View allAll Photos Tagged TeaTree
Lasioglossum (parasphecodes) on the leaf of a Tea Tree (Leptospermum sp.). [Upper Blue Mountains, NSW]
Praying Mantis, with two legs tucked under its chin, on Lemon Teatree. Possibly Garden Mantis Orthodera ministralis.
This beetle decided not to sip at the edges of the Leptospermum nectar well, but to dive right in! [Lower Blue Mountains, NSW]
After ballasting work in the Colebrook area, English Electric Z Class units 2110 + 2112 can be seen returning to Brighton in the afternoon passing through Tea Tree.
Tuesday 16th April, 2013.
Photo By Steve Bromley.
Large-fruited Tea Tree (Leptospermum macrocarpum). We have one of these in the garden but after a few years it has yet to bloom. The flowers can be a variety of colours. [Lithgow area, Central Tablelands, NSW]
.Tea Tree Gully Heritage Museum
Former Highercombe Hotel 1854
The Highercombe Hotel was built for publican Thomas Pearce and was designed more for guests than for bar customers with many public meeting, dances and the like held in the main downstairs room.
Re-routing of the main road disadvantaged the Highercombe Hotel which ceased to operate as a hotel in 1877.
Part of the building then became the Tea Tree Gully Post Office with the remainder used as the residence for the head teacher of Tea Tree Gully Primary School and as a classroom for a number of years.
The building was used as a post office and residence until 1934. The Post Office remained in the building until 1963 after which it was used as the Tea Tree Gully Council offices and library.
In 1967 the building was purchased and restored by the National Trust and converted into a Museum.
LOYAL HIGHERCOMBE LODGE
The anniversary dinner of the Loyal Highercombe Lodge of Oddfellows was celebrated at the Highercombe Hotel, on Wednesday, March 12. At 3 o'clock about 60 of the brethren assembled at the above hotel, after
which they marched, preceded by Schrader's band, to the chapel, at Teatree Gulley, where Brother Novis offered up prayer, and delivered a very appropriate address on the advantages resulting from Oddfellowship.
At the termination of the address the brothers again assembled and marched through the township, followed by scores of children, who seemed to enjoy the proceedings amazingly.
Precisely at 6 o'clock the brethren sat down to a first-rate repast prepared by Host Haines, Schrader's band remaining in attendance.
Toast - The health of the Chairman, Vice-Chairman, and the Host and Hostess were proposed and responded to: after which the meeting separated. Many of the members, however, remained till a late hour enjoying themselves with the good things provided by Host Haines. [Ref: South Australian Advertiser (Adelaide) Friday 14 March 1862]
Cute little shield bug camouflaging well in the centres of the Leptospermum flowers. [Chester Trail, Wentworth Falls, NSW]
EDIT: This bug is Eupolemus angularis
Running a couple of hours late and with a loading typical of train No 33, Train No 35 can be seen ambling through Tea Tree Loop on a beautiful, chilly autumns morning behind 'Bronco' units 2053 + 2052 and MKA unit 2137.
Tuesday 7th May, 2013.
Photo By Steve Bromley.
Opening of The Albert Bridge
The handsome new bridge which spans the river Torrens near the site of the old Frome Bridge, and has been named after the late Prince Albert, was formally opened at noon on Wednesday May 7, by the Mayoress (Mrs Buik), in the presence of a large assemblage of leading citizens.
The bridge is an iron erection with the exception of the abutments, which are of stone, the lower part from the ground line to the plinth course being from Mr Bundey's quarry at Teatree Gully, while the piers, panels, and coping composing the superstructure are of Sydney freestone. The bridge has a total length of 120 feet between the abutments, and is composed of three spans—that in the centre being 60 feet, and those at the ends 30 feet each. The total width is 42 feet between the handrails, divided into a carriageway of 30 feet and two footpaths of six feet. The bridge has the appearance of an arched structure, but in reality it consists of continuous girders throughout, of which those over the central opening balance the side spans, which act as cantilevers. By this arrangement no weight is thrown upon the abutments, as would have been the case had an ordinary form of construction been adopted.
