This deadeye was amongst artefacts recovered from the wreck of the Falls of Halladale. It would have been used on the ship to attach, hold and run ropes for the ship’s rigging. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barb wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. The Falls of Halladale shipwreck is listed on the Victorian Heritage (No. S255). She was one of the last ships to sail the Trade Routes from Europe and the Americas. Also of significance is that the vessel was one of the first ships to have fore and aft lifting bridges as a significant safety feature still in use on modern vessels today. The subject item is an example of ships rigging objects used on sailing ships during the 19th and early 20th centuries to transport goods around the world the item is representing aspects of Victoria’s shipping industry and maritime history. Deadeye; wooden deadeye, three (3) holes, with metal surrounds and metal rigging cable attached. Recovered from the Falls of Halladale.Nonewarrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, clipper ship, rigging equipment, sailing equipment, deadeye, falls of halladale wreck, breakenridge & co glasgow, russell & co ship builders, cargo vessel, 1908 wreck, rigging, ship rigging

A trail travels through the Arboretum where you may see resting kangaroos and wallabies, crosses a creek that holds a vulnerable colony of frogs commonly known as Victorian Smooth Froglet (Geocrinia victoriana), and admire the grass trees (Xanthorrhea australis) that grow on the campus behind accommodation. In 2018 2000 native trees planted by State Library Victoria and Federation University in the Arboretum .Planted with the help of locals, students, and kindergarten children as part of the joint project the plantings included indigenous trees, shrubs and grasses native to Ballarat. Federation University student Clancy Meaney is managing the tree planting project as part of her studies. “The arboretum is a fantastic resource that is used extensively by Federation University students as an outdoor classroom,” Ms Meaney said. “Being situated in between two main forests, our campus is also an important connection for native animals. These new trees will help migrating wildlife to move from one forest to the other.” State Library Victoria Project Management Office Director, Sarah Slade said the project was a wonderful opportunity to work with Mount Helen residents and the University to help protect the native landscape. “We’re thrilled to be able to give back to students, local residents and native flora and fauna through this valuable environmental initiative,” Ms Slade said. The tree planting project is a result of State Library Victoria’s ongoing partnership with Federation University. Construction of the Library’s second state-of-the-art storage facility, BOSS2 (Ballarat off-site store 2), is currently underway on the Federation University site. The existing storage facility at the Mount Helen Campus already holds more than half of the State Library’s collection, including newspapers, books, journals, textiles, paintings, architectural drawings, furniture and photographic glass plate negatives. In addition to State Library collection, BOSS2 will also provide two dedicated storage areas for the University’s collection. When completed, BOSS2 will provide additional storage of 25-30 linear kilometres, the equivalent of driving from Ballarat to Clunes or running 175 lengths of the MCG. The Mount Helen Campus Arboretum was established c1992.arboretum, mt helen campus arboretum, graeme ambrose, mt helen campus

The Marriage Register lists Harold Priestley Simpson and Amy Dora Walker as the bride and groom, and the wedding date as 14th of February 1928. The photograph uses the personal Harry and Dora, instead of the formal Harold and Amy. In the Register, Amy started signing her name as Dora. before correcting it. The photograph shows that weddings took place at the Chapel during the late 1920's, and the style of weddings at the time. This includes the type of outfits worn, such as the length of the veil and the type of bouquet carried. Dora's Bridesmaids are depicted in 2 other images in the MTSV collection also an image of the chapel decked with flowers for the occasion. The article in the Herald of the day describes the event: "WEDDING AT SEAMEN'S CHAPEL Reception at Hotel Windsor The pretty little chapel at the Sea men's Institute was packed with interested friends this afternoon, when Miss Dora Walker, one of the Mission's most enthusiastic and efficient voluntary helpers, chose it as the setting for her marriage with Mr H. P. Simpson, son of Mr and Mrs J. H. Simpson, of Mornington. A group of her fellow workers decorated the chapel with lovely pink and white gladioli, carnations and roses. The ceremony was performed by the Rev. J. R. Weller, chaplain of the Mission, and the bride was given away by her father, Mr A. W. Walker, of Manning road, East Malvern. She wore a lovely ivory georgette frock, the finely tucked skirt being fashioned with a deep transparent hem of Chantilly lace. Over it fell a beautiful Honiton lace veil mounted on tulle and arranged to give the ef fect of a train. Fragrant white roses composed her bouquet. Two attendants followed her down the aisle — her sister, Miss Molly Walker, and Miss Ella Kendall — both wearing dainty shrimp pink georgette frocks and large crinoline straw hats in the same shade with a dainty edging of tulle. They carried bouquets of pink cactus dahlias nnd delphiniums. Mr Louis Buscombe was best man, and Mr George Thompson grooms man. After the ceremony Mr and Mrs Walker entertained about 50 guests at the Hotel Windsor."The photograph shows St. Peter chapel was being used for weddings in 1928. The Anglican church has been used for weddings since being finished in 1917. The Marriage Register shows that these weddings were legal in the Commonwealth of Australia, and lists Church of England as the denomination for this wedding. Miss Amy Dora Simpson (nee Walker) had a long association with the Mission, first as a young Volunteer with the Ladies Harbour Light Guild circa WW1, and through to her wedding in early 1928 and beyond. Square sepia, glossy photograph of a bride and groom, taken as they leave a building. Guests are throwing rice at the newlywed. The groom is turned towards the camera, while the bride is looking ahead, carrying a bouquet. There is a white border around top, bottom and left edges, the photograph seems to have been cut in half along the right edge.On the reverse: handwritten in blue pen JUST MARRIED!/DORA & HARRY/28/2/28. 618 is stamped in blue ink . (date is incorrect as wedding took place on 14/2/28)bride, wedding, groom, 1928, dora simpson, dora walker, st peter chapel, harry simpson, lhlg, flinders street, harold priestley simpson, valentine's day, amy dora walker, ladies harbour lights guild, mr and mrs a.w. walker, malvern, manning road, reverend j.r weller, molly walker, ella kendall, david simpson

