Thomas Walker & Son was internationally renowned in the manufacturing of ships logs, founding father, Thomas Walker (1805–1871), an engineer in Birmingham, patented a mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kick starting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ships log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (British-based organisation promoting ties and trade with the British Caribbean). and the most common log in use for two generations. It took till 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By the time of his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log and the Walker factory was one of the first to introduce the 48 hour work week for employees. This ship log rotor was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades and still is today. Therefore it is a worthy addition to the Flagstaff Maritime collection as it demonstrates another aspect of maritime navigation.A Walkers Cherub III Patent mechanical ship brass rotor with with four vane's one marked with an anchor and "T. W. Cherub 441", The log is attached to a brass swivel with a short length of rope. Has T W Cherub 441 marked on a vane.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, log rotor, taffrail log, thomas walker, marine technology, marine instrument, navigation, ship speed, measurment

The ship's log part, called a fish, is likely to be from a mechanical taffrail log system. It was recovered from the wreck site of the barque, the 1840-1852 Grange. There are no marks on the fish to identify its maker or model. It is part of the John Chance Collection. This ‘fish’ is part of an early to mid-1800s ship's log. It would likely have been part of a taffrail log connected to a rotor (also called propeller, spinner) by a strong line, and the other end connected by a line to a dial mounted on the taffrail, or stern rail, at the stern of the vessel. As the propeller rotated through the water it would spin the log, which in turn would cause a number to register on the dial, showing the current speed in knots; one knot equals one nautical mile per hour. TAFFRAIL LOGS A taffrail log is a nautical instrument used for measuring the speed of a vessel, providing vital navigational information to be calculated, such as location and direction. A log has been used to measure the speed of a vessel since the 1500s. A simple piece of wood was tied to a long line and thrown into sea at the back of the vessel. The rope was knotted all along at equal distances apart. On a given signal the log line was pulled back into the vessels, the knots counted until the log came up, then the figures were calculated by a navigator In 1802 the first successful mechanical log available for general use was invented by Edward Massey. It had a rotor 'V' section connected to a recording mechanism. The water’s movement rotated the rotor, which intern sent the movement to the recorder. There are examples of this invention available to see in some of the maritime museums. Thomas Walker, nephew of Edward Massey, improved on Massey’s design, and Walker and his son took out a patent on the A1 Harpoon Log. In 1861. Both Massey and Walker continued to improve the designs of the taffrail log. New designs were still being introduced, even up to the 1950s. THE GRANGE, 1840-1858- The wooden barque ’Grange’ was a three-masted ship built in Scotland in 1840 for international and coastal trade. On March 22, 1858, the Grange set sail from Melbourne under Captain A. Alexander, carrying a cargo of ballast. The barque had left the Heads of Phillip Bay and was heading west along the Victorian coast towards Cape Otway. The ship struck Little Haley’s Reef at Apollo Bay due to a navigational error and was stuck on the rocks. The crew left the ship carrying whatever they could onto the beach. Eventually, the remains of the hull, sails and fittings were salvaged before the wreck of the Grange broke up about a month later. About 110 years later, in 1968, the wreck of the Grange was found by divers from the Underwater Explorers Club of Victoria. They were amazed to find a unique, six to nine pound carronade (type of small cannon) and a cannonball on the site. There have been no other similar carronades recorded. In that same year the anchor of the Grange was recovered by diver John Chance and Mal Brown. The ship’s log is significant historically as an example of hardware used when building wooden ships in the early to mid-19th century. The ship’s log is historically significant as an example of the work and trade of blacksmith. The ship’s log also has significant as it was recovered by John Chance, a diver from the wreck of the Grange in the 1968. Items that come from several wrecks along Victoria's coast have since been donated to the Flagstaff Hill Maritime Village’s museum collection by his family, illustrating this item’s level of historical value. The ship’s log is historically significant for its association with the 1840s wooden barque, the Grange. The Grange is an historical example of a Scottish built vessel used for international and coastal trader of both cargo and passengers in the mid-19th century. The Grange is an example of an early ship, designed with a wooden hull. It is significant as a ship still available to divers along the south coast of Victoria, for research and education purposes. The Grange is an example of a mid-19th century vessel that carried a weapon of defence onboard. Ship log fitting, called a fish; part of a brass navigational instrument, likely to be from a taffrail log. The metal is a tan colour and has rough surface with a sheen, and discolouration in places. Its basic shape is a hollow cylinder with ends tapering to a smaller size. In the centre there are opposing openings cut out, showing a rough texture inside. One end on the cylinder is closed with a ring and shank installed, fixed by an embedded screw through the end of the cylinder. There are no inscriptions.flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, west coast trader, apollo bay, mid-19th century shipwreck, the grange, scottish barque, little henty reef, captain a alexander, underwater explorers club of victoria, vhr 5297, coastal trader, wooden shipwreck, john chance, wooden ship, taffrail log, marine instrument, marine technology, navigation, nautical instrument, mechanical log, nautical navigation, navigation equipment, scientific instrument, ship log, ship log register, ship speed, taff rail log, patent log, towed log, taffrail log fish, edward massey, thomas walker

The John E. Hand & Sons Company was founded in Philadelphia in 1873, quickly gaining a reputation as competent manufacturers of nautical instruments and compass adjusters. In fact, John Enos Hand, the company founder, is recognised as the first man in America to adjust a compass aboard an iron ship. The Hand Company built navigational equipment for all varieties of floating vessels, and operated a chain of retail outlets with “service stations” in numerous port cities, including Baltimore and New Orleans, until 1956. Service stations sold Hand instruments as well as other nautical paraphernalia and provided compass adjusting services. Additionally, John E Hand and his two sons, John L Hand and Bartram Hand, were inventors in their own right who patented design improvements for numerous instruments that were employed in the company’s work. Commercial and private contracts dominated the firm’s business until the late 1930s when the United States military began preparations for World War II. Although the Hand Company never completely abandoned its involvement with private industry, after World War II, military contracts monopolised their business. The Company obtained contracts with the Navy, Coast Guard and Marines to develop new instruments, and to build military-engineered nautical equipment. Of note are the wrist compass, developed for the Navy beginning in the 1950s, and the Mark VII Model 5 Navy Standard Binnacle. Although it moved numerous times, the Hand Company headquarters and factory remained in the Delaware Valley, occupying several buildings in Philadelphia and southern New Jersey. Maintaining its central office in Philadelphia well into the 1900s, the factory was moved to Atco, New Jersey around the turn of the twentieth century and subsequently to Haddon field, New Jersey. It moved one last time in the 1960s to Cherry Hill, New Jersey. In 1997, California-based Sunset Cliffs Merchandising Corporation purchased the Hand Company and all its assets for $100,000. "HAND" brand taffrail log by John F. Hand and Sons Co. Register is enclosed in log, has a glass front and 3 dials on an enameled surface, the first dial registers the miles up to 100, the second registers the units up to 10 mile, the third registers quarters of a mile. The item is rocket shaped with a three blade rotor and a rope ring attachment at one end; the rotor will spin when a rope is attached, allowing the apparatus dials to measure the ship's speed when it is dragged behind a ship. Diagram of the 'Hand' trademark with a compass card in the middle, inscription reads "John F Hand and Sons Co" and "PHILA-BALTO" ( Abbreviation for: Philadelphia / Baltimore) flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, bartram hand, john enos hand, john f. hand and sons co, john l hand, john hand & sons instrument makers, john hand & sons of philadelphia, marine instrument, marine service station, mechanical ship log, nautical instrument, nautical navigation, navigational equipment, scientific instrument, ship log, ship log register, ship’s speed, sunset cliffs merchandising corporation, speed log, rocket log, harpoon log, taffrail log, taff rail log