The piers in the river, which bear the whole weight of the bridge, are each formed of three cast-iron cylinders, the outer being 4½ feet diameter decreasing to 3 feet, and the inner 6 feet diameter decreasing to 4½ feet. These are provided at the bottom with a cutting edge, and are carried down to a depth of from 12 to 15 feet below the bed of the river, passing through a strong gravel and resting upon the_ gravel or upon an indurated clay which underlies it. The first cylinder was sunk dry, pumps having been used to keep down the water which flowed in from the gravel through which the cylinder passed. The power required to keep down the water was, however, so great that the contractors determined to sink the cylinders by means of a diver working under water, and the remaining cylinders have been sunk by this method. The diver excavated the gravel round the edge of the cylinders, which were heavily weighted by being loaded at the top with large blocks of cast iron and the bracing links from the old City Bridge, and as the gravel was removed by the diver the cylinder sunk by its own weight. When the cylinders had been sunk to the required depth they were filled up with concrete, and upon this bed stones were laid after the cylinders had been raised to the height of the under side of the girders. The cylinders are provided with ornamental bases and caps.
The height of the girders at the springing of the piers is 7¼ feet, and at the abutments 6½ feet, the radius of the curve of the under side of the girders for the side and centre spans being 28 feet and 106½ feet respectively. The girders are of wrought iron, and have a web 3/8 inch thick throughout, the flange-plates being of the same thickness. These are two feet wide and increase in number from a single plate at the ends to three at the piers. There are three girders, which are spaced 15 feet apart, and are securely braced together over the piers: these run the whole length of the bridge, and upon them cross girders are fixed 1¼ feet deep and 6 feet apart: the latter project 6½ feet beyond the girders and form cantilevers for carrying the footpath and parapet.
The roadway is carried by 3-inch jarrah planking resting upon joists of the same material, and which are borne by the cross girders. The footway is covered with timber planking two inches thick. The ends of the cross girders support a moulded cornice with corbels, to which are attached the brackets which secure the handrail and the openwork panels under it. Over the caps of the river piers half-columns with fluted sides are carried up, covering the junctions of the springing of the curves of the girders, and giving the spectator just the idea of the extra strength required at these points to support pilasters of iron, which relieve the monotony of the handrail and are ornamented with panels on each side, the one facing the roadway being filled in with the arms of the Corporation of Adelaide. A lamp of graceful design upon each of these pilasters completes the bridge, which is a handsome one, though of massive proportions and, perhaps, a trifle heavy in appearance. The panels and lamps are, however, not yet erected as in consequence of the large amount of minute work upon them they were not ready for shipment with the rest of the ironwork. They are expected to arrive in a few days.
The bridge has been erected under the superintendence of Mr Langdon, the City Surveyor, by the contractors, Messrs Davies & Wishart, the contract price being £7,550. There have been some extras, however, which have brought the actual cost of the bridge up to £9,000. The design was chosen by the City Council in an open competition, the successful competitor being Mr John H Grainger, who is to be complimented upon the handsome bridge which is now completed.
The opening ceremony was a very simple affair. The bridge was gaily decorated with flags and banners, and a couple of arches of evergreen spanned the roadway. In the centre of the structure a temporary platform had been erected, and here the Mayor and Mayoress, members of the Government, and the City Corporation stood while the bridge was being formally named and declared open for traffic. The Mayor arrived in his carriage immediately after the time given had indicated the hour, and he was soon afterwards followed by a string of vehicles containing most of those who were anxious to see the ceremony. Among these were the Chief Secretary, Hon W Morgan, the Commissioner of Public Works (Hon G C Hawker), the Commissioner of Crown Lands (Hon T Playford), Messrs Townsend, Fowler, and Fraser MP's, Colonel Downes and Major Godwin, Mr R C Patterson, Assistant Engineer: the members of the Corporation: Mr Langdon, the City Surveyor: and several ex-members of the Corporation and other gentlemen interested in the erection of a third bridge between North and South Adelaide. The Mayor announced that his wife had been asked to formally open the bridge. Mrs Buik then stepped forward, and after breaking the bottle of wine in the orthodox fashion, formally named the structure "The Albert Bridge”, and declared it open for traffic.