A cap liner helps to seal the contents in a container to avoid spoiling and leakage. This cap liner was recovered from the Falls of Halladale shipwreck. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. The Falls of Halladale shipwreck is listed on the Victorian Heritage (No. S255). She was one of the last ships to sail the Trade Routes from Europe and the Americas. Also of significance is that the vessel was one of the first ships to have fore and aft lifting bridges as a significant safety feature still in use on modern vessels today. The subject model is an example of an International Cargo Ship used during the 19th and early 20th centuries to transport goods around the world and representing aspects of Victoria’s shipping industry. Glass cap liner, moulded disc with indented ring on the underside and a grip on top. Encrustation on surface. Glass has imperfection's and surface has a small amount of encrustations. Recovered from Falls of Halladale wreck. flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, cap liner, russell & co., falls of halladale, ship wreck, glass liner, glass seal

A cap liner is an item that helps to seal the contents in a container to avoid the product leaking and sspoiling. This cap liner was recovered from the Falls of Halladale shipwreck. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. 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).Glass cap liner, milky-blue moulded disc with indented ring and swirly marks in the glass surface. Recovered from Falls of Halladale wreck. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, cap liner, russell & co., glass liner, glass seal

A cap liner is an item that helps to seal the contents in a container to avoid spoiling and leakage. This cap liner was recovered from the Falls of Halladale shipwreck. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. 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).Glass cap liner, moulded disc opaque aqua colour, with indented ring and gripping bumps on the top. Paper sticker attached, has inscription. Recovered from Falls of Halladale wreck. "F/16"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, cap liner, russell & co., glass liner, glass seal

A cap liner is an item that helps to seal the contents in a container to avoid leakage and spoiling. This cap liner was recovered from the Falls of Halladale shipwreck. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. 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).Glass cap liner, moulded disc with indented ring and finger grip on the top. Recovered from Falls of Halladale wreck. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, cap liner, russell & co., glass liner, glass seal

A cap liner is an item that helps to seal the contents in a container to avoid spoiling the contents. This cap liner was recovered from the Falls of Halladale shipwreck. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. 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).Glass cap liner; opaque greyish glass moulded disc with indented ring. Glass has bubble mark.Recovered from Falls of Halladale wreck. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, cap liner, russell & co., glass liner, glass seal

A cap liner is an item that helps to seal the contents in a container to avoid spoiling the contents. This cap liner was recovered from the Falls of Halladale shipwreck. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. 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).Glass cap liner, green opaque moulded disc with indented ring and two pontil marks. Inscription on the top (undecipherable). Recovered from Falls of Halladale wreck. Embossed inscription (indecipherable)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, cap liner, falls of halladale, russell & co., glass liner, glass seal

This clock face was recovered from the wreck of the Falls of Halladale. There were twenty boxes of clocks carried on the ship as cargo, destined for the ports of Melbourne and Sydney. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, 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 during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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 in stormy conditions. Twenty cases of clocks were carried amongst the cargo of the Falls of Halladale, an example of the need for people in the early 20th century to have easy access to the current time. The Falls of Halladale shipwreck is listed on the Victorian Heritage (No. S255). She was one of the last ships to sail the Trade Routes from Europe and the Americas. Also of significance is that the vessel was one of the first ships to have fore and aft lifting bridges as a significant safety feature still in use on modern vessels today. The subject model is an example of an International Cargo Ship used during the 19th and early 20th centuries to transport goods around the world and represents aspects of Victoria’s shipping industry. Section of a clock frame, brass, with drilled holes and cutout shapes and an arched base. It was recovered from the wreck of the Falls of Halladale. flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, clock frame, russell & co., falls of halladale wreck, artifact, clock part, time keeper

This brass porthole frame was one of the ship's fittings recovered from the wreck of the sailing ship Falls of Halladale. "Falls of Halladale" (1886 to 1908) The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, benzene, and many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company was founded between 1870- 1873 as a partnership between Joseph Russell, Anderson Rodger, and William Todd Lithgow. During 1882-92 Russell & Co. standardised designs sped up their building process so much that they could build 271 ships during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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. Previously, 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 in stormy conditions.This artefact is important as it is an example of the materials and design of late-19th century ship’s equipment. The object is also significant for its association with the historic sailing ship Falls of Halladale, wrecked in local waters in the early 20th century. The clipper ship Falls of Halladale shipwreck is of historical significance and is listed on the Victorian Heritage Register, No. S255. She was one of the last ships to sail the Trade Routes. She was one of the first vessels to have fore and aft lifting bridges. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act 1976. The vessel is an example of an International Cargo Ship's remains and represents aspects of Victoria’s shipping industry. Porthole frame and porthole, brass; the glass missing, recovered from the wreck of the Falls of Halladale. One screw dog intact. There are nine bolt holes in the frame. The frame has been restored.flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, shipwreck coast, falls of halladale, shipwreck, peterborough, 1908 shipwreck, russell & co., greenock, wright breakenridge & co. glasgow, clipper ship, porthole, porthole frame, ship’s fitting, brass porthole, reconditioned porthole

