Descendants of

Hugh Gordon of Manar:

the family of

Frederick Hugh

('Ted') Gordon









The Family of Hugh Gordon of Manar

The family of Elizabeth (Gordon) Skene The family of Jane (Gordon) Hunter The family of James Gordon of Manar

The family of Hugh Gordon of Manar NSW

  The family of Ann (Gordon) Lumsden   The family of Robina (Gordon) Brickenden  
Families of John Skene and William Skene Family of Sir Charles Hughes-Hunter The family of Henry Gordon of Manar The family of Mary (Gordon) Fraser The family of Hugh Hannibal Gordon The family of William Forbes Gordon The family of James Gordon The family of Mary Elizabeth Gordon The family of Herbert Trevelyan Gordon The family of Emeline Leslie Gordon The family of Frederick Pascoe Gordon The family of Lambert Skene Gordon

Families of Catherine & Elizabeth Lumsden

The family of Hugh Gordon Lumsden The family of James Gordon Brickenden  
2 families descend from William 12 families descend from him 19 families descend from him 3 families descend from her 9 families descend from him 47 families descend from him 34 families descend from him 22 families descend from her 16 families descend from him 14 families descend from her 12 families descend from him 47 families descend from him 14 families descend from them 4 families descend from him 2 families descend from him  


The family of Frederick Hugh Gordon


Frederick Hugh Gordon b.1883 at Young d.11-02-1932
m. on 13-02-1904 in Sydney
Alice Cleary Cronan b.circa 1881 d.05-09-1954
nb: Phyllis's son Simon and Mac Gordon wrote the key history of the Aus.Gordons
Phyllis Clare Gordon b.30-03-1907 d.05-10-1980

Eileen Hazel Gordon b.1910 d.17-07-1931 (appendicitis)

married (1) in 1937 to Simon Nicholas Churich b.1900 d.1943(accident)
married (2) in 1957 to William John Kelleher b.1900 d.19-06-1986
3 children


'Ted' Gordon in 1910

He was known as the father of Australian motoring

and became Chairman and CEO of Australian Motors

Eight cars about to be shipped to New Zealand in 1921

Phyllis Clare Gordon (1907-1980)

one of Ted Gordon's two children and

mother of family historian Simon Kelleher

Eileen Haxel Gordon- born 1910 - sister of Phyllis,

sadly she died of appendicitis in 1931








(These extracts are taken from Simon Kelleher's article entitled 'When Motoring was a Pleasure'

in the 'Freewheeling' magazine of May 2018. It was first delivered, as a historical paper,

to the Tamworth Historical Society by Simon who is a grandson of 'Ted' Gordon)


On 23rd September, 1923 Australian Motors placed an advertisement in one of the many motoring magazines of the time informing the public of the release of its new improved 1924 model Australian Six. To impress upon the public the sheer beauty of this wonderful machine and the ease with which it could be driven, the promoters accompanied the advertisement with a poem entitled "My Grandmamma's Sedan":

What the advertisers didn't say was that if Grandmamma had purchased an Australian Six and tried to start it on a cold morning, she would probably have broken her thumb on the crank handle.

Australians have always been inventive people and when the motor car was invented, Australians were well to the fore, trying to compete with the rest of the world. Almost every country in the developed world lays claim to having a "Father of the Motor Car". It is generally accepted, however, that Karl Benz fathered the petrol driven Motorwagen which he marketed under the name of Benz & Co. There were many attempts by Australians to manufacture motor cars and establish an Australian motor industry. Just as historians cannot agree on who invented the automobile, it is almost impossible to be dogmatic about who produced Australia's first horseless carriage. Few people bothered to record such events, they simply didn't realise they were making history.

Most historians favour the steam powered carriage built by David and John Shearer of Mannum, South Australia, as being the first automobile to take to the roads. The Shearer brothers owned a factory at Mannum, near Adelaide, where they manufactured agricultural equipment. Their huge steam driven machine fitted with ironclad cart wheels and containing a large boiler first ran in 1896 and completed a 96 mile journey without mishap, cruising at 14 mph on flat roads. Its engine was capable of higher speeds but the narrow, ironclad wheels clattered bumpily over the road surface and the speed had to be adjusted to suit the passenger's comfort. The carriage was used by the family for many years. In 1900 David Shearer was invited to exhibit his machine at the Adelaide Chamber of Manufacturers Exhibition. He had to obtain special permission from the Mayor of Adelaide to bring the automobile into the city. One newspaper reported that the "horses looked solemnly at the contraption thinking no doubt of the time when their services would no longer be required". The Shearer brothers made only one machine, fortunately it was not destroyed and now stands fully restored in the National Motor Museum at Birdwood, South Australia.

