why this brigade has been so successful at disciplined contests. Views of Plenty Fire Brigade Road Rescue unit which is equipped with the “Jaws of Life” Scenes of athletic competitions – many neighbouring brigades indulge in friendly but keen competition at the Diamond Creek Town Fair. The young are also encouraged to participate in all aspects of Junior Fire Brigade activities and become tomorrow’s generation of volunteer fire fighters. Scene of the 1986 Diamond Creek Town Fair which was the last time veteran Captain Clarrie Stone BEM marched with the brigade. Clarrie was awarded the British Empire Medal for his service to the Country Fire Authority. Also, scenes of vehicles in the parade. Cuts to scene of brigade members in drill formation for inspection by Acting Chief Harry Rothsay (?) on the occasion of the opening of the new fire station extensions on August 29, 1987. Rudy Libel (?) Captain at the time. Scenes of crowds including many dignitaries of neighbouring brigades present including Lieutenant Gordon Grandy (who came down from Queensland for the occasion) and ex-Secretary David Kidd and wife Betty, also ex Captain Clarrie Stone and Mrs Nel Stone, a life member of the Ladies Auxiliary, the Reverend Jock Ryan, son of J.L Ryan, founder of the Diamond Creek Fire Brigade, Foundation Captain of the fire brigade, Keith Bradbury and Mrs Bradbury. Pauline Dick accepts a community service award for services to the CFA. Recognising over 47 and a half years of service, a presentation is made by Mr Neil Marshall, Acting Chairman of the CFA to ex Captain Clarrie Stone with response by Clarrie. Other members of the official party include Cr. Martin Wright, Shire President Wayne Phillips and local Member of Parliament, Mrs Pauline Toner. Ex foreman John Bennett is presented with a life member’s awards by Captain Rudy Libel. The camera also catches Gwen Cox, Jean Ryan and Bessie Layton (?) Provides historic footage of people, places and equipment and a record of the worst fires expoerienced in Diamond Creek in 1969BASF Standard Quality SQ E-180 VHS dubbing (poor quality) of three films Converted to MP4 file format 0:34:38, 1.85GBOn label: "Donation - August 2000 Diamond Creek Unit Old films made up from Fire Brigade shows at competitions - also Kangaroo Ground Tower being used"video recording, diamond creek fire brigade, 1986 diamond creek town fair, a.m. hem, acting chief harry rothsay, athletic competitions, beryl marks, bessie layton, betty kidd, bill may, bob beale, brian laurie, bruce hackett, captain clarrie stone, chemist, church of england hall, clarrie stone, clarrie stone bem, country fire authority victoria, coventry oval, cr. martin wright, crocker home, dart throwing, dave kidd, david kidd, diamond creek, diamond creek fire station, diamond creek oval, diamond creek school, diamond creek town fair, diamond street, diamond valley community hospital, dr don cordner, eric debuse, eric holt, fe holden ute, fire damage – buildings, fire spotter, fire spotter’s cabin, fire station extension, fired with dedication (film), firefighting units, fireman shaw, firemen jim cox, ford pumper, foundation captain, gala day, gordon brandy, gordon grandy, graham upton, gus lyons, gwen cox, haley street, hino model 3.2 tanker, house fire, i.l. wadeson, ian douglas, international tanker, j.l ryan, jack marks, jack sinclair, january 1969, jaws of life, jean ryan, jim bates and hugh bar, jim cox, joe hislop, john bennett, kangaroo ground, kangaroo ground tower, keith bradbury, kyneton fire brigade, lambert street, main hurstbridge road, mangarook oval, maypole dancing, mel stone, mildura 1986, mrs bradbury, mxe754 vic registration, neil marshall, nel stone, orchard district, oxy viva resuscitator, pauline dick, pauline toner mp, pisy home, plenty fire brigade road rescue unit, pony rides, radio control room, reverend jock ryan, ron kirkbride, rudy libel, shell service station, shire of eltham war memorial, shire president wayne phillips, spinning wheel, stan redpath, state championships, swan hill 1981, tcm418 vic registration, torchlight procession, toyota 4wd, trophies, vic cohn, victorian bushfires - 1969, vl3jz

Sir Charles Edward Kingsford Smith is a famous Australian, well known in civil aviation history for his courageous endeavours in flight. He broken many flight records for long distance and time travelled and he was also a war hero in World War 1. He has been referred to as being “known to millions of Australians as “Smithy” … he was one of Australia’s true twentieth-century legends”. In honour of his place amongst the world’s famous pioneers his image is featured on Australia’s $20 note, Sydney airport is named after him, there is a memorial to Kingsford Smith, Taylor and Ulm at the Anderson Park, also in Sydney and his plane “Southern Cross” is on view at Brisbane Airport. Kingsford Smith wrote ‘The Old Bus’ (1932) and he and Ulm were co-authors of ‘Story of 'Southern Cross' Trans-Pacific Flight’ (1928). His also wrote a book about his own life ‘My Flying Life’ which was published after his death in 1937. and the story of his life was filmed in Australia in 1946. A BRIEF HISTORY OF SIR CHARLES EDWARD KINGSFORD SMITH (1897 – 1935) … Kingsford Smith was born 9th February 1897 in Brisbane, Queensland, Australia. His parents were William Charles Smith and Catherine Mary, nee Kingsford. His mother’s maiden name of “Kingsford” was added to the family name when they spent time in Canada from around 1903 to 1907, after which they returned to Sydney, Australia. In 1915 Kingsford Smith enlisted in Australian Imperial Force. He served in 4th Signal Troop, 2nd Division Signal Company at Gallipoli Peninsular as a ‘sapper’ or combat engineer and later in Egypt and in France as a dispatch rider. In 1916 Kingsford Smith was transferred to the Australian Flying Corps as a sergeant. He was discharged after training in England and commissioned as a second lieutenant in the Royal Flying Corps. He was appointed fling officer and soon joined the 23rd Squadron in France. He brought down four machines in his first month there and also did invaluable work attacking enemy targets. He was wounded and shot down and later awarded the Military Cross ‘for conspicuous gallantry and devotion to duty’. He was promoted to lieutenant in 1918 and served as a Flying Instructor with the R.F.C. Kingsford Smith was not allowed to participate in the 1919 England to Australia air race because of assumed lack of navigational experience. He and his pilot friend Cyril Maddocks formed a business and flew joy-flights in both England and America. In America he did some stunt flying with a Flying Circus. Kingsford Smith returned to Australia in 1921 and found employment as a pilot. He soon realised the value of air transport in such a vast country. He formed a partnership with pilot Keith Anderson in 1924 and they purchased two Bristol Tourer biplanes. Their business broadened to include Charles Ulm and became the Interstate Flying services in Sydney. Together they performed important ‘demonstration’ flights including a flight around Australia in 10 days and 5 hours using very limited navigational equipment. Kingsford Smith immediately started to search for support to do a trans-Pacific flight. This support came from the New South Wales government, Sidney Myer and G. Allan Hancock, an American oil magnate. On 31st May 1928 Kingsford Smith, Charles Ulm and two American crewmen, Harry Lyan and Jim Warner, took off from Oakland, California and flew to Brisbane via Hawaii and Suva. This historic flight took 83 hours and 38 minutes. Their Fokker plane had three engines and was named the “Southern Cross”. This amazing achievement resulted in huge financial subscriptions. Kingsford Smith was awarded the Air Force Cross and appointed as honorary squadron leader, Royal Australian Air Force. Kingsford Smith flew his Southern Cross plane from Point Cook in Victoria to Perth nonstop. Then in September – October 1928, with Charles Ulm and an Australian crew, he piloted the Southern Cross from Sidney to Christchurch New Zealand. This flight showed that was possible for regular passenger and mail services across the Tasman Sea. Kingsford Smith flew his plane to England to an order for four aircraft, planning to use them for an inter-capital air service in Australia. Sadly on 1st April 1929 he was forced to land, having lost radio contact with the ground and having run into bad weather over north – west Australia. Keith Anderson and Robert Hitchcock both perished before the search party reached them. Once official enquiries were completed the flight to England continued in June and was completed in record time of 12 days and 18 hours. In January 1930 Kingsford Smith piloted the “Southern Cloud”, one of the new Avro Ten planes, on the first flight of his airline, the Australian National Airways, from Sydney to Melbourne. The “Southern Cross” was overhauled in Holland by the Fokker Aircraft Co. and in June 1930 Kingsford Smith achieved an east-west crossing of the Atlantic from Ireland to Newfoundland in 31.5 hours. Kingsford Smith returned to England and took delivery of an Avro Avian biplane that he named the “Southern Cross Junior” and flew solo from England to Darwin, Australia. This record breaking flight took less than 10 days. He beat four other planes that had left England before him and he was 5.5 days faster than Hinkler. Sadly Kingsford Smith’s “Southern Cloud” was lost during a flight from Sydney to Melbourne in 1931 with no surviving crew or passengers; in 1958 the wreckage was discovered in the Snowy Mountains. Later that year Kingsford Smith flew his “Southern Cloud” from Australia to Timor, collecting mail from a damaged Imperial Airways plane in Timor. Other flights followed. Kingsford Smith was knighted in 1932 for his services in Aviation. He returned to selling joy flights then established the Kingsford Smith Air Service, a flying training school in Sydney. In 1933 Kingsford Smith flew the amazing record flight in “Miss Southern Cross” – a Percival Gull - from London to Wyndham in Western Australia in just over ten days. The Australian Commonwealth then gave Kingsford Smith a large grant and he was also appointed as aviation consultant to Vacuum Oil Co. Another flying record was made when Kingsford Smith and Sir P.G. Taylor flow “Lady Southern Cross” from Brisbane to San Francisco in order to sell her there; the west-east-trans-Pacific flight made aviation history. They returned to Australia to make an attempt at the trans-Tasman flight but their attempt failed due to engine failure; they managed to get back to Sydney safely, minus most of their cargo. Kingsford Smith had his unsold “Lady Southern Cross” shipped back to England, from where he and J. T. Pethybridge in the “Lady Southern Cross” attempted another record breaking flight from England The Old Bus Author: Charles Kingsford Smith Publisher: Distibuted by Herald Feature Service Date; 1932Label on spine cover with typed text RA 629.1309 KIN flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, the old bus, charles kingsford smith