The Mayor then came forward and said that he had been desired by his wife to say on her behalf that she felt highly honoured at being asked to perform the ceremony of opening this beautiful bridge. He believed it was universally admitted that though the bridge was smaller than the City Bridge it was better in many respects, at any rate it was much more beautiful. It was called the "Albert Bridge" after the illustrious husband of our beloved Queen.
The cost of the bridge was about £9,000 altogether, the contract price was £8,100, the extra cost being incurred principally through it having been found necessary to deepen the foundations. He felt sure the citizens would admit that the contractors had fairly and properly done their work, and that the bridge would be an ornament to the city as well as a great convenience to the eastern end of the town.
Ref: Evening Journal (Adelaide SA) 7 May 1879.
sunset light through the myriad interstices of a dryland tea-tree (Melaleuca lanceolata)
lyrup flats section, murray river national park, riverland, south australia
Opening of The Albert Bridge
The handsome new bridge which spans the river Torrens near the site of the old Frome, Bridge, and has been named after the late Prince Albert, was formally opened at noon on Wednesday May 7, by the Mayoress (Mrs Buik), in the presence of a large assemblage of leading citizens.
The bridge is an iron erection with the exception of the abutments, which are of stone, the lower part from the ground line to the plinth course being from Mr Bundey's quarry at Teatree Gully, while the piers, panels, and coping composing the superstructure are of Sydney freestone. The bridge has a total length of 120 feet between the abutments, and is composed of three spans—that in the centre being 60 feet, and those at the ends 30 feet each. The total width is 42 feet between the handrails, divided into a carriageway of 30 feet and two footpaths of six feet. The bridge has the appearance of an arched structure, but in reality it consists of continuous girders throughout, of which those over the central opening balance the side spans, which act as cantilevers. By this arrangement no weight is thrown upon the abutments, as would have been the case had an ordinary form of construction been adopted.
The piers in the river, which bear the whole weight of the bridge, are each formed of three cast-iron cylinders, the outer being 4½ feet diameter decreasing to 3 feet, and the inner 6 feet diameter decreasing to 4½ feet. These are provided at the bottom with a cutting edge, and are carried down to a depth of from 12 to 15 feet below the bed of the river, passing through a strong gravel and resting upon the_ gravel or upon an indurated clay which underlies it. The first cylinder was sunk dry, pumps having been used to keep down the water which flowed in from the gravel through which the cylinder passed. The power required to keep down the water was, however, so great that the contractors determined to sink the cylinders by means of a diver working under water, and the remaining cylinders have been sunk by this method. The diver excavated the gravel round the edge of the cylinders, which were heavily weighted by being loaded at the top with large blocks of cast iron and the bracing links from the old City Bridge, and as the gravel was removed by the diver the cylinder sunk by its own weight. When the cylinders had been sunk to the required depth they were filled up with concrete, and upon this bed stones were laid after the cylinders had been raised to the height of the under side of the girders. The cylinders are provided with ornamental bases and caps.
The height of the girders at the springing of the piers is 7¼ feet, and at the abutments 6½ feet, the radius of the curve of the under side of the girders for the side and centre spans being 28 feet and 106½ feet respectively. The girders are of wrought iron, and have a web 3/8 inch thick throughout, the flange-plates being of the same thickness. These are two feet wide and increase in number from a single plate at the ends to three at the piers. There are three girders, which are spaced 15 feet apart, and are securely braced together over the piers: these run the whole length of the bridge, and upon them cross girders are fixed 1¼ feet deep and 6 feet apart: the latter project 6½ feet beyond the girders and form cantilevers for carrying the footpath and parapet.