David Shearer and his family in his steam-powered carriage

Herbert Thomson's early model

Unlike Shearer, Herbert Thomson of Armadale, Victoria, dreamed of putting a steam car into volume production. He even talked about having factories dotted around the country to keep up with demand - a far-sighted view indeed for 1896. Thomson commenced work on a relatively small, 5 HP, six-seater of his own design in 1896 and had it running two years later. It differed from the Shearer not only in its compact size but in having Australian-made Dunlop tyres. Thomson and his cousin and business partner, Edward Holmes, took the car by boat to Sydney for display at the Royal Agricultural Show, then drove inland to Bathurst for another agricultural show. This done, they set out on the long drive back to Melbourne. A newspaper report of the day tells the story: "The car which consumed kerosene, left Halls Park Hotel, Bathurst, on 30th April, 1900 to make the pioneer motor trip of Australia. The journey was over Fitzgerald's Mount, through Blayney, Cowra, Young, Cootamundra, Bethungra, Junee, Wagga, Albury and through Victoria to Melbourne, a distance of 493 miles. The journey took ten days, the average speed being 8.72 miles per running hour. A good deal of rain fell before and during the trip, so the roads were very bad. Creeks had to be forded, the drivers got bushwhacked and bogged, being many times stuck in red clay and bottomless sand, to say nothing of the two-foot-deep ruts. The journey was not undertaken for speed or record making but experimentally to prove the stability of the car for long distances." Thomson was now in a position to realise his dream of mass production but unfortunately only 12 steam cars were ever made. The first in 1901 and the last in 1907. Among the purchasers of the cars was Tamworth Council (NSW). One Thomson Steamer survives. It was restored by Mr. W. Buchanan of Melbourne between 1957 and 1965. It is now in the hands of the Museum of Victoria.

Records indicate that Australia's first petrol-driven car was probably the one built by Knight - Eaton for Charles Highland, an electrician, of Annandale, Sydney. This appears to have been built about 1896. Working to Highland's specifications, the car was built around a cycle frame made by G.W. & G. Woods of nearby Leichardt. The car worked but was not considered a commercial success. G.W. & G. Woods - who had built the earlier car for Charles Highland - went into the motor business in its own right and, in 1898, built the first Australian motorcycle with an engine between the wheels. The Wood partners went on to build several cars, a motorised three-wheeler and a 3HP four wheeler all before 1901. They formed a subsidiary called "Australis" which made several cars between 1900 and 1907.

An 'Australis' car in 1906

There were many notable attempts to make motor cars from backyard operations to properly funded operations. One Richard Lean of Lithgow built himself a petrol-driven car using an imported De Dion-Bouton engine from France. The car took to the road in 1903 and worked well, cruising at 19 mph between Lithgow and Bathurst. According to the Lithgow Mercury, a local police officer, Sergeant Bobby Burns, took it upon himself to take a ride in the car to make sure it was safe. The newspaper said the car was doing about 25 mph when the Sergeant shouted: "Righto Mr. Lean, stop her sudden-like so I can see if the brakes work". There was a jittering screech of iron on ground and then the strangled bellows from the sergeant as he sailed cleanly over the top of the motor and sprawled on his stomach in the dust.

Probably the most serious attempt in the very early days of Australian motoring to establish an industry was that of a Victorian surveyor, Harley Tarrant. In the 1890s Tarrant began experimenting with an internal combustion engine of his own design. When this engine showed promise, Tarrant handed his surveying business to his brother and registered a firm called Harley Tarrant Motor Syndicate. He operated from a small factory owned by a friend and fellow motorist - the Hon. Frederick Sheppard Grimwade. Grimwade was a wealthy man who had helped establish Drug Houses of Australia. Tarrant manufactured small 2 HP kerosene fuelled, stationary engines which he sold to farmers for 33 each. With Grimwade's financial help, he completed his first car in 1897 but, as he later put it, "the car never really got on the road". With two additional partners, Howard Lewis, a former cycle maker and world speed record holder on a penny farthing bike, and William Ross, who had an engineering degree, they set about making a car that could be marketed to the public. The three men worked day and night for weeks on end until the vehicle was finished. The car was called the Tarrant and proved equal to any of the imported vehicles. Tarrant entered and won many reliability trials and races. On one Dunlop reliability trial the newspapers reported the event with great enthusiasm. When approaching Melbourne, one paper reported: "They travelled at break-neck speed and one had to be careful not to cross the road until the dust settled lest there be another automobile hidden in the dust". Whilst Tarrant could match the imports in quality, he was beaten on price. It is not known exactly how many Tarrants were produced, but the experts seem to think it was about sixteen. The only surviving Tarrant belongs to Harley Tarrant's grandson, Peter Holmes of Melbourne.