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Eldest daughter of Edna and Bon Barrie, born on 03 November 1943 in Melbourne, Victoria, Memoirs of Wendy Barrie, recalling the early formative years of life in Melton: In 1949 I started school at Melton State School no 430 and was driven the 2½ miles to there by my parents at first. Later we walked home in the afternoons or were picked up by car as we made our way home along the Western Highway. In 1956 I went to Bacchus Marsh High School. There were 4 students in grade 6 and 3 of us went to the High School. The students from Melton, Melton South and Toolern Vale State Schools went by bus to Bacchus Marsh High School as far a fifth form. My parents drove me to the pick up point and during the five years of travel to High School. The bus travelled via Toolern Vale and later went through Exford and through Parwan. On the return journey in the afternoon the bus went in the reverse direction. The bridge at Exford was an old narrow wooden one, and the students had to get off the bus and walk across, with the driver crossing in the empty bus for safety reasons. There was a travelling allowance paid to parents and it was estimated from the distance the crow flies, a straight line. We lived a Ferris Lane, just where the Harness Racing entrance is now situated about 2 ½ miles by road to school too close to qualify for the subsidy. While at State School Melton we would walk home in a group with the Nixon and Gillespie children, along the main road over the bridge near the Shire Offices and down a hill. I was being dinked on Joyce Gillespie’s bike while holding onto the seat, toppled off the bike striking my chin and teeth on the bitumen and cracking my jaw. I was about 9 years old and stayed a couple of days in the Quamby Hospital in Bacchus Marsh, it seemed like and eternity at the time and quite traumatic being separated from my family. I can remember contemplating how I could get out of the window and run away but realised it was too far to walk home. Often we would cut across the Common on our way home from school picking up stray golf balls and collecting them from the creek when it dried out. We were warned about not accepting lifts from strangers passing along the Melbourne/ Ballarat Road. The only danger we faced was being swooped by the magpies particularly on the open ground on the Common. We were also fairly cautious when the Gypsies camped on the Common in the area just about opposite the small reservoir. “Mum” grandma Myers loved to have us call in on our way home, and usually would cut a slice of Jongebloed’s bread and spread it with home made butter. Sometimes we waited there until we were collected by car, usually driven by our mother. Margaret Nixon and Joyce Gillespie were a few grades ahead of me and Barbara Nixon was born just two months earlier than me. Our mothers were great friends for over 6o years, born in the same month three years apart. They lived within a few days of the same age as each other at the time their deaths. Dad and George Nixon attended Melton school at the same time. Sarah nee Hornbuckle Nixon and my grandfather Frederick Myers Snr were at school together at the same in the 1880s. The Nixon family lived in Keilor Road just past the Toolern Creek near the turnoff. Tom and Ann Collins lived on the southern side of the Western highway and Keilor road intersection. Jim and Ruby Gillespie’s house was further long Keilor road on the right. They backed onto the Myers who lived on the north side of Western Highway east of Myers Gully (Ryans Creek). The Bridge over the Toolern Creek as very narrow and as truck traffic increased there were accidents. One truck took out the side railing and plunged upside down into the bank and into the shallow water. Another fatal accident happened between a car and a truck right in front of the Myers house. Grandfather Fred had been a bike rider all his life, as far as the Riverina in his younger years, wryly made the comment about the drivers the speeding along the Ballarat Road were setting out to kill themselves. The road was busy particularly after the Races at Ballarat when the crowds were hurrying home to Melbourne. Train travel had changed very little from the time my mothers generation to mine. The timetable meant the usual rush to Melton South by bike in her case and if she was running late the train pulled up on the crossing. I was driven to the Station from home past Keith and Mary Gillespie’s house near the Ferris Road rail crossing to Bridge road to Melton South for the 7.32 train. While attending Sunshine High School in 1961 I would meet up with three other students, two of whom I knew from Bacchus Marsh High School days. We usually got into the same compartment on the train, it was a typical country train with a corridor along the side and compartments with a door, roof racks and sometimes heated metal containers for the feet in the winter. Some of the trains came through from Horsham and Ballarat, and the Overland from Adelaide passed through in the evening, we could hear it in the distance from the Ferris Lane home. The carriages had 1st and economy class compartments showing photographs of county scenes and holiday destinations. The engine was the large A class diesel. They are still running to Bacchus Marsh 50 years later, due to the need for the greatly increased number of commuters travelling to work in the city. Sometimes the carriages were pull by a Steam engine, these were a problem in the summer time because the sparks caused fires along the train lines and then quickly spread into the dry grass, crops and stubble. The Motor Train left Spencer Street at 4.23 pm and was the best train for me to catch. Ferris Road was a designated stop and train pulled up on the road crossing. It had steps at the door and rungs to hold while alighting to the ground. The ballast along the tracks was rough and uneven and awkward to land on. The train was painted blue and yellow with the letters VR pained on the front. This saved may parents the afternoon trip to collect me from the Station. On the walk home on the gravel road I would pass Uncle Tom and Aunty May’s house before reaching home. Melva Gillespie was studying at Sunshine Technical School and we sometimes both got off the train at the same time. On other occasions the Motor Train was replaced with a diesel engine with carriages, it was also required to stop and the driver had to be notified in advance. This meant getting into the guards van a Rockbank. It was more difficult alighting from the carriage as the gap was greater and more precarious to swing out and land on the ground. A few times in my last year of study at Melbourne Teachers College in Grattan Street Carlton. I managed to catch the 2.30 pm train to Serviceton, it was express to Melton and was very quick trip. The last train, was the 5.25 pm diesel to Ballarat and I usually caught this train to Melton South Station. On one occasion after being held up on the tram in Bourke street I had to make a mad dash to the platform chasing the train as it was just moving off and yelling to the guard, fortunately I was noticed and the train ground to halt. I scrambled into the end door and took most of the journey home to recover. After the last year at High School I continued to travel on the train, 2 years to Prahran Technical School changing at North Melbourne. There were a lot school children travelling to private schools and some at the primary level and mainly from Bacchus Marsh. Rockbank children also travelled by train from the beginning of their high school years, quite a few went to Sunshine High School. During my third year of teacher training I travelled to Flinders Street to RMIT for ceramics classes and Grattan St Teachers College located in the grounds of Melbourne University. There were many teachers being trained at the Secondary Teachers College due to the baby bulge creating a great shortage of teachers. Sunshine High School was very well represented amongst the different courses in Primary, Secondary and Art and Crafts. I attended Melbourne University lectures, studying a Fine Art subject. Bernard Smith was the most notable of the lecturers. he replaced Professor Joseph Bourke who had taken leave for the years. In 1962 he published the art book “Australian Painting”. The secondary art and craft student teachers from the College were in the majority, taking this subject and were well regarded due to their practical art and craft methods and their teaching round experience. In December 1964 I graduated as a Trained Secondary Teacher – Art and Crafts. The graduating ceremony was held at Wilson Hall. I received my appointment to work at Maryborough High School. Uncle Max and Aunty Rosemary Myers arranged my accommodation. Uncle Max was a teacher at the Maryborough Technical School fat the time. The appointment was suddenly changed when just before the school year was about to start when I received notification that I was now required to move to Warracknabeal High School. I was subject to a bond for the three years of training and three years of teaching and was under an obligation to comply with the directive of the Education Department. My father stood as guarantor when I was accepted as student at the Melbourne Teachers’ College, thus enabling me to receive my teacher training, and a 5 pounds a week allowance for expenses. After teaching for two years at Warracknabeal High School I was fortunate enough the gain a transfer to Sunshine West High School, returning to live at home in Melton and travelling by car to work with a fellow colleague, Jock Smith who lived at Station road Melton. I completed bond obligation and resigned at the end of the year. The employment regulations at that time did not allow the option of leave of absence for, indefinite overseas travel. I returned to Australia in October 1969. Visiting Arthur Hart the Principal of Sunshine High School he arranged with the Education Department for my re-employment at Sunshine High School until the end of the year. In 1970 I was transferred, and returned to Sunshine West High School where I worked for the next three years. In January 1968 I sailed on the “Oriana” to South Hampton with two teaching friends from Warracknabeal High School on a travelling and working holiday. Doreen Kiely, a former Bacchus Marsh High student and fellow train traveller from Bacchus Marsh, was already working in London, had arranged our accommodation at the London Travellers Club Hotel, Braham Gardens, Earls Court SW5. We based our stay at this address in London and travelled around Scotland, Ireland and England. In the summer we took a four month trip around the Continent and the Mediterranean. I registered with The Royal Borough Of Kingston Upon Thames as a Supply teacher, and worked at Chessington School form autumn to spring the following year and living with Mrs Rose Gillies at Kinross Avenue, Worcester Park, Surrey. In the spring of 1969 visiting Norway, Sweden and Finland joining an organised camping group to the Artic Circle, entered Russia at Leningrad (St Petersburg) Moscow, Minsk, to Poland and Czechoslovakia. In August returning to Worcester Park for the flight to Montreal to stay with cousin Lynette and husband Jurgen. A side trip was taken to Toronto, Niagara Falls and New York. The flight home from Montreal to Melbourne took 52 hours. A ½ day break in Vancouver before boarding the Qantas boeing 707 via San Francisco, Honolulu, Fiji, Sydney to Melbourne. Around the world in 21 months. Photographs of Wendy local identities

This replica ship was modelled to exact scale by Denis Paraskevatos with the original basic kit enhanced by a large number of brass and mahogany wooden parts used and showing on two labels positioned at the base of the model. These replica parts were specifically designed and constructed by D. Paraskevatos with the help of his family. This model along a large number of others have been displayed at the Victorian Parliament for ten days from the 18th March 2002 (Queens Hall) to the 28th March 2002, and the Melbourne Town Hall from 19th to 27th August 2004. The history of the 65 meter British vessel named Cutty Sark is as follows: THE CUTTY SARK (history) The “Cutty Sark” was a British clipper ship, aptly named of course as a [clipper for its speed ], which was built in 1869 on the [river Clyde in Scotland ] by the Jock Willis Shipping Corporation. It was primarily used to transport tea from China to Great Britain, as well to a lesser extent later in its life, wool from Australia; however, with the advent of the steam engines and the creation also of the Suez Canal in 1869, its days of operation as a sailing vessel were numbered, as the steam ships were now prevailing as technologically advanced cargo carriers through the shorter route by the Suez Canal to China. In fact, within a few years of its operation, as its delegation in the tea industry was declining, it was assigned primarily the duty of transporting wool from Australia to England, but this activity was thwarted again by the steam ships, as they were enabled by their technologies to travel faster to Australia. Eventually, the “Cutty Sark” in 1895 was sold to a Portuguese company called “Ferreira and Co.”, where it continued to operate as a cargo ship until 1922, when it was purchased on that year by the retired sea captain Wilfred Dowman, who used it as a training ship in the town of Falmouth in Cornwall. After his death, the ship was conferred as a gesture of good will to the “Thames Nautical Training College” in Greenhithe in 1938, where it became an auxiliary cadet training ship, outliving its usefulness as a training vessel by 1954, and permanently [being dry docked in Greenwich, London, ] for public viewing. Of course, the “Cutty Sark” was not the only tea clipper constructed and owned by the Jock Willis Corporation, as there were others who were also used for the transportation of tea from China to Great Britain. Noteworthy additionally in its impressive resume is the fact that, the “Cutty Sark” was not only valued and admired for its speed, but also for its prestige that it afforded to its owners, [as media coverage was insatiable during a tea race that was regarded a national sporting event, with fiscal bets being placed on a predicted winning ship ]. Disappointingly, even though the English tea clippers were the best in the world at the time in terms of marine design, they had never won a tea race, and Jock Willis was certainly determined to achieve this goal, as the American clippers were considered the fastest in the tea trade. Nonetheless, the British clippers were proven to be formidable opponents to their American counterparts in the tea trade, when in 1868 a British tea clipper called [“Thermopylae”, managed to travel from the port of London to Melbourne, in only sixty one (61) days, which Jock Willis was hoping to improve on such a feat with the “Cutty Sark” ] . Remarkably, the maximum speed that the “Cutty Sark” could achieve was 17.5 knots in spite of the challenges of the unpredictable winds, if any at times, and the high seas or ferocious storms. Interestingly, [the “Cutty Sark’s” greatest recorded achievement in distance in twenty four (24) hours was three hundred and sixty three (363) nautical miles ], which meant that it was averaging approximately fifteen (15) knots; much faster obviously than the recorded twenty four (24) hour distance of the “Thermopylae” which had accomplished three hundred and fifty (358) nautical miles. .... ______________ -*- Please read the complete history of the Cutty Sark vessel by Maria Paraskevatos in one of the attachments provided with this exhibit. This model along with a large number of others was constructed by the Master craftsman Denis Paraskevatos, in Melbourne and has a historic, artistic significance because of the time and artist efforts in construction.The English Cutty Sark replica model is a wooden replica scaled at 1:25. The wood is mahogany and it is normally displayed in a glass covered enclosure. It has three masts and it is the largest vessel of Denis Paraskevatos collectionCUTTY SARK LONDONreplica, ship, art, model, cutty, sark, greek, artist, paraskevatos, παρασκευάτος, πανομοιότυπο

The photograph shows some of the hundreds of sightseers who visited the site of the wreced Falls of Halladale, watching the fully rigged ship slowly disintegrate over two months or more. The Falls of Halladale was a four-masted sailing ship built in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for the Pacific grain trade. The ship was sturdy. It could carry maximum cargo and maintain full sail in heavy gales. It was one of the last of the ‘windjammers’ that sailed the Trade Route, and one of the first vessels to include fore and aft lifting bridges, which kept the crew safe and dry as they moved around the decks in stormy conditions. It was one of several Falls Line ships named after the waterfalls of Glasgow by its owner, Wright, Breakenridge & Co of Glasgow. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000. It included 56,763 tiles of American slate roofing tiles, 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items (a list of items held at Flagstaff Hill Maritime Village is included below). The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m off-shore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four-masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). It was one of the last ships to sail the Trade Routes. The ship was one of the first vessels to have fore and aft lifting bridges. The wreck is an example of an International Cargo Ship and represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph, behind glass in a timber frame. Image of a group of people seated on the ground with the stranded barque, the Falls of Halladale, in full sail nearby in the water. The photograph was taken at Peterborough, southwest Victoria, on November 13th 1908. A typed inscription is below the picture.Typed beneath photograph "Falls of Halladale 1886 - 1908"flagstaff hill, maritime museum, maritime village, flagstaff hill maritime museum and village, great ocean road, shipwreck, peterborough, falls of halladale, 1908, barque, scotish, 4-masted, sailing ship, 1886, glasgow, trade, grain trade, cargo, windjammer, fore and aft bridges, falls line, wright, breakenridge & co, american slate, roofing tiles, barbed wire, sewing machines, oil, benzene, port campbell rocket crew, sightseers, salvage, captain david wood thomson, captain thomson, navigational error, clyde-built, russell & co

