Cubed iron ship tanks were invented by Richard Trevithich in 1808, in partnership with Robert Dickson, and the design was patented that year. The invention eventually replaced the wooden casks or barrels used at the time, as the ship tanks were more secure and their shape was much more economical in storage space. The robust metal tanks were originally made to transport water, but their preserving quality enabled them to transport perishable dry goods such as grain on long voyages, as well as other forms of liquid and solid cargo. The first ship tanks were made from sheets of iron, and later mild steel sheets, with double riveted edges and corners. A round cast iron lid with handle grips was fitted snugly into the top opening, providing an air-tight and water-tight seal. Brass taps were often fitted into the base, which could have been the case with this tank, but it now has a wooden bung in the hole. Sailing ships began using the new ship tanks on Australian voyages from around the 1830s, storing food and water for those on board, and filling them with other cargo. A large number of the ship tanks were repurposed in 1838 for the Victoria Settlement at Port Essington, N.T., as they were able to protect the food, clothing and other stores from termite and insect damage. Other ‘recycled’ ship tanks were cut in half and used as washing tubs or cookers. A 1929 catalogue from Hudson’s Tank Stores advertised square tanks that contained around 600 litres – 160 gallons – which equals an internal measurement of 33.25 inches – 84.5 centimetres – per side ship tanks are still made and sold in 1952 by the Globe Tank and Foundry in Wolverhampton, England, which was incorporated in 1922. Today, ship tanks can be seen around Australia. Wilsonson’s Promontory Lightstation has the lid from a ship tank that was used on site for the storage of water. Some have been repurposed as domestic water tanks and dog kennels, others for eucalyptus distilleries. Flagstaff Hill has two ship tanks. The Campaspe Port at Echuca, once a bustling river port, has a ship tank beside the locomotive yard. The lids of ship tanks are collectible items. Richard Trevithick (1771-1833): - Trevithick was born in 1771 in Cornwall, England. He was a famous British engineer and inventor during the Industrial Revolution, known for his invention of the first full-scale working railway, the high-pressure steam locomotive, which he demonstrated hauling a railway train in 1804. He set up a small workshop in 1808 at 72 Fore Street, Limehouse, London, to make iron ship tanks, and this invention was instrumental in replacing the wooden casks formerly used for storage on ships. He was involved with mining technology, iron foundry and ship equipment. Ship tanks changed the way that cargo was transported on ships and other vehicles from the 1830s and were used into the mid-20th century. The ship tanks’ advantages were that they could store more content, lasted longer, were waterproof and airtight, stackable and could be repurposed for many uses other than water, such as fuel, dry goods and domestic cargo. They have even been used aa dog kennels and cookers. Ship tanks were part of the evolving methos to transport water, food and cargo, which changed in 1956 when Malcolm McLean invented the large, rectangular shipping containers that are in use today; they speed up the process of loading on and off the ships, saving time and money. Ship tank: a cubed iron container with an offset hole on one side. The hole has cutouts for securely attaching a lid. This tank is on its side on the ground with the opening facing sideways. The side facing upwards has a wooden bung in a round hole. The ship tank is made from six square, thick iron sheets, rolled and riveted along the edges. The inside has a black sticky coating, possibly bitumen, and a strong creosote odour. There are small remnants of green paint on the outer surface.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, iron cube, water tank, shipping container, ship tank, ship's tank, ship tanks, marine container, richard trevithich, 1808, robert dickson, water transport, water storage, iron foundry, steel sheets, iron sheets, revets, victoria settlement, port essington, globe tank and foundry, wolverhampton, british engineer, british inventor, wooden casks

British Royal Engineers George 5th Brass Hat Slidebadge/buttons, ww!, army

British Royal Engineers Hat Badge, King George VI (early)badge/buttons, ww1, army

Builders Number 3354 Build for Inkerman Mill Queensland in 1951 Displayed at the British Industrial Fair at Castle Bromwich, England 1951 prior to delivery to Australia Weight: 10 Tons Known at Inkerman mill as "LI'L TOOT" Major Ernest E. Baguley (1863–1948) was a British engineer.- In the years leading up to the First World War, Baguley served in the Territorial Army and became Second-in-Command, 6th Battalion, North Staffordshire Regiment, rising to the rank of Major. He served in France from 1914 to 1915. Baguley (Engineers) Ltd After the War there was a decline in the production of road vehicles (probably due to competition from other manufacturers) and an increase in the production of railway equipment. The name of the company was changed from Baguley Cars Ltd to Baguley (Engineers) Ltd on 10 April 1923. Following a dispute with their partners Drewry Cars. Ltd, Baguley (Engineers) Ltd went into decline and entered liquidation in 1931. Most of the plant and effects, including Major Baguley's own Baguley car, were sold at auction on 10 November 1931. E. E. Baguley Ltd Major Baguley was a great survivor of WW1 and, he set up a small repair business for Baguley products at Clarence Street, Burton-on-Trent. A new company, E. E. Baguley Ltd, was registered on 30 April 1932 and was soon building locomotives again. In 1934 E. E. Baguley Ltd moved to larger premises at Uxbridge Street, Burton-on-Trent. The company merged with Drewry to form Baguley-Drewry Ltd in 1962.Historic - Industrial Narrow Gauge Railway Diesel Mechanical Locomotive - Pioneer Sugar Mills - Inkerman Sugar Mill, Home Hill, Queensland, AustraliaRail Mine and Plantation (RMP) 0-6-0 Diesel Mechanical 2' Gauge - " LI'L TOOT " Builders Number 3354 Steel (Painted)RMP / 3354 "LI'L TOOT"rmp, diesel, mechanical, locomotive, 2', 2' gauge, puffing billy, inkerman, li'l toot, industrial narrow gauge railway, e. e. baguley ltd, pioneer sugar mills - inkerman sugar mill, rail mine and plantation (rmp)

This set of 10 photographs of the Army Survey Regiment’s victorious rifle shooting team was taken outside the Tavern at Fortuna, Bendigo in c1979. The rifle shooting competition was the ‘Irwin Trophy for Shooting’, a contest with the British Army’s 42nd Engineer Regiment, the equivalent military geographic mapping unit at the time to the Army Survey Regiment. The bent .303 rifle seen in photo .3P was retrieved from the bottom of Fortuna’s lake when it was drained for restoration. It is believed an excavator drove over the rifle before it was retrieved.This set of 10 photographs of the Army Survey Regiment’s rifle shooting team was taken at Fortuna, Bendigo in c1979. The photographs were printed on photographic paper and are part of the Army Survey Regiment’s Collection. The 35mm positive photographic proofs were scanned at 600 dpi. Larger prints of .1P, .3P and .10P were scanned at 300 dpi. .1) & 2) - Photo, black & white, c1979, Rifle Shooting Team - L to R: Warren ‘Waldo’ Shirley, John Waight, Peter Searle UK Exchange, CO LTCOL Bob Skitch, Jim Macdonald, John Harrison, Max Neil, Stan Vote. .3) - Photo, black & white, c1979, Rifle Shooting Team - L to R: Stan Vote, John Harrison, Max Neil, Warren ‘Waldo’ Shirley, Jim Macdonald, John Waight. .4) - Photo, black & white, c1979, Rifle Shooting Team - L to R: CO LTCOL Bob Skitch, Jim Macdonald, Stan Vote. .5) - Photo, black & white, c1979, Rifle Shooting Team - L to R: John Waight, Warren ‘Waldo’ Shirley. .6) - Photo, black & white, c1979, Rifle Shooting Team - L to R: Warren ‘Waldo’ Shirley, CO LTCOL Bob Skitch. .7) - Photo, black & white, c1979, Rifle Shooting Team - L to R: CO LTCOL Bob Skitch, Warren ‘Waldo’ Shirley, Stan Vote, Jim Macdonald, Max Neil. .8) - Photo, black & white, c1979, Rifle Shooting Team - L to R: Jim Macdonald, Max Neil, Stan Vote. .9) - Photo, black & white, c1979, Rifle Shooting Team - L to R: CO LTCOL Bob Skitch, Peter Searle UK Exchange, Warren ‘Waldo’ Shirley. .10) - Photo, black & white, c1979, Irwin Trophy for Shooting..1P to .10P –No personnel are identified.royal australian survey corps, rasvy, army survey regiment, army svy regt, fortuna, asr

