Bound book of Inspection Reports pasted into the book and some filed loosely in the book. Earliest is dated 1 June 1937 for Preston Technical School and last is dated 2 July 1964 for Preston Technical College. They include lists of all teachers at time of inspection and their salaries, and the Members of Council. Also a typewritten report for each inspection of mostly about five pages each, under headings such as 'Premises and Equipment; Attendances; Organization; Instruction (under different subjects).preston technical school, preston technical college, inspection reports, reports, administrative records, nmit

Hand written copies of boiler inspections and descriptions. Dates 1933, 1937, 1941and 1953.mine, gold, central deborah gold mine, central deborah gold mine, boiler inspectin reports

Victorian Railways tour of inspection report 1959, dated 15.5.1959 Marong. Foolscap paper.document, memo, railway

Printed document Inspection and Regulation of Boilers, dated 12th February 1929, No 3645 which sets out rules and regulations for the ownership and use of boilers. Items mentioned are: Inspectors, Registration of Boilers, Inspection of Boilers, Certificate of Inspection, Powers and Duties of Inspectors, Necessity for Certificate, Notice f Alterations, Duties and Liabilities of Owners of Boilers and Others, Explosions and Accidents and Miscellaneous. Also Schedules. First Schedule is the Number and Title of Act, Second Schedule is Notice of Registration, Third Schedule is Certificate of Inspection, Fourth Schedule is certificate stating the number of lbs. per square inch the safety valve blows off, Fifth Schedule is Notice to Owner that Boiler is Dangerous and Sixth Schedule is a Report with regard to Explosion of or Accident causing damage or injury to a Steam Boiler. Document is part of the Albert Richardson Collection. document, mining reports, boilers inspection act 1928, t rider

Booklet of "Daily Inspection" report sheets, serrated edge. Green cardboard cover, stapled spine covered in grey binding tape.

A response to request by Tom RiggInspection Report of Jacksons Creek Viaduct Sunbury to Founation stone of the viaduct stone work laid by Sir henry Barkly Governor of Victoria 13 January 1859jacksons creek

Photocopied file of corresponence and documentation relating to a claim by L.J. Mills, Nurseryman, that adjoining property owner, J. Collins, Farmer, assists with replacement of a vermin proof wire netting dividing fence destroyed by 1939 bushfire. File includes 1939 and 1940 detailed property inspection reports by Vermin and Noxious Weeds Branch, Lands Department, Lilydale, describing land use in the area and signs of vermin activity. Application approved 18th April, 1940. Appeal lodged by Mr Collins disallowed in May, 1940. File closed June, 1940 with Departmental suggesion that Mr Mills consider further legal action through a Solicitor as fence had still not been wire-netted. TRANSCRIPTS: Vermin & Noxious Weeds Inspection Reports "19/9/1939 (To) Superintendent (Department of Lands and Survey, Melbourne) Re L.J. Mills application for Vermin Proof Fence. I called on Mr Mills yesterday 18th instant in connection with this matter. Mr Mills has a flower farm and claims that rabbits and hares are damaging his flowers. He showed me a bed of carnations which he stated were being damaged by rabbits. There was evidence of some leaves being nipped off, but I am unable to say whether this is due to rabbits or grubs. Very little if any real damage is being done. The property is netted on the east and south boundary and on half the north and west boundary. The surrounding country is undlating and fairly steep in places. The land to the east across Grandview Avenue (sic) is all planted out in old established orchards and well cultivated. Cleared grass land adjoins the south boundary and bush land adjoins the north and west boundaries. I walked over a large area surrounding Mr Mills land and never saw any rabbits or hares or any indications of rabbits. This locality is not rabbit infested and very little wire netting is being used. I do not consider that a vermin proof fence is necessary between these allotments. - Jas H Allison (Inspector, Vermin and Noxious Weeds Branch, Lands Department, Lilydale)." Follow up report following renewal of application for Certificate by Mr Mills, citing rabbits causing considerable damage to his flowers. He laid poison and obtained 9 carcases and stated that there is evidence of rabbit infestation from the adjoing land. "19/3/1940 (To) Mr Hannah (Superintendant, Department of Lands and Survey, Melbourne) Re L.J. Mills, Grandview Grove Ringwood, Lot 4 Grandview Estate Pt CG20 Ph of Warrandyte. I interviewed Mr Mills at his home on 15th inst. He showed me carcases of rabbits which he stated had been poisoned on his land. In places young plants had been nipped off apparently by rabbits. I made an inspection of adjoining properties and found one live burrow close to Mr Mills northern boundary. There were scratches and other evidence of rabbits on land north and west of Mr Mills property. In view of the present evidence of rabbits I consider that a vermin proof fence is now necessary to protect the flowers grown by Mr Mills. His land is netted on whole of east and south boundary and half way on west and north boundary. The adjoining land on west and north boundaries is owned by Mrs Linda Collins and John Collins resp of Brysons Road East Ringwood. - Jas H Allison (Inspector, Vermin and Noxious Weeds Branch, Lands Department, Lilydale)."

Correspondence to Dr. Frost re Badak Tin Mine. Binti Binti, Sweet Nell, Bettina, Mascotte & Maconi. Report on inspection of mine reports by Mr. M. Sheard (Mine Manager) & Dr. C. W. Laver of Kalgoorlie, map of Binti lease. Des Frost Golden Square Bendigo Victoria, charts and print.MCCOLL RANKIN & STANISTREETorganization, business, gold mining, mccoll rankin & stanistreet

Has spaces for entry of depot name change overs, defects car reports. flats, inspections, day in cars, car numbers, daily inspection of fire appliances, staff shortage, overtime worked, stores receipts, wheel inspections and general remarks. See item 5045 for a later version.Demonstrates tramcar maintenance forms.Form comprising original sheet perforated on the left-hand edge and yellow sheet copy sheet (carbon paper required), two copies held. Form Number 1/137. trams, tramways, mmtb, workshops, depots, maintenance, reports, tramcars

Report - possibly only page 1 of a multiple-page report - "Inspection of Birney Cars at Adelaide", dated 11/12/1935 about the differences between the Geelong Birney safety car and those of the Adelaide tramways that were based at the Port Adelaide depot. Notes the condition of the cars, whether they have been overhauled, floor coverings, and brake gear. The Author (VP) notes that they are in good condition. The trams were subsequently purchased and entered service in Geelong during 1936.Yields information about the condition of the Birney trams at Port Adelaide prior to acquisition.Typed document glued to another sheet of quarto paper.tramways, geelong, tramcars, birney tramcars, port adelaide