Phoenix Foundry Plate - replica Made about 2010 cast off original from locomotive Y112 The Phoenix Foundry (1857-1906) fabricated iron and brass products - including engines and pumping gear for the mining industry, locomotives, steam rollers, water pipes, water gauges and diverse small items. Throughout its operation the business was located at premises on Armstrong Street, Ballarat . Background In 1852, at the age of thirty-three and after a year of operating his own engineering business at Williamstown, Lancashire-born blacksmith and engineer George Threlfall (1819-1897) arrived on the Sebastopol gold plain and immediately undertook blacksmith work repairing picks and tools for the miners. Little did he know that this fledgling business would be the genesis of the most iconic business of nineteenth-century Ballarat. At approximately thirty-nine years of age, English mechanical engineer Richard Carter (c1814-1883) came to Australia on board the Arrogant - arriving in Melbourne on 19 April 1853. He soon travelled to the Ballarat goldfields. Born in the year 1830 in Belfast (Ireland), mechanical engineer William Henry Shaw (1830-1896) arrived in Australia in October 1853. He worked briefly with George Threlfall at Sebastopol, then moved to Geelong to manage the small foundry of Frederick Moore. Twenty-four year old English-born iron moulder Robert Holden (c1831-?) left his home in Belfast (Ireland) in late 1854 and travelled from Liverpool to Melbourne on board the James Baines - arriving in February 1855. Afterwards he joined his brother-in-law William Henry Shaw in Ballarat. History Foundation to Incorporation In March 1857 George Threlfall joined in business with Richard Carter, William Henry Shaw and Robert Holden. They relocated Threlfall's successful engineering enterprise from Sebastopol to new premises in Armstrong Street, Ballarat. This business was then known variously as the Phoenix Iron Works Company, Phoenix Foundry or Messrs Carter and Co. By 15 April 1857 they were advertising that they were open for business as engineers, millwrights, boiler makers, smiths, iron founders and brass founders. In January 1858 George Threlfall left the partnership. Incorporation to 1889 1890 to Closing locomotive Y112 Builder: Phoenix Foundry, Ballarat Builder’s Number & Year: 238 of 1889 Designer: Kitson & Co Wheel Arrangement: 0-6-0 No. in class: 31 Entered Service: 24 July 1889 Taken off Register: 11 May 1961 The origins of the Victorian Railways Y-class lay with the decision by Kitson & Co, Leeds to place a 0-6-0 freight locomotive on display at the Centennial International Exhibition, Melbourne in 1888, together with a 2-4-2T suburban passenger locomotive. This marketing initiative proved successful as the Victorian Railways were clearly impressed with these machines, with both purchased after the exhibition and becoming the patterns for new standard locomotive types. Thirty examples of the 0-6-0 heavy freight design were ordered from the Phoenix Foundry, Ballarat, becoming the Y-class for main line heavy freight duties, while the 2-4-2T design became the E-class for Melbourne suburban passenger duties (represented by preserved locomotive E 236). The Y-class prove successful in service and accrued high mileages. They were inevitably superseded by more modern and powerful steam locomotives and a number cascaded into shunting and yard pilot duties, often with the addition of shunters steps along both locomotive and tender. Y 112 was one of the last in service when withdrawn in 1961. Fortunately it was saved for preservation and plinthed in central Ballarat, ostensibly in commemoration of Phoenix Foundry. I understand it is owned by the Sovereign Hill Museums Association. During the 1980’s, Y 112 was leased to Steamrail Victoria and restored to operation at an industrial site in Ballarat. Y 112 features an attractive lined apple green livery and has performed various rail tours around Victoria since restoration. It is normally based at the Steamrail depot in Ballarat East. Y 112 is the only 19th century design in operational condition in Victoria and as such is one of the oldest working steam locomotive in Victoria . Historic - Phoenix Foundry Plate - replica Made about 2010 cast off original from locomotive Y112Phoenix Foundry Plate Oval shaped plate with an image of a phoenix centered at the top with lettering surrounding it.Phoenix Foundry No 238 Ballarat Company Limited 1889.puffing billy, phoenix foundry, ballarat, locomotive y112, phoenix foundry plate - replica

SHARP DOWNPOUR. ONE INCH IN 45 MINUTES. SOUTHERN SUBURBS DELUGED. TRAIN STOPPED AT SOUTH YARRA. One of the sudden downpours of rain which occasionally fall in Melbourne occurred yesterday afternoon, when nearly an inch of rain fell in the course of three quarters of an hour, and caused a flood for an hour or two in certain localities. During the early part of the day, the sky had been clouded over, but there was nothing to indicate a storm of such intensity as that which followed. At about half-past 1 o'clock residents of South Yarra, South Melbourne, Prahran, and St. Kilda noticed a few drops of rain. Still, it appeared unlikely that there would be anything exceptional, until with startling suddenness at about 10 minutes to 1 o'clock, one of the heaviest downpours within the memory of residents burst upon those suburbs. A strange feature of the storm was that it was practically confined to an area of about three miles square. The city was but little affected, though at a spot as close as the Observatory 86 points of rain were recorded in three-quarters of an hour. Thunder and lightning accompanied the downpour, which was cyclonic in character, the rain driving heavily from all points of the compass as the cyclone passed. It was in South Yarra and Prahran that the rain fell heaviest. Within a few minutes after it commenced, the low-lying portions of Toorak-road and practically the whole length of Chapel-street were under water. The depression at the intersection of Toorak-road and Darling-street speedily filled to the dimensions of a small lake. Several shops were inundated, while the water from the higher levels rushed down like a mountain torrent, and in several in-stances swept through the rear of houses and shops, carrying furniture in a floating mass against the further walls. In one case a footbridge was carried bodily away and dashed to pieces. Darling-street itself Great Davis-street, and other low-lying and flat thoroughfares in the vicinity became flooded from kerb to kerb, while on the other side of the railway-bridge the valley between Kensington-road and River-street became filled for some minutes to a depth of several feet. Meanwhile the waters from South Yarra hill, seeking a lower level, found it in the railway cutting, and the excavations from South Yarra station to Prahran on the one line, and to the Chapel-street bridge on the other, were converted into a couple of canals. At the platforms at South Yarra the water was two feet deep on the permanent way, and towards Hawksburn, at the sudden depression under Chapel-street bridge, it was at one time deep enough to cover a tall man's head. Into this swirling mass of water the 1:50 p.m. train from Oakleigh plunged on its way to Melbourne. The impact caused a mighty fountain of water to rise to a height of about 20 feet above the level of Chapel-street and send clouds of spray in all directions. Under the belief that a terrible explosion had occurred residents braved the rain and rushed to the spot, only to find that the train had been brought to a stand-still in the middle of what seemed to be a river. The water was so high that it had entered the fire-box from below, extinguishing the fires and cutting off the steam supply. In the meantime the officials at the South Yarra station had been preparing for emergencies. Inspectors were on duty at intervals along the line, and the moment the alarm was given an extra engine was backed carefully down and continued on to connect with the stranded train without losing its own power. There was a delay of about ten minutes in the service for an hour or two, but by 5 o'clock all the trains were running on time again, and the water had run off all but the spot beneath the Chapel-street bridge. Here the water remained about four feet deep until nightfall, and throughout the afternoon several hundreds of people including biograph operators and photographers, were gathered around watching each train pass through. Even with the water two feet lower, this was a work attended with considerable difficulty. Each train had to absolutely force its way through the weight of water, almost enveloped by the spray thrown up, and it was only just able to negotiate the "ford" by using every ounce of steam. ... The Argus, 26 January 1907, p19.The item forms part of the Laurie Bennett collection of thirty-six postcards and photographs of Kew and early Melbourne, donated to the Kew Historical Society in 1980. The postcards in the Bennett collection, like other images in the Society's holdings date from the 1890s to the present and comprehensively indicate points-of-view or scenes considered historically, aesthetically or socially significant in the period in which they were produced.Postcard depicting a flood at South Yarra Station in 1907. The title and photographer's name are identified on the front of the postcard. Donated by L. Bennett, 1980flood - south yarra, trains - melbourne, postcards, r mcgeehan - prahran

The photograph represents the original complete landscape (southerly) view of the FALLS OF HALLADALE shipwreck which occurred at 3 am on the 14th of November 1908. This image includes three groups of well-dressed Edwardian sightseers on the clifftop and a rocky headland. Subsequent reproductions of this well-known image have been cropped to a striking portrait view, emphasising the vertical line of the masts and sails of the sailing ship, and excluding the groups of sightseers on the adjoining headland. The small girl in the foreground and the loose topsail on the foremast are common to both the landscape and the cropped portrait images of this memorable scene. The photograph was taken at an early stage of the ship’s final days, somewhere between the date of her grounding in mid-November 1908 and early January 1909, when salvagers began dynamiting her masts to get to the cargo in her holds. The heavily laden FALLS OF HALLADALE was 102 days out of New York when the swell of the Southern Ocean lifted her onto the rocks near Peterborough. At the time she was sailing at six knots in a light breeze, her sails fully set and on an ENE tack. Mist over the land created an optical illusion of a distant horizon and the crew believed they were at least ten miles off the coast. When high cliffs loomed up out of the darkness it was too late in the light conditions to change tack or let go the anchors. Within minutes of running aground, her decks were awash and the holds filling with water. Captain Thomson and his 29 crew took to the boats, leaving the vessel stranded on the reef, looking awkwardly graceful in her predicament, firmly wedged between two parts of the reef and with all her square-rigged sails still set, FALLS OF HALLADALE provided a landmark visible for miles. Over the following two months, she attracted hundreds of sightseers, including contemporary photographers. A Court of Marine Inquiry at Melbourne on 30 November 1908 found Captain Thomson guilty of a gross act of misconduct ― in that he carelessly navigated the ship, neglecting to take proper soundings and failing to place the ship on the port tack before it was too late to do so. His Master’s Certificate of Competency was suspended for six months and he was ordered to pay £15/15/- toward the costs of the inquiry. It was an expensive outcome for the captain but his error provided many weeks of inexpensive entertainment for coastal residents and visitors to Peterborough. To judge from the standard of formal dress in this photograph, visiting the wreck was considered a special occasion as well as a popular one. Falls of Halladale: - The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co. they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29The shipwreck of the FALLS OF HALLADALE is of state significance: Victorian Heritage Register No. S255. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Black and white photograph on cream-coloured backing card and in good condition. Description of Image: Quadrant 01, vessel with full set of sails perched on reef with stern submerged; Quadrant 02, predominantly clear sky over flat calm sea; Quadrant 03, two groups of standing sightseers on rocky promontory with three individuals approaching from far left foreground; Quadrant 04, fifteen well dressed sightseers seated on grassed cliff top including one child and six women. There is a deliberately obscured inscription in white ink along lower border or foreground of photograph.Letters in upper case and white contrast stretching across the grassed foreground of photograph have been smudged over by development process and are largely indecipherable. However rear of backing board of identical but reduced image Reg. No. 3207 bears pencilled words “Mrs Francis” and “Wreck of ‘Falls of Halladale’ Peterborough 1908”, which accords with what remains of the initial inscription.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, shipwreck spectacle, shipwreck photograph, peterborough reef, edwardian sightseers, russell & co.