An hourglass or sandglass is an instrument for measuring a defined time and can be used perpetually by simply turning it over immediately the top bulb empties. The clear blown glass is shaped into two equal sized bulbs with a narrow passage in the centre and contains uniform sized sand or glass particles in the lower bulb. The width of the neck regulates the constant flow of the particles. The glass is held in a stand with top and bottom of equal shape and size. Hourglasses can measure an infinite variety of time by gauging the size of the particles, the shape and size of the bulbs and the size of the passage between the bulbs, thus measuring hours or minutes or even seconds. Generally an hourglass sits between discs of wood at the ends, which are joined by long wooden spindles between the ends and tightened by screw caps. The length of time can be adjusted by adding or removing sand particles. The use of the marine sandglass (or hourglass) has been recorded in the 14th century in European shipping. A one minute sandglass was used in conjunction with the ship’s log for ‘dead reckoning’, (see below) that is, for measuring the ship’s speed through the water. They were also used to regulate ringing the ship’s timetable; for example a 4 hour sandglass was used for the length of the sailors’ watch, and a half hour timer for taking of readings for the ship’s log; the ship’s bell would be rung every half hour. It was usually the role of the cabin boy to watch and turn the sandglasses over at the exact time of them emptying their upper chambers and to ring the ship’s bell. Hourglasses have been used historically for many hundreds of years. Some have been used for timing church sermons, in cooking, in industry and at sea. Even today they are used for measuring the cooking time of eggs and timing a player’s turn in games such as Boggle and Pictionary. The sandglasses at sea were gradually replaced in the late 1700’s to early 1800’s by the more accurate chronometers (marine clocks) when they became reliable instruments. DEAD RECKONING (or Deduced Reckoning) Dead reckoning is the term used to describe the method of calculating the ship’s position from its speed and direction, used in early maritime travel, mostly in European waters. Both the (1) speed and the (2) direction of travel were recorded on a Traverse Board at half-hourly intervals during a helmsman’s watch of 4 hours. The navigator would record the readings in his ship’s log, plot them on his navigational chart and give his updated course directions to the next helmsman on watch, along with the cleared Traverse Board. This was a very approximate, but none-the-less helpful, method of navigation. The wooden Traverse Board was a simple pegboard with a diagram of a compass with eight peg holes along the radius to each of the compass points, plus a grid with ascending half hours in the left column and increasing ship’s speed in knots in a row across the column headings, with a peg hole in each of the intersecting cells. A number of wooden pegs were attached to strings on the board. By placing one peg consecutively in the direction’s radius hole, starting from the centre, and the speed holes when the half hourly reading was taken, a picture of speed and direction for the whole 4 hour watch was created. (1) To measure the ship’s speed a one minute hourglass timer was usually used to measure the ship’s speed through the water and help to calculate its longitude. A rope, with knots at regular standard intervals and a weight such as a log at the end, would be thrown overboard at the stern of the ship. At the same time the hourglass would be turned over and a seaman would start counting the number of knots on the rope that passed freely through his hands as the ship travelled. When the timer ran out the counting would be stopped. A timer of one minute (one-sixtieth of an hour), knots spaced one-sixtieth of a nautical mile apart, and simple arithmetic easily gave the speed of the ship in nautical miles per hour ("knots"). This would be recorded every half hour. The speed could however be inaccurate to the travel being affected by ocean currents and wind. (2) To calculate the ship’s direction a compass sighting would be recorded each half hour.Marine hourglasses or sandglasses were used from around the 14th to 19th century during the time of sailing ships. This hourglass is representative of that era, which is during the time of the colonisation of Australia. Hourglass or sandglass; an instrument used to measure time. Two equal sized clear glass bulbs joined with a narrow passage between them, containing equal sized particles of sand grains in lower bulb. Glass sits in a brass collar at each end, in a frame comprising 3 decorative brass columns or posts, each attached top and bottom, using round screw-on feet, to round brass discs. Disc have Roman numerals for the numbers 1 - 12 pressed into their inner surfaces and hieroglyphics on the outer surfaces. Roman numerals on inner surface of discs " I II III IV V VI VII VIII IX X XI XII " Hieroglyphics impressed on outer surface of discsflagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, horology, hourglass, hour glass, sandglass, sand glass, timing instrument, dead reckoning, deduced reckoning, finding latitude at sea, sandglass with hieroglyphics and roman numerals, hourglass with hieroglyphics and roman numerals, brass hourglass

In times past the only way to measure a ship’s speed was to throw a wood log into the water and observe how fast it moved away from the ship. In the 16th century, the log was fastened to a rope knotted at set intervals. The log was thrown over the stern (back) of the vessel and a crew member counted the number of knots that were paid out in a set time. From this, they could estimate the vessel's speed through the water. This was known as streaming the log and is also the derivation of the knot as a measurement of nautical speed. Various manufacturers of nautical equipment had sought over the years to perfect the operation of determining a ship's speed and it wasn't until Thomas Walker and his son Ferdinand developed a mechanical system that eventually made this task became easy for marine navigators. Thomas Walker & Son were internationally renowned in the manufacturing of ship logs the founding father, Thomas Walker (1805–1871), an engineer in Birmingham, patented his mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial then recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kickstarting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ship’s log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (a British-based organisation promoting ties and trade with the British Caribbean), being the most common log in use for two generations. It took until 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log (Trident) and the Walker factory was one of the first to introduce the 48-hour work week for employees.The ship log was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades.Ships Log, Walker Trident electric motor, in wooden box with instructions inside box. The motor dial with electric cord is still inside box.Inscription "Admiralty patent number 3332" and "Walker Trident Electric Ship Log (Mark III), 15-25 volt". On top of lid, hand written, is "G TAYLOR"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ships log, thomas walker & son, electric ships log, marine navigation, thomas ferdinand walker, ship log

The Excelsior IV Log is a nautical instrument for measuring a vessel’s speed and distance travelled. When navigating a ship it is essential to be able to estimate the boat’s speed and distance travelled to determine its position at sea. In times past the only way to measure a ship’s speed was to throw a wood log into the water and observe how fast it moved away from the ship. In the 16th century, the log was fastened to a rope knotted at set intervals. The log was thrown over the stern (back) of the vessel and a crew member counted the number of knots that were paid out in a set time. From this, they could estimate the speed of the vessel through the water. This was known as streaming the log and is also the derivation of the knot as a measurement of nautical speed. The Walker’s Excelsior Mark IV instrument was designed for smaller vessels, such as yachts, launches and fishing vessels. Historical: Thomas Walker & Son was internationally renowned in the manufacturing of ships logs, founding father , Thomas Walker (1805–1871), an engineer in Birmingham, patented a mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kick starting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ship’s log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (British-based organisation promoting ties and trade with the British Caribbean), being the most common log in use for two generations. It took until 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By the time of his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log and the Walker factory was one of the first to introduce the 48 hour work week for employees. The ship log was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades.Ship's Taff Rail Log, rope attached. Walker's Excelsior IV Log model. Nautical miles dials: units and 10's. "Walker's Excelsior IV Log", "Made in England by Thomas Walker, Birmingham"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, log register, taff rail log, taffrail log, marine navigation, a1 harpoon log, cherub’ log, walker’s excelsior mark iv log, ship’s log instrument, mechanical ship’s log, measure ship’s speed, nautical instrument, navigation instrument, massey & sons, thomas walker, blue brick walker, thomas walker & son, thomas ferdinand walker, 48 hour work week

Ship's log register or recorder, used to determine the distance a ship travels and the speed it is traveling. It would be fixed to the rail (taffrail) at stern of the ship and attached to the log rotor that would be towed behind the ship. The Cherub design was one of the first to have the register placed on the ship instead of with the rotor in the water.Ship's taffrail log register, recovered from the tug "Melbourne". Dial and bracket, brass. "Patented and made in England". Parts of words 'Walker's Cherub Log, Mark II" are visible. 2 dials marked in 100's and 10's "Patented and made in England". Parts of words "W" (Walker) "CH" (CHERUB) "Ma" (Mark III) flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, ship's log register, log register, log dial, t walker, thomas walker, cherub log