William Henry Maw was a British civil engineer and astronomer. He was born in 1838 and died in 1924 at eighty-five years. Maw worked as an assistant at the workshops of the Eastern Counties Railway before he became a draughtsman in the design office. He designed the first outside cylinder locomotive for use in India. In 1865 he founded the journal Engineering and continued to be an editor for the rest of his life. Maw became a consulting engineer. He was president of the Civil and Mechanical Engineers' Society, the Institution of Mechanical Engineers and the Institution of Civil Engineers. This book contains a wide range of articles and reviews related to industrial developments such as rail mill engines at the Dowlais iron works (constructed by Messrs. Kitson and Co., engineers, Leeds), cable tramway, Clay-street, San Francisco, U.S.A., road and railway bridge over the river Dnieper, at Jekaterinoslow, Russia (constructed from the designs of Professor N. Belelubsky, St. Petersburg, by the Brjonsk iron works) etc. A book with blue large hard cover. Title and publication date are written on spine in gold. Illustrations (fig., plates, plans, diagrams) in B/W. Includes collection of the engineering weekly journal vol. xxxix-from January to June 1885. This book contains a wide range of articles and reviews related to industrial developments. Page no.712.machinery, tools, engines, engineering, railroad, w h maw, rail, mill engines, cable tramway, clay street, dowlais iron works, twin screw engines, royal italian torpedo ram vessel, messrs r and, w hawthorn engineers, electro plated carriage, the tehuantepec ship railway, otis elevator

Breakwater navigation lights are placed at the end of the breakwaters to warn incoming vessels of the end of the structure, as a marine safety measure. The subject item was such a light believed to have been placed at the end of Warrnambool's breakwater around 1915 when it was extended. The light had remained in place for many years until it was probably removed when the structure was undergoing rock armouring repairs to the end of the breakwater in 1975. The light had been placed in a council storage shed probably from the time when the structure was undergoing these repairs in 1975. In 2014 the light was removed from the storage shed and donated to Flagstaff Hill museum. History: Warrnambool breakwater plans were drawn up by 1874 and approval was given for preliminary construction work to start but when the money ran out, the works stopped. With a number of quick changes of government the “Warrnambool” breakwater project was kicked from one Victorian state government to another. Then finally in 1879, the eminent British harbour engineer Sir John Coode was asked to design a breakwater. His first design was for a 1800 feet long structure but that was scaled back to 900 feet and construction finally began in 1884. This structure was attributed in causing major siltation of Lady bay, as a consequence the breakwater was again extended in 1915. In 1975, the rock armouring at the end of the breakwater was added but by 1979 another impact study was calling for the breakwater to be removed altogether. The Heritage Council Victoria, regard the Warrnambool breakwater is of historical significance to the state as one of the most important maritime engineering projects that was undertaken in Victoria during the late nineteenth century. The light is also as part of this structure regarded as a significant item of historical interest.Marker light or navigation light. Round light stand with conical top piece (2 separate pieces). Metal base painted red, clear glass middle section enclosed by metal frame, metal cone shaped top section painted silver. Electrical wiring can be seen inside centre section. Pole that light would have been on to elevate it is missing.Has metal plate screwed onto side of base engraved "23". flagstaff hill, warrnambool, shipreck coast, flagstaff hill maritime museum, maritime museum, great ocean road, warrnambool breakwater, marker light, naviagtion light, breakwater navigation light

This plan is of great significance to the local history of Warrnambool, in particular the Breakwater and its impact on Warrnambool's maritime and trade history. The plan shows the existing jetties at the Port of Warrnambool, plus the partially erected Breakwater and proposed works to the Breakwater by both the Borough of Warrnambool Surveyor and Sir John Coode. The plan was signed 28th February 1879 by Sir John Coode. The legend at the bottom left describes the existing works and the proposed works. The Warrnambool Breakwater Sir John Coode was a British harbour engineer. He was brought to Melbourne by the Melbourne Harbour Trust to advise on works to improve the Port of Melbourne. The Victorian Government commissioned him to present a plan to complete the Warrnambool Breakwater. His original plan was too expensive so he prepared a revised plan for a shorter structure. The work was completed in 1890. The construction proved to be too short to protect adequately from the weather and didn't allow enough depth for larger vessels to come into port. The decreasing trade was further affected by siltation in the bay due to the breakwater, and the completion of the railway line. The situation of the harbour became a real problem that, by 1910, required continuous dredging. In 1914 the Breakwater was extended but proved to be a failure because the work began to subside and by 1920 about two thirds of the harbour was silted up. Alterations made in the 1920's increased the silting problem and by the 1940's the harbour was no longer used. More alterations were made in the 1950's and 1960's. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database. This plan of the proposed works for the existing Warrnambool Breakwater is of great significance to the local history of Warrnambool, in particular the Breakwater and its impact on Warrnambool's maritime and trade history. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database (VHR H2024). It is historically significant to Victoria as one of the most important maritime engineering projects in Victoria in the late 19th century. The Warrnambool Breakwater is of historical significance as one of the most important maritime engineering projects in Victoria in the late nineteenth century. It is evidence of Victoria's nineteenth century investment in regional port infrastructure and the development of Victorian coastal shipping. It is of significance for its association with the English civil engineer Sir John Coode, the most distinguished harbour engineer of the nineteenth century, who was brought to Victoria to advise on works to improve the Port of Melbourne, but was retained by the Government to advise on improvements to the harbours at Portland, Geelong, Port Fairy, and Lakes Entrance, as well as Warrnambool. His projects for Melbourne, Lakes Entrance and Warrnambool were major engineering projects of the nineteenth century. The breakwater is historically significant as a reminder of Warrnambool's early maritime history as a Western District port, and as one of Victoria's major 'outer ports'. While the Warrnambool Breakwater is a demonstration of the engineering skills of the nineteenth century, it also demonstrates the limitations of knowledge relating to sedimentology at the time and the confidence apparent in a number of nineteenth century plans which assumed that natural forces could be overcome or contained by engineering.Plan of Warrnambool Harbour, Port of Warrnambool, dated 28 Feb 1879. Plan shows existing Breakwater and work proposed by both Warrnambool Borough Surveyor and Sir John Coode. Plan has gold coloured quarter-dowel rods top and bottom and a metal ring at the top. Stamped with title. Signed by Sir John Coode.Stamped "VICTORIAN HARBOURS / WARRNAMBOOL / PLAN / to accompany / SIR JOHN GOODE'S REPORT / DATED 28 FEB 1879" Signature "John Coode"flagstaff hill, warrnambool, maritime museum, shipwreck coast, great ocean road, sir john coode, borough of warrnambool surveyor, plan of warrnambool, victorian harbours, warrnambool harbour, warrnambool breakwater, port of warrnambool, vhd vhr h2024, flagstaff hill maritime museum & village, maritime village, map, chart, plan, lady bay, breakwater, jetty, pier, vhr h2024, proposed works, 1879