Two page document ( carbon copy ) detailing report on inspection, mining machinery 17 November, 1971. Report states ' Met Mr. R. Barker, first to Nth Deborah met Frank Vincent at this mine. Inspected Great Southern engine. Other mines mentioned are South Deborah, Deborah Extended. Second page details tyhe mining machinery made and used in Bendigo such as R. Roberts' Winding Engine and Poppet legs at the Central Deborah Mine. Also a Thompson (Castlemaine) air compressor at this mine. Document signed by Albert Richardson 19.11.1971.bendigo, mining, mining equipment

'Fortuna' was developed by George Lansell, the 'Quartz King', from the 1870s to 1906. The estate features a mansion, a notable Italian water garden with imported elements, and a large lake originally used for mining. The property covers 6.7 hectares and contains many mature trees, including palms, poplars, pepper trees, Norfolk Island pines, and various specimen trees. Since 1942 to the 1980s, the Department of Defence has owned and maintained the property. General Considerations are to: 1 Preserve and restore the heritage value and history of the gardens to complement historic buildings. Maintain plant health and species diversity to enhance the area's character. 2 Address financial constraints, human use, military requirements, and stakeholder engagement. 3 Employ qualified experts to prepare the plan. 4 Address historical significance, plant health, heritage value, remedial works, and visual character (including maintaining views and screening modern structures). 5 Restore garden design to its original character where possible. 6 Recommend measures for future works to protect garden health and significant trees. 7 Identify and map significant plants and recommend suitable species for replanting. Consultant to start in September 1994 and complete by December 1994 with Regular meetings with a steering committee and encourage public involvement. The plan aims to ensure the long-term preservation, enhancement, and appropriate use of the heritage gardens, balancing historical, ecological, recreational, and military needs. In 1996 Fancine Gilfedder and Associates produced the Garden Conservation Management Plan for the Department of Defence: This Conservation Management Plan for the historic Fortuna Bendigo Garden outlines its historical development, significance, and strategies for preservation and management. 1. The plan was commissioned by the Department of Defence and prepared by Francine Gilfedder & Associates in 1996. It covers the Fortuna Garden site, its heritage status, and the methodology used for assessment. 2. Historical OverviewProvides a detailed chronology of the garden's development and its phases. Identifies significant materials, features, and architectural elements. 3. Site AssessmentSurveys existing site conditions, including plant and tree inventories.Documents architectural features and general landscape conditions. 4. Assesses the garden's heritage value using established criteria (e.g., Burra Charter, AHC criteria). Identifies elements of significance and provides comparative analysis with similar sites. 5. Summarizes the heritage value and unique aspects of the Fortuna Garden. 6. Outlines statutory and non-statutory requirements, user needs, and physical constraints affecting management. 7. Recommends general and component-specific policies for conservation. 8. Implementation Provides guidelines and specific recommendations for development and ongoing management. 9. Details best practices for tree, shrub, rose, and lawn care, as well as maintenance of paths and structures.Fortuna Villa Conservation Management Plans This Document Contains the following Items: 11231.4a This document is a draft brief by the army, 1994. It outlines the brief for a conservation management plan for the heritage gardens and surrounds of Fortuna Villa in Bendigo. It's three pages outlines Purpose, Background History and General Considerations, requirements and a summary. Seven first pages reproduced here. 11231.4b This Conservation Management Plan for the historic Fortuna Bendigo Garden outlines its historical development, significance, and strategies for preservation and management. Black Fabric Binding of approximately 110 pages (printed on both sides), photocopy with photos and plans. The first four pages showing the cover and index are shown here. 11231.4c Undated. This document is a horticultural report providing suggestions for improving the grounds and gardens at 'Fortuna', a historic estate now used by the Army Survey Regiment in Bendigo. The black and white report of approx 100 pages is "Spiralex" bound. It contains - it is compiled for the army by Karl Liffman (TAFE horticulture department) and Ian Huxley (experienced horticulturist and garden designer), with input from gardening apprentices. It contains many photos with new suggestions overlyared on top of them. The report addresses only the grounds and gardens visible to visitors: main drive, car parks, front garden, and areas around the lake. Recommendations are from a horticultural perspective, emphasizing plant variety and practical maintenance over formal landscape architecture.PurposeAims to guide the Army in developing and maintaining Fortuna’s gardens, recognizing the property's heritage and its value for public relations. 11231.4d An unbound copy of the above 11231.4e A letter to Range Control, Department of Defence, Puckapunyal, from Francine Gilfedder and Associates, Landscape Architect and Horticulturist, 15 Dover St Richmond; and a 18 page management plan. The plan aims to guide the conservation and management of the Fortuna Villa gardens, focusing on heritage values and preservation needs. May 1995. 11231.4f March 1996 five page document which outlines a conservation and restoration proposal for the Pompeii Fountain and adjacent heritage structures at Fortuna, Golden Square, Victoria. The fountain's steel column was severely rusted; rendered surfaces and marble font were deteriorating; adjacent garden walls and staircases were failing. 11231.4g Copy of above 11231.4h A five page document which contains key points from the conservation and restoration plan for Fortuna Villa. 1990s. 11231.4i A 30 page document. Part of the conservation policy and management plan for the Fortuna estate: 11231.4j A six page document is a conservation management plan and tree health report for Fortuna Villa in Bendigo, focusing on diagnosing tree diseases, assessing tree conditions, and recommending removal or treatment actions. Prepared by Francine Gilfedder and Associates, Landscape Architect and Horticulturist, 15 Dover St Richmond for the army. 11231.4k The one page document is a tree inspection report for a Sierra Redwood at Fortuna Villa, Bendigo, prepared in response to concerns about the tree's stability after the removal of a nearby specimen. Prepared by Trevor Lawrence Tree Surgeon, 830 Barkley St Ballarat. July 1995 11231.4l A 15 page document which provides an interpretive plan and historical overview for Fortuna Villa, a heritage site in Bendigo, focusing on its history, significance, and strategies for visitor engagement. 1995 prepared by Dianne Bish, Eaglehawk 11231.4m A large army plan of the Fortuna Grounds with prominent trees marked.bendigo, fortuna villa, history, army survey regiment, gardens, conservation management