Yields information about Ballarat, it businesses, identifies and its locations or environs through photos and advertisements and articles.The body of the "Christmas Number of the Ballarat Courier, Special Edition - December 1922" = coves missing. See attached listing with worksheet for summary of contents. Contains many advertisement for local business houses, photos and fiction and articles , pages 3 - 94 still existing, stapled. Notes on contents of Christmas Number of The Ballarat Courier Special edition, December 19, 1922. Photos Ballarat Association Cricket Team, winners Country championship - 1922 and photo of dinner at Sth Melb. Town Hall by VCA. - p83 Ballarat Golf club, Arch of Victoria and Club House - p63, 65 Ballarat Imperial Football club - league premier- 1922 - p19 Ballarat Miners Turf Club - showing stands and office bearers - p43 Ballarat North Golf Club - p67 Ballarat Town hall - p87 Ballarat Turf Club Office bearers and race finish - p45 Ballarat Yacht club - opening day and yacht race - p89 Black Hill Progress Association, - members and scenes - p33 Eureka Monument - p79 Finish of a race at Miners RC - p45 Head of the Lake and St. Patrick's the winning crew - p47 1.ake Wendouree - boating on (Gardens side - p] 1 Lake Wendouree, rowing and club houses - p28 Lal Lal waterfalls - p61 Lydiard St. View - Railway Station, Cemetery gates, Mining Exchange, Post Office and Banks - p71 National Federation Conference - 1922 - p39 South city Football club, Ballarat Assoc. Premiers 1922 - p25 Sturt and Lydiard St - top photo Town Hall and T&G building, with ESCo tram (pencil note "Tram No- 3 - Peckham Truck" written in - p75. Bottom photo, looking south from Town Hall. The Western Oval during a football match - p23 Victorian Farmers Union Conference, Ballarat 1922 - p37 Victorian Railway photos of various scenes around Victoria: Pages 3, 5, 7, 55, 59 Views of Victoria Park - p91 VR Ballarat Railway Workshops - p9 Advertisements on even numbered pages, featuring in particular: Ballarat Motor Garage - with photos - p88 C.A.V. Willard - storage battery service Stn - p76 with photo. CA Mitaxa - Builder - includes photos of new homes - p38 Coles & Pullham - stock sales - with photos - p86 ESCo - p70 Geo E. Dibble, machinery merchant - includes photos - p26 Geo. Waller - asphalt and carrier - photos of work and buildings Hanrahan's of Ballarat - Garage and stables - p30 J.L.Ridings - dentists, - photos of surgery p14 Longhurst's Bakeries - Mair and Yuille St. Includes Photos. - P84 Preston Motors, Melbourne - The Maxwell Sep Morse - Motor and Carriage builders - photo - p78 St. Patrick's College - photos of students and buildings - p46 State Savings Bank of Vic. - p20 T-J. Brown house remover and general carrier, photo of traction engines - p90 T.J.Haymes - Wallpaper etc. - p33 The Ballarat Co-Op Distribution Society - includes photos - p44 The Hupmobile - McLean Richards Motors - p22 Wallace Butter Factor - p82 Articles Black Hill Progress Association - p35 Damaged pages - cut outs clippings etc. Page 17/18 - top half bottom 1/3 of page 21/22 Pages: 9, 70, 71, 75, 87 and 90 imaged. Record reviewed and images of some of the pages added 10-9-2013p74. Note re tram 33.trams, tramways, ballarat, commerce, ballarat business, sports, science, esco

The beginning of standardised weights and measures began In Victoria when the Melbourne Observatory received sets of standard weights and measures, which had been tested in Britain against the then British Imperial standards. These included the primary standard yard and pound for the Colony of Victoria. Other standards of weights and measure held by shires and the administrative body's within the colony could then be compared to these primary standards. A Weights and Measures Act was passed in Victoria in 1862, establishing local inspectors throughout the colony. By the 1870s each local council and shire in Victoria held a set of standards that were used to test scales, weights and dry measures used by wholesalers, factories and shops. Every ten years the councils’ standards would themselves need to be rechecked against the Victorian Standards. The checking was done by the Victorian Customs Department in the 19th century, but with the transfer of responsibility for customs to the Federal Government in 1901, weights and measures function was retained by the Victorian Government and was shifted to the Melbourne Observatory. In 1904, a new building was erected at the south end of the Great Melbourne Telescope House, where the standard weights and measures and testing equipment was installed. This room had a large whirling apparatus for testing air meters and became known as the Whirling Room. When the Melbourne Observatory closed in 1944, the Weights and Measures Branch was formed to continue and this branch remained at the Observatory site unit until 1995. J & M Ewan History: J&M Ewan was a Melbourne firm that began by selling retail furniture and wholesale ironmongery. They had substantial warehouses situated at the intersection of 81-83 Elizabeth and Little Collins Streets, the business was established by James M Ewan in 1852. Shortly afterwards he went into partnership with William Kerr Thomson and Samuel Renwick. When Ewan died in 1868 his partners carried on and expanded the business under his name J & M Ewan. The business was expanded to provide a retail shop, counting-house and private offices. Wholesale warehouses adjoined these premises at 4, 6 and 10 Little Collins Street, West. This company provided and sold a large and varied amount of imported goods into the colony that consisted of agriculture equipment, building materials, mining items as well as steam engines, tools of all types and marble fireplaces. They also supplied the Bronze measuring containers in the Flagstaff Hill collection and the probability is that these containers were obtained by the local Melbourne authority that monitored weights and measures in the mid to late 19th century. The company grew to employ over 150 people in Melbourne and opened offices at 27 Lombard St London as well as in New Zealand and Fiji. The company also serviced the Mauritius islands and the pacific area with their steamship the Suva and a brig the Shannon, the company ceased trading in 1993. Robert Bate History: Robert Brettell Bate (1782-1847) was born in Stourbridge, England, one of four sons of Overs Bate, a mercer (a dealer in textile fabrics, especially silks, velvet's, and other fine materials)and banker. Bate moved to London, and in 1813 was noticed for his scientific instrument making ability through the authority of the “Clockmakers Company”. Sometime in the year 1813 it was discovered that one Robert Brettell Bate, regarded as a foreigner in London had opened a premises in the Poultry selling area of London. He was a Mathematical Instrument maker selling sundials and other various instruments of the clock making. In 1824, Bate, in preparation for his work on standards and weights, leased larger premises at 20 and 21 Poultry, London, at a rental of four hundred pounds per annum. It was there that Bate produced quality metrological instruments, which afforded him the recognition as one of one of the finest and principal English metrological instrument-makers of the nineteenth century. English standards at this time were generally in a muddle, with local standards varying from shire to shire. On 17 June 1824, an Act of Parliament was passed making a universal range of weights, measures, and lengths for the United Kingdom, and Bate was given the job of crafting many of the metrological artifacts. He was under instruction from the renown physicist Henry Kater F.R.S. (1777-1835) to make standards and to have them deposited in the principal cities throughout the United Kingdom and colonies. Bate experimented with tin-copper alloys to find the best combination for these items and by October 1824, he had provided Kater with prototypes to test troy and avoirdupois pounds, and samples with which to divide the troy into grams. Bate also cast the standard for the bushel, and by February 1825, had provided all the standards required of him by the Exchequer, Guildhalls of Edinburgh, and Dublin. In 1824, he also made a troy pound standard weight for the United States, which was certified for its accuracy by Kater and deposited with the US Mint in 1827. Kater, in his address to the Royal Society of London, acknowledged Bate's outstanding experimentation and craftsmanship in producing standards of weights, measures, and lengths. An example of a dry Bronze measuring container made specifically for J & M Ewan by possibly the most important makers of measurement artefacts that gives us today a snapshot of how imperial weights and measures were used and how a standard of measurement for merchants was developed in the Australian colonies based on the Imperial British measurement system. The container has social significance as an item retailed by J & M Ewan and used in Victoria by the authorities who were given legal responsibility to ensure that wholesalers and retailers of dry goods sold in Victoria were correct. The container was a legal standard measure so was also used to test merchants containers to ensure that their distribution of dry goods to a customer was correct.Maker Possibly Robert Brettell Blake or De Grave, Short & Co Ltd both of LondonContainer bronze round shape for measuring dry quantities has brass handles & is a 'half-bushel' measurement"IMPERIAL STANDARD HALF BUSHEL" engraved around the top of the container. VICTORIA engraved under "J & M Ewan & Co London and Melbourne" engraved around the bottom of the container.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, standard measure, bronze, peck measurement, j & m ewan, victorian standard dry measurement, bronze container, victorian standards, melbourne observatory, robert brettell bate

The lathe-making business incorporated in 1902 as Drummond Bros Ltd originated in the fertile mind of Mr Arthur Drummond, said to have been living at that time at Pinks Hill, on the southern edge of Broad Street Common, west of Guildford. Mr Drummond, whose accomplishments included several pictures hung in the Royal Academy, was unable to find a lathe suitable for use in model engineering. In 1896 he designed for himself a ‘small centre lathe … which had a compound slide rest with feed-screws and adjustable slides’. He also designed and built ‘lathes of 4.5 inch and 5 inch centre height, which had beds of a special form whereby the use of a gap piece was eliminated but the advantages of a gap-bed lathe were retained’. Assisted by his brother, Mr Frank Drummond, who had served an apprenticeship to an engineering firm at Tunbridge Wells, the first lathes were made in a workshop adjoining Arthur Drummond’s house. The demand that speedily built up led to the decision to form a company and manufacture the lathes for sale commercially. Land was acquired nearby, at Rydes Hill, and the first factory built. The enterprise was a success, and the company quickly established ‘a high reputation in this country and abroad for multi-tool and copying lathes, and gear-cutting machines’. Other lathes were added to the range, including the first of the ’round bed’ machines for which the firm became widely known. A Drummond 3.5 inch lathe was among the equipment of Captain Scott’s 1912 expedition to the South Pole, and large numbers of 3.5 inch and 4 inch designs were exported to Australia, Canada and India. By the outbreak of war in 1914, 5 inch, 6 inch and 7 inch screw cutting lathes, arranged for power drive, were on sale. Large orders were received from the government for 3.5 inch lathes, for use in destroyers and submarines, and 5 inch lathes for the mechanised section of the Army Service Corps. The latter were used in mobile workshops. The factory worked night and day to supply the forces’ needs, until production was disrupted by a fire which destroyed a large part of the works in May 1915. As soon as rebuilding was complete work restarted. At the end of the war the entire production was being taken by the Government departments, a special feature being a precision screw lathe, bought by the Ministry of Munitions in 1918. Between the wars Drummond Bros Ltd introduced new machines for the motor vehicle, and later the aircraft industry, and the works were extended on many occasions to fulfill the increasing orders. The Maxicut multi-tool lathe (1925), designed for high-production turning operations, was one of the first machines of this type to be built in England. It was followed (1928) by an hydraulic version for turning gear blanks, and similar work. Further developments provided machines which, during the Second World War, turned all the crankshafts and propeller shafts for Bristol engines. Others, ordered by the Ministry of Supply were employed in turning shells, and many other specific needs of vehicle and aircraft manufacture were catered for by new types of Drummond lathes. Production of the small centre lathes ceased during the war when the company needed to concentrate on building multi-tool lathes and gear shapers. After the war a completely new Maxicut range was introduced, replacing the older versions, and fully automatic. The types were continually developed, and new versions manufactured until the end of the company’s life in 1980. The disappearance from the scene of Mr Arthur Drummond in 1946, and the end of the company’s autonomous existence in 1953 when the company was acquired by William Asquith Ltd, which was in turn bought by Staveley in 1966, meant that the factory at Rydes Hill became one – albeit very effective – part of a large national engineering company. Achievements at the Guildford works during its last years included the development of automated Maxicut gear-shapers in what was ‘probably the most fully automated gear shop in the country’, while a machine from Guildford was sent to the Osaka Fair in 1962. In 1963 an agreement was signed with Hindustan Machine Tools for the manufacture of Maxicut gear-shapers in state owned factories in Bangalore and Chandigarh. During 1963 the two largest multi-tool lathes ever made in the UK were installed in Ambrose Shardlow’s works in Sheffield for handling cranks up to 14 foot long. In 1976 Drummond lathes were included in Staveley’s £14,000,000 installation in Moscow of an automated production line for Zil motor cars. Up to the end invention continued at Guildford: a new Drummond Multi-turn memory-controlled machine was shown at the International Machine Tool Exhibition in 1977. This could not save the works from the pressures of the late 1970s, and Staveley Industries closed its Guildford site in 1980.An early example of a lathe that was designed primarily for the hobbyist model maker. It is in good condition and sought today by collectors as many of it's attributes were innovative at the time and lead to further development and incorporation of some of its features into more industrial models of production machinery. Lathe, round bed, treadle powered lathe, Drummond Type A, Serial number and maker's inscription. 1920-1923, Made by Drummond Brothers in Guildford, Surrey, England. Lathe is complete with Chuck, Tool post and Tail Stock in situ (30 extra parts)"MADE BY DRUMMOND BROTHERS LIMITED - PATENT TEES - RYDE'S HILL n GUILDFORD SURREY", "Serial Number 01470," "L44" or "L45 " flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, lathe 1920-1923, round bed lathe, treadle lathe, drummond type a, guildford surrey, drummond brothers guildford surrey england, tread'e