Thomas Walker & Son was internationally renowned in the manufacturing of ships logs. Founding father Thomas Walker (1805–1871), an engineer in Birmingham, patented a mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kick starting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ships log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (British-based organisation promoting ties and trade with the British Caribbean) and the most common log in use for two generations. It took till 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By the time of his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log and the Walker factory was one of the first to introduce the 48 hour work week for employees. This ship log was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades. Ship Log, three analogue dials calibrated in increments of Miles, the Rocket Log is a nautical instrument for measuring a vessel’s speed and distance traveled. The floating log was drawn behind the ship over a fixed time period in order to measure the distance traveled. The counter could measure enough miles to cover the maximum distance traveled by a ship in one day. The log has two distinct parts; a brass register, made by Walker, showing the distance recorded and the rotator made by Reynolds, that spins in the water driving the counter. both parts are connected by a linked chain. The register has a cylindrical brass body approx 4.5 cm diameter containing registering mechanism with hardened steel bearings. Distance is indicated by the three pointers on enamel plate as follows: graduated every 10 miles from 0-100; every mile from 1-10; every 1/4 mile from 1/4 -1. A brass sling and eye secured to the body enables it to be attached to the taffrail. The original rotator would have had a cylindrical tapered wooden body, approx 4.5 cm in diameter with three metal alloy fins or could be all made from brass. A towing eye is fitted to the tapered end. The two pieces of apparatus are connected by a length of linked chain, length 22.9 cm."Walkers Rocket Ship-Log Birmingham (Patented)" printed on face-plate. "Made by Thomas Walker".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship log, rocket log, mechanical ship log, measuring instrument, marine instrument, nautical instrument, speed recording instrument, ship log register, walker ship log, walkers rocket ship-log, thomas walker, thomas walker & son, thomas ferdinand walker, walker log business, reynolds ship log rotor, taffrail log, taff rail log, west india association

This ship model of the Cutty Sark was hand-built in the 1980s from a model kit produced by Billings, Denmark. It was on display in the Olde Maritime Motor Inn in Warrnambool until it was refurbished around 2015. The Cutty Sark was a famous clipper ship, launched in 1869 for the tea trade from China to London. The ship was designed for speed, with the ambition to be the fastest ship. In the late 1800s, it competed in the tea clipper races. It was eventually sold to a Portuguese company, Ferreria, and took on the company's name. It was sold again and renamed Maria do Amparo. Finally, the ship's name was returned to the original 'Cutty Sark' when it was purchased by Captain Dowman for use as a cadet training ship. The ship continued trading and in 1922 it became the last operating clipper ship in the world. The ship is now a museum, preserved in a dry dock at Greenwich, England, as part of the British National Historic Fleet. About Barry Williams: - The maker, Barry Williams, worked for the Australian Shipping Line, Huddart Packard Ltd., until it closed down in 1960. Williams then worked for Shaw Savill & Albion Co. Ltd., a substantial British passenger and liner company. and subsequently Furness Withy Ltd. (SS&A's parent company). In the late 1970s Williams and two friends established their own ship chartering company in Melbourne, the Harwood Shipping Co. During the early 1970s Williams and his wife lived in London, near Greenwich, and often walked along the river where the Cutty Sark Maritime Museum is located. The fascination of the Cutty Sark led Williams to build model ships of the same era. At one stage Williams lost the rigging plan for the Cutty Sark but one of his partners, on a visit to London, photographed the Cutty Sark on the river, and Williams used these to complete the rigging on the model. Williams found the making of the model a very demanding but also pleasurable exercise.The model is significant for showing a visual representation of one of the most famous tea clippers, the vessel Cutty Sark. The three-masted ship was built for speed and traded tea between England and China. In 1922 the Cutty Sark became the last operating tea clipper in the world. The craft of ship model building has been popular for centuries, especially with people associated with the sea, such as this model builder, whose career was based around the shipping industry.Ship model; clipper ship, the 'Cutty Sark', a three-masted clipper ship, bare rigging, netting below the bowspit, and fine chains hanging from the bowspit. Black hull with two parallel horizontal stripes below the rail. Lifeboats on board. The white figurehead is below the bowsprit. The model comes with a cradle stand. The ship's name is not visible on the model.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, cunysark, historic sailing ship, tea clipper, sail training vessel, cadet training ship, commercial trading vessel, cargo sail vessel, ship model cutty sark

This Engine Room section of a ship's telegraph system was part of the equipment of the Ports and Harbour ship the SS Rip. The vessel serviced and maintained the lights and buoys at Port Phillip Bay and Queenscliffe. The SS Rip was possibly the former gunboat "Albert". The ship’s communication system that was used from the late 19th century to early-to-mid-20th-century is called an Engine Order Telegraph (E.O.T.) or ship’s telegraph. The system has two parts, the Bridge Section and the Engine Room Section. The Bridge Section is usually mounted on top of a pedestal, and the Engine Room Section is often attached to a vertical surface. The standard commands printed or stamped onto the dial are the directions of AHEAD and ASTERN, and the speeds of STOP, FULL, EASY, STD. BY. and FIN. ENG. The ship’s pilot on the Bridge of a vessel sends his Orders for speed and direction to the to the Engine Room with the E.O.T. He moves the lever or levers, depending on the number of engines the ship has, to change the indicator on the Bridge Section’s dial to point in the new direction and speed of travel. This change causes the Orders to be duplicated on the Engine Room Section’s dial and a bell to signal the change simultaneously. The engineer then adjusts the ship’s engines and steering equipment to follow the pilot’s Order. The manufacturer, Mulne Bros., was a copper and brass works at 166 Sussex Street Sydney, in December 1892, and previously from 1870 at 128 to 130 Sussex Street. The company made and sold a wide range of equipment including machinery and gauges for the Railways.The Engine Room section is significant for being part of the communications system on the ship SS Rip, owned by Melbourne's Ports & Harbours department and used to service and maintain the navigation signals of Port Phillip Bay and at Queenscliffe in the mid-20th century. The dial is an example of marine equipment made in Australia and used for the safety of Victorian vessels. It is also significant for being made by an early Australian manufacturer, Milne Brothers of Sydney.Engine Room Section of a ship’s telegraph or Engine Order Telegraph (E.O.T.). The round metal dial has inscriptions stamped around the edges. The inscriptions are nautical terms for direction and speed and include the maker’s details. The dial was made by Milne Bros. of Sydney. It was part of the equipment on the "SS Rip" in Victoria.Black paint around dial: "MILNE BROS. / MAKERS / SYDNEY" "FULL EASY STD. BY " "FIN ENG. EASY FULL" ""ASTERN" "STOP" "AHEAD"flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, marine technology, marine communications, engine order telegraph, e.o.t., ship’s telegraph, bridge section, engine room section, ship’s engine telegraph section, marine telegraph, milne bros., milne brothers, sydney, copper and brass works, ports & harbours ship, ss rip, gunboat albert, service ship, maintenance ship

Portable foghorn with workings in wooden box. Foghorn sound is made by turning the handle on the outside of the box. The rotational movement pumps bellows inside the box, forcing air across a fine reed, similar to a clarinet reed, which makes the sound. The sound is amplified by the round horn inserted into one end of the box. Different warning signals are made by turning the handle at different speeds and by stopping and starting the handle.Foghorn, portable, in rectangular wood box with handle on side with horn inside. There is a leather strap attached to the top of the box as a carrying handle. This type of foghorn is sometimes referred to a s a Rotary Type foghorn (Norwegian Pattern) flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, foghorn, portable foghorn, ship's signal, rotary foghorn