Postcard Railway Museum North Williamstown|List of Railway Stations from Footscray - Sunshine and when they opened and closed|Letter regarding historic railway wagons dated 24 July 1979|Letter from Victorian Railways regarding QR wagon donation Dated 20 August 1979|Letter from Historical Society regarding wagons manufactured at Qright and Edwards Works. Dated 24 July 1979|Letter and Photocopy of Steam Locomotive 3801 at Anderson Road Level Crossing 23 April 1973|Drawing of Footscray Junction to Sunbury listing opening and closing dates|Large Drawing of Braybrook Junction Signal box tracks|Brochure for Steamrail Victoria The Vintage Train Mystery Tour on 1 July 1984|Bridge Inspection report for Devonshire Road Foot Bridge dated 26 March 1992|Complaint about goats tresspassing dated 7 July 1868|Drawing Footscray Junction Proposed alterations to Signal Arrangements 19 February 1900|Newspaper article Brimbank Messenger 8 September 1998 Technology signals new rail era about the closing of Sunshine Signal Box|Letter for amendment to 1994 Book of rules and Operating Procedures for Sunshine. Drawing of signalling Diagram included dated 19th May 1996 Sunshine Issue of Caution Orders|Photocopy of The Victorian Railways Magazine dated Aug 1929 Australias Highest Railway Bridge|Photocopy of Spencer Street - Sunshine showing extra train commencing Tuesday 3 May Dated 30 April 1921|Correspondene from Secretary of the Victorian Railways Books Series 422|Photocopy of Special Train Circular S2966 Special Funeral train for HV McKay funeral on 22 May 1926|Newspaper Article The Advocate Tracking History showing photograph of Tom Rigg dated 29 April 1998|Photocopy of Victorian Railways Timetable Dec 1865|Newspaper Article about Paddy Doyle an old locomotive Dated 20 May 1925|Extract from a book about the Big Bridge across the Maribyrnong River September 1927|Newspaper Article about Project Albion Maltese Club Dated 2 September 1992|Newspaper Article about Paddy Doyle and Patsy Dooley Dated 1925|Letter and a list in chronological events for the Braybrook Junction in 1908 smash dated 12 April 1988|Photocopy of the persons employed by the Melbourne and Hobsons Bay United Railway Company on 30 June 1878|Photocopy of Tom Riggs speech as a guest speaker at the Sunshine Historical Society dated 14 August 1988|Newspaper Articl e remembering Australias second worst rail disaster 90 years after dated 13 May 1997|Photocopy of the List of the Dead and addresses for the Rail disaster 27 April 1908|Photocopy of Selection of Names for S Class Locomotives|Photocopy of Maroona to Ararat Station Details|Notes about railway guages in Australia|Photocopy of a Letter regarding Main Road St Albans Railway Station Crossing Dated 6 May 2001|Brochure St Albans to Sydenham Rail Electrification Project Bulletin 2 May 2001|Brochure St Albans to Sydenham Rail Electrification Project Bulletin 3 December 2001|Brochure St Albans to Sydenham Rail Electrification Project Bulletin 4 January 2002|Newspaper Article Star Plainly its Keilor showing photograph of Keilor Plains Dated 18 December 2001|Newspaper Article Brimbank Leader showing All aboard for Keilor Plains Dated 18 December 2001|Media release regarding St Albans to Sydenham dated 12 December 2001|Brochure Its Steam Day Tours 1984|May of Victorian Railway|Brochure of North Williamstown Railway Museum|Photocopy of Map from Footscray and Bacchus March Line 12 June 2003|Newspaper Article Brimbank Independent Residents angry over freight rail decision dated 3 February 1998|Newspaper Article Advocate Greater respect urged for dead and rescuers Dated 16 December 1998|Extract Railway intercommunication Between Werribee and Braybook Junction|Newspaper Article Star Mixed Blessings for the HV McKay building in Devonshire Road added to Victorian Heritage register dated 16 April 2002|Newspaper Article Star Sydenham rail its electifying dated 18 December 2001|Newspaper Article Herald Sun Rail Horror at Sunshine Dated 27 May 1999railways

Requires more research. The flag appears to be a commemorative listing of British seafarers of World War 2 noting those who served, but this needs confirmation and an improved image. The flag was removed from permanent display in the Flying Angels Club as it requires assessment for cleaning of a build up of dust and smoke. See also existing condition report a new inspection needs to be carried out.If simply a listing of British merchant seamen visiting the Missions in the 2nd half of the 20th Century it is also notable in the history of the MTSV at 717 Flinders st.If confirmed as a WW2 memorial it is also significant. Reg nylon based flag with Union Jack in the top left corner. White trimming down left side with two metal hoops, one at each end. Across the Union Jack is written, 'THE BRITISH MERCHANT NAVY' and in small writing at the bottom of the Union Jack it reads, 'DONATED BY MIKE HALL IN THE U.K.'. Down the right side of the flag says, 'FLAG DONATED BY MIKE HALL IN THE U.K.' The red portion of the flag is covered with handwritten seamen's names and the seamen's registration numbers. THE BRITISH MERCHANT NAVY DONATED BY MIKE HALL IN THE U.K. FLAG DONATED BY MIKE HALL IN THE U.K. See image for more detail flag, british, mike hall, union jack, names, red ensign, merchant navy

Victorian Institute of Occupational Safety and Health (VIOSH) Australia is the Asia-Pacific centre for teaching and research in occupational health and safety (OHS) and is known as one of Australia's leaders on the field. VIOSH has a global reputation for its innovative approach within the field of OHS management. VIOSH had its first intake of students in 1979. At that time the Institution was known as the Ballarat College of Advanced Education. In 1990 it became known as Ballarat University College, then in 1994 as University of Ballarat. It was 2014 that it became Federation University. VIOSH Australia students are safety managers, senior advisors and experienced OHS professionals. They come from all over Australia and industry. Students are taught active research and enquiry; rather than textbook learning and a one-size fits all approach. VIOSH accepts people into the Graduate Diploma of Occupational Hazard Management who have no undergraduate degree - on the basis of extensive work experience and knowledge. This special report was prepared by Neville Betts, Occupational Hazard Management student at Ballarat College of Advanced Education in 1980. It was to provide comment and recommendations aimed towards improving the standards of both occupational health and safety and general public safety at Sovereign Hill, Ballarat. Interviews with those at Sovereign Hill and external public officials - fire brigade, police, ambulance contributed to the report.Twenty-eight A4 pages - typed document. Photographs included showing various safety concerns. Small holes down left side from binding which has been removed.viosh, victorian institute of occupational safety and health, ballarat college of advanced education, bcae, occupational hazard management, sovereign hill, general public safety, fire brigade, police, ambulance, inspection report, neville betts, student

Thirty six page foolscap booklet with some black and white photographic image. It includs statistics relating to the mining industry. Images include Limestone Quarry at Cave Hill, Lilydale; Golden Retriever nuggett; The Wedderburn Dog nuggett; Moning Star Mine, Wood's Point; shallow drilling; penicillin tanks; Mines Department Laboratory; Charging; Aurora Mine, Daylesford; Hattietville Dredge; North Deborah Mine, Bendigo; Central Victorian Dredge, Strangwaysj.g. gouley, mining, coal, gold, silver, geology, boiler inspection, leasing, gold buyers act, lilydale, fireclay, harrietville dredge, aurora mine daylesford, williams reward mine daylesford, strangways dredge, north deborah mine bendigo, statistics, bendigo mine, department of mines victoria, annual report, statistics relating to mining industry