The beginning of standardised weights and measures began In Victoria when the Melbourne Observatory received sets of standard weights and measures, which had been tested in Britain against the then British Imperial standards. These included the primary standard yard and pound for the Colony of Victoria. Other standards of weights and measure held by shires and the administrative body's within the colony could then be compared to these primary standards. A Weights and Measures Act was passed in Victoria in 1862, establishing local inspectors throughout the colony. By the 1870s each local council and shire in Victoria held a set of standards that were used to test scales, weights and dry measures used by wholesalers, factories and shops. Every ten years the councils’ standards would themselves need to be rechecked against the Victorian Standards. The checking was done by the Victorian Customs Department in the 19th century, but with the transfer of responsibility for customs to the Federal Government in 1901, weights and measures function was retained by the Victorian Government and was shifted to the Melbourne Observatory. In 1904, a new building was erected at the south end of the Great Melbourne Telescope House, where the standard weights and measures and testing equipment was installed. This room had a large whirling apparatus for testing air meters and became known as the Whirling Room. When the Melbourne Observatory closed in 1944, the Weights and Measures Branch was formed to continue and this branch remained at the Observatory site unit until 1995. J & M Ewan History: J&M Ewan was a Melbourne firm that began by selling retail furniture and wholesale ironmongery. They had substantial warehouses situated at the intersection of 81-83 Elizabeth and Little Collins Streets, the business was established by James M Ewan in 1852. Shortly afterwards he went into partnership with William Kerr Thomson and Samuel Renwick. When Ewan died in 1868 his partners carried on and expanded the business under his name J & M Ewan. The business was expanded to provide a retail shop, counting-house and private offices. Wholesale warehouses adjoined these premises at 4, 6 and 10 Little Collins Street, West. This company provided and sold a large and varied amount of imported goods into the colony that consisted of agriculture equipment, building materials, mining items as well as steam engines, tools of all types and marble fireplaces. They also supplied the Bronze measuring containers in the Flagstaff Hill collection and the probability is that these containers were obtained by the local Melbourne authority that monitored weights and measures in the mid to late 19th century. The company grew to employ over 150 people in Melbourne and opened offices at 27 Lombard St London as well as in New Zealand and Fiji. The company also serviced the Mauritius islands and the pacific area with their steamship the Suva and a brig the Shannon. Robert Bate History: Robert Brettell Bate (1782-1847) was born in Stourbridge, England, one of four sons of Overs Bate, a mercer (a dealer in textile fabrics, especially silks, velvet's, and other fine materials)and banker. Bate moved to London, and in 1813 was noticed for his scientific instrument making ability through the authority of the “Clockmakers Company”. Sometime in the year 1813 it was discovered that one Robert Brettell Bate, regarded as a foreigner in London had opened a premises in the Poultry selling area of London. He was a Mathematical Instrument maker selling sundials and other various instruments of the clock making. In 1824, Bate, in preparation for his work on standards and weights, leased larger premises at 20 and 21 Poultry, London, at a rental of four hundred pounds per annum. It was there that Bate produced quality metrological instruments, which afforded him the recognition as one of one of the finest and principal English metrological instrument-makers of the nineteenth century. English standards at this time were generally in a muddle, with local standards varying from shire to shire. On 17 June 1824, an Act of Parliament was passed making a universal range of weights, measures, and lengths for the United Kingdom, and Bate was given the job of crafting many of the metrological artifacts. He was under instruction from the renown physicist Henry Kater F.R.S. (1777-1835) to make standards and to have them deposited in the principal cities throughout the United Kingdom and colonies. Bate experimented with tin-copper alloys to find the best combination for these items and by October 1824, he had provided Kater with prototypes to test troy and avoirdupois pounds, and samples with which to divide the troy into grams. Bate also cast the standard for the bushel, and by February 1825, had provided all the standards required of him by the Exchequer, Guildhalls of Edinburgh, and Dublin. In 1824, he also made a troy pound standard weight for the United States, which was certified for its accuracy by Kater and deposited with the US Mint in 1827. Kater, in his address to the Royal Society of London, acknowledged Bate's outstanding experimentation and craftsmanship in producing standards of weights, measures, and lengths. An example of a dry Bronze measuring container made specifically for J & M Ewan by possibly the most important makers of measurement artifacts that gives us today a snapshot of how imperial weights and measures were used and how a standard of measurement for merchants was developed in the Australian colonies based on the Imperial British measurement system. The container has social significance as an item retailed by J & M Ewan and used in Victoria by the authorities who were given legal responsibility to ensure that wholesalers and retailers of dry goods sold in Victoria were correct. The container was a legal standard measure so was also used to test merchants containers to ensure that their distribution of dry goods to a customer was correct. Bronze round container with brass two handles used as a legal standard for measuring dry quantities & is a 'peck' measurement. "IMPERIAL STANDARD PECK" engraved around top of container with " VICTORIA" engraved under.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, standard measure, bronze, peck measurement, j & m ewan, victorian standard dry measurement, bronze container, victorian standards, melbourne observatory, robert bettell bate

The beginning of standardised weights and measures began In Victoria when the Melbourne Observatory received sets of standard weights and measures, which had been tested in Britain against the then British Imperial standards. These included the primary standard yard and pound for the Colony of Victoria. Other standards of weights and measure held by shires and the administrative body's within the colony could then be compared to these primary standards. A Weights and Measures Act was passed in Victoria in 1862, establishing local inspectors throughout the colony. By the 1870s each local council and shire in Victoria held a set of standards that were used to test scales, weights and dry measures used by wholesalers, factories and shops. Every ten years the councils’ standards would themselves need to be rechecked against the Victorian Standards. The checking was done by the Victorian Customs Department in the 19th century, but with the transfer of responsibility for customs to the Federal Government in 1901, weights and measures function was retained by the Victorian Government and was shifted to the Melbourne Observatory. In 1904, a new building was erected at the south end of the Great Melbourne Telescope House, where the standard weights and measures and testing equipment was installed. This room had a large whirling apparatus for testing air meters and became known as the Whirling Room. When the Melbourne Observatory closed in 1944, the Weights and Measures Branch was formed to continue and this branch remained at the Observatory site unit until 1995. J & M Ewan History: J&M Ewan was a Melbourne firm that began by selling retail furniture and wholesale ironmongery. They had substantial warehouses situated at the intersection of 81-83 Elizabeth and Little Collins Streets, the business was established by James M Ewan in 1852. Shortly afterwards he went into partnership with William Kerr Thomson and Samuel Renwick. When Ewan died in 1868 his partners carried on and expanded the business under his name J & M Ewan. The business was expanded to provide a retail shop, counting-house and private offices. Wholesale warehouses adjoined these premises at 4, 6 and 10 Little Collins Street, West. This company provided and sold a large and varied amount of imported goods into the colony that consisted of agriculture equipment, building materials, mining items as well as steam engines, tools of all types and marble fireplaces. They also supplied the Bronze measuring containers in the Flagstaff Hill collection and the probability is that these containers were obtained by the local Melbourne authority that monitored weights and measures in the mid to late 19th century. The company grew to employ over 150 people in Melbourne and opened offices at 27 Lombard St London as well as in New Zealand and Fiji. The company also serviced the Mauritius islands and the pacific area with their steamship the Suva and a brig the Shannon. Robert Bate History: Robert Brettell Bate (1782-1847) was born in Stourbridge, England, one of four sons of Overs Bate, a mercer (a dealer in textile fabrics, especially silks, velvet's, and other fine materials)and banker. Bate moved to London, and in 1813 was noticed for his scientific instrument making ability through the authority of the “Clockmakers Company”. Sometime in the year 1813 it was discovered that one Robert Brettell Bate, regarded as a foreigner in London had opened a premises in the Poultry selling area of London. He was a Mathematical Instrument maker selling sundials and other various instruments of the clock making. In 1824, Bate, in preparation for his work on standards and weights, leased larger premises at 20 and 21 Poultry, London, at a rental of four hundred pounds per annum. It was there that Bate produced quality metrological instruments, which afforded him the recognition as one of one of the finest and principal English metrological instrument-makers of the nineteenth century. English standards at this time were generally in a muddle, with local standards varying from shire to shire. On 17 June 1824, an Act of Parliament was passed making a universal range of weights, measures, and lengths for the United Kingdom, and Bate was given the job of crafting many of the metrological artifacts. He was under instruction from the renown physicist Henry Kater F.R.S. (1777-1835) to make standards and to have them deposited in the principal cities throughout the United Kingdom and colonies. Bate experimented with tin-copper alloys to find the best combination for these items and by October 1824, he had provided Kater with prototypes to test troy and avoirdupois pounds, and samples with which to divide the troy into grams. Bate also cast the standard for the bushel, and by February 1825, had provided all the standards required of him by the Exchequer, Guildhalls of Edinburgh, and Dublin. In 1824, he also made a troy pound standard weight for the United States, which was certified for its accuracy by Kater and deposited with the US Mint in 1827. Kater, in his address to the Royal Society of London, acknowledged Bate's outstanding experimentation and craftsmanship in producing standards of weights, measures, and lengths. An example of a dry Bronze measuring container made specifically for J & M Ewan by possibly the most important makers of measurement artefacts that gives us today a snapshot of how imperial weights and measures were used and how a standard of measurement for merchants was developed in the Australian colonies based on the Imperial British measurement system. The container has social significance as an item retailed by J & M Ewan and used in Victoria by the authorities who were given legal responsibility to ensure that wholesalers and retailers of dry goods sold in Victoria were correct. The container was a legal standard measure so was also used to test merchants containers to ensure that their distribution of dry goods to a customer was correct.Maker Possibly Robert Brettell Blake or De Grave, Short & Co Ltd both of LondonContainer brass round for measuring quantities- Has brass handles & is a 'Bushel' measurement. 'Imperial Standard Bushel Victoria' engraved around container. Container bronze round shape for measuring dry quantities has brass handles & is a 'Bushel' measurement"IMPERIAL STANDARD BUSHEL" engraved around the top of the container. VICTORIA engraved under "J & M Ewan & Co London and Melbourne" engraved around the bottom of the container.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, standard measure, bushel, bushel measurement, j & m ewan, dry measurement, victorian measurement standard, bronze container, melbourne observatory, robert brettell bate

Bound volume of the Ballarat School of Mines Students' Magazine for 1907-1909. Articles include the location and pegging of a tramway Route, the transmission of Power by Rope Driving by A.E.C. Kerr, A visit to the Briseis Mine, and New Brothers' Home, Mining Engineers in Tasmania, Obituaries for David Ham and Matthew Lyndsay, Pioneer Mining at Leichhardt, Automatic Ore Feeders and Chacedony Park by J.H. Adams. Images include the Ballarat School of Mines Football Team and the Ballarat School of Mines Sports Committee. 1907 * Hubert Krause 1908 * The location and Pegging of a Tramway Route by Yamba * The Unity of things by John Brittain * The transmission of power by Rope Driving, by A.E.C. Kerr * A visit to the Briseis Mine, and New Brothers' Home (includes photographs) * Mining Engineers in Tasmania * Limericks Sluiced at Snake Valley * David Ham Obituary * Matthew Lyndsay Obituary * Some Bunsen Memories by Professor Alfred Mica Smith * Geological Camp to Daylesford * Practical Mathematics by Hubert F. Hall * Pioneer Mining - Leickhardt * Automatic Ore Feeders * A Unique Ore Deposit (Lucknow Goldfield, NSW) * A country Ramble * The Alkaline Titration for Zinc * Chalcedony Park, Arizona, United States of America by J.H. Adams * Notetaking at Lectures * Smelter Cost-Keeping by Oliver E. Jaeger * Benefits of Physical Culture * Mineral Tasmania and its Wonderful Resources by F.F. Bradford * A holiday Trip to Queensland * The Compression of Air as Applied to Mining * Machine V Hand Drilling * The mining in the Malay States * William Thomas Grownow Obituary (includes image) * Timbering Stopes (Includes images) * Trip to Melbourne * Two Problems of Alluvial Mining by Richard Hain * The Berry Leads (includes plan of mines) * Black Pudding Supper * Observations for Meridian * NOtes on Coking Plants (includes plan) * How Old is the Earth * Conglomerations * A Pat Formula * The making of a Suitable Muffle for General Assay Work * Reduction of Gold Chloride by Charcoal * Chemical Definitions * Old Boys (R.J. Allen, W.B. Blyth, F. Brinsden, Lindsay D. Cameron, George W. Cornwell, John M. Currie, C.M. Harris, T. Wighton-Hood, W. Lakeland, W.S. Macartney, Fred A. Marriott, Karl B. Moore, G.E. Sander, Sherb. H. Sheppard, Norman S. Stuckby, John Sutherland, Lewis A. Westcott, Walter White, O.C. Witherden, Gerald Young) 1909 * The Graduates Problem * An Interesting Nevada Cyanide Plant (Bamberger De Lamar Gold Mines) * Easter Geological Camp to Ingliston * New Methods for the Volumetric Estimation of Lead * William Charles Kernott Obituary * Mount Morgan Mine by G.W. Williams * Tin Dredging at Tingha, New South Wales * Notes on the Iodide estimation of Copper * Photograph of the Ballarat School of Mines Students' Association Committee * The Importance of Mine Ventilation to the Students by F. Howells * Life in Mining Camp * Wise Words to Mining School Students * Military Search Lights * Gleaning s on resistance * Ministerial Visit to the Ballarat School of Mines by the Hon. A.A. Billson, Minister of Education , accompanied by Frank Tate, Director of Education. * Picture Making in Photography Composition * Mountains of Fire * A Walking Engine - New Military Machine - Guns into Action - Caterpillar No. 1. (Tank) * Fireless Locomotives * Elmore Concentrating Process (includes plan of Elmore Concentrator) * Mount Pani Limited * Surveying for Irrigation * Weights and Measures * Carbon Monoxide * Joseph Francis Usher obituary * The Problem of the Metalliferous Veins * Ballarat School of Mines Ambulance Class * Treatment of Gold in a battery Without the Use of Copper Plates by E.C. Hurdsfield * Meteorites * Werribee Gorge * Dredging in the Ovens Valley * Electrical Chatter - Electrocution by an Imaginary Eye-Witness * The Electric Furnace in Iron Metallurgy ballarat school of mines, ballarat school of mines football team, football, sports, tramway, mining engineers, david ham, matthew lyndsay, jack adams, berry lead, hepburn consuls, madame berry, west ristori, ristori no 1, allendale, dyke's co, charleson's mill, australian extended, mining, r.j. allen,, w.b. blyth, f. brinsden, lindsay d. cameron, george w. cornwell, john m. currie, c.m. harris, t. wighton-hood, w. lakeland, w.s. macartney, fred a. marriott, karl b. moore, g.e. sander, sherb. h. sheppard, norman s. stuckby, john sutherland, lewis a. westcott, walter white, o.c. witherden, gerald young, ballarat school of mines students' association, hubert krause, krause, vfl, afl

