Melvin Newton Lovell was born in Allegheny, Venango county, Pennsylvania, on 31 August 1844, to Darius T. Lovell (1815-1855) and Susan B. (Conover) Lovell (1827-1883). When Melvin Lovell was a boy, the family removed to Kerrtown, a village located in the vicinity of Titusville, PA. There Melvin served an apprenticeship at the carpenter's trade, and his natural mechanical talent enabled him to become a skilled workman. He followed his trade during the major portion of his term of residence in Kerrtown. In 1861, at seventeen years of age, Melvin Lovell left his home and, without parental authority, and entered the Union army soon after the outbreak of the Civil war. In August 1862, he was enlisted as a private in the 127th Pennsylvania Volunteer Infantry and saw active service until receiving his discharge at the end of May 1863. In 1865 he took up his residence in Erie, where he worked at the carpenter's trade for several years thereafter. In 1869 Melvin Lovell invented and patented several useful articles for household use, and in that year he began the manufacturing of certain of these inventions, in partnership with Franklin Farrar Adams, another inventor. Among the principal products of the original factory were washing machines and step-ladders. In 1881 Lovell individually began manufacturing other of his patents, including spring beds, and from modest inception, his Lovell Manufacturing Company grew to be one of the largest industrial concerns of its kind in the country and was recognized as being the most extensive manufacture of clothes-wringers in the entire world. In connection with his manufacture of domestic items, Lovell established sales agencies for his products in all parts of the country, and these branches were known as the Lovell stores. These goods were sold on the instalment plan and after his business had already been established becoming a substantial concern Lovell invented and patented the famous wringer which bears his name under the “Anchor” brand, and in later years he confined his operations largely to the manufacture of this very superior household invention. Lovell was also one of the organizers and stockholders of the Combination Roll & Rubber Manufacturing Co, of New York, which was formed to manufacture his patents, with headquarters in New York and a factory at Bloomfield, New Jersey.A significant household item used in the process of washing clothes by a man who had started in 1869, as a young carpenter and later he became a successful businessman and manufacturer of household items. Lovell was granted numerous patents for various devices during his career including several patents for adding machines (cash registers).Wringer (or mangle); portable wooden washing wringer with rubber rollers, manually driven by iron set of gears and handle. Includes iron clamps and adjusting screws for attaching. Marked on frame "382", "12 x 1 3/4" Anchor Brand "Made in USA" flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, flagstaff hill maritime village, great ocean road, mangle, clothes wringer, washing equipment, laundry, wringer, domestic, washing mangle

Glass manufacturing has evolved over thousands of years. Glass making has been traced back to 3500 BC in Mesopotamia. The earliest known glass objects were beads, perhaps made by accident while working with metal. In the late Bronze Age, several civilizations discovered how to make vessels and glass bottles by wrapping threads of melted glass around cores of sand or clay. Later, moulds were used to form dishes and table wares. Around the 1st century BC, glassblowing was discovered. This made glass containers less expensive than pottery. Mould-blown glass, the process of blowing a piece of molten glass into a wooden or metal mould, was invented during the 1st century AD. This technique was faster with more consistent results. It paved the way for mass production. It wasn’t until the late 1800s that the production process to become more efficient. In 1887, a company in England created a semi-automatic process that could produce up to 200 bottles an hour. This process has been refined to the point where modern machines can yield more than 600 containers per minute. Blown vs. Manufactured Glass Bottles Nowadays, glass bottles, jars, and cups are usually manufactured on a bigger scale than is found in individual glassblowing studios. If we still depended on hand-blown glass for all of our glass containers, we would see some major differences in the process of creating bottles and jars. First, there's the time. Hand blowing glass takes a significant amount of time, even for one simple container. In contrast, hundreds of jars per minute can be made using modern technology. This leads to the second advantage: price. Because of the automated and streamlined process, the price for manufactured containers is much lower than that of hand-blown glass. Third, manufactured bottles will be much more consistently uniform than bottles blown by hand. Automated glass manufacturing produces nearly identical batches of jars. Glass blowing is awesome for unique, beautiful pieces of art. But for lots of lower priced and uniformly shaped containers, automatic manufacturing is the preferred method to create glass bottles and jars. https://www.containerandpackaging.com/resources/glass-bottles-brief-history The invention and development of glass for domestic items including bottles, has been nothing short of revolutionary. The use of glass bottles, that could be easily washed, led to improved hygiene, and mass manufacturing of drinks of all types, including milk, cordial and alcoholic beverages.Green Glass Bottle Possibly a ginger beer bottle.Concave indentation at the base. Also on base are two raised lumps. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, glass

Melvin Newton Lovell was born in Allegheny, Venango county, Pennsylvania, on 31 August 1844, to Darius T. Lovell (1815-1855) and Susan B. (Conover) Lovell (1827-1883). When Melvin Lovell was a boy, the family removed to Kerrtown, a village located in the vicinity of Titusville, PA. There Melvin served an apprenticeship at the carpenter's trade, and his natural mechanical talent enabled him to become a skilled workman. He followed his trade during the major portion of his term of residence in Kerrtown. In 1861, at seventeen years of age, Melvin Lovell left his home and, without parental authority, and entered the Union army soon after the outbreak of the Civil war. In August 1862, he was enlisted as a private in the 127th Pennsylvania Volunteer Infantry and saw active service until receiving his discharge at the end of May 1863. In 1865 he took up his residence in Erie, where he worked at the carpenter's trade for several years thereafter. In 1869 Melvin Lovell invented and patented several useful articles for household use, and in that year he began the manufacturing of certain of these inventions, in partnership with Franklin Farrar Adams, another inventor. Among the principal products of the original factory were washing machines and step-ladders. In 1881 Lovell individually began manufacturing other of his patents, including spring beds, and from modest inception, his Lovell Manufacturing Company grew to be one of the largest industrial concerns of its kind in the country and was recognized as being the most extensive manufacture of clothes-wringers in the entire world. In connection with his manufacture of domestic items, Lovell established sales agencies for his products in all parts of the country, and these branches were known as the Lovell stores. These goods were sold on the instalment plan and after his business had already been established becoming a substantial concern Lovell invented and patented the famous wringer which bears his name under the “Anchor” brand, and in later years he confined his operations largely to the manufacture of this very superior household invention. Lovell was also one of the organizers and stockholders of the Combination Roll & Rubber Manufacturing Co, of New York, which was formed to manufacture his patents, with headquarters in New York and a factory at Bloomfield, New Jersey.A significant household item used in the process of washing clothes by a man who had started in 1869, as a young carpenter and later he became a successful businessman and manufacturer of household items. Lovell was granted numerous patents for various devices during his career including several patents for adding machines (cash registers). This item is now sought by collectors and is even rarer due to it's combination with a Lovell clothes wringer. Wooden wash trough with 2 troughs & attached a Lovell wringer (or mangle Anchor Brand) Hard to make out as worn off with useflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, flagstaff-hill-maritime-village, wash trough, wringer, mangle, laundry, cleaning, washing, housework, domestic, melvin newton lovell, wooden was trough