In 1961 Bruce Evans was elected to the Victorian Legislative Assembly as the member for Gippsland East. He was the party's deputy leader from 1964 to 1970 and its whip from 1970 until his retirement in 1992. "The Land Conservation Council was established by the Land Conservation Act 1970. As one of its three functions, it makes recommendations to the Minister for Planning and Environment with respect to the use of public land, in order to provide for the balanced use of land in Victoria. This report contains the Council’s final recommendations concerning the use of public land in the East Gippsland study area, the boundaries of which correspond to those of the Shire of Orbost. The recommendations in the text are grouped under major headings, such as Parks, State Forest, and so on. " The Council met on seven occasions during the year, and also made visits of inspection to each study area. The Chairman visited Shire Councils in study areas to explain the role and the functions of the Land Conservation Council and to invite submissions on the use of public land in these areas. This is the fourth annual report by the council. This is a useful research tool.A large book 236 pp book with a yellow / gold cover with a green bush scene . The binding is orange. It contains folded maps and information on public land use in East Gippsland.inside - "With Compliments - Bruce Evans, M.P."east-gippsland-study-area conservation public-land-use

This hardcover book, The logbooks of the 'Lady Nelson' : with the journal of her first commander, Lieutenant James Grant, R.N., by Ida Lee (Mrs Charles Bruce Marriott) was published over 100 years after the Lady Nelson arrived in Australia to navigate and survey this ‘new colony’. Included in the book are sixteen charts and illustrations from the originals in the Admiralty Library, showing the surveyed land and water. The transcribed Contents, below, summarise the trips of the Lady Nelson during this time. Book’s Content PLUS text of the Chart of ‘Part of Bass Strait’ - Chapter 1: The Lady Nelson built with centreboards. Her voyage to Sydney under James Grant. The first ship to pass through Bass Strait. - Chapter 2: Returns to explore the Strait. Her visits to Jervis Bay and to Western Port in 1801 - Chapter 3: Colonel Paterson and Lieutenant Grant survey Hunter River - Chapter 4: Murray appointed commander of the Lady Nelson. His voyage to Norfolk Island. - Chapter 5: Murray’s exploration of Bass Strait. - Chapter 6: Discovery of Port Phillip. - Chapter 7: The Lady Nelson in company with HMS Investigator examines the North-Eastern shores of Australia. - Chapter 8: The French ships in Bass Strait. The founding of Hobart. - Chapter 9: Symons succeeds Curtoys as commander of the Lady Nelson. His voyages to Tasmania, Port Phillip and New Zealand. - Chapter 10: The Lady Nelson in Tasmania. The founding of Port Dalrymple. - Chapter 11: The Estramina is brought to Sydney. The Lady Nelson visits Norfolk Island and Port Dalrymple. - Chapter 12: Tippahee and his four sons are conveyed to New Zealand in the Lady Nelson. - Chapter 13: The Lady Nelson accompanies HMS Tamar to Melville Island. - Chapter 14: The loss of the Lady Nelson Text included with the ‘Chart of Bass Strait’ … “Part of Bass Strait, including the discoveries made by Acting Lieut. J. Murray, commander of His Majesty’s armed surveying vessel Lady Nelson, between November 1801 and March 1802. By command of His Excellency Governor King.” “This chart, which bears Murray’s autograph, shows his explorations of Western Port, Port Phillip and King Island. It should be noted that Flinders Island is named Grand Capuchin. This is one of the charts referred to as "unfortunately missing” in the Historical Records of N.S. Wales, vol. iv. P. 764” The story of the Lady Nelson In 1798 the British Admiralty ordered a cutter of 60 tons to be built along the design of the armed cutter Trial that was developed by Captain John Schanck, with three sliding keels or centreboards that could be individually raised and lowered, for use on the River Thames. The new cutter was to be named Lady Nelson. Philip Gidley King, prior to taking up his appointment as third Governor of the colony of New South Wales, was in England at the time of the Lady Nelson’s fit-out and was aware of the need for such a ship for survey work in the colony in New South Wales. He convinced Captain Schanck, the Commissioner of Transport in England, to construct and rig the Lady Nelson as a brig rather than a cutter, keeping the feature of the three sliding keels, which would be very useful for mapping in shallow waters. The new Lady Nelson was launched at Deptford, England on the River Thames in November 1798, with the official commission to discover and survey the unknown parts of the coast of New Holland (Australia) and establish British sovereignty over the continent. The Lady Nelson sailed from Portsmouth, England on March 1800 under the command of Lieutenant James Grant. She carried an armament of two original and four extra brass carronade carriage guns and set sail as part of a convoy heading to Port Jackson, in New South Wales, New Holland. After a while she continued to sail on her own. Her journey was troubled with problems at times; damaged and broken keels, troublesome crew and leaking topsides between the waterline and the deck due to poor seals. She arrived at the Cape of Good Hope in July and waited for the winter to pass to avoid the strong winds of the ‘Roaring Forties’. While at the Cape, Grant received a despatch to travel to Port Jackson via the newly discovered Bass Strait, rather than the usual route via the tip of Van Diemen’s Land (Tasmania). This also gave him the opportunity to survey the strait on the way. He departed the Cape in October and in December he made his first sighting of New Holland near Mount Gambier in what is now South Australia. A report by Ecclestone in 2012, ‘The Early Charting of Victoria’s Coastline’, mentions that Grant charted and named Capes Banks and Northumberland, and sighted inland hills that he named Mt Gambier and Mt Schanck, the latter after the designer of his ship. Grant then reached the south-western shores of what is now Victoria on 3-4 December 1800, and from Cape Bridgewater he examined the coast eastward to Cape Patton. Although he had not continuously sighted the coast in the vicinity of Port Fairy and Warrnambool, the western part of Victoria became known as Grant’s Land. The Lady Nelson continued eastward and passed through Bass Strait, becoming the first vessel to reach the east coast of New Holland from the west, and arrived at her destination of Port Jackson later in December 1800. Grant, in the Lady Nelson, then left Port Jackson and began survey work. He discovered Port Phillip on Victoria’s coast and explored King Island, he helped establish the first European settlement in Tasmania on the Derwent River, and Port Dalrymple, Newcastle and Port Macquarie. He made several trips from Norfolk Island to Hobart Town. Governor Macquarie sailed on with him to Van Diemen’s Land for a tour of inspection in 1811. Grant helped establish the first settlement on Melville Island in Northern Australia. The Lady Nelson was used to transport cargo, civilians and convicts and to source pigs from Timor. In February 1825 the Lady Nelson sailed again for Timor and never returned. One report said that “Every soul on board, we regret to state, was cruelly massacred, and the hull of the vessel was seen some time after with the name painted on her stern.” The hull was sighted on the island of Babar, which is almost 200 kilometres east of Timor. This particular copy of the book ... This item is from the ‘Pattison Collection’, a collection of books and records that was originally owned by the Warrnambool Mechanics’ Institute, which was founded in Warrnambool in 1853. By 1886 the Warrnambool Mechanics’ Institute (WMI) had grown to have a Library, Museum and Fine Arts Gallery, with a collection of “… choice productions of art, and valuable specimens in almost every branch and many wonderful national curiosities are now to be seen there, including historic relics of the town and district.” It later included a School of Design. Although it was very well patronised, the lack of financial support led the WMI in 1911 to ask the City Council to take it over. In 1935 Ralph Pattison was appointed as City Librarian to establish and organise the Warrnambool Library as it was then called. When the WMI building was pulled down in 1963 a new civic building was erected on the site and the new Warrnambool Library, on behalf of the City Council, took over all the holdings of the WMI. At this time some of the items were separated and identified as the ‘Pattison Collection’, named after Ralph Pattison. Eventually the components of the WMI were distributed from the Warrnambool Library to various places, including the Art Gallery, Historical Society and Flagstaff Hill. Later some were even distributed to other regional branches of Corangamite Regional Library and passed to and fro. It is difficult now to trace just where all of the items have ended up. The books at Flagstaff Hill Maritime Village generally display stamps and markings from Pattison as well as a variety of other institutions including the Mechanics’ Institute itself. RALPH ERIC PATTISON Ralph Eric Pattison was born in Rockhampton, Queensland, in 1891. He married Maude Swan from Warrnambool in 1920 and they set up home in Warrnambool. In 1935 Pattison accepted a position as City Librarian for the Warrnambool City Council. His huge challenge was to make a functional library within two rooms of the Mechanics’ Institute. He tirelessly cleaned, cleared and sorted a disarrayed collection of old books, jars of preserved specimens and other items reserved for exhibition in the city’s museum. He developed and updated the library with a wide variety of books for all tastes, including reference books for students; a difficult task to fulfil during the years following the Depression. He converted all of the lower area of the building into a library, reference room and reading room for members and the public. The books were sorted and stored using a cataloguing and card index system that he had developed himself. He also prepared the upper floor of the building and established the Art Gallery and later the Museum, a place to exhibit the many old relics that had been stored for years for this purpose. One of the treasures he found was a beautiful ancient clock, which he repaired, restored and enjoyed using in his office during the years of his service there. Ralph Pattison was described as “a meticulous gentleman whose punctuality, floorless courtesy and distinctive neat dress were hallmarks of his character, and ‘his’ clock controlled his daily routine, and his opening and closing of the library’s large heavy doors to the minute.” Pattison took leave during 1942 to 1945 to serve in the Royal Australian Navy, Volunteer Reserve as Lieutenant. A few years later he converted one of the Museum’s rooms into a Children’s Library, stocking it with suitable books for the younger generation. This was an instant success. In the 1950’s he had the honour of being appointed to the Victorian Library Board and received more inspiration from the monthly conferences in Melbourne. He was sadly retired in 1959 after over 23 years of service, due to the fact that he had gone over the working age of council officers. However he continued to take a very keen interest in the continual development of the Library until his death in 1969 This book about the logbooks of the Lady Nelson is locally significant for its association with the brig Lady Nelson, in which Lt. James Grant made the first documented European discovery of the area later known as Warrnambool in December 1800. This book is also nationally significant for its association with Grant in the Lady Nelson being the first to sail from west to east through Bass Strait, opening up a shorter, faster route to the colony of Port Jackson rather than going all the way south around Van Diemen’s Land. The book is nationally significant for its contents of the logbooks of the journeys of the Lady Nelson under various commanders and the copies of the charts created from the surveyed information and the new land of Australia was discovered. This book is also significant for its association with the full-size non-sailing replica of the Lady Nelson from Mount Gambier’s visitor centre, which was restored by Flagstaff Hill’s Master Boat Builder in Warrnambool in 2012, and with a ship mode of the Lady Nelson in our Collection The Pattison Collection, along with other items at Flagstaff Hill Maritime Village, was originally part of the Warrnambool Mechanics' Institute’s collection. The Warrnambool Mechanics’ Institute Collection is primarily significant in its totality, rather than for the individual objects it contains. Its contents are highly representative of the development of Mechanics' Institute libraries across Australia, particularly Victoria. A diversity of publications and themes has been amassed, and these provide clues to our understanding of the nature of and changes in the reading habits of Victorians from the 1850s to the middle of the 20th century. The collection also highlights the Warrnambool community’s commitment to the Mechanics’ Institute, reading, literacy and learning in the regions, and proves that access to knowledge was not impeded by distance. These items help to provide a more complete picture of our community’s ideals and aspirations. The Warrnambool Mechanics Institute book collection has historical and social significance for its strong association with the Mechanics Institute movement and the important role it played in the intellectual, cultural and social development of people throughout the latter part of the nineteenth century and the early twentieth century. The collection of books is a rare example of an early lending library and its significance is enhanced by the survival of an original collection of many volumes. The Warrnambool Mechanics' Institute’s publication collection is of both local and state significance. The Logbooks of The Lady Nelson Author: Ida Lee ( Mrs Charles Bruce Marriott) Publisher: Grafton & Co Date: 1915Label on spine with typed text RA 910.994 LEE Inside front cover has a sticker that reads Warrnambool Mechanics Institute and Free Library shipwrecked-coast, flagstaff-hill, warrnambool, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, book, warrnambool library, warrnambool mechanics’ institute, warrnambool city librarian, mechanics’ institute library, victorian library board, warrnambool books and records, warrnambool children’s library, great ocean road, the logbooks of the lady nelson, ida lee, mrs charles bruce marriott, captain john schanck, sliding keels or centreboards, lady nelson, british brig hms lady nelson, lieutennant james grant, bass strait discovery, surveying king island and port phillip bay, philip gidley king, survey map