The Donation Book relates to the Ballarat School of Mines Museum which opened in 1872. Very few of these items are still held by Federation University. The Museum was emptied in the 1960s with items being distrubuted to the Ballarat Historical Society, returned to original lenders (ie Pern Collection), of disposed of. Donations to the Ballarat School of Mines include: 34. M. Hamburger, Ballarat - bunsen burner 41. W.H. Shaw, Phoenix Foundry - 81 nos of 'Engineer' 89. Juvenile Industrial Exhibition Association Committee per Joseph Flude - dies used for striking medals awarded to successful exhibits. 165. Ferdinand Von Mueller 172 Ferdinand Von Mueller o hortus siccus 6 197. James Stoddart 203. Edward Gazzard, North Creswick - Model of safety Cage invented and made by donor 218. E. Morey 222. Alfred Lestor 228. J.J. Sleep, Ballarat, patent Lever escarpment Clock (displayed in laboratories) 237. Bernard Smith (Warden) per favor of James M. Bickett - Bust of Mr John Lynch, Smythesdale. (Note: This item is not in the present Federation University Historical Collection) 241. James Oddie, J.P., Ballarat, Copy of 'the Chemist and Druggist' 267. John Lynch Junior, Smythesdale - Cast of "Golden Age" nugget, found at Browns by Co-operative party, 12 men. Weight 75 oz, 12 dwts, 12 grs.(Note: This item is not in the present Federation University Historical Collection) 270. Isaac Davis, Main Road, Ballarat 294. W. H. Shaw, Ballarat - 94 nos of 'The Engineer' 295. Rivett Henry Bland, Clunes - Specimen of water pipe from the Port Phillip Company's mine encrusted with carbonites of lime and magnesium (Note: This item is not in the present Federation University Historical Collection) 299. D.J. Williams, Queenscliff - 1 case shells from Fiji 305. C. Retallack, Ballarat 314. William Henry Shaw, Ballarat - glass case 323. W. Longley, Ballarat - Botanical Specimen (Note: This item is not in the present Federation University Historical Collection) 327. W. H. Angove, Perth 337. J. Cosmo Newbery, B Sc, Melbourne 343. James Hector, M.D., New Zealand 353. R.S. Mitchell, Ballarat - 8 specimens live plants (medicinal) (for the Ballarat School of Mines Garden) 355. W. Magee, Ballarat - Sugar cane plants and seeds (for the Ballarat School of Mines Garden) 363. James Hector, Wellington, new Zealand 371. William Wesley, 28 Essex St, Strand, London - Scientific book circular 380. Jacob Upfold (deceased) per favor of the trustees - bequest of steam engine indicator and belongings (boothe and case) 381. Joseph Mitchell, 22 Macarthur Street, Ballarat - sod of turf cut from Warboy's High Few, County Huntingdon, England, 1872. 394. W.H. Barnard 401. James Orr 418. F. Ratte, Sydney 440. Alfred Mica Smith, Sandhurst (Bendigo), Inaugural Address, delivered to the Bendigo School of Mines Science Society, June 20. 1881 by P.H. Macgillivray, MA, MRCS, FLS, President. (Note: This item is not in the present Federation University Historical Collection) (Note: This item is not in the present Federation University Historical Collection) 446. C. C. Shoppee, Ballarat 462. Dr Bunce, Ballarat 468. James Black, Mining Manager "Kerrit Bureet' 479. J.S. North, Mining Manager No. 2 Queen Co, Black Hill Ballarat. 505. Smith Tibbitts - A block of ancient leaves from the Nigtingbool Estate near Haddon on the Ballarat district from shaft 80 feet deep. (Note: This item is not in the present Federation University Historical Collection) 512. F.W. Niven, Ballarat - "A Handy Book to Tasmania" 522. James Hector, Wellington, New Zealand 549. C.E. Grainger, Manager Ballarat Woollen Mills - samples of dyed and raw wools 600. (4 July 1882) Henry Sutton, Ballarat - 13th annual report of the Aeronautical Society of Great Britain; 2 papers from the Proceedings of the Royal Society, nos 217 and 218- 1882, "One a new electrical storage battery by Henry Sutton, Ballarat, Victoria. 608. H. Glenny J.P., Ballarat - Specimen of Asbestos from Tasmania 610. M.H. Edelmann, Munich, Germany 674. W.H. Shaw, Phoenix Foundry - Steel boring 95 feet long taken from bed-plate of locomotive engine. 675 - H.R. Hancock J.P. pre favour Mr James Pryor, Moonta Mines 676. Baron Ferdinand Von Mueller KCMG, etc, Melbourne 678. E.F.A. Gaunt, Royal Navy, H.M.S. Nelson, per favour Lyde Gaunt - Specimen of manganese ore from the mines - Russell - New Zealand 728. Dr Pinnock, Ballarat 760. Simon Morrison, Ballarat 784. James Shugg, Hamilton - 1 case fossils from Muddy Creek, near Hamilton. (Note: This item is not in the present Federation University Historical Collection) 786. W. Bolam (inspector of Schools), Melbourne - 2 spears and 1 fishing prong Fijian 806. James Oddie, Ballarat 708. Henry G. Hanks, San Francisco 786. W. Bolam (Inspector of Government Schools Melbourne) - 2 spears and one fishing prong Fijian 824. Henrique Gorceixm Onro Preto, Brazil 840. W. Laplau, Ballarat - Gas furnace with a large assortment of fittings, also large gas holder and oil-heating apparatus 854. Robert Borch, Main Road, Ballarat - Improved safety chain (Note: This item is not in the present Federation University Historical Collection) 928. James Oddie 944. James P. Munroe, Registrar, Massachusetts 952. L.E. Cutter per favour of Mr F.J. Martell - Unexploded bomb shell from the Eureka Stockade 957. H. Glenny, Hobart 962. George Hart, Ballarat - eagle 976. Henry Sutton, Ballarat - 1 volume "Plattner on the Blowpipe" 978. J.W. Flatow, 45 Madeline Street, Carlton, Melbourne 984. Charles C Shoppee Ballarat - Copies of ancient coins 989-95 - Specimens from Moonta, South Australia 985. W.H. Wooster BOlwarra - books microscope related 1179. James Oddie - Live hedgehog 1181 C. Crisp, Bacchus Marsh, Portugal Copper Coin, 1785 1248 James Oddie, Solomon Islands - Bow and arrows & Spears 1285. C. Colyer, Smythesdale 1327. John L. McKenna, Smeaton - Fragment of Stone Axe. 1395. Mrs O. Skoglund, Nerrina 1428. Daniel Brophy, Ballarat - Collection of mineral specimen form Silverton (Collected by Mrs James Murray) 1442. Henry Sutton, Ballarat - Specimens of fossil fruits collected at Haddon by Charles Brown. 1444. Mining Department - Underground Mine Workings from Band of Hope and others. 1517. W.H. Wooster, Ballarat 1592. Bishop of Ballarat - Stone Axe and other native items 1669. H. McHaffier, Napoleons - 1 Spanish silver coin 1681. James Oddie, Dunedin 1688. W. Burbridge, Ballarat - Native Tomahawk from Metung 1708. A. Doepel, Ballarat 1712. Marty Guerin, Ballarat 1735. Bella Guerin. M.A., Ballarat - Copy Wide Awake Vol 1 No 7 May 28th 1887 and The Bulletin, March 19th 1887. 1747. Bella Geurin M.A., Ballarat - Copy Wide Awake Vol 1 No 8 June 4 1887 1751. Bella Geurin M.A., Ballarat - Copy Wide Awake Vol 1 No 9 June 11th 1887 1842. Linnean Society, London England - Charter, By Laws, Proceedings, Transactions, Journals 1853. W.J. Corbould, Silverton, NSW - chloride of silver from Pinnacles, Broken Hill, Silverton 1888. W. J. Corbould, Sample of metallic silver from Silverton, NSW 1928. E. Morey, Ballarat - Steam Engine 1937. Henry Sutton A.S.I.E., Ballarat - Plate Electric Machine, chimes and Sportman (number crossed out) 1951. Henry Sutton A.S.I.E., Ballarat - Plate Electric Machine, chimes and Sportman 1981. Harrie Wood (per W.H.B.[Barnard?), Ballarat 1996. W.H. Shaw, Phoenix Foundry - Papers "The Vict Engineer July 1887, May June July August 1888 and others 2014. Harrie Wood, Sydney - Report Department of Mines, 18872027. W.J. Bechervaise - Copy of Book by Baldwin Spencer 2034. A.G. Randall - Native Hatchet 2045. W.H. Corbould, Silverton, Collection of silver ores 2051. Fowler, Tarnagulla - Native Tomahawk 2123-2131. James Oddie, London 2163. Roff. F. Taplier, Sturt Street - Native Tomahawk 2178. Syd. Johnson, Meredith - Native Tomahawk, Greenstone 2184. Mr Tupp for Hall - Native Spear and Club 2292. Emmanuel Steinfeld, Melbourne 2313. A. Atwood, Rowlands Factory, Dana Street 2361. Dr Pinnock, Ballarat - Collection of Living Sponges 2363. P. Curnow, Ballarat - Piece of wood with stone naturally embedded 2364. R. Dowling, Waubra 2875. Mrs C, Flude, Ballarat - Collection of (5) mineral specimens 3460. Joseph Weir, Ballarat - Sample of rolled Annibar 3466. J. Hart, Ballarat - Native Shield - supposed to have been made by King Billy 4784. Mr. O. Woolnaugh, Pleasant Street - Four Native Tomahawks 6469. L. Balhausen, Ballarat 3472. John English, Smeaton - three samples of auriferous wash dirt 3607. Columbia College, New York - Handbook of Information of the Columbia College in the Ciry of New York 1892-3. 3672. L.A. Samuels, Bendigo 3724. P. Paperhagen 3736. The Late Rivett Henry Bland per John Noble Wilson - Collection of mineral specimens and fossils 3752. G.A. Denny, South Africa 3755. J. Carroll, Ballarat - Specimen of Native bread found in Ballarat East. 4765. J. Donnelly, Springs, Bungaree I. Fowler, Coolgardie, Specimen of Gold Bearing Quartz ballarat school of mines, doantions, museum, ballarat school of mines museum, safety cage, botanical garden, materia medica garden, library, bella guerin, james oddie, phoenix foundry, w.h. shaw, john lynch, henry sutton, aboriginal, stone axe, tomahawk, geological specimens, moonta, fedinand krause, oddie collection of minerals, thomas bath, spears, solomon islands, king billy, bows and arrows, ancient coins, birds eggs, snakes