The Bronze Medal and Certificate of Merit of the Royal Humane Society of Australasia were awarded to James Patten for the bravery he displayed on 18th April 1890, and presented to him on 21st May 1890. The Royal Humane Society of Australasia was founded in 1874 with the aim to recognise those who risked their lives to save others and to assist those whose acts of bravery caused them or their surviving dependants to be disadvantaged in some way. Details of the incident were published in the Argus, Saturday 19 April 1890, page 11 - "FATAL BOATING ACCIDENT, (BY TELEGRAPH FROM OUR CORRESPONDENT.), WARRNAMBOOL, FRIDAY A fatal boating disaster occurred in Lady Bay this morning, the victim being Joseph Lowe, licensee of the Bay View Hotel, South Warrnambool. The deceased, in company with two lads named James Ferrier and James Patten, went out in a small dingy to shoot musk ducks. The water was perfectly smooth, and the party were tempted to proceed as far as the mouth of the Hopkins River. In their eagerness they neglected to keep clear of the breakers, and were presently carried in on the crest of a large wave, and the boat cap sized within a cable's length of the shore, precipitating the occupants into the water. Patten and Lowe stuck to the overturned boat, Ferrier striking out for the shore, which he reached in an exhausted state. In the meantime his companions had been washed off the boat, and were struggling in the breakers. Lowe was unable to swim, and Patten kept him afloat, at the same time making gallant attempts to get him ashore, but finally had to leave him to his fate. Ferrier, seeing Lowe's danger, undressed and swam out, but became exhausted. Ferrier and Patten were both found in a fainting condition by persons who saw the catastrophe from the jetty, and ran along the beach to render assistance. Attempts were subsequently made to rescue Lowe's body, which could be seen washing abort in the surf. These proved unsuccessful, and no hope is now entertained of recovering it. Lowe was a smart young man, 28 years of age, and unmarried. He was formerly bar-man at the Commercial Hotel here, having been engaged in Melbourne ..." This medal recognises the bravery of James Patten, a local citizen who risked his life to save the life of his friend Joseph Lowe whilst at sea and was recognised for this act by the Royal Humane Society of Australasia.Medal awarded to James Patten by the Royal Humane Society of Australasia for his bravery on18 April 1890 and presented to him on 21 May 1890. Bronze medal in hard black rectangular case. Lid and base have centre hinge and brass spring button catch. Case is padded and lined with blue silk and has a fitted hook. The round medal has a bronze bar with pin closure, dark blue, braided ribbon with brass swivel mount. The case has a gold embossed rectangular border on the lid and base. Embossed inscription on lid. The obverse shows a woman on the left in long robe placing a wreath on the head of a kneeling man at right, with the five stars of the Southern Cross constellation above his head. A motto is inscribed around the edge. The reverse has inscriptions around the edge, a wreath of two overlapping olive branches, and engraved text.OBVERSE: Embossed around "VIRTUTE PARATUM" REVERSE: Embossed on the medal around the edge "ROYAL HUMANE SOCIETY OF AUSTRALASIA INSTD. A.D. 1874", in the centre "AWARDED TO" Engraved in the centre "James Patten/ 18th April / 1890" CASE LID: "PRESENTED BY / THE ROYAL HUMANE SOCIETY / OF AUSTRALASIA / TO / JAS. PATTEN. / 21ST MAY 1890."flagstaff hill, warrnambool, flagstaff-hill, maritime museum, maritime village, shipwreck-coast, flagstaff hill maritime museum & village, bronze medal 1890, royal humane society of australasia, james patten, medal, australian award medal, commemorative medal, numismatics, life saving, lifesaving, rescue, bravery, drowning, joseph lowe, james ferrier, lady bay, hopkins river, boating accident, certificate of merit, north eastern bight

This restored porthole frame was recovered from the wreck of the Falls of Halladale at Peterborough Victoria. The Falls of Halladale- The ship was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, benzene, and many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. 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 Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company was founded between 1870- 1873 as a partnership between Joseph Russell, Anderson Rodger, and William Todd Lithgow. During 1882-92 Russell & Co. standardised designs sped up their building process so much that they could build 271 ships during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was 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. Previously, 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 in stormy conditions. This artefact is important as it is an example of the materials and design of late-19th century ship’s rigging equipment. The object is also significant for its association with the historic sailing ship Falls of Halladale, wrecked in local waters in the early 20th century. The clipper ship Falls of Halladale shipwreck is of historical significance and is listed on the Victorian Heritage Register, No. S255. She was one of the last ships to sail the Trade Routes. She was one of the first vessels to have fore and aft lifting bridges. The vessel is an example of an International Cargo Ship's remains and represents aspects of Victoria’s shipping industry. Porthole frame; cast brass circular frame with several fixing holes, and hinged frame for holding the glass window. The frame has two screw dogs and a solid hinge. The porthole frame has been recondition and the layer of concretion has been removed. The porthole frame was recovered from the wrecked FALLS OF HALLADALE.flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, falls of halladale, shippwreck, shipwreck artefact, porthole, pprthole frame, ship's window, ship construction, shipwreck, peterborough, 1908 shipwreck, peterborough shipwreck, russell & co., greenock, wright breakenridge & co. glasgow, clipper ship

BENWERRIN COAL COMPANY SKIP This quarter ton coal truck or skip was used at a small mine situated at Benwerrin near Deans Marsh in Victoria’s Otway Ranges. The mine first opened in 1899 and closed in 1904. With the fuel shortages due to World War 2, the Benwerrin Coal Company reopened the mine in 1941. The coal was loaded into skips and winched out of Box’s Creek valley on a narrow gauge incline to a loading point that was close to the Deans Marsh-Lorne Road. It was then taken by road to the Deans Marsh Railway station. The average gradient of the tramway was 1 in 4 over a length of just under 500 metres (1600 feet). The gauge of the tramway has often been referred to as 375mm (or 15 inches) as shown on the map opposite taken from “Sawdust and Steam”. However, actual measurements of the wheels show the gauge to be 400mm (or 16 inches), which is quite unusual as is the small size of the skip itself. The mine produced up to 30 tonnes of brown coal each week until it closed in 1949 and the incline tramway and its skips were abandoned. Preservation of this coal truck came as a result of interest by the Tramway Museum Society of Victoria (TMSV) in the Barlow or Box type rails that it ran on. These rails had originally come from the Beaumaris Horse Tramway and were obtained by the Benwerrin Coal Company from Hayden Bros’ abandoned timber tramway at nearby Barwon Downs. Members of the TMSV visited the mine in the 1960s only to find that most of the tramway had recently been recovered for scrap. There remained a significant number of relics around the mine adits including most of the skips. One of these remained in good condition and it was recovered for preservation in May 1967. It was restored but never displayed and a second restoration took place by the author over 2012/13 so that it could be placed in the Menzies Creek Museum where it was delivered in February 2013. Little remains of the mine today with trestles and sleepers destroyed in the “Ash Wednesday” Bushfires in 1983. References: Houghton, N (1975), Sawdust and Steam, Light Railway Research Society of Australia. Historic - Industrial Narrow Gauge Railway - Benwerrin Coal Company , Benwerrin , Victoria, AustraliaCoal Skip - made of Iron sheet and wrought iron frame & wheelsB,C.Co Melbournepuffing billy, coal skip, benwerrin coal company, narrow gauge