Black and white photographs - 2 copiesTyped below photograph, "Boiler explosion at Ringwood station 20/6/1894. Heard in Box Hill". Article from newspapers:- Weekly Times (Melbourne, Vic. : 1869 - 1954), Saturday 27 January 1894, page 21 Official enquiry. The Board of Enquiry appointed by the Railway Commissioners to enquire into the causes of the boiler explosion which shattered the locomotive at Ringwood on Saturday night, assembled at the Railway department on Wednesday to commence its deliberations, The board consisted of Mr R. Fulton, engineer, C. W. McLean; engineer to the Marine Board, and Mr Mephan Ferguson, iron-founder. There is some difficulty at the outset about the constitution of the board; It was suggested that the Apt of Parliament contemplated that boards of experts, after the manner of the present one, needed, to have their appointments confirmed by the Governor-in-Council. The point, however, was not considered sufficiently important to prevent the board from proceeding with evidence. Robert Greyford, stationmaster at Ringwood, was the first witness. He said he saw the explosion on Saturday night at about twenty minutes to 8. There was a rush to the engine to see what had happened, and the driver and fireman were both found on the platform of the engine. The driver seemed badly hurt, but the fireman, to all appearances, was not so badly injured. They were both attended to and sent up to Melbourne by the last suburban train. Witness had a look at the engine and found the dome and all the plates round the boiler blown clean, away. The springs were also blown clean away. The Chairman (Mr Fulton) : Did you measure the distance ? Witness: Yes; one of the plates was 209 yards away. A piece from the top of the boiler 15 pounds in weight he found driven into the hard beaten track 410 yards away. Several pieces of boiler plate were found scattered at various distances. The buildings roundabout were injured. The Chairman; Did you notice anything peculiar about either of the driver or the fireman ? — No ; nothing wrong, with either of them. If the engine was blowing off at all, it must have been very light. In your opinion, were they perfectly sober ? — Perfectly. In approaching the station, is there a down or an up grade? — A very slight down grade. How is the road from Healesville ? — Up and down all the way. It is down, grade for about 200 yards coming into Ringwood station. They shut off ; steam about a quarter of a mile away, and come in at a good pace. They generally put on 15 pounds of steam while they are in the station. Mr Ferguson : Had the driver the usual load on ? — Yes ; about the usual load. Witness added that he had known the driver personally for about 10 years, and he had always been a careful, steady, sober man. He did not know the fireman so well. John Palmer, porter at Ringwood station, also saw the explosion. He was attending to the train on its arrival. He was knocked down by the force of the explosion. When he got up he saw the engine driver being carried into the office covered in blood. He noticed nothing peculiar about the driver and fireman, nor about the engine. Mr McLean : How far were you from the engine when you were knocked down ? — From ten to fifteen yards. William Paul, the guard of the train to which the injured locomotive Was attached, said he was looking at the engine at the very moment the explosion occurred. It seemed to come from exactly under the dome. The force of it took him off his feet. He was about 15 yards from the tender. When he rose he tried to reach the engine, but could not do so on account of the steam and coal dust. He called out to know whether any of the passengers were injured, and got no response, so that he concluded they were all right. All the lamps but about half dozen were extinguished by the force of the explosion, although the glass was not broken. He could testify most distinctly that the driver and fireman were both sober. The driver was a man who never drank. The steam started to blow off about a minute and a half before the explosion took place. The last place at which the engine took water was Healesville. The Chairman : Do yon know anything of the quality of the water there ? Is it creek water ? — Yes ; it comes from the Graceburn River. You never heard of its quality ?— No. How long have you known this engine on the road— About 13 months. Hew long have you known the driver on this line ? — About six weeks. I have known the fireman several years. The driver was a strict teetotaller, and I never saw the fireman take anything to drink in his life. Mr T. H, Woodroffe, chief mechanical engineer of the Victorian Railways, produced a report he had written to the secretary, about this explosion. The document gave facts concerning the engine and the explosion. It stated that the rapture seemed to have occurred at the rim of the plates adjoining the fire box. The engine was built at the Phoenix Foundry, Ballarat, in 1883. It was repaired at various times, the last time being in July of last year when it was sent to the Port Melbourne shops, and was then tested to a cold water pressure of 195 and found all right. It was the custom to overhaul all locomotives about every five years. The Chairman : There were no very heavy repairs in July, 1893; were there? — Not to the boilers. The shop manager's report says that the plug and safety tap holes were repaired, five new copper studs put in firebox, ash-pan door repaired, tender cleaned and overhauled, and studs re-rivetted, and boiler tested to pressure of 195, cold water. Mr Woodroffe read the report of the repairs effected to the boiler in December, 1888. That would be the time the plate was put in the boiler. On that occasion three new plates were put in the bottom and the boiler tested up to 195. The Chairman: Do you keep a record of the water used ?— Yes, the water in this case, I think, came from the Maroondah scheme. Mr Woodroffe said boilers were examined front time to time in the running sheds. In his opinion every possible care had been taken to keep the engine in proper care. There might, however, be lessons learnt from this. The Chairman: No doubt. From his examination of the plates [the] witness did not think the state of them could have been detected from the outside. There were no signs of leakage or sweating or anything of that sort. The next witness- was Walter Stinton, workshop manager at Newport and he said that the injured engine had been repeatedly repaired under his charge. He gave a technical account of the repairs effected on various occasions. The testing of locomotives was under his special notice. They had a high pressure pipe running; round the works, and a pump set at 2001b. When the boiler was pumped full of water the pressure when applied up to 1951b. The board appointed by the department to inquire into the Ringwood locomotive boiler explosion sat again at Spencer street on 25th inst. Mr R. Fulton presided and the other members of the board were. Mr Mephan Ferguson and Mr C. W. McLean. Charles Grubb, foreman of the boiler-makers at the Newport workshops, said he had inspected the pieces of plate that had been blown out of the engine, and after examining them, pointed out to the Chief Mechanical Engineer the portion where the plate had started to burst. It was under the lap, on the right hand side of the boiler. The grooving might be accounted for by bad water. During the past twenty years he had examined all the boilers that came into the Williamstown workshops, and while some were hardly marked at all, others were very badly eaten away. The practice was to cut out the defective portions. In this case the boiler was repaired in a similar manner. The Chairman : Can you suggest any other way of repairing so as to prevent accident ? — No, unless by taking out a plate on one side from the joint, and carrying it further up so as to avoid the joints meeting, or by taking out the plate altogether. What would.be the cost .of putting in a new " plate I—Perhaps about double the price; but I wouldn't recommend that course. It would be putting a new plate against plates that have been in use ten years or so and that would not be advisable. I think the present system better. I consider the present system of repairing the best. This is the first we have had so bad like that, to my knowledge. You attributed this to bad water. Is there no other probable cause ? — Well; unless the iron be bad. This was Lowmoor iron. I think this accident was caused by the eating away of plates. This one was the worst I have seen, for the short time it had been running. We use three classes of iron — Lowmoor, Monkbridge and Bowling. By Mr Woodroffe (Chief Mechanical Engineer) ; There are engines still running that were repaired at the same time as this one, in 1888, and. in the same way. These are engines 339 and 333. They have been recently examined and are in splendid order. What in your experience, is the age of a boiler on the Victorian railways? — From 17 to 20 years our earlier boilers stood. The later boilers don't stand so well. How is that? — There is difference in construction, and the material is lighter. The old boilers had thicker plates. Have you been asked in any way to curtail boiler affairs? — No, sir; nor in any way. You have never hesitated to carry out any necessary repairs? — Never. Our orders have been to exercise every care in examining, repairing and renewing boilers. Witness said that his practice was when an engine came into the workshop to find out how long she had been running. If over five years, he informed the workshop manager, and they thought it necessary the tubes were taken nut. If everything was in good order witness reported to the manager. The cost of taking out the tubes and putting them in again was about L20. Mr Woodroffe : Have you ever hesitated to repair a boiler on the score of expense ? — No, never. Mr McLean : Hew do yon ascertain whether a boiler requires repairs?