Bound copies of the Ballarat School of Mines Students' Magazine, 1898-1901 Vol 1, No. 1, September 1898 * News and Notes (Ballarat School of Mines Museum, J.F. Usher, New British Pharmacopoeia, excursion to Bendigo) * History of the Ballarat School of Mines * Current Topics (Federation, Gladstone, Anglo-American Alliance) * Of Custom * Discovery of Coolgardie * Mining Notes(Clunes, Pitfield, Birthday Mine, Western Australia, Transvaal, Mt Bischoff, Rand Drill Co.) * From the Journals * The Societies - (Student Association, Ballarat Field Club and Science Society, Ballarat Photographic Club) * Original Poetry * Sports * Students' Association Committee Meetings * On the Increase of Temperature of the Earth With Increased Depth Vol 1, No. 2, October 1898 * Notes about some of the Past Students (E.M. Weston, J.A. Porter, H.R. Sleeman, G.E. Sander, B.C.T. Solley, T. Rhys, C. Burbury, D. McDougal, J. Matsen) * Excursion to Daylesford, p.3 * History of the Ballarat School of Mines (continued) * The Soudan * Greater Melbourne * Image of J. Hopkinson, electrical engineer killed ascending the Alps * What is Science * Mining Notes (Pitfield Plains, Victoria United G.M.Co., Lithgow, Avoca, great Cobar, Mt Whycheproof) * Student's Association (women's franchise) * Sports Vol 2, No. 1, March 1899 * News and Notes * History of the Ballarat School of Mines (continued) * Notes of Victorian Geology, 1. Granites, by Thomas S. Hart * Sir William Crookes * Summaries and Notes from the Mining Journals * Students' Association * Sports * The Bush Assayer * Solubility of Gold-Silver Alloys in Potassium Cyanide * Correspondence Vol 2, No. 2, April 1899 * News and Notes (Smythesdale Excursion, New Buildings, A.S. Coyte, R.J. Allan) * History of the Ballarat School of Mines (Continued) * The New Students (J. Owen, A. Clayton Morrisby, A.S. Atkin, J. Alexander Reid, Alfred G. Johnston, L. Lowe, F.H. Dalton, W.M. Robertson, A. Hacke, H.L. Giles, W. Martin, E. Walshe, H.L. Krause, R. Sawyer) * Berringa by Oh'E Jay * Summaries and Notes from the Mining Journals * Mount Magnet to Victoria - A Long Bicycle Trip * 1898 Examination returns * Sports Vol 2, No. 3, May 1899 * Technical Education and the Proposed Affiliation of the Schools of Mines with the Melbourne University. * Laying of the Foundation Stone of the New Classrooms (now Administration Building). Alexander J. Peacock * News and Notes (Past Students - A.S. Lilburn, J.W. Sutherland, J. Richardson, E. Prendergast, J. Wallace, J. Kidd, J. Lake, Mathew Thompson), Coolgardie Exhibition. * Trip to Lal Lal * Students' Association * Summaries and Notes from the Mining Journals * Professor Henry Louis on Mining Education * Corrections Used in Chaining by C.W. Adams * The Black Horse Cyanide Plant * Sports * Completed List of 1898 Examinations Vol 2, No. 4, June 1899 * News and Notes * The Education Problem by D.N. McLean * A Few Hints on Histological Technique by Emil Gutheil * Summaries and Notes from the Mining Journals * Students' Association * A Visit to the Skipton Caves (Mount Widdern, Ormand Hill, volcano, Emu Creek, Mount Kinross, Mount Elephant, Mount Vite Vite, Mount Kinross, Mount Hamiston) * Mount Magnet To Victoria (cont) * The New Engines at the Ballarat Woollen Mills - includes image of the Compound 700 H.P. Engines constructed for the Ballarat Woollen Mills by Austral Otis Company and consulting engineers Monash and Anderson. * Sports * Original Poetry * Correspondence Vol 2, No. 5, July 1899 * News and Notes (E. Byron Moore, Visit to Britannia Gold Mine, J. Bryant, Visit to Last Chance Mine) * A Few Hints on Histological Technique (cont) by Emil Gutheil * Summaries and Notes from the Mining Journals * Professor Alfred Mica Smith (includes image) * Notes on Victorian Geology Part 2 The Trappean Rocks, by Thomas Hart * Origin of Diamonds * Hydraulic Mining by A.E.C. Kerr * Volcanoes by F.G. Bonney * Analytical Chemistry Notes by Daniel Walker * Some Things Out To Do * Sports * Correspondence Vol 2, No. 6, August 1899 *Summaries and notes from the Mining Journals * Some Regulations of the Academy of Mines at Freiberg * A visit to Mt Lyell Smelters * Professor Gilbert J. Dawbarn (includes image) * Air compressor and Transmission of Power by Compressed air by A.E.C. Kerr * Chemistry Notes by Daniel Walker * Mineralogical Notes, Ballarat by Thomas S. Hart * Kalgurli Gold Mines, W.A. * OUr New Lab Vol 2., No 7, September 1899 * Summaries and Notes from the Mining Journals * Some recent Steam Plants at Bendigo by Gilbert Dawbarn * Professor Thomas Stephen Hart (includes image) * Students Association * Notes on Victorian Geology by Thomas Hart * Centrifugal Pumps * A New Chum's Experience by E.M. Weston Vol 2., No 8, October 1899 * The institute of Chemistry Examinations * A New Method of Qualitative Chemical Analysis by Emil Gutheil * Steam Engine Valves and Valve-Gears by Gilbert Dawbarn * Daniel Walker (includes image) * Notes on Victorian Geology by Thomas Hart * Cyaniding Cripple Creek Tellurides (Metallic Extraction Company) * Notes on Two Ballarat Gravel Pumping Plants, G.A. Wilberforce (Eureka Jennings Co and Yarrowee Sluicing Co) * History of the School of Mines (concluded) Vol 3., No 1, March 1900 * A Journey from Natal to Mashomaland with the British Police * A Plea for Research * New Caledonia by C.A.M. Deane * Notes of Victorian Geology - Lower Palaeoroic Rocks by Thomas Hart * Mt Bischoff Mine and Mill * Summaries and Notes from the Mining Journals * Things we Eat and Drink * Farewell to A.S. Coyte Vol 3., No 1, March 1900 * Mining Education * Model Locomotive made by the apprentices of the Phoenix Foundry, p2 * Glimpses of Rhodesian Police Camp Life * New Caledonia (continued) * Summaries from the Mining and Engineering Journals * Boot and Saddle Vol 3., No 3, May 1900 * A Students' Common Room * Geological Excursion to Hardie's Hill * Notes on Victorian Geology by Thomas Hart * The Planet Venus by John Brittain * Summaries and Notes from the Australian Mining Standard * The Assay Ton * Zeehan Smelters * Electrical Notes by Ohe Jay * Trop of the Cricket Club to Stawell * Students' Association * Solid Hydrogen Vol 3., No 4, June 1900 * The Minister of Mines on Mining Education (Minister A.R. Outtrim) * Lal Lal Geology Trip (Thomas Hart) * Rifle Club now defunct, pg 3 * A Contribution to the Mining Geology of Kalgoorlie, W.A. by Ferdinand Krause (includes cross sections) (Wood's Point, Rand, Johannesburg, South Africa, Gaffney's Creek, Walhalla, Shady Creek, Sago Hill at Cardigan, Bunbury) * Summaries and Notes from the Australian Mining Standard (Buninyong Estate Mine) * Monthly Progress Reports of the Geological Survey * Electrical Notes by John M Sutherland (Telagraphone, phonograph, telephone receiver) * Students' Theatre Party (Gordon Todd, Ohe Jaeger, C.S. Wakley) * Opening of the New Buildings - Ministerial Speeches (Outtrim, W.H. Irvine, New Mining Laboratory, Old Chemistry Building, Battery, Model Mine) * Students' Association * Relief of Mafeking * A Critic Criticised * Things We Eat and Drink by Ohe Jay - Oatmeal, Coffee and Cocoa. Vol 3., No 5, July 1900 * Research * Adelaide Varsity Students at Ballarat * The Manchester-Liverpool Mono Railway * Students Association * *A Contribution to the Mining Geology of Kalgoorlie, W.A. by Ferdinand Krause (continued) (includes cross-sections) * Motive Power, address by Charles A. Parsons * Summaries and Notes from the Australian Mining Standard * Sugar Manufacturing by Sugna * Great Creswick Hydraulic Sluicing Plant (THomas Hart, Ballarat School of Mines Mining Class visit) * Reminiscences of a Students Life in Germany * Football - Ballarat School of Mines v Geelong Grammar School (Australian Rules Football) Vol 3., No 6, August 1900 * Cheap Mine Management * Library * Bendigo School of Mines, pg 3 * Notes on Ore Dressing by T, Vincent, Manager The Zeehan (Tas) Silver-Lead Mines Ltd) * Motive Power * Notes on Broken Hill - Its Mines and Minerals by J. Williams * The Concert * Summaries and Notes from the Australian Mining Standard * The Dandy Duke's Dreadful Demise * The Road Race Vol 3., No 7, September 1900 * Michaelmas Excursion (Melbourne University, Prof Kernot, Applied Mechanics) * Injury to School Property * Return of E. Ditchburn (Boer War) * Mt William Gold-Field visit, pg 3 * The Stoping of Wide Lodes by J.V. Lake (includes cross sections) * Summaries of Notes from the Australian Mining Standard * Notes on Broken Hill Part 2- Its Mines and Minerals by W.J. Williams * Motive Power from the Waves * Electrical Notes * Some Account of Italian Mining (Sarinia, Sicily, Peidmont, Lombardia) by Candido Maglione * Students Association * Should Women Have the Vote by Frank Bessemeres * The School Theatre Parly * Past Students * Poetry * Football * Surveying Rules Vol 3., No 8, October 1900 * Ballarat School of Mines Associateship * An Engineering Laboratory * Students' Practical Work * Notes on Broken Hill Part 3 by W.J. Williams * The Lake View Consols by F.S. Earp - Battery Treatment of Sulpo-Telluride Ore * Neglected Mineral Fields - Eurowie and Warrata * A Glimpse Ahead * News and Notes * A.W. G. McPherson, Boer War * Students Association * Ballarat School of Mines Melbourne Excursion to the Government Electric Lighting Station, Austral-Otis Co, Working Mens College * Ballarat School of Mines Concert in Aid of Soldiers Statue Balance Sheet * Football * Cricket Vol 3., No 8b, November 1900 * Position of the Ballarat School of Mines with Regards to Mining Education * Age Limit * Entrance Examination * Presentation t0 Professor Alfred Mica Smith * Image of a Group of Old Ballarat School of Mines Students in Coolgardie and Kalgoorlie. * Students Association Vol 4., No 1, March 1901 * Espirit De Corps * A few Notes on the Testing of Explosives * Round About Inverell, NSW by F. and J. Mawl * On the Choice of Drawing Instruments * Summaries and Notes From the Technical Journals * Annual Examinations 1900 * New Students * Sporting Notes * The Vale of Coolgardie Mine, Bonnievale, W.A. by G. Stephen Hart * News and Notes (Kerr Grant, C.L. Nash, R. Gordon Todd, Vial) * Editorial Notices Vol 4., No 2, Second Term 1901 * The Metallurgical Treatment of Sulpho-Telluride Ores by L.W. Grayson * Some Metallurgical Difficulties of Aluminium * Diehl's Sulphide Process by A.E. C. Kerr * A Californian Gold Mine by A.E. C. Kerr * New Express Locomotives for the Victorian Government (Phoenix Foundry) * An Excursion to Geelong (Electric Light and Traction Company of Australia) * The Linkenback Table for our New Mining Laboratory (Humboldt Company of Colgne) * Death of Thomas Bath * The Late Alfred G. Johnson (Boer War) * An Introduction to Natural Science by Emil Gutheil * The First Annual School Sports Meeting * Concert in Aid of Magazine Funds * The Men That Made the Concert (C.E. Denniston, W.H. Chandler, Mr White, William Litte Jnr, Marriott, Giles McCracken) * Sports * News and Notes Vol 4., No 2, Third Term 1901 * Bagging-Up - A Sketch * Concentration of Difficult Silver-Lead Ores * Estimation of Chlorine, Bromine and Iodine by D. Runting * Summaries of Notes from teh technical Journals * Notes on the Use and Care of Platinum Ware Common Sense * The Machinery at the Tasmania Gold Mine, Beaconsfield, Tasmania * Mining at Walhalla - The Long Tunnel Mine * Past Students * Mapping our of Agricultural Areas, etc, In Dense Vine Lands, North Queensland by R.A. Suter * News and Notes * Concert Balance Sheet e.m. weston, robert brough smyth, mcdougall, bruce, charles burbury, harrie wood, graham j. hopwood, emil gutheil, daniel walker, thomas hart, thomas stephen hart, m. hacker, schnitzler, f.a., ditchfield, l.h, alfred e.c. kerr, charles harvey, campbell, joseph bryant, campbell & ferguson, gilbert j. dawburn, irving, g.b., kerr, a.e.c., john walter sutherland, william robertson, herbert l. krause, alfred mica smith, binh pham, crosbie, d. jack, ditchburn, j., james hiscock, alfred johnston, reid, j.a., kidd, john, james bonwick, james, j.p, overall, d, e.h salmon, gaynor marquand, williams, w.w., williams, william, deane, c.m., vincent, tom, phillips, g.e., hart, d.w., jarnail suingh, rowlands, e., ferdinand m. krause,, easterby, f.l, parsons, r.g., partington, j.r., vial, s.b., meadows, h, atkins, arthur, john braisted burdekin, w.h. corbould, ditchburn, john, hill, john, otto e. jager, mcpherson, g.t, nicholls, c, thom, j.m., crafter, stewart, john brittain, peter lalor, hardy - commissioner, thomas bath, alf johnston, charles campbell, nash, llewellyn, watson, m.a, gardener, eddie, adamson, s.g, alford, l.c, allen, r.j, arthur, d.w.b., burge, a., willia, cairncross, cooper, i, maurice osric copland, maurice copland, dickinson, s., doepel, dunstan, john, loveday dunstan, eeles, terri, flegeltaub, israel, fletcher, a, fyrar, peter, kerr grant, w.kerr, green, gary, betty harris, harris, c.m., hay, a.l., hearn, hill, martin, james, david, johnston, alfred g, kilner, marion, kingston, thomas, lewin, f.c.k., lilburne, arthur m, linahan, colin, macready, w.h, major birlefco, markwald, henry, mccaffrey, mcfarlane, kaye, mciver, s.k, mellins, b, morton, felicity, w. kenneth moss, ken moss, nash, c.w., nash, neville, nickolls, berkeley, osborne, percy, philp, e., playford, william, reid, e, roberts, gordon, ross, f.c., royce, phillip, sawyer, basil, stewart, r.c., todhunter, i, vaisey, a., vincent, john, vinden, sue, wakley, cecil, watt, james, westcott, lewis, charles w. whyte,, vial, s browning, ballarat school of mines students in coolgardie and kalgoorlie, coolgardie, kalgoorlie, claude maitland, a.l. hay, a.s. lilburne, latham watson, arthur kildahl, thomas copeland, f.a. moss, w.a. hearman, cardoc james, alexander fraser, e.o. watt, g.m. roberts, j.j. dunstan, h.v. moss, j.a. hill,, john dunstan, c.m. harris, william h. corbould, j.w. sutherland, ballarat photographic club, ballarat field naturalists club, ballarat field club and science society, photography, geology, excursions, last chance mine, tasmania gold mine, beaconsfield, tasmania, rand, south africa, mount lyell, ballarat school of mines student excursion to mount lyell, h.l. krause, ferdinand krause, krause, hardie's hill, hardie's hill excursion, lal lal, lal lal excursion, lal lal geology excursion, smythesdale, smythesdale excursion, soudan, south african miners, south star mines, wynne and tregurtha battery, ananconda copper mining, arizona copper mining, boiler plates, british guinea, butte copper smelter, daylesford geology camp, daylesford excursion, diehl process, electric power house ballarat, electric pumps, geelong rope factory, gympie, golden horseshoe estate, c johnstone, jack nichol, c. macgennis, alec saunders, alfred g. johnstone, graeme jolly, william purdie, john mann, maxwell l gaunt, sale school of mines, freiberg school of mines, schools of mines, railway locomotive