This toolbox was originally part of the equipment on the barque Marjorie Craig, which brought New Zealand timber into Warrnambool from about 1908 to 1912 for the local merchants P J McGennan & Co. The toolbox was donated by a member of a local family connected with the La Bella rescue in 1905. The toolbox has carvings and markings that make it unique and connect it to the Marjorie Craig. The Craig Line of sailing ships was from Auckland, New Zealand, and traded in timber and some coal from New Zealand ports to Australia, including Sydney, Adelaide, Melbourne and Warrnambool. They returned with produce from Australia as ballast. In 1912 the Craig fleet included the Ihumata, Inga, Jessie Craig, Marjorie Craig, Louisa Craig and Joseph Craig. The steel barque Marjorie Craig, 500 ton, was built in 1891 as the 'Hirotha', in Ardrossan, Scotland for Norwegian owners. The ship was sold to Auckland’s Donald Ross and others in 1900, then in 1905 it was sold, registered by J.J. Craig in Auckland, New Zealand and renamed Marjorie Craig. Marjorie Craig’s commanders included Master R A Campbell in 1907, J MacFarlane in 1909 and Master R.G. Holmes in 1913. From February 1908, the Marjorie Craig was regularly seen in the Port of Warrnambool with loads of timber for merchants P J McGennan & Co. In February 1912 Marjorie Craig delivered white pine for P J McGennan & Co. In April of the same year, she brought 500,000 feet of timber for McGennan & Co and again in May 1912. On May 12 1912 Marjorie left the Port of Warrnambool with 500 tons of flour for New Zealand; it seems that this was her last time at Warrnambool. Prior to 1908, the vessel Speculant brought in timber from New Zealand for the McGennan firm. The Marjorie Craig had a strong reputation for being a ‘Fast Flyer’, breaking the sailing records for voyages between New Zealand and Australia. It was reported that she made passages with a speed equal to steamboats on several occasions. One of her records was from Warrnambool to Hokianga, NZ in eight-and-a-half days. The ship broke the record in October 1913 for the time from Adelaide to Auckland, sailing in 28 days, even with a damaged ship, and the owner presented Captain Holmes with a gold watch and chain. By the end of December 1913, the Craig Line’s last two surviving sailing ships, Marjorie Craig and Jessie Craig, had been purchased by Huddart, Parker & Co. Ltd. to work as coal hulks, one in Melbourne and one in Hobart.The toolbox is significant for being created for use in 1905 when the steel barque Marjorie Craig was purchased by J J Craig and given that name. The carved ships’ images and related inscriptions within the toolbox support the origin of the toolbox. The toolbox is significant for its association with the well-known Marjorie Craig, a frequent visitor to the Port of Warrnambool 1908 to 1912, a supplier of New Zealand timber for the local firm P J McGennan & Co, and one of the fastest inter-colonial sailing ships that broke numerous records for its speed including the fastest sailing from Warrnambool to Hokianga. Wooden toolbox from the ship Marjorie Craig. Wooden box, stained brown, decorative metal handles on sides, dovetailed joints, lid with metal and leather strap hinge, tapered feet and metal keyhole at front. Inscriptions are inside the box. Box contains newspaper clippings relating to sailing and maritime topics. A handwritten tag is attached to the box. Handwritten tag: "SAILING SHIP / MARJORIE CRAIG, EARLY 1900's / TOOL BOX / PORT OF W'BOOL”. Inside the lid is a carved silhouette of a 3-masted sailing ship with pink chalk lettering "M C" and "1912". Inside the front panel is "MARJORIE CRAIG". Inside the left panel is stamped a black oval with lettering inside.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, port of warrnambool, marjorie craig, flour export - warrnambool, toolbox, steel barpue, p j mcgennan & co, craig line, craig fleet, 1891, hirotha, donald ross, j.j. craig, r a campbell, j macfarlane, r.g. holmes

This is a needle book containing needles. It appears that the Army and Navy Needle books were not issued to soldiers or sailors but were made for home use in the Western World - Europe, America and presumably Australia. They were made mainly in Germany and some were made in Japan but were not sold in wartime. They were sold before and after World War Two and often featured images of well-known ships of the day. This folder has images of the Europa and the Bremen, two ships made in Germany which belonged to the Norddeutscher Lloyd Line (N.D.L.) and which were launched in the late 1920s. They were the two most advanced high speed steam turbine ocean liners of their day. The Bremen was gutted by fire in 1941. The Europa was captured by the Allies in 1945 and used as a troopship, then it went to France where it was became an ocean liner named Liberte. It was scrapped in 1963. The newspaper cutting tells of a presentation by the Warrnambool Woollen Mill to Private Les Lawlor on his embarking for overseas service. It is not known to which war the cutting refers and no reference can be found to Private Les Lawlor. No connection between the two items (needle book and cutting) has been established but they have always been together in our collection. The needle book is of social significance but has no known local provenance. The cutting contains information suitable for our files.1 This is a piece of thickened paper folded in two to make a folder containing four packets of needles. The folder is green with two images of ships on the back and the front. The images are multi-coloured and have an ornamental edging. The needles of different sizes are contained in black paper folded four times to enclose the needles (13 still in the folded paper – all rusty). It appears one needle packet may be missing. .2 This is a cutting from a newspaper regarding a soldier leaving for overseas military service. There is no date.‘The Army and Navy Needle Book’ ‘Made in Germany’ ‘Silver Steel’‘Superior Quality Royal Drilldeyd Sharps 1 Made in Germany’ ‘Superior Quality Royal Drilldeyd Sharps 1/5 Made in Germany’ ‘Superior Quality Royal Drilldeyd Sharps 5 Made in Germany’ ‘Superior Quality Royal Drilldeyd Sharps 6 Made in Germany’ needle books, ship bremen, ship europa, private les lawlor, warrnambool woollen mill

The Cutty Sark sailing ship was a popular model-making ship. It was a British clipper ship built originally for the China- England tea trade and was one of the last and fastest tea clippers. From 1883 to 1895 it was used to carry wool from Australia to England and held many records for speed during that time. Since 1954 the ship has been on display at Greenwich, England. The model has an etched inscription indicating that it was made by Herman Richter and so it is presumed that he was the maker of this model. A model of the Cutty Sark was made by his father, Edward Richter using wood from the Enterprise wrecked in Lady Bay and that model was in the old Warrnambool Museum. This information was in a newspaper article at the time of Edward Richter’s death. This Herman Richter model may be a copy of his father’s model. The Richters have been prominent in Warrnambool’s history, beginning with Henry Richter who came to Warrambool in the 1850s and worked in the Western Brewery and was licensee of the Royal Archer Hotel. His son Edward who died in 1937 was a prominent Warrnambool resident for 78 years. Herman, the son of Susan and Edward Richter was well-known as a model boat maker and maker of model boats in bottles.This model boat is of great interest because the ‘Cutty Sark’ was a well-known sailing ship and was important in Australia’s maritime history as a carrier to London of Australian wool in the 1880s and 90s. It is also of interest as it was made by a member of the Richter family, a prominent one in Warrnambool’s history with both Edward and his son Herman Richter producing many artefacts connected to Warrnambool’s history – model ships, violin-making, maritime paintings etc. This is the model of a three-masted ship with a hull painted in green and black with gold bands. The ship is mounted on a wooden stand and enclosed in a wooden box with a glass front. The box is varnished and has ornamental patterns in gold and blue on the top and sides. The inside of the box is painted blue and white to represent the sea and the sky.‘Cutty Sark 963Tons by H Richter 1964’richter family, warrnambool, model boat building

The P.S Canally was built in 1907 by R.W. Beer. Known as the "Greyhound of the River" after her original engine was substituted with a Railway locomotive, minus the wheels.The speed of the Canally set up tremendous wash, which sank any small craft. In 1929 it was sold to N. Collins who converted it to a barge. The Chislett Brothers were the owners when the P.S Canally sank at Boundary Bend in 1962. (Ref . Parsons R. "Ships of the Inland Rivers." P.58.)The P.S.Canally is significant because it was fitted with a locomotive, minus the wheels. This is significant because it shows the need for the paddle steamers to travel fast. This could show the competitiveness of the paddle steamer trade on the river in the early 20th Century. A small black and white photograph of an old photograph of the P.S Canally in the middle of the river. The paddle steamer is travelling towards the camera. p.s canally, beer, r.w., chislett brothers, collins, n.