The roadway is carried by 3-inch jarrah planking resting upon joists of the same material, and which are borne by the cross girders. The footway is covered with timber planking two inches thick. The ends of the cross girders support a moulded cornice with corbels, to which are attached the brackets which secure the handrail and the openwork panels under it. Over the caps of the river piers half-columns with fluted sides are carried up, covering the junctions of the springing of the curves of the girders, and giving the spectator just the idea of the extra strength required at these points to support pilasters of iron, which relieve the monotony of the handrail and are ornamented with panels on each side, the one facing the roadway being filled in with the arms of the Corporation of Adelaide. A lamp of graceful design upon each of these pilasters completes the bridge, which is a handsome one, though of massive proportions and, perhaps, a trifle heavy in appearance. The panels and lamps are, however, not yet erected as in consequence of the large amount of minute work upon them they were not ready for shipment with the rest of the ironwork. They are expected to arrive in a few days.
The bridge has been erected under the superintendence of Mr Langdon, the City Surveyor, by the contractors, Messrs Davies & Wishart, the contract price being £7,550. There have been some extras, however, which have brought the actual cost of the bridge up to £9,000. The design was chosen by the City Council in an open competition, the successful competitor being Mr John H Grainger, who is to be complimented upon the handsome bridge which is now completed.
The opening ceremony was a very simple affair. The bridge was gaily decorated with flags and banners, and a couple of arches of evergreen spanned the roadway. In the centre of the structure a temporary platform had been erected, and here the Mayor and Mayoress, members of the Government, and the City Corporation stood while the bridge was being formally named and declared open for traffic. The Mayor arrived in his carriage immediately after the time given had indicated the hour, and he was soon afterwards followed by a string of vehicles containing most of those who were anxious to see the ceremony. Among these were the Chief Secretary, Hon W Morgan, the Commissioner of Public Works (Hon G C Hawker), the Commissioner of Crown Lands (Hon T Playford), Messrs Townsend, Fowler, and Fraser MP's, Colonel Downes and Major Godwin, Mr R C Patterson, Assistant Engineer: the members of the Corporation: Mr Langdon, the City Surveyor: and several ex-members of the Corporation and other gentlemen interested in the erection of a third bridge between North and South Adelaide. The Mayor announced that his wife had been asked to formally open the bridge. Mrs Buik then stepped forward, and after breaking the bottle of wine in the orthodox fashion, formally named the structure "The Albert Bridge”, and declared it open for traffic.
The Mayor then came forward and said that he had been desired by his wife to say on her behalf that she felt highly honoured at being asked to perform the ceremony of opening this beautiful bridge. He believed it was universally admitted that though the bridge was smaller than the City Bridge it was better in many respects, at any rate it was much more beautiful. It was called the "Albert Bridge" after the illustrious husband of our beloved Queen.
The cost of the bridge was about £9,000 altogether, the contract price was £8,100, the extra cost being incurred principally through it having been found necessary to deepen the foundations. He felt sure the citizens would admit that the contractors had fairly and properly done their work, and that the bridge would be an ornament to the city as well as a great convenience to the eastern end of the town.
Ref: Evening Journal (Adelaide SA) 7 May 1879.
Mullumbimby. Population 3,000.
The town is sited on the Brunswick River which was named after the wife of George IV – Queen Caroline of Brunswick. It is a short river at just 34 kms long. It rises in the mountains to the west and enter the sea at Brunswick Heads. As with elsewhere in northern NSW the timber cutters and red cedar cutters were the first whites in the region. With land clearing a few farmers moved to the region to grow sugar cane or fruit. The town of Mullumbimby was not gazetted until 1888. The school opened in 1886 and the first Post Office in 1889 and the railway reached here in 1894. Today the district is known for its production of bananas, avocadoes, macadamias, dairying, tropical fruits etc. The main tourist attraction of the area is the Crystal Castle and Shambhala Gardens with its garden of crystals and a giant Budda statue. It is ideal for learning mediation, Buddhism and about alternative lifestyles. We do not have time to visit it. The most interesting aspect of Mullumbimby’s history is the soldier settlement movement after World War One. The government thought that small blocks of land suitable for growing bananas would make good soldier settlement blocks. But the land was covered in giant trees. The soldier settlers had to first fell the trees. This was incredibly difficult and time consuming. The scheme was totally unsuccessful and the last settler walked off his block in 1925. Presumably they received some income from the timber that was cut but probably none ever grew bananas. The heritage listed buildings of Mullumbimby include the old courthouse built in 1908 in the Edwardian style with Walter Liberty Vernon as the architect; the timber and iron Post Office 1907 which was moved to a new location in 1984 when it became the town museum.