Decimal currency was spectacularly introduced in an overnight overthrow on 14 February 1966, but it took another 8 years before metrication finally arrived in the forest and timber industry. Eventually, the measurement of logs and sawn timber changed from imperial, and excruciating, measures such as super feet of sawn timber, billets and cunits (100 cubic feet) of stacked pulpwood and hoppus log volumes to simpler cubic metres. Measuring firewood was a particular nightmare. For example, there were standard chords, stove cords, kitchen cords, running cords, face cords, thrown chords, fencing cords, country cords, long cords, raummeter or steres (1m x 1m x 1m). A standard cord of firewood had a volume of 128 cubic feet, measured as a pile 8 feet long, 4 feet high and 4 feet wide (3.624 m3). And how about this for confusing…. in Victoria, an imperial or long ton (by measure) of green firewood was a stack 5 feet long billets (2 axelengths at 2′ 6″ each), one axelength high (2′ 6″) and two axelengths long (5 feet) equalling 62.5 cubic feet. For added befuddlement, there were three different sorts of tons: Imperial tons or long tons, American short tons and metric tonnes (spelled with two n’s). Not forgetting that a cubic imperial ton of firewood (40 cubic feet) which equalled 1.133 cubic metre. The metrication process began in 1974 and was completed by 1976 but the transition was not without its challenges along the supply chain for foresters, overseers, logging contractors, sawmillers, hardware stores and builders alike. Timber lengths changed from feet to metres but were still sold in multiples of one foot or 0.3 m (1.8, 2.1, 2.4, 2.7 etc) whereas a menacing lump of 4-Bee-2 transformed into a rather less colourful 100mm by 50mm. Measurement and calculations of area also became so much easier in hectares rather than complicated acres, roods and perches. The Forest Metriverter slide-rule was issued by the Forestry and Timber Bureau to make metric conversions easier.Forest MetriverterRoss Pennyforest measurement

Wool picking machine designed to separate locks of wool before it is carded and spun. The picker opens the wool’s locks which makes it easier to send the fleece through a carding machine. It does this by teasing the fibres (which can also be done by hand just by pulling the lock structure apart), but a picker does this in bulk and much quicker than what can be done by hand. It is possible to spin fibres directly after the picking stage; however, it is usually more desirable to card and blend them with other fibres. Typically, at a textile mill, a picking machine can separate enough lengths of fibre for a full day’s work after just a single hour. It will also help to remove any vegetation matter or other any unwanted elements that may be present in the wool. The quality of the casting on this machine suggest that it was made locally, either in Australia or New Zealand. Mike Leggett, the donor of the machine, acquired it from New Zealand where the seller said it had been used by his father to pick wool to make hand stuffed horse saddles. Mike attempted to used it a couple of times to pick alpaca hair, but the speed of the attached motor caused damage to the fibres. The motor is thought to be an added attachment, sometime around the 1960s judging by its age, while the machine itself is thought to be dated around the 1920s. The machine works by inserting wool through the rollers. Initially there was a conveyor belt feeder system which was powered by the handle on the side. This conveyor belt has been removed however, most likely due to age and deterioration. Wool is now fed through the initial teeth and is met by a spiked rotating drum which works to separate the fibres. The separated fibres would then complete a loop of the drum before being dispatched somewhere below, around where the motor presently sits, at a rapid rate of speed. Typically this wool will be collected in a closet or large catchment area, as can be seen from the 8:47 minute marker in the linked video (link - https://www.youtube.com/watch?v=kMjx-t3tH3A). It is not apparent how the wool is collected with this machine. Red and green machine with four green legs currently attached to a wooden pallet with wheels for easy movement. The green legs lead up to a red central circular barrel from which many attachments are present. Also present on the wooden pallet is a small black motor which is attached by a rubber belt to the central drum inside the red barrel. The belt spins the wooden drum via a dark red circular plate attached to the side of the drum. On the other side of the red barrel, a green handle extends for turning the picker’s conveyor belt feeder system. Two green walls extend forward from the central red barrel, guarding either side of where the conveyor belt would have been. At the start of these walls is a wooden cylinder, which the conveyor belt would have wrapped around, followed by two interlocking gears which rotate and accept the fed wool. The red roof extends over the central cylinder from here, securing the wool inside and protecting hands from the heavily spiked internal wooden cylinder which rotates and separates (picks) the wool. Extending over the top of this red roof is a green handle which reaches to the back of the machine (not pictured). Here it accepts a weight to ensure pressure is always present for the initial feeder interlocked gear teeth. There are two large gear cogs on the rubber belt side of the machine and 3 small gear cogs on the handle side of the machine, all coloured green. A green handle is also present at the rear of the machine, below the location from which the weight is hanging. A power cable extends from the motor and there are two adjustable metal rods on the top of the machine, the purpose of these rods is presently unknown. Black texter. On top of drum. Wording: HG3707 Wording. Imprint: BRACEWIND BLYN On motor. Wording AEIwool picking, textile manufacturing, wool processing

This overcoat was designed and tailored by Dominex, a company that sold clothing in high end department stores such as Myer and David Jones in the 1940s through to the 2000s. As pictured in the accompanying advertising, Dominex looked to produce clothes for women to “casually, confidently wear … the exquisite styling and superb tailoring of… Dominex Coats”. This sentiment was carried by the company for more than 60 years. Amanda Morgan, a director of the Dominex fashion label in an interview from 2003 said “Not everybody wants sass, or sex, or high fashion for that matter. Au contraire. Our customers will be stylish, sophisticated and womanly, but we don’t do shoestring straps or asymmetrical lines." Dominex was a label specialising in exceptional quality "traditional" dressing for corporate wear. Their clothes looked to provide women with a return to the tried and true values of elegant, unpretentious, classic dressing. "Our look is European-influenced," Morgan explained further. "Inspired by Armani, Valentino, Chanel and Escada. Suits have been specially dyed in France to ensure the perfect shade of ice blue, lemon, grey, or slate. Fabrics are natural, silk and linen. Shapes are stylish, with an almost 1930s feel; classic pants, silk shirts, structured overcoats with elegant-length” Returning to this overcoat, it has a label on the inside which reads “Pure Wool Material by Godfrey Hirst of Geelong”. Nowadays Godfrey Hirst produce flooring products and are the largest manufacturer and exporter of residential and commercial carpets in Australasia. They have expanded into hard flooring and left their fashion days behind. This overcoat serves as a useful example of a different time for the company; before they made the change to concentrating exclusively on flooring, when they produced fabrics to be tailored for the height of Australian fashion. This overcoat was purchased and worn by Joan Waller, aunty of the donor, Kim Rosenow. Kim said her aunty was from Ballarat but frequently shopped in Melbourne to keep up with the latest trends. Her aunty Joan fitted the target demographic of Dominex well, as she needed to look sophisticated and elegant at social events and work. Kim donated the overcoat to the National Wool Museum in 2021. Green singled breasted overcoat with a narrow overlap and one column of buttons for fastening. The overcoat features notched lapels of a medium width and two large buttons of a green & dark green marble. The overcoat has two semi-visible jetted pockets at the hips. Internally, the overcoat features a black silk lining for comfort. It also features a stitched patch on the left side of the opening which reads “Pure Wool Material by Godfrey Hirst of Geelong”. At the collar, another patch reads “Dominex REGD”. At the cuffs, the overcoat finishes in a type of gauntlet cuff which stretches back over 200mm. The decorative finish utilises no buttons and has thick piping to accentuate this design feature. The overcoat finishes with a simple invisible hem at the bottom.Wording, gold. Patch stitched at collar: “DomineX / REGD.” Wording, black. Patch stitched at left off opening: “PURE WOOL MATERIAL BY / Godfrey Hirst / OF GEELONG”dominex, fashion, women's corporate wear, godfrey hirst, overcoat, wool clothing