This navigation cart of Lady Bay and Warrnambool Harbour was originally surveyed in 1870 but this version includes the update for magnetic variation in 1893. Since the printing of the chart several annotations have been added. These include an additional stamp dated 15-8-1910, a handwritten comment across the top of the page dated August 1910, and another handwritten comment regarding the ‘Proposed Extension of Dock’ dated 19-2-1925, plus connected drawings, notes and figures. The 1925 proposal on this chart may have been a reaction to the Royal Commission of 1923, when the damaged stonework on the seaward side of the Warrnambool Breakwater, caused by the action of the sea, was the subject of enquiry. A conference between the Public Works, Water Commission and the Harbour Trust concluded that it would less costly to make repairs to prevent further damage rather than replaced the damage portion of the wall. A contract was raised in late 1924 to deposit rubble on the damaged side of the breakwater to minimise the Southern Ocean’s destructive action and work had started by August 1925. The Breakwater construction had begun in 1874 and was completed in 1890. The Victorian Government had commissioned Sir John Coode, a British harbour engineer, to present a plan to complete the Warrnambool Breakwater but his original plan was too expensive. He prepared a revised plan for a shorter structure. The construction proved to be too short to protect adequately from the weather and didn't allow enough depth for larger vessels to come into port. The decreasing trade was further affected by siltation in the bay due to the breakwater, and the completion of the railway line. The situation of the harbour became a real problem by 1910 and required continuous dredging. In 1914 the Breakwater was extended but proved to be a failure because the work began to subside and by 1920 about two thirds of the harbour was silted up. Alterations made in the 1920's increased the silting problem and by the 1940's the harbour was no longer used. More alterations were made in the 1950's and 1960's. This chart is significant for its strong connection to the maritime history of Warrnambool Harbour and Lady Bay and the Warrnambool Breakwater. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database (VHR H2024). The Warrnambool Breakwater is one of the most important late 19th century maritime engineering projects in Victoria and significant in the development of Victorian coastal shipping. It is also significant for its connection with British harbour engineer, Sir John Coode. The chart is a historical record of structures existing in 1893; the Warrnambool Jetties, Warrnambool Breakwater in Lady Bay, the leading lights (lighthouses), streets, roads, bridges and many buildings. It also shows the lay of the land and seabed. Navigation Chart: Lady Bay and Warrnambool Harbour, Australia - South Coast - Victoria. Surveyed by Nav. Lieut. H.J. Stanley, R.N., 1870. Updated for Magnetic Variation, 1893. The rectangular chart is printed on heavy cream paper. Stamps are shaped rectangular, oval and round. Around the Breakwater and Jetty area are handwritten notes, dotted and joined lines, numbers and signatures, and shading of red and green. The chart shows the surrounds of Warrnambool Harbour, Lady Bay, the Breakwater and Jetty, roads, bridges and the streets in Warrnambool. It has sounding details, and angles of line from the leading lights.Stamp, rectangular, including "AUG 1910" Stamp, double oval " - - - -CHART" Stamp, hand drawn, red circle, with "B" inside Hand written note "22-8-1910 - - - - - of surveying C. Ca - - - request of 15-8-10 [initials] " Notes and lines in red pen, including a grid of sounding numbers: "1300" "1050" "1200" "Possible Extension of Dock" "19-2-25" "Dock Dredged to 20 Ft" Notes and lines in blue pen "Extension of Dock to accommodate vessels drawing 20 Feet" and "Light not visible south of this line" Red dots (4) with yellow highlight at both leading lights, breakwater and jettyflagstaff hill, warrnambool, flagstaff hill maritime museum & village, maritime museum, maritime village, shipwreck coast, map, chart, navigation chart, plan, lady bay, warrnambool harbour, port of warrnambool, breakwater, jetty, pier, dock extension, proposed extension, vhr h2024, 1870, 1893, 1910, 1925, warrnambool town late 1800s, warrnambool streets late 1800s royal commission, 1923, public works, water commission, harbour trust, victorian harbours, sir jon coode

Journal or magazine - stapled pages approx. 100 printed on semi gloss paper, with glue outside cover, titled Journal of the Institution of Engineers Australia" - Vol 6, No. 10, Oct. 1934 - Special issue - Melbourne Centenary Celebrations 1934 - 1935. Contains transactions of radio frequency, institution and related activities, and 100 years of Engineering in Victoria. These include maps of Victoria and Melbourne, Engineering Education (Kernot), Metropolitan Roads and Bridges by J. Noble Anderson City Engineer of Richmond, Country Roads and Bridges, Railway Development (VR), Metropolitan and Provincial Tramways (Strickland and Russell), Port of Melbourne, Outer ports, air transport, water supply, sewerage and drainage, gas industry, electricity supply, communications (telephone and telegraph), industrial development and mining. Has ads for British Insulated cables, Thompsons Engineer, Goodyear, GEC - British General Electric, Associated General electric, Vickers and many other companies. Photocopy of article from the Bob Lilburn collection.trams, tramways, centenary, victoria, tramways, railways, secv, mmtb, cable trams

Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe' at 145 High Street Holborn London, but in 1828 new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods including paper-making machinery, measuring machinery, water pumps, refrigeration equipment, and diving apparatus. Augustus Siebe specialised in submarine engineering early on and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards, and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12 bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering, and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family and a new company 'Siebe Gorman & Co. Ltd.' (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924 Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished and within time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air, and under the sea (including mine rescue, tunneling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A.Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman's fortunes began to decline as an aging Sir Robert Davis failed to invest, or change the company's business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on fire-fighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998). (For information regards the diving helmet & Frank King see Notes Section at the end of this document)The items are very significant as a snapshot into marine history and the development of diving equipment generally especially that used for salvage operations before and during WW2. The company that made the equipment was a leading inventor,developer and innovator of marine equipment with its early helmets and other items eagerly sought after today for collections around the world. The items in the Flagstaff Hill collection give us an insight as to how divers operated and the dangers they faced doing a very necessary and dangerous job. Frank Kings' diving helmet and compressor (communication pipe stored separately). Compressor is hand cranked. US Navy diving helmet, Mark V. Two maker's plates attached. Made in 1944.On rear "WATER SUPPLY" On front 'PATENT" " Logo: Images (Lion, Crown, Horse, Shield within an oval) "SIEBE, GORMAN & Co. Ltd. SUBMARINE ENGINEERS, LONDON.flagstaff hill, warrnambool, maritime museum, great ocean road, us navy diving helmet, commonwealth government salvage, diving helmet, marine salvage, frank king, diver, siebe. gorman & co ltd, submarine equipment, diving equipment, communication under water, hand cranked, diving compressor

This compressor was part of the E.G. Ward Collection. It is connected to the diving suit and boots, also in our collection. Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years, from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe's at 145 High Street, Holborn, London, but in 1828, new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods, including paper-making machinery, measuring machinery, water-pumps, refrigeration equipment and diving apparatus. Augustus Siebe specialised in submarine engineering early on, and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12 bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy, and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis, and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family, and a new company, Siebe Gorman & Co. Ltd. (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924, Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished, and in time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air and under the sea (including mine rescue, tunnelling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company's products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman's fortunes began to decline as an ageing Sir Robert Davis failed to invest or change the company's business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed, and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on firefighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998).The diving compressor, along with associated equipment in the Flagstaff Hill collection, represents a highly significant snapshot of marine history. These items are particularly important in understanding the evolution of diving equipment, with a special focus on their use in salvage operations before and throughout the Second World War. Manufactured by a company renowned for its inventions, development, and innovation in marine engineering, the equipment demonstrates the progression of technology in deep-sea diving. Early helmets and related items produced by this company remain highly sought after by collectors worldwide, highlighting their historical and technological value. The presence of these items within the Flagstaff Hill Maritime Museum allows for a unique insight into the working conditions and methods employed by divers. It also illustrates the considerable dangers they faced while performing such essential and hazardous work, underscoring the critical role played by these professionals in maritime history.A single cylinder divers' pump by Siebe Gorman & Co Ltd, London, eccentric hand cranked in brass, brass-mounted mahogany case with instructions to the underside of the lid, brass-covered pressure gauge and air outlet, brass maker's plaque to the front, water inlet and outlet to the rear, green-painted lifting rings. Machinery has some blue-painted areas on the metal. This compressor is part of the E.G. Ward Collection.Plate on the back 'WATER SUPPLY" "WATER OVERFLOW" "WATER DRAIN-IN" Pressure gauge dial "BOURDON'S PRESSURE GAUGE" STEBE GORMAN & CO. LONDON", "LBS PRESSURE" "FEET OF SALT WATER" Plate on the front " PATENT, Siebe Gorman & Co Ltd Submarine Engineers" below emblem (Lion, Crown, Horse)flagstaff hill, warrnambool, flagstaff-hill, maritime-museum, diving compressor, london, siebe gorman & co ltd, marine technology, life saving, deep sea diving, maritime museum, maritime village, manine history, maritime history, marine engineers, marine diving, deep-sea diving, e g ward, vintage diving compressor, e. g. ward, e.g. ward, edward ward, ted ward