— I keep a record of every boiler examined. From every boiler that comes in I have the dome covers taken off, and when it is practical I get inside. l can almost tell from the top of a boiler what the bottom is like. If there is any doubt about it I have the tubes taken out. If I have suspicion of defective plate I cause to have bored a triangle in the plate at the point where there is the most wear. There is a travelling inspector who visits all the running sheds of the colony except Port Melbourne and tests the boilers. He reports to us and we note what he points out. Alfred Thompson, locomotive inspector of the eastern section, said he knew this engine, 297R. He read a list of her repairs. He heard of the accident on Saturday night and went up to Ringwood. The Chairman : Did you ever notice anything peculiar about the engine? — No, I considered her A1 and would not have hesitated to have put on 140lb pressure owing to the repairs she had undergone. Witness considered that the explosion was caused by the expansion and contraction of the plates ; and, no doubt, the plate had been eaten away through bad water. The other side of the boiler showed: signs of corrosion: By Mr Woodroffe ; Is every care taken with the boilers ? — Yes, every possible care is taken for the safety of boilers, Weekly Times (Melbourne, Vic. : 1869 - 1954), Saturday 27 January 1894, page 7 EXPLOSION OF A LOCOMOTIVE BOILER, NARROW ESACPE FROM FATALITIES. THE DAMAGED ENGINE. [See drawing of loco – saved in “Railways” folder] The explosion of a locomotive boiler at Ringwood on Saturday evening, formed the subject of much discussion in railway circles on Monday. The Minister arrived at the office at an unusually early hour and immediately entered into a consultation with the acting chairman, Mr Kibble, and Mr Commissioner Murray. As the result of the interview it was resolved to ask three gentlemen of acknowledged engineering experience to sib as a board with the . object of inquiring into the cause of the accident and furnishing a report. Mr Richardson and the Commissioners are tally seized of the importance of having a searching investigation into the accident, and, with Mr Murray, the former went to Ringwood to inspect the scene of the disaster. They will he accompanied by Mr Woodroffe. During the morning no official report had come to hand from the driver or fireman of the engine in reference to the accident, but that is thought to be due to the circumstance that they have not sufficiently recovered to be able to give a circumstantial account of what occurred. The engine was one of the old R's, and, Mr Kibble pronounced them to be about the best class of engines used. So far nothing can be said as to the probable cause of the accident, as the broken plating of the engine has not been submitted to the inspection of experts. Weekly Times (Melbourne, Vic. : 1869 - 1954), Saturday 27 January 1894, page 7 STATEMENT BY THE FIREMAN. This morning Thomas Miles, fireman on the engine the boiler of which exploded on Saturday night, is suffering from an injury to the spine, as well as a very severe shaking to the system. He states that he was fireman on the engine attached to the train which left Healesville on Saturday evening, at ten minutes to 8. Everything went all right until Ringwood was reached, when, .just as the train was about to continue its journey, a load explosion took place and Miles remembers nothing more until he was picked np on the platform ; and found himself suffering from a pain in the back, and an injury to his arm. He cannot think of any reason which could have caused the explosion, as there was plenty of water in the boiler, and everything seemed working all right. Mr R. Fulton, consulting engineer, of Queen street; Mr McLean, a member of the Marine Board ; and Mr Mephan Ferguson, engineer, have consented to act as a board to inquire into the cause of the engine boiler explosion at Ringwood on Saturday evening. The board has been appointed under section 117 of Act 1135, which provides that the Governor-in-Council may direct the taking of a such a step. Mr1 Fulton will act as chairman of the board, which met for the first time at the railway offices, Spencer street, this forenoon. Before separating the members of the Board paid a visit to the Prince's Bridge locomotive sheds in company with Mr Woodroffe, the chief mechanical engineer, for the purpose of inspecting the shattered boiler. It has been stated that the explosion is known to have been caused by a flaw in a plate which was put on the boiler about four years ago, but enquiries have tailed to elicit anything in support of that view. The engineers connected with the department are not inclined to say anything on the subject. Weekly Times (Melbourne, Vic. : 1869 - 1954), Saturday 14 April 1894, page 20 The Ringwood Boiler Explosion, The Minister of Railways has received the supplementary report of the board appointed by him to investigate the circumstances connected with the explosion of a locomotive boiler at Ringwood. In their first report the board did not attach blame to anyone. Mr Richardson felt satisfied that the responsibility of having the engines properly inspected and overhauled periodically could be fixed if the inquiry were extended. He therefore referred the matter again to the Board, who took further evidence. In the report now furnished, the Board hold Loco. Inspector Thompson blameable, but point out as a mitigating circumstance that he had not received "written instructions" respecting inspections and overhauls. Weekly Times (Melbourne, Vic. : 1869 - 1954), Saturday 7 July 1894, page 32 The Ringwood Boiler Explosion. The Minister of Railways takes exception to the tone of a paragraph appearing in a morning contemporary respecting the Ringwood boiler explosion. It makes it appear that Mr Richardson has referred the report of the board which considered the facts connected with the explosion to the Crown solicitor simply because he differed from the finding of the board. The Minister explains that when he received the report he found that the responsibility for having boilers properly inspected and overhauled had not been clearly fixed. He personally obtained farther evidence on that point, and arrived at a conclusion, from which the commissioners differed. As he did not like to take upon himself the responsibility of deciding upon the effect of the evidence, he submitted the matter to the Crown Solicitor, but that officer did not furnish him with the information sought. He has, therefore, referred the question to the Attorney-General, together with the draft of a regulation respecting boiler inspections and overhauls in the future. Mr Richardson says that his whole aim is to have the responsibility positively fixed. Weekly Times (Melbourne, Vic. : 1869 - 1954), Saturday 28 April 1894, page 23 The Minister of Railways has completed his consideration of the supplementary report received by him from the Ringwood Boiler Explosion Board. The report, it will be remembered, held Loco-Inspector Thompson blameable for the non-inspection of the boiler, but considered there was extenuating circumstances. There was a certain amount of doubt as to the absolute instructions given for overhauling engines periodically. Mr. Richardson is sending the report on to the Commissioners with instructions that the responsibility respecting inspection of boilers shall be made clear for the future.