Aerial view of Elizabeth Beach which is part of Booti Booti National Park at Pacific Palms on the Barrington Coast, NSW, Australia.
Débora Wernke usa:
1x TeaTree - Vefic
1x Ruby - Hits (amor pra vida toda)
2x Expressions of Night - Top Beauty (minha alma drag ON)
1x TC - Ideal
Sexta Nail do Desafio das 31 unhas!
Azul e Glitter Azul, amor demais ♥
XOXO
_______________________________________________________________________________
@deborawernke (\_(\
Small-leaf Tea-Tree (Gaudium parvifolium). One that was previously known under the genus Leptospermum but has undergone a recent taxon change. I love their soft pink flowers and tiny, succulent-like leaves. [Faulconbridge, Blue Mountains, NSW]
The sheer profusion of flowers! When Leptospermums flower, they do so in a big way. Insects just swarm them! [Upper Blue Mountains, NSW]
My first time seeing this fascinating fly. I believe it is Pelecorhynchus fulvus. [Upper Blue Mountains, NSW]
Tea cultivation plantation garden Tee Pflanze Munnar Kerala India - (C) Fully copyrighted. No use of any image whatsoever without written royalty agreement. No answer = no permission at all. - (C) Verwendung generell nur nach schriftl. Honorarvereinbg. Keine Antwort = keine Freigabe.
The 'Sunlight' pictured underway on the Manning River circa 1990 with a load of dredged oysters.
Details
Name:Sunlight
Type: Cream/milk collecting launch/oyster dredge
Length: 29ft 6in
Beam: 11ft 6in
Draft: 2ft 6in
Engine: 18-21 hp. Lister Diesel
Builder: William Oscar Ryan & son’s Built: Lower Manning Dairy Factory yard Mitchells Island. NSW
Launched: 7th December 1933 Scotts Creek NSW
Owners
- Lower Manning River Dairy Co-Op Pty Ltd. Manning River NSW (1933-1969)
- Thomas Levi Laurie - Croki/Manning River /Oyster Farmer (1969- 1972)
- William & Kate Mc Dougall - Croki/Manning River /Oyster Farmers (1972-1980)
- Warren & Pam Whitley – Croki/Manning River /Oyster Farmers (1980 – 2005)
- Michael & Jo Barlin -Manning River NSW (Hard Stand 2005 -2019)
- Cundletown Museum NSW (2019-) Hard Stand Exhibit under restoration.
Construction
Keel/Deadwood: Ironbark
Ribs: Spotted Gum
Knees: Teatree
Planks: Carvel- Copper sheathed to waterline.
Transom: Square
Stem: Raked
Deck: Beech
Roof: Covering deck, tongue & groove hardwood covered in malthoid on stanchion supports.
Deckhouse: Spotted Gum painted white - Forward & Side windows.
Engine room: Amidships.
Colour Scheme: White hull – Brown beltings – Green under roof.
History
1933 - New Factory Launch
Considered the “baby of the fleet”, the Sunlight was built to replace a launch built over 35 years ago by Mr Allan Kell, and bought second hand by the factory off Mr. Ned Geary.
The Sunlight was purposely built 10ft shorter than the Sun and Sunrise II, with a narrower beam and shallower draught to navigate the smaller creeks that were the access to many farms on the lower reaches of the Manning River.
The unfinished Sunlight was launched some weeks earlier than the official date, but was taken back out to have her bottom coppered and the installation of her engine.
The completed Sunlight was relaunched on Thursday the 7th December, completing her trials the next day. Her successful maiden run was on the 9th December around Oxley Island for cream, then put on the Ghinni Creek run.
The Sunlight continued operating daily (sometimes twice a day in the summer months) collecting cans of milk from the dairy farms of the lower reaches of the Manning River for 36 years of service.
Maintenance and Repairs
The following extracts are taken from records held by the Cundletown Museum and cover a period dating from January 1946 to November 1969 regarding some of the major maintenance and repairs carried out on the Sunlight.