This diving suit with helmet, boots and weight is part of the E. G.Ward collection, along with the diving compressor and a photograph of a diver in this equipment. Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe' at 145 High Street Holborn London, but in 1828 new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods including paper-making machinery, measuring machinery, water pumps, refrigeration equipment and diving apparatus. Augustus Siebe specialised in submarine engineering early on and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12-bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family and a new company 'Siebe Gorman & Co. Ltd.' (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924 Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished and within time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air and under the sea (including mine rescue, tunnelling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A.Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman fortunes began to decline as an ageing Sir Robert Davis failed to invest, or change the company business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on fire-fighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998).The diving suit, helmet, boots, and weights, along with associated equipment in the Flagstaff Hill collection, represent a highly significant snapshot of marine history. These items are particularly important in understanding the evolution of diving equipment, with a special focus on their use in salvage operations before and throughout the Second World War. Manufactured by a company renowned for its inventions, development, and innovation in marine engineering, the equipment demonstrates the progression of technology in deep-sea diving. Early helmets and related items produced by this company remain highly sought after by collectors worldwide, highlighting their historical and technological value. The presence of these items within the Flagstaff Hill Maritime Museum allows for a unique insight into the working conditions and methods employed by divers. It also illustrates the considerable dangers they faced while performing such essential and hazardous work, underscoring the critical role played by these professionals in maritime history.Diving suit including helmet, boots and a weight. Diving suit is made of canvas with knitted cuffs. The helmet is metal. The boots have a thick sole and thick leather upper that is held on with leather straps and buckles. The toe of the boot is heavy metal. The weight is worn next to the trunk of the diver and it has an inscription to mark the front. It is worn with straps and buckles holding it in place. Royal Navy Admiralty Pattern 6 bolt No 3 light Siebe Gorman light diving helmet circa 1960, used by the Royal Navy before and after World War 2. This equipment is part of the E. G. Ward Collection."Siebe Gorman & Co Ltd Marine Engineers London. Patent" with "E G Ward" on front and back plate. On weight "FRONT"flagstaff hill, warrnambool, diving suit, siebe gorman and co ltd., siebe gorman and co ltd marine engineers london, marine engineers, diving helmet, diving boots, diving weight, marine diving, maritimemuseum, maritime village, maritime history, marine technology, life saving, deep sea diving, maritime museum, siebe gorman and co ltd., siebe gorman and co ltd, london, deep-sea diving, e. g. ward, e g ward, e.g. ward, edward ward, ted ward

General Sir Charles Warren was an officer in the British Royal Engineers. He was one of the earliest European archaeologists ofthe Holy Land. Much of his military service was spene in British South Africa. Previously he was police chief, the Head of the London Metropolitan Police during the Jack the Ripper murders. In 1876, the Colonial Office appointed him special commissioner to survey the boundary between Griqualand West and the Orange Free State. For this work he was made a Companion of the Order of St Michael and St George in 1877. He was appointed special commissioner to investigate "native questions" in Bechuanaland and commanded the Northern Border Expedition troops in quelling the rebellion there. In 1879 he became Administrator of Griqualand West. The town Warranton in the Northern Cape Province of South Africa is named after him. In 1882 the Admiralty sent him to Sinai to discover what had happened to Professor Edward Palmer's archaeological expedition. He discovered the members had been robbed and murdered, located their remains and brought their killers to justice. For this he was created a Knight Commander of the Order of St Michael and St George in 1883 , also Knight of Justice of the Order of St John of Jerusalem and in 1884 elected a Fellow of the Royal Society. In 1884 Warren was sent as HM Special Commissioner to command a military expedition to Bechuanaland, to assert British sovereignty in the face of encroachments from Germany and the Transvaal and to suppress the Boer freebooter states of Stellaland and Goshen, which were backed by the Transvaal and were stealing land and cattle from the local Tswana tribes. This became known as the Warren Expedition and achieved its aims without bloodshed. Warren was recalled and in 1885 was made Knight Grand Cross ofthe Order of St Michael and St George. In 1885 Warren stood for election for Parliament but lost the vote. In 1886 he was appointed Commissioner of Police of the Metropolis following Sir Edmund Henderson's resignation. Criticised continually for his decisions and actions he resigned in November 1888. Prior to this time he was appointed Knight Commander of the Order of the Bath, January 1888. On the outbreak of the Boer War in 1899 he returned to service and commanded the 5th Division of the South African Field Force. In January 1990, Warren bungled the second attempted relief of Ladysmith at Tugela River. At the Battle of Spion Kop, January 1990 he had operational command and his failure of judgement, delay and indecision despite his superior forces culminated in the disaster. It has been said that Warren was "perhaps the worst" of the British generals in the Boer War and certainly the most "preposterous". Redvers Buller in a letter to his wife described him as "a duffer", responsible for him losing him "a great chance". Warren was recalled to Britain in August 1900 and never again commanded troops in the field. Individual image from photographed poster of tobacco and cigarette cards.holy land, sir charles warren, british royal engineers, archaeologist, british south africa, london metropolitan police, jack the ripper, colonial office, commissioner, griqualand west, orange free state, companion of the order of st michael and st george, bechuanaland, northern border expedition, warrenton, sinai, professor edward palmer, knight commander of the order of st michael and st george, knight of justice of the order of st johnof jerusalem, fellow of the royal society, knight grand cross of the order of st michael and st george, boer war, redvers buller, knight commander of the order of the bath

Item in the collection of Gilbert John Mitchell (Jack) Pre WW2 Jack had service for a brief time in the 38th BN Bendigo No 447203. He enlisted in the RAAF on 31.1.1942 No 410686 age 20 years. Embarked for England on 6.1.1943 for further Training. Posted to 166 Sqd RAF Wellington Bombers then posted Operational to No 466 Sqd RAAF flying Halifax Heavy Bombers. On 18.7.1944 he and his crew in MZ313 were on a mission to attack Railway Sidings at Vaires. This was new Aircraft on 11.6.1944. They were hit by Anti Aircraft shells exploding in the fuselage. The Bomb Aimer Flt/Lt Finley advised the crew to leave by parachute as it was possible the craft could disintegrate. The Pilot Officer R.J. Evans decided to try and get the aircraft back to England, once there they abandoned the craft which was seen to disintegrate in mid air. Both were awarded the DFC. Jack was taken POW and sent to Stalag Luft 1 near Barth on the Baltic Sea for Allied Airmen. The Crew were; Roger John Evans No 410202, enlisted 5.12.1941 age 31 years. Peter Hamiliton Finley No 412294, enlisted 22.6.1941 age 22 years. L.C. Abbott, British/Allied. G.J. Mitchell, POW. Keith Mossman Tranent POW, No 426402, enlisted 20.6.1942 age 19 years 2 months. J.P.T. Finn RAF (Paddy) T.W. Wild British/Allied. On 30.4.1945 The Germans vacated the Camp Jack was in and 2 days later the Russians released them and he was placed in a British Hospital weighing 6 stone. He arrived home in Sept 1945. He stayed in the RAAF No 033130 and served in No 35 Sqd flying VIPs. He was in the Berlin Airlift 1948 - 1949, he also went on exchange with the RAF and flew in No's 24 & 511 Sqd's one a transport the other VIP transport. He was discharged from the RAAF with the rank of Flt/Lt on 6.7.1956 in No 11 Sqd. "Maunder and Sheean". In the article Jacks says that Lofty Maunder always had a joke etc when near the target to settle everyone down. The crew of Halifax LV875 were shot down by a Night Fighter near the target "Terngier" north of Paris 0n 11.4.1944. There was 157 Halifax's on the raid with 10 being lost. The Crew were; John Henry Maunder No 412562, Navigator, enlisted 19.7.1941 age 19 years 10 months. Brian Leo Sheean, No 409855, Wireless Operator, enlisted 1.10.1941 age 18 years. Research shows there were at least 3 more of the Crew KIA. Cecil John Bond No 420433, Pilot, enlisted 8.11.1941 age 19 years 11 months. John Neville Keys No 426112, Bomb Aimer, enlisted 23.5.1942 age 19 years 6 months. Clifford Young Warren No 427047, Rear Gunner, enlisted 26.4.1942 age 19 years 3 months. J.A. White, Flight Engineer, British/Allied. D.K. Messenger, Mid Upper Gunner, British/Allied. Newspaper article Herald Sun 19.4.2002, copy. Article re Jack Mitchell. The article has 6 photo insets 3 of Jack, 2 show Airmen beside an aircraft. The one with 2 Aircrew is "Lofty" Maunder and Jack. The article is mostly about "Maunder and Brian Sheean" mates of Jack. The inset photo of a women in uniform is believed to be "Maunders" English wife who he had married previously. Maunder and Sheean were KIA. "FLY THE FLAG FOR A MATE"newspaper, article, 466 sqd