This blanket was owned by the Rosenberg family from the late 1950s onwards. It was the donor Denise’s blanket. Born May 1958, her late mother Elfie kept it safe for many decades after Denise had outgrown it. Elfie returned the blanket to Denise 20 years ago, in its current near new condition. Jacques Rosenberg and Elfie née Naparstek, Denise’s parents, met in Melbourne in the Summer of 1950. They both survived being young and Jewish in Europe during the Second World War. Jacques grew up in France and Elfie in Germany, she was a child of the Kindertransport. They married in 1952 and by 1958 had a son and two daughters. Denise, the youngest daughter, donated the blanket on behalf of the Rosenberg family to the National Wool Museum in 2021. The Kindertransport was a program designed to facilitate the immigration of Jewish children from Nazi Germany before the outbreak of the Second World War. The United Kingdom took in nearly 10,000 predominantly Jewish children from Germany, Austria, Czechoslovakia and Poland. The children were placed in British foster homes, hostels, schools and farms. Tragically, these children were often the only members of their families to survive the tragedies that were to unfold in Europe. Fortunately, Elfie’s parents did survive World War Two by sneaking out of Germany and into the south of France. After Elfie and her sister Serry were Kindertransported, they met up with Salma and Risla Naparstek in Paris in 1947 before migrating to Australia. This blanket originates from the Eagley Mill. They manufactured woollen, worsted and knitwear products from their mill located in Collingwood. Part of Foy & Gibson, the mill had frontages measuring almost two miles within the area bounded by Little Oxford, Wellington, Stanley and Peel Streets in Collingwood. This was the largest manufacturing plant for wool in the Southern Hemisphere at the time. It was also one of the oldest. The first machines for knitting men’s socks were installed in 1896. The site ultimately went into receivership while under new ownership in 1968 and is now high-end real estate. More information about the Mill can be read via Unimelb digitised collection. https://digitised-collections.unimelb.edu.au/bitstream/handle/11343/21262/269411_UDS2010852-85.pdf?sequence=18&isAllowed=y 38”x45” (965 x 1145mm) cream wool blanket. The blanket has white stitching around its edge. Embroidered in the centre of the blanket is a koala eating leaves with accompanying flowers on either side of the marsupial. In the bottom right corner of the blanket a small square label from the Eagley Mills is stitched. This label includes the images of a Sphinx head, a pyramid and a baby’s crib.Eagley / ALL / WOOL / 38”x45” / AWARDED THE CERTIFICATE OF / THE ROYAL INSTITUTE OF / PUBLIC HEALTH & HYGIENE LONDONkindertransport, eagley mill, blanket

This vehicle, an Axtrack is located outside the Falls Creek Museum. It was built by Axel Andre who worked in Falls Creek as a mechanic for several years in the early 1970s. Axel was an engineer by trade. He built this small twin track vehicle for Ivan Spargo at the Falls Creek Hotel and then progressed to building bigger and better models. This included one for Ziggy Doer at Koki and Neville Mashford at Snowland purchased two of them. Some of these machines were also exported to America. Axel Andre later established a company Axtrack Engineering in Melbourne. There are still three of these Axtrack vehicles on the hill at Falls Creek in 2024. The vehicles were used for commercial purposes such as transporting supplies and staff around the mountain. The Spargo family from the Falls Creek Hotel used this vehicle for oversnow transport and it advertised Harvey Wallbanger Happy Hour. Ivan and Joy Spargo relocated from Melbourne to Falls Creek in 1965. They purchased a piece of leasehold land and built Spargo Lodge. This was a dorm style chalet built to accommodate large groups and families. Their son Rob Spargo met his future wife Blanche in 1967 when she was on holiday in Falls Creek. They married and purchased the site where the Falls Creek Hotel is today. The steep gradient of the site was a challenge to build on but was the best location available in the village. In 1970 Rob’s sister Leonie and her husband Glenn joined the business, and they started operating the hotel in 1972. The family played a critical role in the growth of the Falls Creek community and were involved in the foundation of Falls Creek Primary School and Falls Creek Search & Rescue. Rob was also involved in the start-up of Ski Victoria and has served as a member of the Chamber and Resort Management Board. Rob’s eldest daughter Lisa competed with the Australian Ski Team from 1985 to 1989 and has worked as a ski instructor in Australia, Austria & Colorado. In 2010 Lisa and her husband Damien Allport joined the family business and her parents retired to Tawonga South in 2014. Their children are now the fourth generation of the Spargo family living at Falls Creek enjoying the alpine lifestyle and providing outstanding hospitality. The 40 year tradition of the Harvey Wallbanger Happy Hour held on Tuesdays and Thursdays continues at Falls Creek Hotel in 2024.This item is significant because it depicts an important form of transport at Falls Creek, VictoriaA coloured photo of a black Axtrack oversnow vehicle decorated with red and yellow advertising.FALLS CREEK HOTEL APRES ENTERTAINMENT HARVEY HOUR TUES & THURS 3.30 PM LIVE ENTERTAINMENTaxtrack, oversnow vehicles, falls creek transport, spargo lodge, falls creek hotel

John Hastie Engineer and millwright John Hastie opened small manufacturing works in Greenock in 1845 and 1853 patented the first self-holding steering gear. The firm became known as John, Hastie and Co. Ltd. in 1898 after taking on limited liability status and their main works were at Kilblain Street, Greenock, where they specialised in ships' steering gear. The company also occupied works at Rue End Street, Greenock. Plans of this unit depict a stockyard to the east, with areas for welding; fitting and assembly; flame, cutting and fabrication; and a machine bay. The company was dissolved in 1991. Brown Brothers Brown Bros Rosebank Ironworks made the steering gears for many large ship's, including The Titanic. Andrew Betts Brown the founder was born in 1741 and closely associated with many improvements in marine engineering. He was educated in his native city and served his apprenticeship as an engineer in the locomotive works of the North British Railway Company at St. Margaret's. During his apprenticeship, he attended the evening classes at Watt College. subsequently going to Manchester to study chemistry. He went to London around 1863 and took over an old brewery, which he converted into an engineering works. During his time there he invented an overhead travelling crane, which was used on the construction of Blackfriars Bridge London. He went on to develop plant which used steam and hydraulic power for discharging ships as a result the company was contracted to install this equipment in Hamburg Docks. ​ By around 1870 he continued to construct machinery in London but realised that conditions were more favourable in Edinburgh. He acquired land at Rosebank adjoining the North British Railway Company's line to Granton, and the necessary infrastructure was completed allowing him to finish the Hamburg contract. The works at Rosebank were eventually extended and added to until they became one of the largest engineering works in the East of Scotland. ​ Mr Brown was a member of numerous engineering institutions, the best known at the time being the Institution of Naval Architects. He was also a Fellow of the Royal Society of Edinburgh, a member of the Institute of Mechanical Engineers and of the Institution of Marine Engineers he died in 1906 at the age of 67.An item made by two marine innovators of marine auxiliary machinery, equipment and itemsShip's wheel, brass, attached to brass pillar. The base has six holes in it for securing it in place. Top of the ship's wheel pillar has a brass, adjustable arrow pointer that is positioned over a dial etched into the flat brass surface. The dial reads " PORT STABD". Lines and degrees are marked, with '0' in centre and every 5 degrees, from 0-35, in both Port and Starboard sidesInscription to wheel hub "Brown Brothers & Co. Ltd, Rosebank Ironworks, Edinburgh"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, john hastie, john hastie, andrew betts brown, ships wheel, ship steering gear, marine equipment, instrument, navigation