This postcard was sent to Annie Gilbert (Mrs John Gilbert) of Tullagoota, Orbost. It was written by "Grace", probably her sister, Grace Cameron Annie Gilbert was the daughter of John Cameron who selected the first land on the Snowy River flats. This is a photograph of the original Orbost / Snowy River Bridge , a suspension bridge which opened in 1893. It has been taken when the Snowy River was in flood. It is similar to other photographs held in The State Library, Victoria. The Snowy River Mail and Tambo and Croajingolong Gazette Sat 12 Aug 1893 records the opening of this bridge as "the most important public event that has yet been commemorated in Eastern ......The Messrs McLeod, with whom the first settlement of this district is generally associated, took up their residence on the eastern bank of the Snowy River about the year 1841 or 42. The late Mr W. Roadknight and Mr T. T. Stirling took possession of the territory on the western side of the Snowy about 35 years ago. During the occupation of the country by cattle owners, very little progress was made in the way of roads and bridges, and except to the hardy and lexperienced bushman, it might have been generally regarded as inaccessible. About the year 1877, however, the late Mr James Robertson eldest son of Mr James Robertson, of Lochend farm, selected land now occupied by his father, about four miles from Orbost on the west bank of the river, Mr John Cameron visited the. district shortly after a .tour of inspection and returned later with his brothers, James and Alick Gameron, but found that during their absence Mr Ernest Watt had found his way on the scene and pegged out a selection, thus anticipating the advent of the Camerons by about 12 hours. We understand that a Mr Kidd, who selected the property now occupied by Mr W. J. Ross, at Pumpkin Point, was one of the earliest batch of settlers.........."This item is associated with Annie Gilbert (nee Cameron) reported to have been the first white girl to be born in Orbost. It is a pictorial record of the suspension bridge over the Snowy River which has since been replaced twice.A faded black / white postcard of a bridge across a river. There are cattle in the river and the banks are tree-covered.on back - a hand-written letter addressed to Mrs J. Gilbert Tullagoota Orbost.cameron-annie suspension-bridge-orbost snowy-river-orbost