Set of 33 Notice Paper or Meeting Agendas - sent to Trust Members and others for The Melbourne Tramways Trust for period March 1884 to Feb. 1885. Printed by Ferguson and Moore for the Trust. Signed by the Secretary. Covers construction arrangements, appointments, financial, loans, debentures, legislation, arrangements with the Melbourne Tramway and Omnibus Company and other organisations including banks. Notes are the principal items shown in the Orders of the Day. Printed by Fergusson and Moore Meeting No. Date Notes 1 14/3/1884 Appointment of Solicitor, E. G. Fitz Gibbon interim Secretary 2 21/3/1884 Appointment of Solicitors and Bankers 4 4/4/1884 Confer with MTOC and appointment of an Engineer. Signed by Hugh T. Jordan as clerk. 6 18/4/1884 Consider different routes, elect a Works Committee 7 25/4/1884 Confer with Mr. G. Duncan. 8 2/5/1884 Report from Legislative Committee, appointment of Mr. Duncan as Engineer to the Trust. 2nd copy has handwritten note regarding confirmation of the appointment. 9 9/5/1884 Consideration of amendments to the Act. 10 16/5/1884 Authorisation of borrowing of #500,00 and appointment of a Secretary. 11 23/5/1884 Finance report. 12 30/5/1884 Meet with deputation to have Lygon St line extended to Brunswick and payment of accounts. 13 6/6/1884 Applications for Secretary, and petition for Lygon St extension. 14 13/6/1884 Legislative committee report 15 20/6/1884 Advance to MTOC and assist bill through Parliament 16 27/6/1884 Works committee report. Signed by T. Hamilton as Secretary. 17 4/7/1884 Payment of accounts, including G. Duncan and office accounts. 18 11/7/1884 Construction of one line of tramway and another attempt for the Lygon St tramway again. 19 16/7/1884 Reduction of debenture interest rate to 4% and paying for cutting down of Swanston St. 20 1/8/1884 Interest fixed at 4.5%, accounts, construction of Richmond line, and meeting dates. 21 15/8/1884 Payments to MTCo re cost of original Acts. 22 29/8/1884 Sealing of Debentures to England, and accounts 23 5/9/1884 Re amendments to Bill for Tramway Act and payment for patents. 24 19/9/1884 Accounts, overhang of tramcars, completion of tramways. 25 26/9/1884 Tenders for works, finance report, payment of MTT expenses by MTOC. 26 10/10/1884 Works committee Report – copy in file – payments of accounts and recommend acceptance of Duncan’s plans and Richmond line by public tender. 27 Special 20/10/1884 Letter from MTOC re possible delays in the Bill – additional Branches bill. 28 24/10/1884 Finance – debentures now in England, appointment of H. Jordan as Treasurer and accounts. 29 7/11/1884 Works committee and accounts, purchase of cement, letter from Mr. Pyman re rejection of petition. 30 21/11/1884 Shows chairman’s name – Thomas O’Grady, approval of plans etc for the Richmond line. 31 5/12/1884 Works committee, accounts, payment to Mr. Pyman, purchase of equipment and engines for the Northern lines and appointment of an inspecting Engineer in England. Queries from England re sufficiency of the guarantee on the debentures. 32 19/12/1884 Finance Committee report – accounts. 33 9/1/1885 Finance and works – accounts, tenders for cement etc, appoint of an inspector of works, authorise plans for Brunswick, Fitzroy and Spencer St and Collingwood and Nicholson St. 34 23/1/1885 Finance and works – accounts, report on tenders. 35 6/2/1885 Committee reports, accounts, land purchase, appoint of Mr. Carruthers as inspecting Engineer in England – 1% of value of work. For a word version - see: \dbtext\hawthtramcoll\images\htd2001doc.doctrams, tramways, mtt, cable trams, melbourne tramways trust, construction, finances, mto co

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York on August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976). The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Model Falls of Halladale, good condition in a glass case. falls of halladale, wright, breakenridge & co of glasgow, californian blue roof slate, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, ships model, 1908 shipwreck, great clipper ships

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today in the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph of Falls of Halladale fully rigged wrecked sailing ship. Written on back. "Bill Kelson 75 Macquarie Ave Padbury 6025" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale

The unusual beautiful green American slate roofing tile used in this wall hanging was recovered from the shipwrecked Falls of Halladale. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire.The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. The Falls of Halladale is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Wall hanging, framed slate salvaged from the wreck of Falls of Halladale. Slate is visible from both sides of TIMBER frame through glass. Coloured drawing of Falls of Halladale is inserted under glass. Typed inscription " "FALLS OF HALLADALE" "Grounded, Nov 14th, at Wreck Point, Midway between Peterborough & Bay of Islands" Typed inscription " "FALLS OF HALLADALE" "Grounded, Nov 14th, at Wreck Point, Midway between Peterborough & Bay of Islands" falls of halladale, cargo, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, slate, slate tile, green american slates, building material, wreck point, peterborough, bay of islands, russell & co.

This blood pressure monitor (sphygmomanometer) belonged to Dr William Roy Angus, surgeon and oculist. It was donated to Flagstaff Hill Maritime Village by his daughter, Berry McDade in January 2015. . It is part of the “W.R. Angus Collection” that includes historical medical equipment, surgical instruments and material once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. The approximate manufacture date of the blood pressure monitor coincides with the time when Doctor William Roy Angus had his practice in Warrnambool. The company Short & Mason Ltd. London used the brand name TYCOS between 1907-1969 and Rudolf Riester (the brand on the cuff) formed the company ‘Riester” in Germany in 1948, where he developed and produced the first mercury blood pressure monitors. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station.). Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940’s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (The duties of a Port Medical Officer were outlined by the Colonial Secretary on 21st June, 1839 under the terms of the Quarantine Act. Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and surgeon at the Warrnambool Base Hospital 1939-1942, He served as a Surgeon Captain during WWII1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., completing his service just before the end of the war due to suffering from a heart attack. During his convalescence he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He then studied ophthalmology at the Royal Melbourne Eye and Ear Hospital and created cosmetically superior artificial eyes by pioneering using the intrascleral cartilage. Angus received accolades from the Ophthalmological Society of Australasia for this work. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering in artificial eye improvements. He was Honorary Consultant Ophthalmologist to Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. In 1968 Dr Angus was elected member of Spain’s Barraquer Institute of Barcelona after his research work in Intrasclearal cartilage grafting, becoming one of the few Australian ophthalmologists to receive this honour, and in the following year presented his final paper on Living Intrasclearal Cartilage Implants at the Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne. In his personal life Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and to visit with him. Sunday evenings he would play the pianola and sing Scottish songs to his family. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eye witness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. Their interests included organisations such as Red Cross, Rostrum, Warrnambool and District Historical Society (founding members), Wine and Food Society, Steering Committee for Tertiary Education in Warrnambool, Local National Trust, Good Neighbour Council, Housing Commission Advisory Board, United Services Institute, Legion of Ex-Servicemen, Olympic Pool Committee, Food for Britain Organisation, Warrnambool Hospital, Anti-Cancer Council, Boys’ Club, Charitable Council, National Fitness Council and Air Raid Precautions Group. He was also a member of the Steam Preservation Society and derived much pleasure from a steam traction engine on his farm. He had an interest in people and the community. He and his wife Gladys were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After his death (28th March 1970) his family requested his practitioner’s plate, medical instruments and some personal belongings be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool.. The collection of medical instruments and other equipment is culturally significant, being an historical example of medicine from late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery. Sphygmomanometer (blood pressure meter), from the collection of W.R. Angus. Brand TYCOS by Short & Mason Ltd, London. The case is of black leather with press-stud closure, lined in brown leather with gilded maker's embossing inside lid. The meter has a grey fabric cuff attached to two black rubber tubes, one tube has a pump bulb on a short brown extension tube on the end, the other has a round meter with glass covered dial on the end. Dial registers 20 – 300. There are maker's details on both meter and box."Patent 9535. No. 39370". Gold maker's stamp " "TYCOS" "SPHYGMOMANOMETER / SHORT & MASON LTD. LONDON / company’s logo”. Cloth label sewn on cuff "GERMANY / RIESTER"flagstaff hill, flagstaff hill warrnambool, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, sphygmomanometer, chemist equipment, dr w.r. angus, medical instrument, warrnambool base hospital, medical treatment, medical history

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Alabaster milk jar lid insert. Has a chip on the side. Recovered from the Falls of Halladale.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, great clipper ships, russell & co., cap liner

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Semi-opaque glass fruit jar lid with Patd.APR 25.82 Has piece missing from the side and a light encrustation. Recovered from the Falls of Halladale.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, great clipper ships, russell & co., cap liner