Photos/postcards are addressed with much affection to "Thel". 1. B & W portrait of soldier with peaked cap. Aust Rising Sun is on the cap and he is wearing a great coat. He has a moustache. 2. B & W studio portrait of soldier seated. He has his slouch hat folded down with the chin strap on. He has a triangle colour patch on right shoulder, He is wearing leather leggings. 3. B & W portrait of Jack Parsons in a type of Arabic costume. Tents in background. On rear it states "Middle East - Jack Parsons 1940." The moustache has gone. 4. B & W full length portrait. Jack Parsons in uniform with an Arabic style head-dress. Tents in background. 5. Seated portrait of Jack Parsons in uniform. He has a peaked cap, jersey and an MP armband. 6. B & W photo of soldier standing beside a vehicle which has the bonnet up. On the rear is written 25/11/40 to Thel from Jack. Palestine. 7. B & W portrait of soldier standing at ease. He has a peaked cap. Uniform shorts, long socks & shoes. He is wearing a pistol holster on his left hip. On the the back is written "Jack Parsons, Middle East 1940," 8. B & W photo of Jack Parsons in civilian attire, dark shirt & tie. A jacket with light trim. Light coloured trousers. No moustache. On the rear is written "Jack Parsons, Bankstown". 2. The green ink has run. From " Alexandria - Egypt."photos, ww2

Full length sleeveless dress of dark blue fabric with light blue all over embossed floral pattern. Front of bodice made from one piece with two darts from the waist. Back same as above. Square neckline formed by pleated section of fabric (upward facing knife pleats) across the front. The pleating continues on the shoulder panels at the front. 13cm wide at shoulders. The shoulder pieces continue to attach at the back bodice but widen to form a rounded collar effect on either side. At centre back where collar joins, a folded piece of fabric is attached to form two tails of a bow falling past the waist (39cm). A decorative metal clasp with three rows of diamantes is attached at the top of the bow, 7cm below the neckline. On the front bodice there are two decorative rows of diamantes below the shoulders where the shoulder piece joins the pleated section across the front. Front and back bodice dip slightly at centre. Side opening on LHS with 36cm metal zipper from armhole. Hook and eye at top. Fabric piping around waistline front and back. Skirt made of four pieces. Centre and side seams. Gathered into waist (bodice) with series of small pleats random (uneven) knife and box flat seams. Large stitches visible on front of bodice where pleated section is visible. 2cm wide strips of elastic hand stitched inside each shoulder section, attaching front and backs of bodice. Check collar attached.costume, female evening, dress

Cream silk satin bodice, with a high round neckline, finished with a seven cm deep, cream lace, boned, mandarin stand up collar - five bones-(one missing) to support the collar. Nine 16cm bones support the shaping of the tapered firmly fitted waist. A ten cm deep yoke at front and back shoulders. Below the yoke is a panel of eleven cm long pintucks right across the front, and on either side of the back. Centre front gathers into a cotton tape band at the waistline. Below the neckline of the centre front, is a panel ten cm deep of cotton lace, then a 13cm deep fine silk, gathered frill, edged with a reinforced silk ruffle. The centre back opening has a double placket, each fastening with alternate hook and eye,hook on either side of opening. Two large hooks facilitate a joining with a skirt.The three quarter length satin sleeves, are a bell shape, and gather into a cream net, eight cm deep band, which fastens with two metal hooks and hand made loops. Over the net is a double frill, 13 cm deep, and edged with a reinforced silk ruffle, as in the centre front panel. This bishop-type sleeve has five X 12cm long pintucks at the shoulderline. A ten cm long row of a feather stitch type of hand embroidery on either side of front bodice-one each side of the gathered centre front panel. Bodice is fully lined with polished cotton.costume, female, cream silk-satin long sleeved bodice

Yields information about the track maintenance activities of the track gang in Ballarat, the work they did, notes, names and other information.Collins Australian Diary, 1961, No. 324 printed by Collins Bros, pattered dark red cover with green cloth binding on cover, card covers, sewn sections with ruled sheets providing a diary for 1961, one week per double page. Has "useful information" sheets at from the diary. Used by the SEC Ballarat track gang to record their daily work, leave, welding, track cleaning, truck driver etc In the section for Telephone numbers is a list of Track gang and addresses for 1961. H. Dowie E. Lakey C. Edwards H. Lancaster G. McQuinn E. Fish W. Holder L. Marks D. Wiseman H. Platt H Groves notes relieving manager - Mr. Crawford See also Memoranda sheets for another list of names and addresses and notes on materials used, costs, scrubber use and hours, and length of track Cash account sheets for April - September - weekly hours of workers. Loose contents 1. - Inside front cover - front cover of SEC news paper - 16/8/1962. 2 - 19/6/1961 - photograph dated on rear March 1962, of two men holding up large fish in a lake. 3 - 7/8/1961 - SEC receipt for N.McVitty - for jury fees 4 - 9/10/1961 - Medical Certificate for Doug Wiseman 5 - start of memoranda notes - two sheets of notes 6 - 2nd last page - sketch showing dimensions and levels - no locations tram, trams, sec, ballarat, depot, trackwork, rails, scrubber tram