Photographer notations on slide: "Unloading Timber at Wharves 1933 Age B5" Published: Age (Melbourne, Vic.: 1854- ), Tuesday 15 August 1933 MAHOGANY FROM MANILA. (1933, August 15). The Age (Melbourne, Vic. : 1854 - 1954), p. 11. Retrieved January 16, 2026, from http://nla.gov.au/nla.news-article204377024 Published title: MAHOGANY FROM MANILA Published Caption: Age Tue 15 Aug 1933 Caption: Unloading Mahogany Logs brought from Manila, Philippine Islands, by the steamer Taiping, which berthed yesterday at Victoria Dock. The vessel discharged twenty logs, each weighing three tons, the first shipment of this type of timber landed in Melbourne. Research by Project Volunteer, Louise McKenzie: This photograph in many ways epitomises Melbourne in the 1930s. It is a time of enormous growth, development and change. But before delving into that, the photo itself is very powerful. The huge mahogany logs being unloaded appear to be so heavy that the ship itself seems to list to port as they are craned over the side. They are being levered into a cart to which two large and sturdy Clydesdale horses are hitched. In contrast to the traditional horses, the wharf is crisscrossed with modern railway tracks. Unloading is both mechanical and manual, and the scene is one of intense interest to a young boy bystander. The ship appears to be squat and solid, but the whole image also gives a feeling of movement and intensity. The mahogany being delivered to Melbourne would be intended for high quality furniture. In the 1930s Australia actually had a growing timber industry, but much of the eucalyptus wood was being utilised for mass produced furniture, and much of this furniture would then have had a veneer applied to it. The fact that it was economic to import this timber from the “Philippine Islands” – not a traditional trading market for Australia – reflects a Victorian economy that was strong enough to support a growing demand for good quality furniture Mahogany was described as a classic, strong hardwood, often used for dark opulent furniture. In the 1930s the importation of timber from Manila (Philippines) to Australia was a notable trade, particularly in Philippine Lauan (often referred to as Philippine Mahogany), which was used as a cheaper alternative to other hardwoods. 1930s furniture, dominated by the art deco style, used a mix of luxurious exotic woods like mahogany, macassar and ebony for high-end pieces, often veneered over less expensive woods such as walnut, birch and poplar, and with plywood, chrome and lacquer also popular for more practical, streamlined designs during the Depression era. By the mid 1930s timber mills were being relocated away from the immediate dock area, but the fact that these logs were being transported by horse-drawn cart implies that the load would not have had to be taken too far for milling. 1885 the Melbourne Harbour Trust Commissioners had decided that land in or near the city was far too valuable to be used as timber yards. Furthermore, large stacks of timber posed a fire risk. The Trust asked the Victorian Government to reserve a site on the east side of the Yarra River opposite Yarraville and Spotswood. Here, in 1889, the Trust began building six jetties and a wharf specifically for the landing of timber. Clydesdale horses were initially brought to Victoria from Tasmania in the 1830s, and with the 1850s gold rush they were imported direct from Scotland. Melbourne was from its earliest years an important centre of horse-breeding from both imported and colonial-bred stock, providing the well-built draught horse for pulling heavily loaded wagons, the harness horse for delivery work and drawing coaches, and the saddle-horse used for riding. Stud breeding facilities were advertised from the early 1840s. By the 1870s the horse export trade was thriving, and the Port of Melbourne was the country's busiest exporter of horses to Indian, Asian and New Zealand markets. Kirk's Melbourne Horse and Carriage Bazaar in Bourke Street first advertised for business in 1840, and by the 1850s Bourke Street West was famed for its horse bazaars and saleyards. The Victorian Clydesdale Horse Society reports that Clydesdale working horses were a vital part of Melbourne's infrastructure and agricultural industry in the 1930s, when they reached the peak of their popularity despite the increasing competition from mechanization. Their main roles and usage at this time were: • City Delivery: Clydesdales were a common sight for metropolitan deliveries, particularly for breweries (such as Carlton & United Breweries), milk runs, and bread deliveries. • Industrial Work: They were heavily used for hauling cargo at the docks, in construction, and at specialized sites like the Truganina Explosives Reserve, where they pulled wagons. • Agriculture: In surrounding rural areas, they were the primary power source for ploughing and agricultural machinery. • Specialization: By the 1930s, the Clydesdale was smaller and more compact than the Shire or Percheron breeds, making them ideal for navigation in urban environments. After the 1930s their numbers decreased due to the onset of WWI and mechanisation. Wartime petrol rationing led to a brief revival for the working horse, as suburban tradesmen, now used to motor delivery, took their old jinkers out of mothballs. By 1947, however, only 1.5% of city traffic was horse-drawn. In 1952 the large horse cartage company A. Kellet Pty Ltd sold its 250 horses and converted its Richmond stables to storage. In the 1950s at Station and Princes piers, wharf labourers refused to work with the six draught horses still being used to haul trolleys and which were soon superseded by the fork lift, semi-trailer and mobile crane. Where carefully trained horses had once shunted trains in city goods yards, a few hundred a week were now being killed at the abattoirs for pet and human consumption. The last MCC dray horse was withdrawn from service in 1958, but some of the few remaining working animals are used by the mounted police for crowd control at demonstrations and football games. The death knell had also sounded for the associated trades of farrier, saddler and blacksmith. Our photo, therefore, showing the wharf with both the haulage Clydesdales and the rail lines, is a strong visual summary of the social and economic changes experienced in Victoria in the 1930s and on towards the 1950s. Our photo is located at Victoria Dock (also known as Victoria Harbour) which is still an active component of Melbourne’s port system. In 1892 the West Melbourne Dock (later Victoria Dock) was opened, downstream and immediately west of the Spencer Street railway shunting yards. It contained a swing basin for ships, replacing the one which had been provided on the south side of the river, later to be the Duke and Orr dry dock, west of the Charles Grimes Bridge. Further west was the South Wharf along the river bank. The history of Victoria Dock is extremely well described by Ashley Smith in his 2 March 2022 article in Docklands News, and its accompanying aerial photo of the Dock taken in 1934. He writes: "In the early 1930s Victoria Dock was one of the biggest sites for trade and export in Melbourne. A constant queue of ships sailed in, unloaded their cargo, recharged and reloaded, then left for the next port. Around the time this photo was taken (found in a 1934 photo book), the trapezium-shaped basin had been through some changes since its construction in the 1890s. The 497-metre-long Central Pier, finished in 1919, now featured six sheds to house the ever-increasing volume of cargo. The entrance had also been widened in the 1920s to allow better access. Some of the berths featured three-ton jib electric cranes to help with loading cargo and a rail network connected to the State Railway service. By the time construction was completed, the dock was 39 hectares and hailed as the second-largest dock in the world (behind Cavendish Dock, Barrow-in-Furness). To further save costs, excavations were dug to a more reasonable seven metres below low water, instead of British engineer Sir John Coode’s recommended 8.3 metres. Even then, the costs were still around £900,000. It was envisaged, with the extra wharfage, that around thirty 90-metre ships could berth inside. On March 22, 1892, Victoria Dock was opened by Victoria’s Governor, the Earl of Hopetoun (later Australia’s first Governor-General) who opened the sluice to let the Yarra in. It took six days to fill the basin with The Leader newspaper estimating that it would take another six months to completely fill (March 26, 1892). In the end, it took nearly a year before the first ship was allowed to enter on February 20, 1893, when the steamer Hubbuck sailed in to unload 1200 tonnes of cargo in 15 hours. The Argus (February 23, 1893) reported that the ship’s captain, J. R. Brodie, called the Yarra “better than the Thames”, and compared Victoria Dock favourably to the Albert Dock (Liverpool)." This would be a good time to move our focus on to the Taiping, which is the transporter of these giant mahogany logs. The Taiping was a steel-hulled, single-screw passenger-cargo Chinese steamer, which today has the dubious legacy of being involved in a collision headlined as “The Chinese Titanic”. It was constructed by the Hong Kong and Shampoa Dock Company at its facility in Hong Kong, with completion in 1926 for service under the Australia Oriental Line. Her gross register tonnage measured 4,324 tons, reflecting her design for inter-island and coastal trade routes, accommodating both passengers and freight. She operated routes connecting Australian ports with East Asian destinations. As World War II approached, Taiping continued predominantly working the trade routes between China and Australia, until December 1941, when she evacuated women and children from Hong Kong to Manila just before Japanese forces overran the region. She then safely reached Australia despite enemy air raids. Taiping was then requisitioned by the Royal Navy and repurposed as a victualling stores issuing ship for the Eastern Fleet, supporting logistical needs in the Pacific and Indian oceans. Returned to the Australian Oriental Line in 1947, she underwent refitting and by mid-1948 was chartered to the Shanghai Shipping Company, and modified for greater passenger accommodation – approximately 500 passengers. In 1948/49 the Chinese Civil War took place. The Taiping departed Shanghai on 26 January 1949 as one of the final vessels evacuating civilians from to Keelung Harbour in Taiwan. Reports indicate that the Taiping carried double the rated capacity of passengers i.e. 1000. The ship carried families, military personnel, civilians, carrying personal belongings, gold and valuables in hope of resettlement in Nationalist Taiwan. It also held heavy cargo in the form of silver and gold bullion loaded by the Central Bank of China. Because of the risk of patrols, and to conserve fuel, the Captain took the ship away from the usual open-sea passage, and instead navigated along the coast. He also extinguished navigation lights to avoid detection. Shortly after midnight on 27 January 1949 the Taiping collided with the smaller cargo steamer Chien Yuan in the East China Sea near the Zhoushan Archipelago. The Chien Yuan was also operating in darkness. The subsequent collision was catastrophic. The Chien Yuan sank with in 5 minutes, with the loss of 72 of its 74 crew. The Taiping sustained severe structural compromise from the broadside strike and initially remained afloat, then made a swift descent into the freezing water, with no attempt at an organised evacuation. No formal recovery process was instigated, however a distress signal went out. 32 survivors were picked up by the Australian destroyer HMAS Warramunga (on patrol nearby), a passing US vessel found 2 more, and local Zhoushan fishermen retrieved others. In the end, only 37 people survived. The event is remembered as a poignant moment in the mass migration to Taiwan, with families tragically separated. A memorial to the disaster exists at the Keelung Harbour naval base on Taiwan. With its total of over 1,500 deaths, it constituted one of the worst peacetime maritime losses. It is sometimes referred to as the “Oriental Titanic” because of the similarly large loss of life and speed of demise with the RMS Titanic in 1912. A fictional depiction of this event appears in the John Woo movies “The Crossing (Part 1) (2014), and The Crossing II (2015), known in Chinese as “Taiping Wheel”. The narrative weaves a story around pre-disaster romances and wartime turmoil among passengers, culminating in the ship’s rapid sinking. “The production, a high-budget Sino-Taiwanese-Hong Kong co-effort, portrays the event as a microcosm of the 1940s Sino-Japanese and civil war legacies, though critics noted the melodramatic style prioritizing spectacle over historical precision.” In conclusion, it is nice to return to our photo, and observe the people involved in this moment. The dockworkers are, so typical of the 1930s, dressed in what looks to us like formal clothing – dark suits or coats, white shirts, and black hats. I am particularly drawn to the young boy, bare-headed, arms crossed, and so intent on the unloading process. He too is wearing a white shirt, black trousers and jacket, and black shoes. This is 1933 Melbourne – but the haircut he is sporting is now very “hipster” and modern in 2026 Melbourne. References: MAHOGANY FROM MANILA. (1933, August 15). The Age (Melbourne, Vic. : 1854 - 1954), p. 11. Retrieved January 30, 2026, from http://nla.gov.au/nla.news-article204377024 Wikipedia, Taiping steamer, https://en.wikipedia.org/wiki/Taiping_(steamer) Wikipedia, Victoria Dock, https://en.wikipedia.org/wiki/Victoria_Dock_(Melbourne) Docklands News, Ashley Smith, 2 Mar 2022, https://www.docklandsnews.com.au/victoria-dock/ Living Histories: Heritage Council of Victoria, Jill Barnard, 2008, Jetties and Piers, https://livinghistories.net.au/wp-content/uploads/2015/11/Jetties-ONL-intro_Part-1.pdf eMelbourne, Wharves and Docks, https://www.emelbourne.net.au/biogs/EM01612b.htm Australian Academy of Technological Sciences – Harvesting Wood, https://www.austehc.unimelb.edu.au/tia/225.html Old Treasury Building, On the Water – The Docks, https://tinyurl.com/3wkbk66m Old Treasury Building, On The Road, https://tinyurl.com/dw44yr3t Port of Melbourne, Victorian Places, https://www.victorianplaces.com.au/port-of-melbourne Docklands Heritage Study - Environmental History, https://mvga-prod-files.s3.ap-southeast-4.amazonaws.com/public/2024-05/docklands-heritage-review-thematic-environmental-history-1991.pdf eMelbourne, Horses, https://www.emelbourne.net.au/biogs/EM00723b.htm Victorian Clydesdale Horse Society, https://www.clydesdalesvic.org.au/history The Crossing, https://letterboxd.com/film/the-crossing-i/Photographer notations on slide: "Unloading Timber at Wharves 1933 Age B5"ships, shipping, timber industry, shipwrecks, horses, docks, wharves, 1930-1939, wars, docklands