Jackson Boilers Ltd., brass founders, electro platers and sheet metal works made this tube water boiler. It was a fitting in the vessel Reginald M, a small cargo ship built at Port Adelaide in 1922 and named after her builder and first owner, John Murch. The Reginald M was launched at Largs Bay, South Australia, in 1922 to carry cargo around South Australia that included guano, barley, wool, horses, cattle, timber, explosives, potatoes, shell grit, and gypsum. It passed through numerous owners over the years and primarily maintained its purpose as a cargo vessel. In 1975, the decommissioned Reginald M was purchased by Flagstaff Hill Maritime Museum as an attraction. Although restoration efforts were undertaken and maintained for the craft above the water line, deterioration occurred below the surface and resulted in the ship being unsafe for visitors to board. It was broken up and removed from Flagstaff Hill in 2018, but items such as the historical boiler remain in Flagstaff Hill’s Collection. JACKSON BOILERS LTD.: - In 1911, Henry Jackson was the Managing Director at Jackson Boilers Ltd. He had gained around 30 years’ experience as a tin plate worker, plumber and gas fitter at Ilkey in 1881, then at Leeds by 1901. By 1921, he had changed employment from Jackson Boilers to Managing Director of Patent Water Boilers. During World War I, Jackson Boilers Ltd of Leeds performed war work like many other manufacturers at that time. The firm made cases for the explosive picric acid and electroplated fuse hole plugs. In 1918, the firm employed 15 males and 19 females. Jacksons Boilers became very successful throughout the first half of the twentieth century with showrooms and sales offices in Scotland, the Midlands and Southern England. It also had an office in Dublin, Ireland. In the post-war 1920s, the firm’s production included instantaneous water boilers and coffee machines for cafes, restaurants and canteens. Jackson Boilers also began to supply shipping lines with catering water boilers for their ships. The firm applied for a USA patent for the tube boiler in 1930, for the design which appears to have been invented in 1926. A 1971 advertisement adds the credentials, Members of the Catering Equipment Manufacturers’ Association. The tube water boiler was designed specifically for use in a ship's restaurant or dining area and patented by Jackson Boilers Ltd. of Leeds. The boiler is significant as a patented design, illustrating the evolution of maritime, commercial and domestic water boilers that have led to many innervations and improvements in today's boilers that are used in heating and in producing hot water for domestic and catering use. It is also significant as it is one of the earlier boilers the Jackson company made in the early 1920s before they applied for a US patent on their revised design in 1926.Water boiler, free standing Jackson's Tube boiler. A tall metal cylindrical stand with a metal sphere on top and several pipe fittings on the sides. A brass tap with a lever handle is connected to the front. A plaque with maker's details is attached under the tap. Details are also impressed into the cylinder above the tap.Jackson Boilers Leeds Ltd. "JACKSON'S PATENT" . Other details indecipherable. flagstaff hill maritime museum and village, flagstaff hill maritime museum, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, leeds, jackson boilers ltd, jackson boilers, henry jackson, brass founders, electro platers, sheet metal works, patent water boilers, leeds manufacturer, tube water boiler, domestic boiler, tube domestic boiler, tube boiler, water heaters, water boilers, self-feeding water boilers, sheet metal work instantaneous water heaters, engineering, allied trades, metal workers, metal trade, food machinery, hospitality equipment, ship equipment, ship water boiler, ship heater, catering boilers, café boiler, restaurant boiler, canteen boiler, catering equipment manufacturers’ association, cema, kitchen equipment, kitchen appliance, war work, world war i, wwi, picric acid, picric acid cases, fuse hole plugs, electro plated fuse hole plugs, reginald m, cargo ship, port adelaide, 1922, john murch

Worn by Jessie Allan for her marriage to William Thomas Kenny on 13 May 1945 at St Stephens Church, Richmond. They lived in 19 Baldwin Road, Blackburn from 1965. Jessie deceased 1.4.2010. Funeral at St Alfred's Anglican Church, Blackburn South.1945 Cream satin wedding dress with a rouched bodice to a centre panel, high neckline and pointed collar. Bead work on centre panel and edge of bodice, long sleeves to a pointed wrist and beading. Thirty covered buttons down centre back. Skirt cut on cross and three metre train at back.|.2|Champagne coloured Wedding Veil - (approx 6ft in length) - complete with orange blossom 3 1/4' headdress. Headdress is handmade, attached to a wire frame|.3|Cream satin slipper. Machine stitched half in rows. Bow with satin loop and spray of wax orange blossom attached.|.4|Horse shoe shaped wedding item to hang over bride's arm. Rouched satin with ornamental - artificial (wax) orange blossom and buds with 2 mm ribbon to hang over arm. Cream coloured to match wedding dress.|.5|Satin horse shoe, rouched, with satin ribbon handle.|.6|Cream braided horse shoe with gilded wishbone and wax orange spray attached. A bow with long loop to hang on the arm.|.7|Satin Horseshoe Good Luck charm with 'petal' flowers surrounding it, made of cut material - ribbon bow with pearls in centre.|.8|Doll in taxi - Rosy-cheeked, dark hair, blue eyes, dressed in bridal dress with veil, with pearls and 'flowers' decorating the doll. The doll stood across the back seat, under the window. Lavender in base of stand.|.9|Bridal Ring Box - 'Good Luck' horseshoe charm box - in the shape of a prayer book. Cream box with silver motifs printed on.|.10|Groom's Buttonhole of spray of wax orange blossom - 4 flowers and 3 leaves. Cream flowers with yellow stamens - green leaves. 10 Items in total..7 'Wishing you all The Best' 'Good Luckcostume, female ceremonial

Card and Paper Booklet Australian Commonwealth Military Forces 38th Battalion Australian Imperial Force. Presentation of Colours by His Excellency The Right Hon. Sir Ronald Munro Ferguson, P.C. G.C.M.G. Governor-General and Commander in Chief of the Commonwealth of Australia, on behalf of The Citizens of Bendigo Sunday June 11, 1916 at 3pm. Regimental Staff: Lieut-Colonel C.H. Davis Commanding; Major R.O. Henderson 2nd in Command; Captain A. Fraser Adjutant; Captain J.M. McCusker Medical Officer; Captain R.M. Marks Quartermaster, Captain W.N. Gunson Chaplain; R.S.M. Warrant Officer P.S. Spark; R.Q.M.S Warrant Officer P.J. Telfer Orderly Room Sergeant H.W. Joseph; Band Sergeant J.J. Coe; Armourer Sergeant A.Runting. On Parade with Colours:- Lieut, F.E. Fairweather King's Colours; Lieut, J.H. Moore Regimental Colour. Companies Present (A. Company) - Captain G.V. Lansell, O.C; Captain R.E. Trebilcock; Lieut F.E. Fairweather; Lieut, L. Lipshut; Lieut, W.J. Collins 2nd Lieut C.H. Peters. (B Company) Captain L.L. Smith, O.C; Captai, E.F. Moore; Lieut, H. Dench; Lieut, E. W. Latchford; 2nd Lieut, F.C. Morrison; 2nd Lieut, F.R.B. Martin. (C: Company) Major G. Hurry, O.C., Captain J. Akeroyd; Lieut, R.D. Tyres; 2nd Lieut, J.L. Whitehead; 2nd Lieut W. Maxwell; 2nd Lieut H. McColl. (D Company) Captain A.J.A. Maudsley O.C.; Captain H.F. Selleck; Lieut J.H. Moore; 2nd Lieut W.L. Bogle; 2nd Lieut W. Williams; 2nd Lieut A.L. Reid. (Reinforcements) 1st/38th Lieut W.H. Orchard, O.C.; Machine Gun Section 2nd Lieut J.B. O'Donnell. T.E. Green, Hon. Secretary.bendigo, clubs, australian imperial force 38th bat