During the 1950’s, the growing threat from Submarines, led the Royal Australian Navy to consider a quick reaction, long range ASW torpedo delivery system as an alternative to the USN’s ASROC and the RN’s Match. Full scale research and development began in 1960 using the Turana target drone as the basis for the delivery platform. Shipboard tests began in 1963 and the Government Aircraft Factory (GAF) began production of three variants M3, M4 and M5 in 1965. The M4 variant had a guidance system designed to interface to a full tactical data handling system while the M3 and M5 variants used a simpler system with a dedicated fire control system. The IKARA is an unmanned miniature aircraft with clip on upper and lower stabilizers and wings. The upper stabilizer (SVU) housed and electronic package that transmitted flight data back to the launch platform and received updated target acquisition data during flight. Flight maneuverability was provided by elevons fitted into the trailing edge of each wing, these were operated by an actuator system that received flight correction data transmitted to the autopilot from the fire control system. The payload, either the Mk44 or Mk46 lightweight torpedo was suspended to the underside of the airframe and faired into the body to provide and aerodynamic shape. The forward section of the body housed the autopilot and the thermal battery unit. Propulsion was provided by the MURAWA steel cased, solid propellant rocket motor with a combined boost and sustainer stage. IKARA was capable of engaging a target to the maximum range of the ships sonar, regardless of weather conditions. Target information is fed into the fire control system, which calculated to drop zone for the torpedo taking into account speed and direction of launch platform and target, win speed etc, then tracking the missile to the drop zone where command signals initiate torpedo release. The IKARA is an unmanned miniature aircraft with clip on upper and lower stabilizers and wings. navy, torpedo, rocket, submarine, missile

These images capture for all time Light Horsemen travelling through Geelong on their way to camp at Torquay for the last Group meeting in Australia . information following - details obtained from .........https://torquayhistory.com/light-horse-brigade/ On Australia Day, 1997, Sir John Young unveiled this plaque on Point Danger, Torquay. Torquay history, Light Horse Training Camp, WW2 Plaque at Pt. Danger Note----- (See images to view plaque) The plaque identifies a significant event in Torquay’s history and the sentiments of ‘change’ for the Light Horse Brigade – from horses to machines. In 1940 the four Light Horse Regiments (4th, 8th, 13th and 20th), some 5000 Light Horse and 2000 horses camped and trained at Torquay. Three other regiments, formerly mounted on horses, were also at Torquay ‘mounted’ on privately owned trucks and cars. Division troops included Artillery, Engineers, Signals, Field Ambulance and other branches of the Army necessary to enable a Division to function. It wasn’t just the sheer numbers of men coming to this little town that made the event significant, it was also the fact that the men of the Light Horse were dramatic, almost glamorous figures and it is easy to see their exploits as some splendid adventure. Horses have played a special role in the story of Australia. They were the only means of transport across this huge country, so it was necessary for everyone to have the ability to ride a horse. When war broke out in 1899 between Britain and the Boers of South Africa (“Boer” was Dutch for “farmer”) Australia sent troops to fight. At first Britain was wary of using untried, unprofessional colonial cavalrymen but soon saw that the slouch-hatted Australian “bushmen” were a match for the fast-moving and unconventional mounted commandos of the Boers. The Australians proved themselves to be expert rough-riding horsemen and good shots. Bush life had hardened them to go for long periods with little food and water. They also showed remarkable ability to find their way in a strange country and use its features for cover, in both attack and defence. By 1914, when Australia joined the war against Germany, there were 23 Light Horse regiments of militia volunteers. Many men from these units joined the Light Horse regiments of the Australian Imperial Force (AIF). Men were given remounts (if not using their own horses) – army horses bought by Commonwealth purchasing officers from graziers and breeders. These were called “walers” because they were a New South Wales stockhorse type – strong, great-hearted animals with the strains of the thoroughbred and semi-draught to give them speed, strength and stamina. On 1st November, 1914, Australia’s First Infantry Division and the first four Light Horse regiments sailed for England in a fleet of transport ships. The first of the Light Horse arrived at Gallipoli in May without their horses. Back with their horses after Gallipoli, they were formidable combatants across the Sinai and Palestine. Some British commanders observed that the light horseman moved with a “lazy, slouching gait, like that of a sleepy tiger” but described how the promise of battle “changes that careless gait, into a live athletic swing that takes him over the ground much quicker than other troops”. They had Light Horse, Torquay, training campdeveloped a reputation as formidable infantrymen. The Turks called them “the White Ghurkas” – a reference to their deadly skill with the bayonet. The Arabs called them “The Kings of the Feathers”. The plume had originally been a battle honour of the Queensland Mounted Infantry for their work in the shearer’s strike of 1891. During WW1 it was adopted by almost all the Light Horse Regiments. It was the proud badge of the light horseman. The most famous of their battles was the attack on Beersheba- the charge of the 4th Light Horse Brigade. Mounted infantrymen and their superb walers had carried out one of the most successful cavalry charges in history – against what seemed impossible odds. They surprised the Turks by charging cavalry-style, when they would normally have ridden close to an objective then dismounted to fight. The fall of Beersheba swung the battle tide against the Turks in Palestine; and changed the history of the Middle East. While 19 men from the Surf Coast Shire served with the 4th Light Horse over the course of WW1, only four were involved in the charge of Beersheba- John GAYLARD, Philip QUINN.(Winchelsea); Wallace FINDLAY (Anglesea); Harry TRIGG (Bambra). After the war, Light Horse units played a key role in the Australian Government’s compulsory military training programme. The Citizen Military Forces (C.M.F.) thrived on the glamour of the wartime Light Horse tradition, ignoring the possibility that motor vehicles would soon replace the horses. When training was no longer compulsory, the C.M.F. regiments declined and horses became more of a luxury during the 1930s depression years of poverty and unemployment. Some regiments were motorised. Then, in 1939, Australia joined Britain in another world war. Training was increased for the militia at both home bases and regional training camps. The camp at Torquay in 1940, commanded by Major General Rankin, was at Divisional strength. By the end of the camp some felt that the Division was ready for active service. Gradually, over the next four years, the Australian Light Horse units were mounted on wheels and tracks and the horses were retired. Six men enlisted at the Torquay camp and another 57 men and women enlisted at Torquay for service in WW2. Those who served in the Militia provided valuable Officers and NCOs and men for the armed services during the war. Each infantry division of the 2nd AIF had a Light Horse regiment attached to it. But the day of the Australian mounted soldier hadn’t quite passed. During World War II, Australia’s 6th Cavalry Regiment formed a mounted unit they called “The Kelly Gang” which did valuable scouting work. In New Guinea, a mounted Light Horse Troop did patrol duty and helped carry supplies. Some fully equipped walers were flown into Borneo for reconnaissance in rugged mountain country. But by the end of the war, in 1945, the horse had disappeared from the Australian Army. References: Australian Light Horse Association www.lighthorse.org.au National Australia Archives Australian War Memorial Surf Coast Shire WW1 memorials www.togethertheyserved.com The Light horse- a Cavalry under Canvas Light Horse, Training Camp, Torquay, WW2 Late in 1939 it was decided to set up a Lighthorse training camp in Torquay to train both men and horses for the battles of the Second World War. Horses, men and equipment came on special trains from all over Victoria and NSW, and as you would expect horseman came from areas such as Omeo and Sale, the Wimmera and the Western District. They arrived at the Geelong racecourse for watering in the Barwon River and then were ridden across the ford at the breakwater and began their 11 mile trek to Torquay. Light Horse, Training Camp, Torquay, WW2 Tent city By the end of January 1940 the camp at Torquay accommodated some 5000 men and 2500 horses of the Second Cavalry Division. The rows of horses, tents and huts near Blackgate Road were quite a sight. While the cavalrymen engaged in exercises on the land and on the beaches, many of the troops took over the Torquay School for special training of men and officers. Mr Bob Pettit local farmer and Councillor for the Barrabool Shire, wrote about the Light horse in the Surf Coast Community News in 1985 saying “They used to travel about the district riding four abreast in one long convoy. To my annoyance they went through my property and shut all the gates behind them. I had certain gates open to let stock in to the water holes and it would take me three -quarters of an hour to follow the horsemen up and put all the gates right again” he continued “the men from the Light Horse were here when the fire went through in March 1940. He recalled an incident when early one morning, as some one blew the bugle, a soldier putting a white sheet on the line frightened the horses. They panicked and ran off in all directions. Six went over the cliff near Bird Rock, five were never found, and the rest were gathered up after nearly a fortnight in the bush around Addiscott and Anglesea" Light Horse, Training Camp, Torquay, WW2, Geelong Parade Geelong parade The training camp culminated in a parade through the streets of Geelong on March 12th 1940. The salute was given at the Town Hall and the troops continued on a route to the You Yang’s for a training exercise. Note-----(see media section for photograph) The Camp was abandoned in mid 1940 as it was deemed unsuitable for training during winter and the cost of a permanent camp could not be justified if it could not be used all year. Historic.......Rare,,,Interpretive.Sepia photographs.set of four ....post card size ....Horses &LighthorsemenNo 1, Lighthorsemen Regiment Geelong 1940......No 2 Light Horse at Breakwater Geelong 1938 to 1940....No 3 Light Horse at Breakwater Geelong 1938 to 1940.....No 4 Light Horse crossing Breakwater camped at Geelong Showgrounds. These markings are on reverse of photographs.light horsemengeelong 1940., world war 2