Yields information about the track maintenance activities of the track gang in Ballarat, the work they did, notes, names and other information.Collins Australian Diary, 1962, No. 324 printed by Collins Bros, pattered dark red cover with green cloth binding on cover, card covers, sewn sections with ruled sheets providing a diary for 1962, one week per double page. Has "useful information" sheets at from the diary. Used by the SEC Ballarat track gang to record their daily work, leave, welding, track cleaning, truck driver etc In the Memoranda section (last two pages), list of names and addresses of track gang and notes on materials used, costs, scrubber use and hours, and length of track. Has notes when some finished on the track gang - elsewhere within the SEC? Grove Platt Lancaster Wiseman Lakey Edwards Dowie Marks Fish Eames Smith Loose contents 1. - Inside front cover - 12 green and pink "Workshop Requisition" requesting work by the track gang outside the direct tramway area, eg Ballarat B station and one handwritten note. 2.- Telephone numbers - a receipt made out to E. Fish for jury duties fees. 3 - 19/3/1962 - printed card from the Municipal Officers Assoc (SECOA) for a general meeting at Electra Hall on 7/12. 4 - April Cash account - note re requirement for tip truck to pick up materials. 5 - Inside last sheets - medical certificate for H. Dowie, dated 10/7/1962. tram, trams, sec, ballarat, depot, trackwork, rails, scrubber tram

Single page document. Crown at top. Titled INVESTITURE AT GOVERNMENT HOUSE, MELBOURNE NOTES FOR GUIDANCE Recipients may be accompanied by three relatives of friends. Because of the nature and length of the ceremony, it is not considered a suitable occasion for children under the age of six. Due to the large number of recipients on this occasion, it will not be possible for requests for additional guests to be met. Recipients and their guests will gain access to Government House by presenting their Entrée Cards at the Main Gate and on entering the Ballroom. Car parking space is available within the grounds. A ramp for wheel chair access is adjacent to the Ballroom Entrance. Recipients using wheelchairs are requested to advise us accordingly. Recipients and those accompanying them should arrive at the Ballroom Entrance of Government House at 10.00a.m. The dress for recipients is uniform, where appropriate, or lounge suit/day dress. Service personnel should consult their respective headquarters on dress. (Medals are not to be worn). Relatives and friends are requested to remain seated and not to applaud until the end of the ceremony. Recipients will be directed to the State Dining Room where they will remain until they receive their award from the Governor in the Ballroom. We suggest that personal items (bags, coats, etc) be left with a family member or left with a member of staff in the cloak room at the entrance to the Ballroom. Private photographs and videos may not be taken during the ceremony, but are permitted at other times. The media and an Official Photographer will be present on this occasion. Contact details for the Official Photographer will be included in the Investiture Booklet available on the day. At the conclusion of the Investiture, recipients and their guests are invited to join the Governor and Mrs Chernov for refreshments in the State Apartments. The function will conclude at approximately 1.00 pm. ***person, individual, peter ellis oam

Each Ward in the Melbourne District Nursing Society After-Care Hospital, at 45 Victoria Parade, Collingwood, had a Sun Room which was well lit by its many windows. This digital image is taken in one of the Sun Rooms and shows the type of hospital beds, furniture and the uniforms worn by Sisters and nurses in the 1930s.Melbourne District Nursing society opened the After-Care Home, situated at 39 Victoria Parade Collingwood in 1926 following a public appeal for funds. The name changed from 'Home' to 'Hospital' in 1934. The After-Care Home was originally established to provide nurse-managed convalescent care to poor and underprivileged people who could not look after themselves at home due to illness or on release from hospital. Opening in 1926, at a cost of £27,000, the home included maternity, children’s and adult wards as well as accommodation for Matron, twelve nurses and four domestic staff. In 1930 an ante-natal clinic was opened at the home. During 1934 the Women’s Welfare Clinic including, at the time, a very controversial Family Planning Clinic, the first of its kind in Australia, was opened to support women at risk following multiple and difficult pregnancies. Major extensions occurred in 1936. Each Ward in the After-Care Hospital at 45 Victoria Parade, Collingwood, had a Sun Room which was well lit by its many windows. Several donors gave money to furnish some of the Wards. Following Government intervention, the After-Care Hospital was separated from the Melbourne District Nursing Society in 1957. The District division of Melbourne District Nursing Society became the Melbourne District Nursing Service and moved to 452 St Kilda Road; later, in 1966, with Royal patronage this became Royal District Nursing Service (RDNS). The After-care hospital continued to operate at the same address in Collingwood until 1985 when it became the Melbourne Geriatric Centre. This digital Image shows six men patients and nursing staff in a Sun Room in the Melbourne District Nursing Society After-Care Hospital. In the left foreground is a low bedside cupboard, beside it is a man with short dark hair lying in an iron framed hospital bed with a white cover pulled up to his shoulders. A Sister, who is looking at the camera, is wearing a grey uniform with a white collar, and a white veil over her short dark hair; she is standing behind, and at the head of the bed with her right hand holding the vertical bar of the bed frame. Behind her is an open door and then a nurse wearing a long white apron over her grey long sleeved uniform; she has a white cap over her shoulder length dark hair and is looking at the camera. Both of her hands are resting on an empty cane chair. Next along is a man with a bandage wrapped around his head and over his left eye. He is wearing dark clothing and is sitting on a padded cane chair, as are the rest of the men in the room. To the rear, in front of four long windows, are another two men, one on the left has short white hair and is wearing light clothing, and to his right is a man with short dark hair and is wearing a dark dressing gown over light colour pyjamas. On his right is a large vase of flowers on a tall white stand. On the right hand side of the photograph are another two men with short dark hair and wearing dressing gowns; part of a wall with windows can be seen behind them.mdns, after- care hospital, melbourne district nursing society, rdns, royal district nursing service