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

This drill once belonged to Goodall and Sons, who were blacksmiths in Terang. The smith was called upon to do a variety of work. In the early 1900s he was often the nearest person to be able to perform an engineer’s services for many miles around. The Dawn Ball-bearing Post Drill no. 611 is described in McPherson’s Catalogue as a “drilling machine with adjustable automatic feed, with improved Dawn coupler and ball-bearing thrust’. The heavy design of the flywheel enables it to maintain momentum” and is “fitted with pulleys for belt drive if desired” The hand crank drives an automatic feed to work off a cam-follow system opposite a large wheel. Made by Dawn Manufacturing Co. Australia 1920-1950. DAWN MANUFACTURING CO. Dawn Manufacturing Co. was founded in Coburg, Melbourne, in 1917 by the four Blake brothers, who were all engineers. After World War I Dawn was supplying drills Australia wide and the company was growing at a healthy rate. During the depression they remained busy, with employees working 60-80 hour weeks. Dawn was contracted to supply vices and clamps to the Australian Defence Department and munitions factory during the World War II. In 1959 the company was taken over by G.N. Raymond Group, then in 1973 the Siddons Ramset Limited acquired Dawn. In December 1991, Dawn became a unit of the United States owned Stanley Works Pty. Ltd. In November 1998 Dawn became 100 per cent Australian owned. HENRY GOODALL & SONS Henry Goodall (1870-1936) was proprietor of garages as H. Goodall & Sons Pty. Ltd., at both Terang (McKinnon and High Streets) and Mortlake (Dunlop Street). His business was in operation in at least in 1916 and perhaps well before, considering the date of the tyre bender and its use for wagons with wooden wheels. It was still in operation in 1953, chasing up debtors in Mount Gambier Court. Amongst the employees of H. Goodall & Sons Pty. Ltd. was Ernie Entwistle, a blacksmith (a soldier who died in 1916 ) and Alfred Hodgetts, radio expert (killed in a fatal accident in 1943, when he was in his early 30s ). Henry Goodall was involved in the community as a Justice of Peace, a deputy coroner, President of the Mortlake Hospital, trustee of the Soldiers’ Memorial Hall, and as a prominent Freemason. He and his wife had two sons (Charles and John) and one daughter (Mrs. Chas. Newton, of Skipton). The drill is locally significant as it was used by a local company in Terang and Mortlake in their blacksmith, wheelwright and garage business. It is an example of the tools of the blacksmiths’ trade in Victoria in the 1920s-1950s.Dawn Ball-bearing Post Drill no. 611, made by Dawn of Melbourne, model no 611. Hand operated drill press. Self-feeding blacksmiths’ drill-press. This drill once belonged to Harry Goodall & Sons, blacksmiths of Terang. Dated 1920s-1950s. Gear ratio 2:1 main drive, 6" diam, 3:1 reduction gear. "Dawn", "Melbourne"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, h. goodall & sons of terang, terang blacksmith, h. goodall & sons pty ltd, mortlake, ernie entwistle blacksmith, alfred hodgetts radio expert, charles goodall, john goodall, mrs. chas. newton nee goodall, terang 1900s, warrnambool district 1900s, post drill, blacksmith’s drill, dawn post drill, dawn ball-bearing post drill no. 611, blacksmiths, dawn of melbourne

Before factory production became commonplace in medicine, dispensing was considered an art and pill and suppository machines such as these were a vital component of any chemist’s collection. This mould dates back to the days when the local chemist or apothecary bought, sold, and manufactured all his own drugs and medicines to everybody who lived within the local community. In Victorian times, there was no such thing as off-the-shelf medicine. Every tablet, pill, suppository, ointment, potion, lotion, tincture and syrup to treat anything from a sore throat to fever, headaches or constipation, was made laboriously by hand, by the chemist. Some medicines are formulated to be used in the body cavities: the suppository (for the rectum), the pessary (for the vagina) and the bougie (for the urethra or nose). History Suppositories, pessaries and bougies have been prescribed for the last 2000 years but their popularity as a medicinal form increased from around 1840 - suppositories for constipation, haemorrhoids and later as an alternative method of drug administration, pessaries for vaginal infections and bougies for infections of the urethra, prostate, bladder or nose. Manufacture The basic method of manufacture was the same for each preparation, the shape differed. Suppositories were "bullet" or "torpedo" shaped, pessaries "bullet" shaped but larger and bougieslong and thin, tapering slightly. A base was required that would melt at body temperature. Various oils and fats have been utilised but, until the advent of modern manufactured waxes, the substances of choice were theobroma oil (cocoa butter) and a glycerin-gelatin mixture. The base was heated in a spouted pan over a water-bath until just melted. The medicament was rubbed into a little of the base (usually on a tile using a spatula) and then stirred into the rest. The melted mass was then poured into the relevant mould. Moulds were normally in two parts, made from stainless steel or brass (silver or electroplated to give a smooth surface). To facilitate removal the moulds were treated with a lubricant such as oil or soap solution. To overcome the difficulty of pouring into the long, thin bougie mould, it was usual to make a larger quantity of base, to partially unscrew the mould, fill with base and then screw the two halves of the mould together thus forcing out the excess. When cool, any excess base was scraped from the top of the mould, the mould opened and the preparations removed, packed and labelled with the doctor's instructions. https://www.rpharms.com/Portals/0/MuseumLearningResources/05%20Suppositories%20Pessaries%20and%20Bougies.pdf?ver=2020-02-06-154131-397The collection of medical instruments and other equipment in the Port Medical Office is culturally significant, being an historical example of medicine from late 19th to mid-20th century.Proctological mould for making suppositories.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, suppositories, medicine, health

Before factory production became commonplace in medicine, dispensing was considered an art and pill and suppository machines such as these were a vital component of any chemist’s collection. This mould dates back to the days when the local chemist or apothecary bought, sold, and manufactured all his own drugs and medicines to everybody who lived within the local community. In Victorian times, there was no such thing as off-the-shelf medicine. Every tablet, pill, suppository, ointment, potion, lotion, tincture and syrup to treat anything from a sore throat to fever, headaches or constipation, was made laboriously by hand, by the chemist. Some medicines are formulated to be used in the body cavities: the suppository (for the rectum), the pessary (for the vagina) and the bougie (for the urethra or nose). History Suppositories, pessaries and bougies have been prescribed for the last 2000 years but their popularity as a medicinal form increased from around 1840 - suppositories for constipation, haemorrhoids and later as an alternative method of drug administration, pessaries for vaginal infections and bougies for infections of the urethra, prostate, bladder or nose. Manufacture The basic method of manufacture was the same for each preparation, the shape differed. Suppositories were "bullet" or "torpedo" shaped, pessaries "bullet" shaped but larger and bougieslong and thin, tapering slightly. A base was required that would melt at body temperature. Various oils and fats have been utilised but, until the advent of modern manufactured waxes, the substances of choice were theobroma oil (cocoa butter) and a glycerin-gelatin mixture. The base was heated in a spouted pan over a water-bath until just melted. The medicament was rubbed into a little of the base (usually on a tile using a spatula) and then stirred into the rest. The melted mass was then poured into the relevant mould. Moulds were normally in two parts, made from stainless steel or brass (silver or electroplated to give a smooth surface). To facilitate removal the moulds were treated with a lubricant such as oil or soap solution. To overcome the difficulty of pouring into the long, thin bougie mould, it was usual to make a larger quantity of base, to partially unscrew the mould, fill with base and then screw the two halves of the mould together thus forcing out the excess. When cool, any excess base was scraped from the top of the mould, the mould opened and the preparations removed, packed and labelled with the doctor's instructions. https://www.rpharms.com/Portals/0/MuseumLearningResources/05%20Suppositories%20Pessaries%20and%20Bougies.pdf?ver=2020-02-06-154131-397The collection of medical instruments and other equipment in the Port Medical Office is culturally significant, being an historical example of medicine from late 19th to mid-20th century.Proctological mould for making suppositories.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, suppositories, medicine, health