January 1949 – Decking renewed down wings and in front of engine room.
March 1951 – New BVSHM engine installed – new propeller. September 1952 - Ryan’s fitted new beltings on both sides & tuck from cover boards.
July 1955- Lost propeller blade through Ghinni Creek, fitted new prop.
May 1957- Renewed forward and aft deck beams, fitted 6x44 gallon drums for flotation.
New Life in 1969
After a long life of carrying milk the Sunlight took on a new role, still remaining on the Manning River she was sold to T.L. Laurie on the 21st April 1969 for $2000, and was converted to an oyster dredge.
Dredging of oysters is a method of harvesting oysters which have been placed on the river bed to grow to maturity.
The practice involves towing a dredge along the bottom of the estuary in order to collect wide populations of oysters. The dredge is then winched up back to the boat and the catch emptied. The dredge itself consists of a steel frame fabricated into the shape of a scoop. The frame is then covered in chain mesh, and functions as a net. After dredging, small oysters are thrown back on the beds to allow the further settlement of spat.
Conversion of the Sunlight
The cabin was moved forward and modified from its midships position and steel rails fitted to the underside of roof to winch the dredge along deck. In the early 1990’s, the copper sheathing was removed from the underside and hull fibre glassed. In the late 1990’s the dredge gear was modified to a swinging arm design fitted with a hydraulic transmission with Ford engine, rated to 160h.p.
Passing through three generations of the one family the Sunlight spent the next 35years of her life harvesting these tasty molluscs from the waters around Croki on the lower reaches of the Manning River.
2005 - 2019
The Sunlight was acquired by Michael Barlin and placed on hard stand at his property.
In October 2019 the Sunlight was purchased by the Cundletown Museum and is on permanent display in the museum grounds.
The Sunlight is undergoing restoration by museum volunteers to bring her back to how it looked when she first went into service as milk boat.
Image Source
Image courtesy of Warren & Pam Whitley
Photographed by Ian Thorpe
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
Tolmie rocky clearing in December, 2014. Wildflowers include everlastins, native dogwood, teatree of 3 different species, native pelargoniums..
Lobelia gibbosa. Grows chiefly in woodland and dry sclerophyll forest on sandy soils; widespread, from sea level to subalpine areas.
the enchanted forest, a unique remnant of moonah ( Melaleuca lanceolata ) 'jungle' suspended between limestone cliffs on the great south west walk near cape nelson
discovery bay coastal park, victoria, australia
Saw this seepage of teatree stained water near the beach at Wilson's Headland. It made a striking contrast to the rocks, sand and sea water around it.
Not sure of the rock type but maybe Greywacke.
Mullumbimby. Population 3,000.
The town is sited on the Brunswick River which was named after the wife of George IV – Queen Caroline of Brunswick. It is a short river at just 34 kms long. It rises in the mountains to the west and enter the sea at Brunswick Heads. As with elsewhere in northern NSW the timber cutters and red cedar cutters were the first whites in the region. With land clearing a few farmers moved to the region to grow sugar cane or fruit. The town of Mullumbimby was not gazetted until 1888. The school opened in 1886 and the first Post Office in 1889 and the railway reached here in 1894. Today the district is known for its production of bananas, avocadoes, macadamias, dairying, tropical fruits etc. The main tourist attraction of the area is the Crystal Castle and Shambhala Gardens with its garden of crystals and a giant Budda statue. It is ideal for learning mediation, Buddhism and about alternative lifestyles. We do not have time to visit it. The most interesting aspect of Mullumbimby’s history is the soldier settlement movement after World War One. The government thought that small blocks of land suitable for growing bananas would make good soldier settlement blocks. But the land was covered in giant trees. The soldier settlers had to first fell the trees. This was incredibly difficult and time consuming. The scheme was totally unsuccessful and the last settler walked off his block in 1925. Presumably they received some income from the timber that was cut but probably none ever grew bananas. The heritage listed buildings of Mullumbimby include the old courthouse built in 1908 in the Edwardian style with Walter Liberty Vernon as the architect; the timber and iron Post Office 1907 which was moved to a new location in 1984 when it became the town museum.