The 'Melbourne District Nursing Society After Care Home' was built by MDNS in 1926 and the name changed from 'Care' to 'Hospital' in 1934. It was located at 45 Victoria Parade, Collingwood. This photograph is taken three years after Miss Dorothy Tupper was appointed Matron of the District Nursing Division of the Society in 1941. The Sisters in this Division worked in the community giving nursing care to people in their own homes.From its foundation in 1885 the Melbourne District Nursing Society (MDNS, were instrumental in giving care to their patients, and to assist them if they had financial problems or resided in poor living conditions. Miss Dorothy Tupper, who as a Trained nurse, had undertaken a course in hospital housekeeping at London Prince of Wales Hospital, was contacted by MDNS in 1939 and, possessing both business and humanitarian qualities, was asked to organize their newly established Social Service Department. As the MDNS Social Service Sister, she assessed the living conditions in patient's homes. She continued in this role until being appointed Matron of the Society's District Nursing division in 1941. Matron Dorothy Tupper announced her retirement in December 1962. As Matron for 22 years she played a major role in the employment and management of an ever increasing nursing workforce as well as help oversee the expansion of the service. Matron Tupper was known for her keen sense of duty, her high professional standards and never-failing concern for patients. The photograph was taken by Sun Newspaper photographer and appeared in an article about the MDNS in September 1944Black and white photograph showing Melbourne District Nursing Society (MDNS) Matron, Dorothy Tupper, standing side on, and to the left, of three District Trained nurses (Sisters) who are seated in the grounds of the After-Care Hospital. Matron Tupper is wearing a light coloured uniform which has a belt and a centre box pleat on the lower part of the skirt; a grey brimmed hat with a darker grey hat band sits over her short dark hair. She is looking down at the first Sister on the seat who is looking up at her. The Sisters at either end of the seat are wearing dark grey double breasted coats with lapels; the collars of their light colour uniforms can be seen. Both are wearing grey brimmed hats over their short dark hair. The Sister at the far end is wearing glasses and the Sister near Matron Tupper is holding a book. The centre Sister has shoulder length dark hair and is wearing a light coloured long sleeve uniform. She is also holding a book. Both these Sisters are looking toward Matron Tupper. The seat is made of wood and is against the concrete veranda of the building behind. Scrolled metal lace work is directly behind them with a round thin concrete post to the left of Matron Tupper and the other end of the lace work is fixed to the concrete square corner columns. One turns to the right and the concrete wall of the veranda attached can be seen running in front of part of the brick wall of the building.after- care hospital, melbourne district nursing society, mdns, nurses, matron, mdns social service department, rdns, royal district nursing service, matron dorothy tupper

Miss Evans is the Director of Nursing of Royal District Nursing Service (RDNS). She and the group of RDNS Sisters are standing on the staircase inside RDNS Headquarters, 452 St. Kilda Road, Melbourne.The photograph on the right rear is of a full view of 452. They are wearing the new winter uniform of a blue/grey skivvie worn under a V neck tunic style herringbone winter material dress with the RDNS insignia on the upper left. Their beret style hats are made of the same herringbone material. Miss Evans is wearing her uniform of a grey blouse, and a skirt and long jacket made of the blue/grey herringbone winter material.From its earliest years when Melbourne District Nursing Society (MDNS) began to wear uniforms the chosen colour was grey, though the style changed throughout the years as fashions changed from the late 1800s through to the 1970s. Their Trained nurses (Nurses) firstly wore long grey frocks, and later a white collar, cuffs and white belt was added, and on their heads they wore a white cap with a long white tail hanging from the centre back. When bicycles were introduced in 1903 the headgear changed to a white pith helmet adorned with a red Maltese cross in the centre front. This was held on with a veil going over the hat and tied under the chin. Over the years there were complaints that the veils became wet in the rain and they asked for a change of uniform, but this did not happen until 1921. Twelve years later the Trained nurses (Sisters) complained their skirts became wet when riding their bicycles in the rain and asked, when raining, to be able to wear breeches and gaiters. This was granted provided they wore aprons when attending patients. It was not long before the uniform changed to a shorter length grey frock, red cardigan, grey coat and grey brimmed hat; later changed to a peaked grey hat. In 1966 MDNS were granted Royal patronage. Now as Royal District Nursing Service (RDNS), Sisters Liz Thomson and Bev Armstrong, in 1971, designed a new uniform and the colour was changed. By 1972 the Sisters were wearing the new winter uniform of a blue/grey skivvie under a V neck tunic style frock made of blue/grey herringbone winter material with the RDNS insignia on the upper left, and a beret style hat of the same material. In summer the uniform became a royal blue V neck tunic style frock, with the RDNS insignia on the upper left, worn over a short sleeve white blouse. A royal blue peaked hat with the RDNS insignia in the centre front was worn at first and then only worn on official occasions. This uniform was worn until changed to a corporate style in the mid 1980s,Black and white photograph showing Royal District Nursing Service (RDNS) Miss Mary Evans amid a group of RDNS Sisters standing down the steps of an internal staircase. They are wearing their new winter RDNS uniforms of a light grey skivvy under a V neck tunic style grey frock with the RDNS insignia on the upper left, and a beret style hat of the same material. Sisters from top to bottom:- P. Rowley, who is wearing glasses and has short dark hair, next down is F. Hoey, who has short dark hair and then in pairs L-R A. Tyler, wearing glasses and with dark curled hair and B. Watson, who has shoulder length blonde curled hair. Next down is B. McDonald with short dark hair and J. Peter, with curly dark hair. Next down is Miss Evans, who has short curled hair, On the next step down is V. Sheehan, who has short wavy blonde hair, down further is M. Gawith, who has short dark hair and is wearing below the knee black boots. and in front is M. Lambert who has short dark hair and has her hospital badge attached under the centre neck of her skivvy. The staircase has dark wooden turned balustrades topped with a matching curved handrail and below this is white woodwork. In the rear of the photograph part of a stained glass window can be seen and on the right is part of a large photograph. Photographer stamp. Quote No. LA 4melbourne district nursing society, mdns, royal district nursing service, rdns, rdns uniform, miss mary evans, sister pat (paddy) rowley, sister fonce hoey, sister a. tyler, sister barbara watson, sister betty mcdonald, sister judy peter, sister mary gawith, sister v. sheehan, sister m. lambert

The Fred Rochow Railways Collection incorporates photos related to the operation of the Wodonga Railway Station including different types of trains and railways staff C. 1930 – 1990. It was donated to the Wodonga Historical Society by Fred Rochow, a railwayman who spent many years based in Wodonga. He joined the Victorian Railways on 17th June l947 and retired in 1988. For some time, he was a member of the Australian Federated Union of Locomotive Enginemen and served a term as a member of the Trades Hall Council. He had an extensive knowledge of the struggles that took place to achieve better conditions for railway workers. Fred worked for many years as a fireman and then worked his way up the ranks to driver, experiencing many changes from the days of steam locomotives through to diesel trains, locomotives and even the modern XPT train. He worked throughout Victoria at different stages of his career, with his final working years focused on the northeast of Victoria and the Albury to Melbourne line. After his retirement, Fred continued to share his love of steam miniature trains with the community.This collection has local and statewide significance as it captures images of trains, locomotives and personnel who operated the railway services in Wodonga and throughout Northeast Victoria. The railways played a critical role in opening up Victoria and connecting Australia for trade, business, social communication and transport.Driver George Sandford on Locomotive K153 George joined Victoria Railways on 4th June 951. He started cleaning at Seymour on 21 February 1955. George passed his Driver qualification on 18 May 1960. He was based at Cressy from 1966 to 1968 followed by Wodonga from 1966 to 1982. K Class Locomotives - One of VR's most successful classes of loco they were built over a 24 year period. A general purpose, light lines loco the K class had a very long career in all sorts of service from branch line passenger and goods work to pilot and banker duties and roadside mainline service. The K class is credited with working virtually every line in the VR system and hauling almost every kind of train. The majority of the class lasted into the 60's. K153 entered service on 9 September 1940, initially allocated to the Benalla locomotive Depot It is now owned by VicTrack and managed by Steamrail Victoria. When in Melbourne, it is regularly used on suburban shuttles and on day tours to Geelong and similar-length trips. At various stages it has been withdrawn from service for preservation work. Throughout its preservation career (starting from 1974), the engine has been painted all-over black with some details picked out in white or yellow (such as handrails and the staff exchanger horn, welded in the raised position) to meet modern safety standards. It most recently returned to service in 2003.railways wodonga, fred rochow, wodonga railwaymen, george sandford, locomotive k153