Edwin (Ted) Cannon was born at Ballarat on 30 July 1895, the only son of Edwin and Florence Cannon. He studied art at the Ballarat School of Mines Technical Art School. Ted displayed a talent for industrial design but it was his black and white work that 'drew' most attention. His cartoons and caricatures, heavily influenced by Phil May, were of a particularly high standard. During the Ballarat Exhibition of 1913 Ted's work was singled out for notice and he was awarded First Prize. After completing his art course Ted was employed as an assistant teacher at the Ballarat Technical Art School, before taking a position as cartoonist with the Ballarat Star newspaper at the end of 1914. With the war raging in Europe Ted discovered a darker aspect for his artwork, but, still, he could not resist depicting Turkey as a full-feathered, fez-wearing bird. In 1915 Ted was awarded the prestigious Victorian Education Department Senior Technical School Scholarship. Only months into his scholarship, Ted volunteered for the AIF. A keen member of the local 71st "City of Ballarat" Regiment Ted was already primed for a life in the army. He embarked from Port Melbourne on 23 November 1915 with reinforcements to the 6th Infantry Battalion bound for Egypt. It was during the Battle of Pozieres on the Western Front that Ted Cannon came into his own. His work with the Scout Platoon (under the command of Lieutenant Jack Rogers) sketching the enemy's gun emplacements proved invaluable to the Brigade and brought Ted to the attention of the Australian High Command. On 13 September 1916 Ted was given a special assignment for General C.B.B. White. Ted was sent out forward of the Old Mill at Verbrandenmolen (in the Ypres Salient) to draw a panorama of the German lines in the area from Hill 60 to The Bluff. It was a hazardous task and Ted was warned to be careful. Tragically he was sniped by an enemy machine-gunner and sustained severe abdominal wounds. Stretcher-bearers rushed him to the 17th Casualty Clearing Station where he was operated on by the doctors at 8.30 that night. With little chance of success, but ever resilient, Ted remained conscious almost to the end. He died early in the morning of the 14 September 1916. His body was buried in the large Military Cemetery at Lijssenthoek. See http://www.ballarat.edu.au/about-ub/history/art-and-historical-collection/ub-honour-roll/c/edwin-joseph-ted-cannon-1895-1916Digital images of a number of cartoons published in the Ballarat School of Mines Students' Magazine, 1916. Ted Cannon sent cartoons home to Ballarat from the World War One front.edwin cannon, ted cannon, cartoons, world war, world war 1

MOBA2 is a 15 metre sailplane designed by Gary Sunderland, who was an aeronautical engineer working for the Department of Civil Aviation (Australia) and a member of the Victorian Motorless Flight Group (VMFG). The design gave effect to ideas that he developed circa 1970 for an aircraft that he could build himself. He entered a 13 metre wingspan version of his MOBA design (MOBA2B) in an Australian Gliding sailplane design competition that was announced in 1970. The competition called for sailplane designs with a maximum wingspan of 13 metres that could be built by amateurs in a small workshop with limited tools and facilities. In 1973, Gary’s MOBA was judged by the competition panel as equal best with the other outstanding submission, which were chosen from a field of 19 entrants. However, after gathering further information and deliberation by the competition panel neither of the two outstanding designs were chosen as the winner. Notwithstanding the outcome, in 1974 Gary proceeded built his glider to the original 15 metre design. The wing was equipped with camber changing flaps that were permitted under special standard class rules for the 1974 world championships. Changes were made along the way in the light of construction experience and the completed glider was given the designation MOBA2C. The glider first flew on 12 December 1979. It was never flown in standard class competition as by the time the glider was built the special 1974 rules were revoked and wing flaps were no longer permitted in that class. However, Gary flew MOBA2C in the Australian national gliding competitions held at Benalla in the summer of 1979 / 1980 competing in the open class. After adjustment to the aileron gearing during initial trials MOBA2C was found to fly well and in competition produced performances believed to be better than contemporary standard class sailplanes but not as good as the open class machines. The glider was later modified in a number of respects including amongst other things the installation of spoilers located just forward of the wing flaps and by increasing the chord marginally at the wing root. With these changes the glider type was given the designation MOBA2D. The last recorded flights occurred in February 1996 at which time MOBA2 had flown an aggregate of 401 hours and 59 minutes during its 297 launches. Its operational life was brought to an end due to expansion of the foam in the wings causing distortion of the wing surface.The MOBA2 is a notable home built 1970s sailplane design that featured a number of innovative elements including composite construction without the need for expensive jigs, nose cone canopy and asymmetrical placement of control column.Composite single seat glider / sailplane finished in bright yellowRegistration "GVI" on fuselage; Kangaroo, Australian Flag and VMFG decals on vertical stabiliseraustralian gliding, glider, sailplane, moba2b, moba2c, sunderland, moba2d, victorian motorless flight group, vmfg

Edwin (Ted) Cannon was born at Ballarat on 30 July 1895, the only son of Edwin and Florence Cannon. He studied art at the Ballarat School of Mines Technical Art School. Ted displayed a talent for industrial design but it was his black and white work that 'drew' most attention. His cartoons and caricatures, heavily influenced by Phil May, were of a particularly high standard. During the Ballarat Exhibition of 1913 Ted's work was singled out for notice and he was awarded First Prize. After completing his art course Ted was employed as an assistant teacher at the Ballarat Technical Art School, before taking a position as cartoonist with the Ballarat Star newspaper at the end of 1914. With the war raging in Europe Ted discovered a darker aspect for his artwork, but, still, he could not resist depicting Turkey as a full-feathered, fez-wearing bird. In 1915 Ted was awarded the prestigious Victorian Education Department Senior Technical School Scholarship. Only months into his scholarship, Ted volunteered for the AIF. A keen member of the local 71st "City of Ballarat" Regiment Ted was already primed for a life in the army. He embarked from Port Melbourne on 23 November 1915 with reinforcements to the 6th Infantry Battalion bound for Egypt. It was during the Battle of Pozieres on the Western Front that Ted Cannon came into his own. His work with the Scout Platoon (under the command of Lieutenant Jack Rogers) sketching the enemy's gun emplacements proved invaluable to the Brigade and brought Ted to the attention of the Australian High Command. On 13 September 1916 Ted was given a special assignment for General C.B.B. White. Ted was sent out forward of the Old Mill at Verbrandenmolen (in the Ypres Salient) to draw a panorama of the German lines in the area from Hill 60 to The Bluff. It was a hazardous task and Ted was warned to be careful. Tragically he was sniped by an enemy machine-gunner and sustained severe abdominal wounds. Stretcher-bearers rushed him to the 17th Casualty Clearing Station where he was operated on by the doctors at 8.30 that night. With little chance of success, but ever resilient, Ted remained conscious almost to the end. He died early in the morning of the 14 September 1916. His body was buried in the large Military Cemetery at Lijssenthoek. See http://www.ballarat.edu.au/about-ub/history/art-and-historical-collection/ub-honour-roll/c/edwin-joseph-ted-cannon-1895-1916 Digital images of a number of cartoons published in the Ballarat School of Mines Students' Magazine, 1916. Ted Cannon sent cartoons home to Ballarat from the World War One front.edwin cannon, ted cannon, cartoons, world war, world war 1