The design of this small disc is from the Australian Colonial period. The cedar wood desk was made in Australian by Foy & Gibson in the 1880s, most probably in the business’s works in Collingwood, Victoria. The heavy brass locks fitted into the desk drawers were made by the famous Hobbs & Co of London, mid-late 19th century. In 1860 the business changed hands but the locks were still branded Hobbs & Co. The desk is branded with the symbol of Victoria’s Public Works Department. There is currently no information on when, where and by whom this desk was used. However, a very similar desk with Hobbs & Co. locks is on site at the Point Hicks Lightstation in Victoria and was formerly used by the Point Hicks head light keeper there. Other light stations also have similar desks from the P.W.D. (see also ‘Desk, Parks Victoria – Point Hicks Lightstation, Victorian Collections’.) HOBBS & CO., LONDON Alfred Charles Hobbs, 1812-1891, was American born. He became an executive salesman in 1840 for renowned lock manufacturer Day & Newell. His technique of exposing the weaknesses of people’s current locks was very successful in generating sales. He represented Day & Newell at London’s Great Exhibition of 1851, competing with other lock makers. Through the Exhibition he became famous for picking the best trusted Bramah and Chubb locks. Hobbs’ fame led him to found his own company in 1851 then register it in 1852 as Hobbs & Co., London. Hobbs was awarded the Telford Medal by the British Institution of Civil Engineers in 1854 for his paper 'On the Principles and Construction of Locks'. In 1855 the very successful company added partners and became Hobbs, Ashley and Co. In 1860, it traded under the name of Hobbs, Hart & Co. and was based in Cheapside London, where the business remained. Hobbs then returned to America, having sold the complete company to John Mathias Hart. He briefly returned to attend the 21st anniversary celebrations of the successful business in 1872. Hobbs kept himself busy in America, inventing and manufacturing firearm ammunition, for which he held several patents. He passed away there in 1891, a month after his 70th birthday. FOY & GIBSON Mark Foy wan an Irish draper who migrated to Bendigo, Victoria in 1858, attracted by the gold rush. He lived and worked in the area, establishing a drapery business. In the 1870s he moved to Melbourne where there were better prospects for expansion. He chose a place in Smith Street, Collingwood, a suburb of Melbourne, and started his business at the rear. In 1883 Foy retired, bringing in William Gibson as a partner, and then transferred his own share of the company to his son Francis Foy. Not long afterwards Francis sold his half share to Gibson, and the business continued under the name of Foy & Gibson. Francis Foy and he and his brother Mark Foy (junior) moved to Sydney. They established a business there in 1885, named after their father, Mark Foy. Gibson added to his business by starting his own manufacturing works from 1887, producing clothing, millinery, furniture, bedding and hardware for his stores. The factories, warehouses and stores complex became one of Victoria’s largest employers. He set up branches of his stores in Perth, Brisbane and Adelaide and two more branches in Melbourne. Foy & Gibson (usually referred to as Foys) became one of Australia’s largest retail department stores. In 1931 Foy’s little house in Collingwood was still part of the entrance to Foy & Gibson Emporium. In 1955 the company was bought out by Cox Brothers. Later on the stores were sold to various businesses such as David Jones, Woolworths and Harris Scarfe. In 1968 Cox Brothers went into receivership, ending almost 100 years of the business known as Foy’s. The former Foy & Gibson Complex is registered by Heritage Council Victoria. “Designed by William Pitt, this magnificent 19th and early 20th century complex of factories, warehouses and showrooms saw the production of a remarkable range of goods for Foy & Gibson, Melbourne’s earliest department store chain”. (Quoted from the Plaque erected by the Collingwood Historical Society 2007) P.W.D. – Public Works Department, Victoria The desk is stamped “P.W.D,” signifying that it is from the Public Works Department in Victoria, which operated from 1855-1987. The department was responsible for, among other things, the design and supply of office furniture and equipment for public buildings and organisations. This desk is significant historically as it originated from Foy & Gibson, a colonial Australian company that had a positive and strong impact on employment, manufacturing and retailing in Melbourne, Victoria and Australia. The significance of Foy & Gibson to Victoria’s and Australia’s history is marked by the Collingwood Complex being registered in both Heritage Victoria Register (H0755, H0897 and H0896) and National Trust Register (B2668). This locks on this desk are significant for their connection with their manufacturer, Hobbs & Co, who invented a lock that surpassed the security of any other locks produced in the mid-19th century. Desk; Australian Colonial cedar desk, honey coloured. Desktop has a wooden border with a rolled edge and a fitted timber centrepiece. The four tapered legs are tulip turned. Two half-width drawers fit side by side and extend the full depth of the desk. The drawers have dovetail joints. Each drawer has two round wooden knob handles, a keyhole and a fitted, heavy brass lever lock. Inscriptions are on the desktop, drawers, desk leg and lock. Made in Australia circa 1880 by Foy & Gibson, lock made by Hobbs & Co, London.Impressed into timber frame of one drawer “FOY & GIBSON” Impressed into lock “HOBBS & CO / LONDON”, “MACHINE MADE”, “LEVER” Impressed along the front edge of the desktop [indecipherable] text. Impressed into the timber of right front leg “P. W. D.” below a ‘crown’ symbol Handwritten in white chalk under a drawer “206” flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, desk, cedar desk, colonial desk, 1880s desk, australian colonial furniture, furniture, office furniture, office equipment, australian made furniture, colonial furniture, colonial hardware, foy & gibson, alfred charles hobbs, hobbs & co london, hobs & co lever lock, cabinetry lock, machine made lever lock, p.w.d., public works department victoria, day & newell, great exhibition of 1851, bramah lock, chubb lock, telford medal 1854, cheapside london, mark foy, mark foy – bendigo draper, smith street collingwood, william gibson, foy & gibson emporium, foy & gibson complex, cox brothers