Located at 909 Main Road, Eltham. Opened 7 October 1966 Eltham's Fire Stations by Peter Pidgeon Article published EDHS Newsletter No.287 April 2026 Where was Eltham’s first fire station and how many have there been? Following the formation of the Eltham Volunteer Fire Brigade in March 1926, firefighting equipment was initially housed in a shed on Captain H. Warren’s property. A more permanent solution was required. In May 1927 a proposal was made to build a fire station and meeting hall at the corner of Luck Street and Main Road where the present railway station carpark is located. An application was approved by Council in September to build the fire station consisting of a galvanised iron shed on the land in Luck Street, However, in April 1928 when E.O. Egan, Secretary, Eltham Volunteer Fire Brigade sought permission to erect a fire station on the continuation of Luck Street, Council advised they had no power to act on this as they did not own the land. Cr. Ernie Andrew offered to loan a site on his own land in Arthur Street (where the entrance to the carpark under Woolworths is situated) and by September 1928 the new fire station was being erected consisting of a building to house the reel and other equipment as well as a meeting room. It was constructed with a concrete floor and painted. A purpose-built cupboard had been constructed for the hose by local carpenter, Mr. Fraser and Mr. Frank Jones arranged for electric lighting to be installed. Many donations were made by the community to assist in paying off the debt on the station. The first meeting in the new fire station was held November 12, 1928, with a large attendance of members. The official opening was to be held in the New Year on January 8, 1929. In February 1930, Eltham Council agreed to place the Eltham Volunteer Fire Brigade under the control of the Country Fire Brigades’ Board. Further discussions were held in May regarding their area of responsibility to cover as well as questions about a suitable block of land and relocation of the brigade’s buildings. In August 1930, the Chief Officer of Country Fire Board visited Council to select a suitable site. He did not approve of any that Council suggested but encouraged Council to buy land for the purpose. Enquiries were made about a block in Henry Street adjacent to the Public Hall which the Chief Officer favoured. Cr Price investigated and learned the block could be purchased, £10 would secure it if the people of Eltham were willing to raise a further £30-40. All were in favour of proceeding. By February 1931, £40 had been raised by the community, in addition to £20 added by Council and £20 by the Fire Brigades’ Board making £80 total to purchase the site. Several working bees were held between May and July 1931 to level the ground in preparation for relocation of the station building from Arthur Street to the new site in Henry Street. It was not long before the Henry Street site had proven to be not all that was desired. Access to the Henry Street site from Main Road was steep and not suited for man handling a heavy hose reel. By November 1933 the Country Fire Brigades’ Board advised it was considering the matter of a new cation and fire station for Eltham. On February 23, 1934, the Advertiser reported a new Fire Station was to be built on an alternate site at a cost of £600. In August, the Country Fire Brigades’ Board notified it intended to build a new fire station at no cost to Eltham if the brigade could purchase a block of land. An appeal was established by the brigade to raise funds for the purchase of the new site between the residence and confectionery shop owned by Mr. G.H. Browne and Ryan Bros. butchers on the eastern side of Main Road between Arthur and Dudley streets. An inspection of the site by the Chief Officer of Country Fire Brigades' Board was undertaken September 28. It was directed that tenders for the erection of the building were to be called immediately and construction to start the next month. By New Year 1935 the erection of the third station building was well in progress and was completed by mid-February. The station was officially opened April 26, 1935, and a new 35 feet high bell tower was erected in December 1935. This fire station, the third erected in six years, served the community for the next thirty years. In 1962, land for a new (fourth) Eltham Fire Station on the opposite (western) side of Main Road was acquired from the Eltham War Memorial Trust. The new station was opened October 7, 1966. In 1970 the former fire station building on the eastern side of Main Road was relocated to Research Park for use by the 1st Research Scout group. The site is now part of the current Coles supermarket and Eltham Village complex. A new fifth fire station was erected in Brougham Street at a cost of $9.6m and officially opened December 2015. It was intended for use by both career and volunteer firefighters. The former site was to be made available for community access. However, the mixed functional role presented operational difficulties at the new station and after three years, the Eltham CFA volunteers moved back to the former site towards the end of 2018 following a $500,000 upgrade to the facility. So nowadays the career Fire Rescue Victoria members of Eltham Fire Brigade operate out of Eltham’s fifth fire station in Brougham Street and the volunteer Eltham CFA Brigade operate out of Eltham’s fourth station, or could it be considered the sixth?Colour photograph of Eltham Fire Station, Main Road, July 1986eltham fire brigade, eltham fire station, eltham shops, main road eltham

historic significant post verandahsNational Trust - A two-page report (in letter form dated 14 August 1969) to Councillors following Councils inspection on 3rd July of the verandahs/properties to 15 properties as referred to Council regarding the retention of these post verandahs. The letter lays out six proposed conditions on the retention of these verandahs, and that the owners be advised of four conditions under which the post/cast-iron verandahs will be exempt of the By-Law 102. The letter is compiled on unusual thin typing paper, beige on the face page and white on the rear.removal of non-cantilever verandahs and replacement with cantilever verandahs, council report and deliberations on retention and exemption of verandahs to 15 properties.