Parry Collection History tells us that Benjamin Bolton and his two eldest sons, William and Arthur, began a printing business known as Bolton & Sons on March 25, 1885. But the Bolton name could just as easily have been erased from the annals of Bendigo during the treacherous sea journey that brought them from England in 1883. Benjamin, his wife and eight children (the youngest of whom was only three months old), boarded the “clipper” ship Ivanhoe on 17 July 1883 with little idea of what lay in store for them. Halfway through their 84-day journey, the Ivanhoe found itself in the midst of an equinoxial gale. For two days and nights, the ship was battered by huge seas and winds, while the Boltons and other passengers were battened down below deck with just a few candles and no fresh food or water. The ship and its passengers survived, but many of the crew were injured, and the ship was badly damaged. Having survived the gale, a week later, the Ivanhoe was hit with sleet, hail and snow, and the peril of icebergs. It must have been a great day for the Bolton family when Cape Otway appeared out of the fog, and the cry of “land ho!” echoed about the ship. The Bolton’s had arrived, and a Bendigo institution was about to be born. The location of the original printing business was in High Street but later moved to Williamson Street where the business underwent a name change to Bolton Bros and expanded into manufacturing paper bags and other stationery lines. In 1902, Bolton Bros moved to 43 Mitchell Street, which housed the retail stationery department and the main office, while the printing factory was on the second and third floors. Next door at 47 Mitchell Street, the wholesale division and machine service department operated. William and Arthur Bolton and their sons travelled throughout central and northern Victoria selling their own products and representing other companies. They are credited with being the innovators of the loose-leaf ledger. Today, of course, the business is back in Williamson Street with an even greater presence but the same entrepreneurial flair that has seen it survive and flourish through everything history has thrown at it. Having gone through five generations of family ownership, current company director-David Bolton, is proud of his company’s history and contribution to the local economy.Boltons Office National Celebrating 120 years of Business in Bendigo - 41 pages covering 1885-2005history, bendigo, merle lummis collection, boltons office national bendigo

The Kangaroo Hoppet is Australia’s premier long distance cross country ski race, and a member of the Worldloppet series of international cross country ski events. The first race at Falls Creek was held in 1979 under the name of “Australian Birkebeiner”. It was a 21km race with about 80 participants organised by the Birkebeiner Nordic Ski Club of Mount Beauty. The course started and finished at Falls Creek Alpine Resort and took participants out into the Bogong High Plains. After running the event for 10 years, it was decided they should become part of the Worldloppet series of marathon ski races. Representatives from the Birkebeiner Nordic Ski Club and the Australian Ski Federation attended the Worldloppet Annual Meeting in Finland in June 1990 to put the case for the acceptance of an Australian event into the Worldloppet series. Before being admitted, they had to demonstrate that the Birkebeiner Club could run a world class event, so three months later in August 1990 a 42km event named the Australian International Ski Marathon was held at Falls Creek together with a 21km Birkebeiner race and a 7km event called the Birkebeiner Lite. The event was approved by delegates from USA, Norway and Austria, in 1991 Australia became the 12th member of Worldloppet, with the condition that there had to be a name change. After some late night discussion allegedly involving red wine from North East Victoria the main event became the 42km Kangaroo Hoppet, with the minor events being the 21km Australian Birkebeiner, and 7km Joey Hoppet. In the winter of 1991, the first Kangaroo Hoppet was held. It was a great success and has been a regular fixture on the international ski calendar ever since. It features the main 42km event as well as a 21km event and a 7km event. The Hoppet brings the Australian snowfields to an international audience. Due to COVID-19 there was no normal Kangaroo Hoppet at Falls Creek in 2020 as the resort was closed down. Instead, the virtual Kangaroo Hoppet- “I did it my way” was held. The event was staged for two weeks between the 10th and 23rd August. Participants chose a distance of 7km, 21km, or 42km and could choose any human powered activity. Activities included running, walking, cycling, swimming, roller skiing, inline skating, paddling, canoeing, mountain biking, exercise machines, unicycles and a tricycle. The event attracted 1901 participants from 37 nations. This poster is significant because it documents an event which brings international attention to Falls Creek and the surrounding region.A poster featuring images of a skier, cyclist and runner on a blue and white background. Logos of AGL, Falls Creek, Alpine Shire Council, Victorian State Government, the Birkebeiner Nordic Ski Club, Rojo Outerwear, Elude Outerwear and Community Bank Mount Beauty & District are across the bottom of the poster. A kangaroo sign with crossed red circle feature at the top left and bottom right corners.KANGAROO HOPPET 2020 Do it your way Centre text: THE COVID-19 VERSION of Australia's Premier Ski Race. We're offering a remote Hoppet event where you can ride, run, paddle, swim, walk, skate, rollerski and yes, even ski, the 2020 event wherever you are. AUGUST 10 - 23 7 KM 21 KM 42 KM HOPPET.COM.AUkangaroo hoppet, worldloppet events, falls creek, mt. beauty

The Napoleon (BML) gold mine (1932) was located near McDougall Road, Golden Gully, between Martin and Hattam Street. It had a depth of 921 feet. It was one of the latest and most lavish of Bendigo's mines. Plant and equipment were electrically driven. The four-compartment shaft, extra large by goldfield's standards, measured 17 feet 6 inches by 5 feet 2 inches and was cement lined below 900 feet instead of being red gum boxed as was the usual practice. The workshop was equipped to carry out all repairs for the equally lavish BML mines on the Nell Gwynne and Carshalton reefs. (The Gold Mines of Bendigo, Book 2, Arthur Victor Palmer) 'Napoleon BML Mines No Liability have issued a report for the fortnight ended September 5, where it states that the development scheme has been formulated and necessary equipment is being ordered. The Napoleon main shaft, (about 1700 feet south of the old Napoleon shaft) will be a four compartment shaft (17ft 6 inches by ft 2 inches inside the timber). aLevels will be opened at approximately 100 ft vertical intervals and cross-cuts extended approximately 125 ft each side of centre country to explore a cross-section across the anticline opposite to the shaft. At every fifth level, main drives will be extended north to connect with the old Napoleon shaft and south approximately 1800 ft. At the latter point, another cross-section of the anticline will be explored by rising and cross-cutting. The old Napoleon will be unwatered and on the 500ft and 1000 ft levels main drives will be driven to connect with main levels from the Napoleon main shaft to the south as well as being driven north 1800 ft where another cross-section of the anticline will be explored. Cross-sections further north and south may be developed as desired and also at intermediate points if necessary. Clearing and grading of the main shaft site are now in progress and the erection of the office and store building is proceeding. The design of engine room, change house and machine shops is now in hand and erection will proceed as soon as working plans and specifications are prepared.' The main shaft has been commenced at 3ft and advanced 10 ft. to 13 ft. https://trove.nla.gov.au/newspaper/article/10975478?searchTerm=napoleon%20bml (The Argus, 8th. September 1934, 'Mining' page 18) Significant to mining history of Bendigo.Black and white photograph of a stamper head being lowered into position on the battery site of the Napoleon Reef Gold Mine. A wooden gantry supports the battery head as it being lowered. Three large concrete foundations are visible in immediate background, two of which have stampers already in position, the third stamper is being lowered onto the final foundation. In immediate foreground, 'boxing' is erected for future concrete pours. napoleon gold mine, napoleon reef gold mine