This camera is a folding one, the Ensignette No 2 model made by the British firm of Houghtons Ltd which was originally a glass warehouse founded in 1834. The firm of George Houghton and Sons, dating from the late 19th century, established their camera business at Ensign House in London in 1903 and the Ensignette No 2, designed by a Swedish engineer, was introduced in 1912. Eastman Kodak of America produced a film for this model. This camera was a popular one with amateur photographers and the general public, being affordable, compact and easy to use. This camera is retained as an example of a British-made folding camera dating from nearly 100 years ago. It will be useful for display..1 This is a black metal camera which is rectangular in shape. It is a strut folding rollfilm camera with a lens that is folded inside in a thin leather concertina or bellows covering. It has the maker’s name and logo etched into the front of the camera. The logo is a flag with the British Union Jack in one corner and the word ‘Ensign’ inside the flag. The metal on the back of the camera is rusted. .2 This is a brown leather cover for the folding camera described above. It has a top lid flap which closes with a metal stud and a leather handle stitched on to the sides of the case. The cover is much worn and scuffed. Ensignette No 2 Ensign British Made Made by Houghtons Ltd England vintage cameras

This book has been written by Alan Mickle and tells of his impressions of England in 1908, 1923 and 1938. The proceeds of the sale of the book went to the ‘Food For Britain’ drive, an appeal that operated throughout Australia during World War Two. Alan Mickle, the son of David and Clara, was related to an early 20th century Shire Engineer in the Camperdown area and to Thomas Mickle, a prominent landowner, hotel keeper and photographer in early Warrnambool. Alan Mickle died in 1969. M.E. Clarke, whose signature appears in the book, was a descendant of a local Clarke family which included Angus Henry Clarke (b. 1866) who married Maggie Brown and Angus’ brother, John Sanders Clarke (b.1870) who married Bessie McMahon of Warrnambool. Bessie’s father, William was a prominent 19th century lawyer in Warrnambool. The book was donated to the Warrnambool and District Historical Society by Aileen Hassell who was the daughter of John and Bessie Clarke. This book is significant because of its links to the ‘Food For Britain’ appeal which was active in Warrnambool during World War Two. Also the book is significant because of its links to the Clarke and Mickle families, resident in the Warrnambool district in the late 19th and early 20th centuries This is a soft cover book of 93 pages. The cover is buff-coloured with a fold-in flap at the ends of the cover to make the cover more sturdy. The lettering on the cover is in red and black calligraphy. The book has a Foreword by the Rt. Hon. R.G. Casey and includes several black and white photographs. The cover is a little scuffed and worn. The inscription is handwritten in blue ink.‘M.E.Clarke’ alan mickle, food for britain appeal, world war two, world war two in warrnambool, john and bessie clarke, aileen hassell

This 1891 document contains the information on the Will and Probate of John Gould, an engineer from Russells Creek. No information has been found on John Gould except that he died in October 1890 at the age of 67. The solicitor, William Ardlie was a well-known Warrnambool lawyer, commencing a practice in 1865 and continuing well into the 20th century making him at the time one of the longest-serving lawyers in the British Empire. Tait collection: item 10 of 62This document is of interest in that it includes information on a resident of Russells Creek in the Warrnambool area, and also the lawyer concerned is William Ardlie, one of the best-known identities in Warrnambool in the late 19th and early 20th centuries.This is an 1891 piece of parchment folded in half to give four pages of written material. This material is handwritten in black ink. A seal of the Supreme Court of the Colony of Victoria is attached with a green ribbon. The document is somewhat discoloured. ‘In the Supreme Court of the Colony of Victoria in the probate jurisdiction in the Will of John Gould, late of Russells Creek near Warrnambool in the Colony of Victoria, Engineer, deceased, Probate. I certify that there is no duty payable. J. F. Poole, Officer under Section 96, Act 1060, June 23rd 1891. Extracted by William Ardlie, Solicitor, Warrnambool’. john gould, william ardlie, warrnambool