This textbook was written for engineering students by Scottish Professor, William J Goudie, D. Sc., (1868-1945). He was a member of the Institution of Mechanical Engineers, a member of the Institution of Engineers and Shipbuilders in Scotland, an Associate Member of the Institution of Civil Engineers, James Watt Chair of Mechanical Engineering, University of Glasgow, and Professor of "The Theory and practice of Heat Engines" in the University of Glasgow. He wrote several papers and books on the topics of mechanical speed and power. The publisher firm, Longmans, Green & Co., was originally founded in 1724 in London by Thomas Longman under the name Longman. In August of that year, he bought the two shops and goods of William Taylor and set up his publishing house there at 39 Paternoster Row. The shops were called Black Swan and Ship, and it is said that the 'ship' sign was the inspiration for Longman's Logo. After many changes of name and management, the firm was incorporated in 1926 as Longmans, Green & Co. Pty Ltd. The firm was acquired by Pearson in 1968 and was known as Pearson Longman or Pearson PLC. The first practical steam turbine was built in 1884 by Charles Parsons and this became the beginning of generating electricity and powering large ships. The author of Steam Turbines, Professor William John Couldie D. Sc, was a mechanical engineer who had practical experience in a marine consulting engineering service and lectured in the theory and practice of mechanical engineering.This book is an example of the development of technology that contributed to the evolution of steam turbines. The book is also significant for its connection to the publisher Longmans, Green and Co., of London, a firm that has been established for over two centuries, renowned for publishing encyclopedias, dictionaries, books on English grammar, textbooks, poetry, reference books, novels, magazines and more.Steam Turbines, by William J. Goudie, D. Sc., Second edition, rewritten and enlarged. Published by Longmans, Green & Co. in 1922. The book has a textured green hardcover with a printed black title on the front cover and a gold embossed title on the spine. The fly page describes the contents. It states the author's credentials and the book's features - 329 illustrations and numerous examples.. The logo of Longmans, Green & Co. is on the fly page. It is a line drawing of a shield above a leafy wreath border surrounding a sailing ship at sea with a plaque below. Inscriptions are on the shield and plaque.On the shield: "L & Co" [Longman Green & Co.] On the plaque: "1724" [date business was established]flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, steam turbines, longmans green and co, paternoster row london, ship logo, engineering studies, textbook, 1922, longmans green and co., l & co., 1724, institution of mechanical engineers, institution of engineers and shipbuilders scotland, institution of civil engineers, james watt professor of "the theory and practice of heat engines", thomas longman, paternoster row, william goudie, william j goudie, professor william j goudie d. sc., james watt chair of mechanical engineering, steam turbine, marine turbines, steam power

A modern detailed replica to scale 1:200 of the early 20th C battleship launched in 1906. " The dreadnought class defined the basic form of battleships up to the 2nd WW. Original specifications: Length 526 ft; beam 82 ft; speed: 21 knots cruising Crew complement: 657; Armament: 10 12inch guns; 18 12 pdr guns( 4 shown on model) ; Engines: two turbines driving 4 shafts; weight: 17,900 tons fully laden; coal capacity 2977 tons; The ship was broken up for scrap in 1920 - David Lumsden donor and modelmaker Detailed Model of the Dreadnought 90% cardboard model of early 20th C. battleship one white ensign; on a polished wood plinth with cardboard hand lettered labels. Decks painted pale gunship grey and below waterline bright red. Model on polished wood plinth with bevelled edge.two card labels adhered to plinth: "David Lumsden 2014 Scale 1:72" "H M S Dreadnought"model ships, h.m.s. dreadnought, battleships, ww1, david lumsden

The original ship was built in Glasgow in 1899 by Fairfield Shipbuilding and Engineering Co for the Orient Line. It was the largest Orient Line passenger ship completed in the nineteenth century and was the third vessel of the Line to bear the famous “O” prefix, which was traditional through to the last ship, the mighty 'Oriana'. Her dimensions were 8,130 gross tons, length 490.6ft x beam 56.6ft (149.50 x 17.22m). She had one funnel, two masts, twin screw and a speed of 18½ knots. Her maiden voyage from London, via Suez, to Melbourne and Sydney commenced on 3rd February 1899. She was the largest British flag ship sailing to Australia at the time and continued to regularly sail between London, Melbourne and Sydney throughout her life. She last sailed as a passenger ship between Melbourne and Sydney on the 3rd November 1916. During World War I, she was converted to a troopship and was used to transport soldiers and assist with military operations. She was torpedoed and sunk by German submarine UB-52, 40 nautical miles (74km) off the coast of Sardinia in the 12 May 1918. She was on her return journey from Alexandria to Marseilles with six other transports, carrying troops of the 52nd and 74th divisions when she was lost, resulting in one casualty. Her maiden voyage brought her to Melbourne in 1899. The ship carried the first Australian troops from Brisbane to WWI in September 1914.A large ship builder's model of the 'SS Omrah' an Orient Line one funnel passenger steamer of 1899. The model is displayed in a large glass and polished timber case on legs.2 Plaques at foot of model: "MODEL/ OF TWIN SCREW STEAMER/ "OMRAH"/ BUILT FOR/ ORIENT STEAM NAVIGATION CO LTD/ BY/ THE FAIRFIELD SHIPBUILDING & engineering CO LTD/ DIMENSIONS/ 507-0X56-9X37-6MLD/ GROSS TONNAGE 8291 TONS SPEED 18 1/2 KNOTS on boat: "OMRAH"

SS Iberia (1873-1903) was built by John Elder & Co. (Govan yard no.162 Glasgow) and launched 6 December 1873 at a cost £151,600. However, due to strike delays, her maiden voyage was not until 21 October 1874. The Iberia was one of the last of the barque-rigged, clipper-bow type of steamer built for the Pacific Steam Navigation Company. At the time, she was also the second largest ship in world, after the Great Eastern. In 1877, a joint Orient Line and Pacific Steam Navigation Co. venture began a fortnightly mail service, first sailing between England and Australia on 12 May 1880, via Gibraltar, Naples, Port Said, Ismalia, Suez, Colombo, Albany, Adelaide, Melbourne, Sydney. Details: - Tonnage: 4,671 g, 2,982 n. - Dimensions: 433ft 6in (132.13m) x 45ft (13.72m) x 35ft 1in (10.69m). - Powered by a single screw, compound inverted 2 cylinder; 750 NHP; 4,000 IHP engine with steam pressure of 70 lbs, 4 cylindrical boilers, 2 to each funnel. - Speed 14 knots - 1873 Passengers: 100 1st, 150 2nd, 340 3rd Class. - 1893 Passengers: 140 first, 50 second, 800 third Some significant dates in her history include: - 1881: Replaced "Aconcagua" as standby vessel on the London - Suez- Melbourne - Sydney route - 1882: Government transport during the Egyptian Arabi Pasha Campaigns - 1883 Jan 25: Placed on regular service to Australia - 1890 Jun 11: Reverted to the Liverpool - Valparaiso route - 1893: Iberia sailed to Australia to replace a disabled ship. The journey via the Cape was non-stop at 14 knots in 32 days - 1893- Fitted with triple expansion engine; 3 cylinders, 600 NHP; 4 cylindrical boilers; 13 knots; fitted by J.Rollo & Sons, Liverpool - 1903: Broken up at Genoa. 1873 single screw, compound inverted, 2 cylinder; 750 NHP, 4000 IHP, Steam pressure 70 lbs, 4 cylindrical boilers, 2 to each funnel, 14 knots. Second largest ship in the world in 1874 (after the Great Eastern). Cost 151, 600 pounds. 1893 Triple expansion engine fitted. 3 cylinders 600 NHP, 4 cylindrical boilers, 15 knots, fitted by D Rollo and Sons, LiverpoolThe body of the model is carved and molded wood painted in black and white, the planked deck with detailed fittings and rigging, raised on a wooden base with simulated waves. At this time yards removed. "Iberia"