This collection of twenty photos was most likely taken in Lithographic Squadron, Army Survey Regiment, Fortuna, Bendigo in 1986. Print Troop’s technicians were most likely operating the Komoni, Planeta or Ultra-MAN-III offset printing presses and working in the map despatch dock. Although these photos are not annotated most personnel are positively identified.This is a set of twenty photographs of Print Troop personnel and equipment from Lithographic Squadron at the Army Survey Regiment, Fortuna, Bendigo, 1986. The photographs were on 35mm negative film and were scanned at 96 dpi. They are part of the Army Survey Regiment’s Collection. .1) - Photo, black & white, 1986, Original Heidelberg Printing Press. .2) - Photo, black & white, 1986, Original Heidelberg Printing Press, unidentified technician. .3) - Photo, black & white, 1986, Heavy-duty paper guillotine. .4) - Photo, black & white, 1986, Polygraph Heavy-duty paper guillotine. .5) - Photo, black & white, 1986, Newkoni Komori Printing Press .6) - Photo, black & white, 1986, Ultra-MAN-III Printing Press, Russ Mollenhauer. .7) - Photo, black & white, 1986, Print roller cleaning tank .8) - Photo, black & white, 1986, Planeta Polygraph Printing Press .9) - Photo, black & white, 1986, Planeta Polygraph Printing Press .10) - Photo, black & white, 1986, Roy Hicks, unidentified technician, Steve Egan, Dale Hudson. .11) and .12) - Photo, black & white, 1986, L to R: Paper drilling machine, wire stitcher. .13) - Photo, black & white, 1986, Map Despatch dock, Greg Rowe. .14) - Photo, black & white, 1986, Print area, Pear Andersen. .15) - Photo, black & white, 1986, Map Despatch dock, Pear Andersen. .16) - Photo, black & white, 1986, Map Despatch dock, .17) - Photo, black & white, 1986, Map Despatch dock, Russ Mollenhauer. .18) - Photo, black & white, 1986, Map Despatch dock, unidentified technician. .19) - Photo, black & white, 1986, Map Despatch dock. Peter Dillon, Mick Minchin. .20) - Photo, black & white, 1986, Map Despatch dock.No personnel are identifiedroyal australian survey corps, rasvy, army survey regiment, army svy regt, fortuna, asr, litho, printing

The letters of the completed banner were made by different churches within in the presbytery of Gippsland and spell a sentence, presumably, "BUILD YOUR CHURCH LORD!" Orbost was one of the churches that had the finished banner on display. 24 small banners with tabs at the top of each for hanging on a rod. 19 have large blue letters appliqued on them. Twenty two of the banners are roughly square and two are smaller and oblong. Three have no letters and are used as spacers in the four word sentence that the letters make. The banners are decorated with rural and coastal images. BN068.1 "B" with an embroidered boat with the number 1 on the sail. BN068.2 "U" fabric paint words: "LOCH POOWONG east poowong nyora strezlecki kernang athlone" BN068.3 "I" "Korumburra" BN068.4 "L" with a pelican, fishing boat with a net, shells and sand BN068.5 "D" with the UCA emblem and "BUNYIP Garfield Longwarry" BN068.6 "Y" BN068.7 "O" with fabric paint flag, ram, road and trees and a cow BN068.8 "U" BN068.9 "R" with green and yellow wattle in fabric paint BN068.10 "C" with ric-rac round the letter and three churches appliqued in the top left corner BN068.11 "H" edged with pale blue metallic fabric paint BN068.12 "U" with sunrise over the sea with gold chain sunbeams and sequins BN068.13 "R" with fine blue embroidery at each corner and only two tabs BN068.14 "C" with appliqued boat, sky and sun BN068.15 "H" with a black swan with a red beak BN068.16 "L" with appliqued and fabric painted scene of a beach, hills and city smoke on the horizon BN068.17 "O" with painted corn cobs in each corner BN068.18 "R" with cows, hills, sheep and a sack BN068.19 "D" with machine embroidered church "St Matthews Yinnar", hands "Friendship", building "UCA Yinnar", chuch "Holy Innocents YINNAR STH" "(Californian RED WOOD)", tree "BIG TREE grows at Christ Church Boolarra" BN068.20 "!" with fabric brown cow in grass BN068.21 spacer with appliqued house, bushes and barn BN068.22 spacer with appliqued sun with ribbon rays and black white and brown figures BN068.23 & BN068.24 spacer with a small UCA red dove in the centre "B U I L D Y O U R C H U R C H L O R D !"uniting church adult fellowship

Used in kitchen to cut carrots, cheese slices, onions. boiled eggs, etc.Painted black guillotine on a wooden stand. An iron pole keeps the guillotine in vertical position at one end of the block. Driven by two wheels when a handle is turned. A tilting beam moves the guillotine up and down to cut vegetables, etc. Blade 18cm long by 6.5cm wide. Metal plate missing under blade. A rotatable drum to contain the food to be chopped, which is rotated by a cog at the base (also missing) turns the container. The upright holding chopper blade e is a modification made because of the missing container.|The following description is from Ken Turner Booklet referred to under 'Reference'. ----|The Starrett food chopper would certainly have to be considered one of the more interesting inventions, which incidentally is now considered the ultimate in kitchen collectables. Laroy Starrett in later years' told of how the design of his food chopper was inspired by the action of the walking beam engine used on the Mississippi steam boats. When the crank handle of the chopper is turned, this sets in motion a mechanism which is just fascinating to watch. The crank activates a flywheel which in turn, by a series of cogs and levers, simultaneously rotates a food holding container and raises and lowers within the rotating container, a guillotine like 'chopping blade - the action does not only look like that of a beam steam engine, it even in a way sounds like one, although somewhat noisier. Starrett produced seven different models of these choppers, ranging in size appropriate for domestic use to heavy duty models for butchers, restaurants and for hotel use. The small model was capable of chopping 3lbs in three minutes, and the largest had a capacity for chopping something like 100 lbs in an hour. The mechanical chopper, which became affectionately known as the 'hasher', was the first of some one hundred of Starrett's inventions, and these include a washing machine patented in 1865 which had a similar action to his food chopper, a food press patented in 1873, and a device for lacing shoes he patented in 1886.domestic items, food preparation

Research@YourUB is a newsletter highlighting research at the University of Ballarat.1) Spring 2009 .2) Spring 2007 - Rob Wallis, green packaging, mould, food safety, Zhaohao Sun, Widcorp, Jesica Block, Arts Academy anniversary, Dorothy Wickham, Dora Pearce, Loris Button, SmartGreen, Marilyn Davidson, Overcoming bullying in schools, overweight patients. .3) Autumn 2009 - Australian Security Laboratory to fight cybercrime, brewing better beer, John Yearwood, Centre do Informatics and Applied Optimizaton, John Smyth, Angela Murphy? Willows by the water. Patrice Braun, Laura Kostanski, preventing injuries, why should we research art. .4) October 2009 - Future Research Directions .5) January 2009 - Research themes, Wayne Robinson, John yearwood, Andrew Stranieri, Peter Gell, Julian Lowe, John Smyth, John McDonald, Caroline Finch, Dennis Else, Informatics and Applied Optimization, Regional Futures, Disadvantage and Inequality in Education and Health, Injury Prevention and Safety Promotion. .6) Spring 2010 - Frank Stagnitti, Brad Mitchell, Diane Clingin, Robyn Brandenburg, Amanda McGraw-Pleban, Charlynn Miller, Fadi Charchar, Robert Hodder, Amber Stabek, ACSL maps, Murray Darling Basin, Peter Gell, John Smyth, Kate Brass, gaming machines, John McDonald, Helen Aucote, Andrew Cooper, Deborah greeenslade, Dara twomey, Andrew Warnock, synthetic grass, .7) Autumn 2006 - Wayne Robinson, toenail research, Dora Pearce, biodiversity in modified lansdscapes, Centre for Informatics and Applied Optomization (CIAO), John Yearwood, Lawrie Angus, Barry Golding, Georgina Tsolidis, John Smyth, Maxine Cooper, Mary Hollick, Emil Milos, Jeff Woodger, Michelle Ziccolo, Rosemary Green, Raelene Gregory, Julian Lowe, Jessie Harman, Debora Campbell, John McDonald, Denise Corboy, Catherine Knox, Henry Lawson, Meg Tasker, Warren Young, Amanda Telford.university of ballarat, wallis, wickham, wayne robinson, toenail research, dora pearce, biodiversity in modified landscapes, centre for informatics and applied optimization, john yearwood, lawrie angus, barry golding, georgina tsolidis