This gown dated to c. 1910-1910Long sleeved full length dressing gown of cream coloured satin. Front opening with three passementerie buttons at centre front with fabric ties at waist (60cm). Ties split into two parts at halfway point Each tie is tied at the end with a thin cord and finished with two tassels with cord covered beads. Garment, including long sleeves, is fully lined with cream coloured satin with decorative stitching pattern.Rounded neckline at back with stand up collar (5cm) decorated with lace. Lace fabric panel across shoulders at front and back. Both sides of front opening have a border (7cm) from shoulder to hem. Neckline dips to V shape above waist. Panels decorated with piping. Front panels lined with cream coloured embroidered lace netting to top button. A different patterned lace lines the top part of the opening panels and extends across the neckline at the back.Two hanging loops attached inside shoulders at top of sleeves. Long sleeves of cream coloured lace fabric with double layer of satin lining. Each sleeve has a panel of decorative fabric from the top of the shoulder to the wrist (same decorative fabric as that used for border of front opening). Satin cuff (12 cm) scalloped edge above wrist. Inside cuff edge of sleeve is lined with lace fabric with a row of pleated net inserted at hemline at wrist. Front inside on LHS has a pocket handstitched to the lining, (30cm X 24 cm). Pocket has decorative pleated ribbon edging.costume, female, long sleeved dressing gown

Construction work on replacement of Murray's Bridge over the Diamond Creek on the Diamond Creek Trail Mary (Sweeney) Murray and John Wright Murray selected 80 acres, Lot C Section 16 and Lot 5 Section 17 Parish of Nillumbik, under an occupation license in 1866. John died in 1867 and freehold was granted to his son John in 1873. The farm was known as ‘Laurel Hill’. John Junior was an Eltham Shire councillor and sometime president from 1887 up until 1897. He added Lot A Section 16 to the farm in ca1888. John and his younger brother James arranged to rent/purchase Lot B Section 17, across Diamond Creek to the west, in ca1900. It appears that John and James farmed separately for a few years, with a new homestead built for James ad family on the high point of Lot B Section 17 in ca1910. John sold off Lot 5 Section 17 in 1912. When John died in 1912 James took over the land on both sides of the Diamond Creek. The old homestead on the west side of the Creek disappeared. A farm bridge over Diamond Creek from this period may have been located close to the northern boundary of the farm. John Langlands, owner of the farm known as ‘Ihurst’ on the west side of Diamond Creek to the south of the Murray’s land, died in 1907. In 1909 his land was then subdivided into 100 lots to become the ‘Glen Park Estate’. Other similar subdivisions of nineteenth century farms around Eltham in this period included the ‘Franktonia (or Beard’s) Estate’ to the northeast and ‘Bonsack’s Estate’ between Eltham and Greensborough. Soon after the opening of the railway extension line from Eltham to Hurstbridge in 1912, Glen Park and nearby residents including James Murray agitated for a railway station or siding to be located half-way between Eltham and Hurstbridge, so that the Glen Park residents who used the railway daily did not have to walk into the Eltham or Hurstbridge stations. Some believed Coleman’s Corner (opposite Edendale Farm) was an appropriate spot for the platform. James Murray was among those who thought the railway should be located on his land, closer to half-way between Eltham and Hurstbridge stations. The Railways Commissioners warned that the locals would have to fund these works themselves. The Glen Park Estate residents initially had difficulty accessing Eltham by road, with only an old low-level bridge over Diamond Creek at the south end of their estate. A new timber trestle bridge across the creek, now on Wattletree Road, was opened in 1915. Road access to the north was gained in 1927 when the new Murray’s Road, which crossed the Murray’s land, was built. Residents continued to agitate for a Glen Park station. By 1926 the Railways Commissioners’ preferred site was on the Murray’s land. They arranged an estimate of cost of a full-length platform. The estimate was too much for the locals, who in 1928 argued unsuccessfully for a shorter and hence cheaper platform. By 1929 Murray had agreed to donate the land, but the locals would still have to fund the works. Murray decided, unilaterally it would appear, to commence work on a timber trestle road bridge over Diamond Creek to link the new Murray Road to the proposed station. Late in 1929 he stopped work on the bridge, for reasons unknown, but started work again and completed the bridge in 1931. There is no further newspaper evidence of the campaign for the Glen Park station until 1939, when Murray and another local, Mr Maxwell, met the Railways Commissioner. The Glen Park locale now included 45 homes on the west side of the creek and 20 on the Eltham side. Most of the residents used the train every day. The Commissioner remained adamant that only a full-length platform could be built for safety reasons. It appears the campaign dissolved at this point. The increasing move to cars may have had an impact. There is no evidence of Murray’s bridge ever being connected to Murray’s Road, or of it having wide use for any purpose by locals. James Murray died in 1947 and the farm was taken over by his son James (Jim). Jim started to sell off parts of the farm in the 1980s, retaining a few acres around the ca1910 homestead and building a new house there. Recreation reserves were established along the creek. In ca1990 Murray’s bridge was renovated with steel girders as part of a bike/pedestrian path in the reserve. The old farmhouse was demolished in ca2014. Born digital image (5)diamond creek (creek), diamond creek trail, murrays bridge, ‘laurel hill’, john wright murray, mary (sweeney) murra, john murray jnr, james murray, john langlands, ‘ihurst’, ‘glen park estate’, beard's estate, franktonia, bonsack's estate, glen park estate, glen park railway station