JANUS (1910-1932) - 1913 sold to British India S.N. Co. 1932 sold for scrap, possibly burnt out and scuttled Visakhapatnam as breakwater 7th January 1933.Half ship builders model in glass case with rear mirror. The original ship was a passenger/cargo steamship built by Palmers, on Jarrow-on-Tyne in 1910 for A Currie & Co. of Melbourne. 4,824 gross tons. 399.93ft x 53.15ft (121.9 x 16.2m). Single screw, triple expansion engine, cruising speed 12 knots. plaque at foot of boat: " S.S JANUS/ DIMENSIONS/ LENGTH 400.0/ BREADTH 53.0/ DEPTH 37.0/ DEADWEIGHT 7500 TONS SPEED 12 KNOTS./ BUILY BY/ PALMERS SHIPBUILDING AND IRON COMPANY LIMITED/ JARROW-ON-TYNE/1910" on boat: "JANUS"

Model ship was presented to the Melbourne Maritime Museum by the British Phosphate Commissioners. Built as Tri-Ellis (1958-74), Tryphena (1974-78), Man Tat (1978-80), 1980 broken up. DWT 13,756 SPEED 14 KNOTS.AT 112RPM. BOILERS LARKSON TRIMBLETUBE. FUEL CONSUMPTION 7 TPD. GENERATORS W.H.ALLEN - 4CYL.2SA290/470. 480B.H.P.320L.W.-220V 333RPM DAILY CONS - 1.5 TONS. EMERGENCY GEN R & H. 40 K.N. -220V. REFRIGERATING MACH: J & G HALL LTD. SUPERSTRUCTURE: FORECASTLE 62'..2 DECKS RIVETED AND WELDED. CARGO BATTONS NOT FITTED. 9 BULKHEADS. RISE OF FLOOR 6".WATER BALLAST 3,296 TONS INCLUDING TUNNEL TANKS 1,341 TONS. 'TWEEN- DECKS FORWARD 274 TONS. REFRIGERATED CARGO INSTALLATION - 6 HOLDS - 55.2',52',54',59.5',43' ,53'. GRAIN CAPACITY :621,640 CU. FT. BALE CAPACITY : 573,810 CU. FT. INSULATED CAPACITY : 5,050 CU.FT. 6 STEEL HATCHWAYS (27',30',30'* 30') (30'* 27.75') (27', 24' * 28' ). 12 WINCHES...DERRICKS 1 (25), 2 (10), 10 (5). MACHINERY: OIL 2SA 7CY.C20 * 1400MM EXHAUST 470MM. 6500 BHP. FUEL BUNKERS: 2135 TONS HIGH VISCOCITY FUEL. The main engine was an opposed piston type Harland & Wolff 6-620/ 1870 6 for the number of cylinders.. 620 for the cylinder bore and 1870 for the combined strokes of the main exhaust pistons in each cylinder. This engine was based no a Burmeister and Wain design but H & W gave these engines their own type designation. Sailed on board its maiden voyage to Australia via Casablanca Morocco where she collected her first load of phosphate. We sailed to Geelong via the Suez canal and the Port of Aden (Yemen) and Freemantle. The first load of phosphate was unloaded at Corio Bay (geelong) Formerly part of the collection of Melbourne shipping company, Howard Smith Ltd. Ship builder's model of the cargo ship Tri-Ellis IMO 5368196 - Body of moulded polyurethane painted in red, black and grey, the deck painted in red, with detailed fittings, machinery, rigging and superstructure, raised on a wooden base. Original ship built Clyde 1958, 11,761 gross tonnes, 531.5' x 68' x 31' (162.0 x 20.73 x 9.45m)plaque at foot of model "MV TRI ELLIS/ LENGTH B.P. 486'-3"- BREADTH MLD 68'0" - DEPTH MLD 40'6"/ TONNAGE GROSS 11,760/ Built by HARLAND & WOLFF LTD/ For BRITISH PHOSPHATE COMMISSIONERS" On model "TRI-ELLIS" painted black

BINSNES (3) 1974: Ordered by Dillingham, Jebsen Shipping Corp, Liberia, from Sumitomo Heavy Industries Ltd., Uraga (Yard No. 986). 3.12.1976: Launched. 27.4.1977: Completed. (O.N. 6815). As built: 19,196g. 12,572n. 34,544d. 180.02(BB) x 28.45 x 10.891 metres oa. Post 1997: 20,589g. 11,810n. 34,545d. 7-cyl. 2 S.C.S.A. (760 x 1,550mm) Sulzer 7RND76 type motor engine, manufactured by the shipbuilder at Tamashima, geared to a shaft with a controllable pitch propeller. 14,000bhp, 15½kts. Bulk carrier with four 15-ton cranes capable of operating grabs carried aboard. Leased to the British Phosphate Commission. 1981: Transferred to Pacnorse Shipping International Ltd. 1982: Transferred to Sanders Shipping Ltd., (AS Kristian Jebsens Rederi, managers), Philippines, and renamed GENERAL ROXAS. 1986: Transferred to Pacnorse Shipping Nine Ltd., (same managers). 1986: Sold to the USSR-Black Sea Shipping Company, Russia, and renamed VASILIJ (VASILIV?) AZHAYEV. 1997: Hero Maritime Ltd., (Ocean Agencies Ltd., managers), St. Vincent and The Grenadines, and renamed KARAGOL. 1999: Sold to Flagship Company Ltd., (Barclay Shipping Ltd., managers), Malta, and renamed MILTIADIS M. Sold to Shandong Province Marine Shipping, named Shun Ying or Shunying (Apr 2008?). Ship builder's model of bulk carrier M.V. Binsnes IMO 7426203 built in Japan 1976, 19,196 gross tonnes. Model - Hull painted in burgundy and grey, with four cranes and detailed deck fittings with white and gold highlights, a Liberian flag flying from the stern, raised on a laminated wooden base (lacking perspex cover). Original ship 590.66' x 93.34' x 35.73' (180.02 x 28.45 x 10.89m). Original ship was built by Sumimoto Heavy Industries and leased to the British Phosphate CommissionPlaque at base: " M.V BISNES/ PRINCIPAL PARTICULARS OF 33,750 LTDW/ DIESAL BULK BARRIERS/ Length (overall) abt. 180.00 M/ length (between perpendiculars) 170.00 m, breadth (moulded) 28.40 M, Depth (moulded) 15.00 M/ Draft (designed loaded, moulded) 10.84 M/ Deadweight abt. 33.750 LT/ Gross Tonnage abt. 18,800 T/ Cargo Hold Capacity abt. 42,500 M/ Main Engine/ Type Sumitomo - Sulzer 7RND68 type main diesel engine/ Max Continuous Output BHP 14, 00 PSat 122 rpm/ Service speed at designed draft abt. 15.7 knots/ classification Lloyd's register of Shipping/ Keel -- Laying September 1976/ Launching December 1976/ Delivery April 1977/ Owner : Dillingham Jebsen Shipping Corporation, Liberia/ Builder: Sumitome Heavy Industries Ltd., Japan" second plaque: "MANUFACTURED BY/ FUJI BIJUTSU MOKEI CO., LTD/ TOKYO JAPAN" On model "Binsnes Monrovia"

The Express 11, was built in 1990, and is still in service as the Trimness. A self discharging bulk carrier she was built by Tsuneishi Zosen K. K. Numkauma for Howard Smith Industries Pty. Ltd. Length 150m Beam 24m Gross tons 17,309 speed 13 knots. Sold in 1996 to Trimnes Shipping, of Panama Sold 1996 to Trimnes Shipping Co, Panama and renamed Trimnes.Ship builder's model - Body of moulded polyurethane painted in maroon and black, the deck painted grey, with detailed fittings, machinery, rigging and superstructure, raised on a wooden base.on model: "EXPRESS/ EXPRESS HOBART" on base: PWO 2666.1/ 110/97 SI