Handwritten notes from a Bendigo Advertiser report, Thursday June 16th 1910. Management had for some time been apprehensive that the flooding in the deep mines to the south would affect them. Lansell's 180 took the precaution of baling. On the Tuesday night the men at the Victoria Quartz had a sensational experience. The storage dam at 3324 ft level receives the overflow from the flooded mines to the south. The level connects with the 3310 level at the Big 180. The water flows uninterrupted into thestorage dam which has a capacity of about 270 tanks. The dam had been emptied on Tuesday morning and work continued until 10 pm that night. The platman noticed that the water was coming down the shaft in a regular torrent. They didn't take much notice as they thought it was a leakinig outlet valve on the ascending tank. At 11 pm the releiving shift came down the shaft and said that the dam at 3,324 ft must be overflowing. The velocity of the water pouring down the shaft increased and the men made a hurried exit from the bottom of the shaft which is down 310 ft from the 4.254 ft plat (a total depth of 4,564 ft). An inspection of the dam at the 3324 ft level found it to be overflowing. By morning (Wednesday) the shaft had filled, and the water rose to 7 ft in the plat at 4254 feet. Mining inspector hgave orders that men were not to go below the 3324 ft level. Baling continued without cessation at the Big 180 all day and could not lower the water. Drilling machines etc and a powerful air winch at the 4254 ft plat are under water. An inspection made of the 3100 ft level at the 180 mine where the workings are connected with the New Chum & Victoria showed that water was running strongly from that mine proving that the inrush was due to flooded water from the southern deep mines to the south. Document from Albert Richardson Collection of mining history. Document from Albert Richardson Collection of mining history.document, gold, drainage problems, new chum drainage scheme, miners sensational experience at the victoria quartz, bendigo advertiser 16/6/1910 page7, lansell's 180, big 180, new chum & victoria

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

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

Moulding Plane: A moulding plane is a specialised plane used for making the complex shapes found in wooden mouldings that are used to decorate furniture or other wooden object. Traditionally, moulding planes were blocks of wear resistant hardwood, often beech or maple, which were worked to the shape of the intended moulding. The blade, or iron was likewise formed to the intended moulding profile and secured in the body of the plane with a wooden wedge. A traditional cabinetmakers shop might have many, perhaps hundreds, of moulding planes for the full range of work to be performed. Large crown mouldings required planes of six or more inches in width, which demanded great strength to push and often had additional peg handles on the sides, allowing the craftsman's apprentice or other worker to pull the plane ahead of the master who guided it. Auburn Tool Company: The Auburn Tool Company is known to exist from 1864 to 1893. George Casey reorganized the firm of Casey, Clark and Company as a joint-stock company in 1864, under the company name of Auburn Tool Company. The 1865 New York State Census noted the firm as a manufacturer of the plane, plane irons, and skates. The production that year was listed as 30,000 pairs of skates and 35,000 planes along with 25,000 dozen plane irons. The plane irons carried the trademark "Thistle". Both skates and plane irons were made from welded wrought iron and cast steel. The Auburn Tool Company was among the five leading plane manufacturing firms existing in the mid to late 19th century USA. Others were: H. Chapin's Son; Greenfield Tool Company; and Sandusky Tool Company. Auburn Tool Company, with these others, was also a founding member of the Plane Makers Association, organized around 1858 to fix prices. Most of the companies tools were manufactured by prisoners and in 1866 the firm was outbid for prison labour by J M Easterly and Co. After losing the contract with the prison authority they constructed a new building and continued in the plane manufacturing business with private labour. The 1870 US Census reported the firm had 21 machines, driven by water power, employing 66 males, producing annual products valued at us$70, 000. After A. Howland and Company was dissolved in 1874, the Auburn Tool Company again resumed using contract labour at the State Prison until 1877. The Auburn Tool Company merged with the Ohio Tool Company of Columbus, Ohio, on Nov 14, 1893. Although plane manufacturing was continued at Auburn until after 1907, after this merger the firm went under the name of the Ohio Tool Company. A significant item from the mid to late 19th century that today is quite rare and sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made shows the craftsmanship used to make such a unique item. It also gives an insight into how many manufacturing companies bid for the rights to use prison labour to make their products at this time in our history. Decorative wood Moulding, plane Round type Auburn New York. Owner A Neudt Size 14 flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

In August 1884, Alfred Hirst who had started his trade as a watch repairer and was described as a watchmaker extraordinaire established Hirst Brothers and Company, on Union Street in Oldham Manchester. He took his two stepbrothers into the business and the company was set up to produce timepieces and jewellery as well as importing “Limit company” Swiss watches and precision machine tools for the watch and clock trade. By 1902 Hirst Brothers. had become a limited company and was still growing, adding other businesses in Manchester in 1904 and at Birmingham in 1907. The quality of the clocks and watches was such that Alfred Hirst realised his greatest ambition in 1912 with a range of watches which carried the "Limit" trademark. These watch movements had originally been made in Switzerland and shipped to Hirst Bros. to be put into British made “Dennison” cases. This trade brought even more growth with additional sales offices opening in London and Glasgow. At the outbreak of the First World War in 1914 found them manufacturing aircraft parts including revolution counters and optical instruments. The firm had been tasked by the Ministry of Munitions to solve the problem of pilots dropping bombs by hand and as a result, they effectively created the first bomb rack. After the war, the company once again began to prosper and with the demand for their products increasing they looked to build a new purpose-built factory to manufacture their products. In 1917 they purchased a seven-acre field site at Tame Side Dobcross, the designing of the new factory was passed onto local architect AJ Howcroft. His brief for the design of the clockworks would have been prompted by Alfred Hirst who having visited modern factories in the United States was inspired by the latest factory designs providing as much daylight as possible during working hours. The factory was eventually completed in 1920, by the mid-1920s there were cheap clock imports from Germany and production turned to radio sets and other components as well as counter and gas meters for the "Parkinson and Cowan" company who was later to take over the business. In 1926 came the cotton crash and the District Bank who had loans with the company foreclosed on the Hirst loan. The company did survive and throughout the second World, War II were involved in munitions work at the factory as well as making instruments for various aircraft. In the 1950’s they were producing meters and high grade measuring equipment but by the 1970's the business had closed and the factory was demolished in the mid-1980 "s The item is a good example of the later use of an early mechanism “Fusee” that was originally invented around 1525 in Prague. This type of clock mechanism was replaced as watchmakers looked for mechanisms that could reduce the size of clocks and watches, it appears England was the only country to continue making clocks with a Fusee device until around 1900,s of which our clock is an example. The use of a Fusee movement eventually became obsolete in 1970,s. The item is significant for the collection as it is a clock with a movement that has long since been made obsolete. Fusee type gallery wall clock made by Tame Side with an 8-day mechanical fusee movement. The white enamel dial is a little crazed and some of the Roman Numeral numbers are fading due to over-cleaning. The movement has a hexagonal iron pendulum bob hooking onto a pendulum rod with a spring-wound anchor escapement.Only mark is stamped on the movement believed to be a production number "13490" and made in Tame Side. (If the clock had been made after 1912 it would have had a trade mark "Limit")flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, clock, wall clock, fusee, gallery clock, alfred hirst, tame side