"Victorian Members of the Australian Mining Corps 1916 - 1919". The 4 mining units formed by the Royal Australian Engineers for the British Expeditionary Force departed Australia for the United Kingdom 1916. After May 1916 the four constituent companies of the Australian Mining Corps were deployed directly as part of the Tunnelling Companies of the Royal Engineers. list produced by "The Australian Mining Corps Memorial Campaign Inc".1. & 2. Record document - facsimile copy of names. Black print on white paper. Both 8 pages - printed on one side, white paper. Stapled top left corner.records, royal australian engineers, tunnellers, ww1

John Bruce MacCathie. POB: Dalkeith, Scotland. DOB: 4 AUG 1923. WWII: He served in the Royal Navy, Service No C/JX340061. POST WWII: As a member of the British Armed Forces he applied to stay in Australia – the National Archives holds his application form. MARRIAGE: He married Isabel Noel Fulton in 1949, in Vic. AUST. MIL. FORCES: He joined the Aust. Army and served from 1953 to 1977. His number then was 35175 in the Royal Aust. Engineers. His last rank was Sergeant. Returned Service League: He spent some time as a member of the Castlemaine Sub Branch. DEATH: He died 28 JUN 2005. His remains are in the Garden of Remembrance, Springvale, VIC. FAMILY: He was survived by his wife Isabel ( dec 2020) and two children. Ribbons 1. 1939-45 Star 2. Atlantic Star with Rosette, 3. Africa Star with Rosette. 4. Italy Star, 5. Defence Medal, 6. War Medal 1939-45, 7. General Service Medal 1962, 8. Long Service and Good Conduct Medal.1. Jacket - Khaki, woollen. On both arms are Sergeants cloth stripes and a cloth badge for Royal Aust. Engineers. It has eight medal ribbons on left breast. 2. Trousers - Khaki, woollen. Zip fly, no cuffs on ankles. 3. Lanyard - cotton, black. Small loop one end, large loop at other end.Written in jacket is “35175 MacCathie” A tag in jacket shows his Navy no. “C/JX340061” - British Navy.post ww2, uniform, winter, passchendaele barracks trust

British Army Manual Army code 70427.This is a vinyl covered book. Dark blue colour, the printing is in gold ink. Inside are instructions for field engineers with drawings and charts. At the rear are several lined square blank pages, 1" square. They are a different shade. The binding is metal and pages can be removed.military engineering, manual, royal engineers

The cards revolve around "Hannah FIRTH". See also Cat. No. 4048.10P for more cards. .1) Addressed to "Hannah" from "Clarry (Peanuts)". .2) To "Dear Hannah, April 13th 7.30pm". Not signed off but from same person as .1) & .3). .3) Addressed "Dear" from "Dillon (Clarry)". .4) To "Dear Hannah" from "Yours ERIC". .5) There is no to or from but mentions "ERIC". .6) - .9) all are written on rear in large purple writing with the following: "Love to Hannah x x" "To Hannah with Love x x x" "With the Australian Contingent in Eygpt" "Love to Hannah x x" .10) Addressed to "Mrs H. FIRTH 18 Brunswick St Morley Leeds Yorkshire". The date on card is unclear. .11) On rear in red "No 33 - some of the nurses in their quarters at an Australian Casualty Clearing Station". .12) On rear in fine print "Patriotic Series No. 22" Across both 4048.10P & 4049.12P there is two other addresses for "MISS H. FIRTH". 1. 28 Young St Fitzroy, Melbourne. 2. 2 Turner St Abbotsford, Melbourne.Twelve photograph postcards of different scenes revolving around “Hannah”.1) & .2) Postcards, colour, centre has oval shape with British flag and all around are 11 smaller flags with country name on. In gold speckled writing top & bottom "From A. 10th Field Coy Engineers. On rear in black pen extensive letters. .3) Postcard, colour, centre has horse shoe with Australian & British flags. In same speckled gold writing as .1) & .2). On horseshoe in black pen "Good luck to Hannah & Clarence". .4) Postcard, black & white, showing a ship, at the bottom printed "TROOPSHIP HORORATA". On rear short letter in purple. .5) Postcard, sepia, showing soldier on horseback at the Pyramids & Sphinx. On rear brief letter in pencil. .6) Postcard, sepia, showing a street scene which appears to be a place called "Muski" in Eygpt. Brief note on rear in purple. .7) Postcard, sepia, showing domed building, re the "Blue Mosque". Brief note on back in purple. .8) Postcard, sepia, scene over buildings being "View from the Citadel". Brief note on the back in purple. .9) Postcard, sepia, showing a sailing craft on a river being "Felluca on the Nile". .10) Postcard, colour, hand drawn, shown a flag flower arrangement, centre in an arrow through a heart. Address on rear in black. .11) Postcard, black & white, showing a group of nurses. Card was put out by the "Aust Comforts Fund". .12) Postcard, colour, drawn showing six different nations soldiers carrying flags.photographs, postcards, hannah

Item in the collection of Reginald Charles Allardice No 418557 RAAF. Refer Cat No 3627.5 for his service details.Pilots notes General, 2nd edition AF 2095, soft blue cover, 132 pages with graphs. Front cover centre has a circle with set of RAF wings and crown above. Pages are held together by 2 large staples.Stamped on the front in dark blue, “Engineers OFF. No 461 SQDN RAAF”, inside first page has the same.booklets, pilots notes, raaf

Item in the collection of Reginald Charles Allardice No 418557 RAAF. Refer Cat No 3627.5 for his service details.Booklet, soft blue colour with 46 pages and fold out sections at rear, 2nd edition with graphs,drawings and photos. Front cover has “Pilots and Flight Engineers notes for Sunderland 111 four Pegasus XV111 Engines”. A drawing of a Sunderland is centre of cover.Stamped on the front in blue, “ Engineers OFF. No 461 SQDN RAAF”, under in a stamped square “No 461 SQN RAAF JAN 1944 Orderly Room”.sunderlands, pilots and engineers

The booklet is Pilots and Flight Engineers. Part of the collection re Reginald Charles Allardice No 418557 RAAF. Refer Cat No 3627.5 for his service details.Booklet, cardboard cover, 42 pages, “Air publication No 1566E PPN”, rear page has a fold out section on the fuel system of the Sunderland Flying Boat, item held together by a large staple on the top RH corner.sunderlands, pilots and flight navigators, raaf

See also 2606, 2607, 2608.3. .1) Medals awarded to ARTHUR EBDON. .2) Photograph of a painting of ARTHUR EBDON who enlisted in the AIF in July 1915. He was a Lance Corporal Signaller in 57th Battalion, 5th Division before transferring to 15th Field Company of Engineers, 5th Division. Portrait was painted by Mary Wheeler and entered in the Archibald Prize..1) Photograph attached to maroon card displaying 3 medals. French Legion of Honour, British War Medal, Victory Medal. .2) Photograph of a painting of a seated man who is the recipient of the medals.photography-photographs, military history - army, passchendaele barracks trust

Military badges either gold, silver or brass colour with or without a backing mounting plate, pins. Sizes vary. 1. 7th Dragoon Guards - hat 1906-1922. 2. 2nd Dragoon Guards collar. 3. The Tyneside Irish Regiment Hat. 4. Liverpool Scottish Cameroon Regt. WW2. 5. British Intelligence Corps Hat. 6. Intelligence Corps Collar (ERII). 7. Royal Army Service Corps Collar (GVI). 8. Royal Army Pay Corps Hat. 9. Royal Army Chaplains Dept Hat. 10. Royal Engineers Hat (GVI). passchendaele barracks trust, pbt161to170, badges

Military badges either gold, silver or brass colour with or without a backing mounting plate, pins. Sizes vary. 1. Royal Australian Army Service Corps. 2. Curved Australia shoulder. 3. Curved Australia shoulder. 4. Royal Australian Signals shoulder. 5. Australian Army Catering Corps - shoulder. 6. Royal Australian Army Ordnance Corps - shoulder. 7. Brass Royal Engineers shoulder (circa WW1). 8. British Brass WW1 Royal Armoured Corps shoulder. 9. Brass Leading Aircraft Badge of Rank. 10. Silver Leading Aircraft Badge of Rank. passchendaele barracks trust, pbt271to280, badges