In 2010, the Government announced that the ETV fleet would be no longer be funded by the MCA from September 2011, saving £32.5m over the Spending Review period. The Department stated that "state provision of ETVs does not represent a correct use of taxpayers money and that ship salvage should be a commercial matter between a ship's operator and the salvor".Two days after the announcement that the fleet was to be disbanded, Anglian Prince was sent to the aid of the UK's newest and largest nuclear submarine HMS Astute, which ran aground off the Isle of Skye in Scotland during sea trials. 1977 owners became Cape Otway Ltd, same managers 1978 Owners became Otway Shipping Co LTD, same managers August 1981 Returned to owners and bareboat chartered to the Australian National Line 1987: Sold, k/s Hansa Bulk 2. Barber International A/S managers. Renamed HANSA MARINER. Norway flag 1988 Sold K/S Stamariner. Helmer Staubo and Co Managers, renamed Stamariner. Norway (NIS flag) 1993: Sold Shipping Enterprise, renamed Tamarine, Malta flag 1998: sold renamed Andromechi 1998: Sold, Golden Union Shipping Co S.A Panama flag, renamed Flag Braveheart 2000: sold, Flag Sofia Shipping Company Ltd. renamed Flag Sofia. Malta flag. November 15th reported as being on fire at St Petersburg. Damage to the Officer's dining room, laundry and alleyways 2002: Sold Emirates Shipping Corporation Ltd. Emirates Trading Agency LLC, managers. Renamed PEARL OF ASMAN then amended PEALR OF AJMAN. Malta Flag 2003: March sold for scrap to ship breakers in BangladeshShip builder's model of the bulk carrier Cape Otway IMO 7520229 built by Misui Engineering & Shipping Co. The burgundy and grey hull beneath a deck with detailed fittings and superstructure, presented within a glazed display case. On base of case: " M.V CAPE OTWAY/ OWNER : LYLE SHIPPING CO., LTD/ BUILDER : MITSUI ENGINEERING & SHIPBUILDING CO., LTD CHIBA WORKS/ BUILDER'S NO.: 1093/ CLASS: LLOYD'S REGISTER OF SHIPPING/ DEADWEIGHT...32,504KT/ LENGTH (OVERALL)... 179.000M/ LENGTH (P.p) 170.000M/ BREADTH (MLD)... 14.800M/ FULL LOAD DRAFT (EXT)... 10.677M/ MAIN ENGINE: MITSUI B&W 7K 74EF X 1 SET/ M.C.O.: 13,100 BHP X 124 RPM/ C.S.O: 11,900 BHP X 120 RPM/ TRIAL MAX. SPEED: 17.50 KTS 9AT = 17,870 KT, M.C.O.)/ DELIVERED : DECEMBER, 1976/ SCALE: 1/200" On model: "CAPE OTWAY/GLASGOW"

1998 -01/10: chartered to the UK "Maritime & Coastguard Agency" as 'Emergency Towing Vessel' (EVT), based at Stornoway Inclinometer from the ship The Brisbane Trader, the sister ship to the Sydney Trader. Called a "roll on- roll off" vessel, the radical design for the time carried vehicles and containers on deck. The shallow draught allowed the ship access to smaller Australian coastal ports. The officers and crew enjoyed improved accommodation. Built and completed December 1969 by Evans Deakin and co. pty ltd. of Brisbane, they were also the owner. Twin Screw. Diesel Engine. Speed 17.5 knots. 6,236 gross tons, 2,961 net. 4,422 dwt. lbd: 448'5"x70'"7x2-'"3 Broken up at Kaohsiung November 1984. The Engineering business of Evans Deakin and Co. was established in 1910 by Daniel Evans and Arthur Deakin. A shipyard was built at Kangaroo Point where 81 ships were constructed between 1940 and 1971. THe Business was taken over by Downer Holdings Pty Ltd in 2001. From the MV Sydney TraderA period brass inclinometer From the M V Sydney Trader, "MV SYDNEY TRADER 1969 ANL/ 25 20 15 10 5 0 5 10 15 20 25"

The last remaining and most famous of all the clipper ships, Cutty Stark, is today preserved for posterity in a dry dock in Greenwich, UK. Launched in November 1869 at Dumbarton on Clyde she was considered the fastest ship of the day. Designed and constructed by Hercules Linton and William D Scott, she was built to carry tea from China and beat the Thermopylae. Her fastest recorded speed was 12.5 knots by sailing 363 miles in 24 hours. The dimensions of both ships were very similar: length 64.7m (212 feet), Beam 11 =m (36 feet), Depth of hold 6.4m (21 feet). Tonnage: Cutty Stark: 921, Thermopyalae 948. With many centuries of shipbuilding it was difficult to find good oak in England. The oak frames occupied excessive space in the cargo hold. A composite building technique was sued with the hull being made out of wooded panelled iron frames. Cutty stark was built with an elm keel and teak planking. Her last passage carrying tea was in 1877. in 1895 she was sold to a Portuguese owner. in 1883, the Cutty Stark joined the Australian wool trade, loaning wool from ports, including Melbourne, bound for the UKLarge model of the Cutty Stark in a "Handcrafted/ Mr Robert McFeeters/ Vermont 19"98" "Display Case/ Mr Ivan Nemanic/ Montrose 1990" "Cutty Stark/ Buil 1869/ Glasgow/

The supply was the smallest of the fleet being only 170 tons and 70 feet long. Carrying 50 people and skippered by Captain Henry Bull, she led the fleet most of the way primarily because of her speed. Little is known of this brig's early history, but it seems she was built in America in 1759 and was commissioned by the Admiralty in October 1786. The Supply returned to England where she was renamed the Thomas & Nancy. The ship seems to have carried coal on the Thames until around 1806. Model of the HMS Supply

The Hiawatha was a Norwegian windjammer sailing from Fredrikstadt. End of September 1910 the ship arrive nearly two weeks before its anticipated arrival date, making the trip in 81 days instead of a 100. Her arrival made the news in the Argus : SHIP HIAWATHA : A SMART VOYAGE. Seeing that she was not expected to arrive here for another couple of weeks or so the appear ance of the Norwegian ship Hiawatha at Port Phillip Heads yesterday morning caused some surprise. It was anticipated by shipping folk that her voyage from Fredrikstadt would occupy about 100 days which is a fair average passage but clipping a big slice off this allowance, the Hiawatha completed her long run from the Nor wegian port in the excellent time of 811/2 days, or within about 36 hours of the best effort previously made by a "windjammer" between these ports. An appropriate finish was given by the Hiawatha to this creditable voyage by a run of a little under three hours from the Heads up to Hobson's Bay, where she dropped anchor at about noon amid squalls of rain, which at times almost blinded her out from view. Few more 'racy' looking sailors than the Hiawatha have visited this port, and as she has proved on the present and many previous occasions sions, her looks do not belie her. Being laden with Baltic timber and in splendid sailing trim, the ship only required favourable winds to make a good voyage. These fell to her lot, and taking full advantage of every opportunity the vessel bowled across the ocean at steamboat speed. Reckoned from the time she cleared the English Channel, her passage occupied only 76 days. Her best work was performed after passing Tristan d'Acunha in the South Atlantic Ocean. From that stage to the meridian of the Cape of Good Hope she was only a week, whilst from the latter point to Hobson's Bay the ship made an equally capital run of 27 days, her best daily record being 29 knots, representing an hourly average speed of 12 knots. Several periods of exceptionally rough weather were passed through, but the ship suffered no ill effects. She will discharge at a berth up the river.One of the ships photograph that crew would leave at the Mission as a souvenir of their visit.Sepia photograph in cardboard frame of a three-masted full-rigged barque.On the photographic in white : Hiawatha On the frame in black: Ship Hiawatha - Oct. 1910hiawatha, windjammer, norway, full rigged barque, ships, crews and ships