Harley Tarrant's car, competitive in design, but unable to compete with imports on cost

As time passed, manufacturers gave away the idea of steam as a means of propelling the car. As manufacturers gained more knowledge, the internal combustion engine became the accepted means of power. During the years leading up to The Great War, many more attempts were made to establish an Australian automobile industry. Cars with names such as Echo, Summit and Lincoln were manufactured only to be beaten on price by the huge American, English and European manufacturers. During the First World War the Australian Government placed an import duty on fully assembled motor cars. It was stated that this duty would remain to give opportunity to Australian assemblers and body builders to compete with the large manufacturers of the world. This was the moment that another motoring pioneers had been waiting for. Here, at last, was the opportunity for Australians to establish their own motor industry.

Fredrick Hugh Gordon was a most unlikely motoring pioneer, if his background was anything to go by. He was the product of a long established grazing family and his grandfather had married into the King and Macarthur families shortly after his arrival in the Colony. These established families frowned on people in trade, but Fred Gordon was never one to be bound by convention. Born at Young, NSW in 1881, his youth saw the beginning of the machine age. His fascination with the horseless carriage soon developed into an all-consuming passion. He became known around Sydney as "Daredevil Gordon" racing about in those dangerous machines.

Fred Gordon set up business at 133 - 137 Castlereagh Street, Sydney, in the early part of the century trading as F.H. Gordon & Co. His fascination with mechanics was not limited to the motor car. It was a period of great change and many inventions were being released onto the market. Gordon scoured the world looking for these new inventions for which he obtained the Australian agencies and established them on the market in this country. On one trip to America he discovered the ready-made suit and imported large quantities thereby introducing them to Australia. He gained agencies for the noiseless typewriter, the Singer sewing machine and the fire extinguisher. He brought to Australia the first Ford, Wolseley and Packard cars. He gained agencies for the BSA, Scat and Mitchell motor cars, names which are no longer heard of. Fred Gordon had body works at McLoughlan Ave, Rushcutters Bay, where he made car bodies to order for those who wanted to break away from the standard manufacturers' body type.

'Ted' Gordon in a BSA outside his showrooms in Castlereagh Street

Gordon had been a keen observer of the many failed attempts to establish a motor industry in Australia. It was his view that the population of Australia was too small to support a motor vehicle manufacturing industry at this time. His plan, therefore, was to obtain components from the world's leading manufacturers, assemble them here and make bodies in Sydney. The next step, he reasoned, was to gradually phase out the imported components as it became feasible to do so. His many trips to America gave him a great insight into the operations of its motor industry. He had struck up a friendship with Louis Chevrolet and on one trip, during the war years, he prevailed upon Chevrolet to assist him to design a light, six cylinder car suitable for Australian conditions. Chevrolet by this time had sold his interest in his Chevrolet corporation to General Motors and had confined his interests to his two great passions - racing and motor car designs - in particular, the engineering aspects of the motor car. Chevrolet had been working on the design of a car which he had named the "American Six". After some modifications, suggested by Gordon, Chevrolet sold the plans to him. Gordon immediately set about arranging for the procurement of the mechanical parts, motors, gear boxes, differentials, etc from leading American suppliers. During the signing of the Armistice, Fred Gordon was once again in America finalising arrangements for the shipment of components and manufacturing equipment. Upon his return to Australia in February, 1919, he announced his plans to the public in an article in The Australian Motorist: "It is important to remember that Mr. Gordon is not experimenting, he is going right ahead. He has to, for large shipments of mechanical parts are approaching our coast and arrangements for continued shipments are signed, sealed and delivered. He has purchased all the machinery and plant necessary, such as is used in the most up-to-date assembly plants in America. This plant, including the latest pneumatic tools, is with the 10 first shipment of units, so the House of Gordon can accept contracts for cars in any quantity".

The first Australian Sixes were manufactured in early 1919 at the Gordon Body Works, McLachlan Ave, Rushcutters Bay. The first 12 cars produced had rounded radiators which proved to be inadequate and prone to overheating. A new distinctive Rolls Royce style radiator was fitted. The first prototype cars had Salisbury differentials which proved to be troublesome and later models were fitted with Colombia diffs. The motors were Rutenber from Milwaukee and the gear box was Grant Lees. On 1 July, 1919 F.H. Gordon & Co. launched the Australian Six with an advertising campaign aimed at potential buyers and dealers throughout the Commonwealth, and at the same time full scale production commenced. The design of the vehicle was first class and at 495 each, a steady flow of inquiries and sales were achieved. During 1919 financial backers were sought for expansion to meet the initial success of the vehicle. In September, 1919 Australian Motors Ltd was formed.

In the meantime, during 1919, a seven acre site was purchased on Parramatta Road, Ashfield, to enable manufacturing to expand and the largest factory of its type in Australasia was constructed. This factory was later owned by AWA. The large scope of the enterprise at that time is not generally known. At its peak, Australian Motors employed some 200 workers and sold its car through agents in every Australian state and in New Zealand.

Photos inside the Ashfield factory on the Parramatta Road

Below: eight Australian Sixes leaving the factory for export to New Zealand

An extract from the dealer's manual of the time gives some idea of the enterprise:

"The large scale on which the Australian Six is being built is not generally known; our plant in Ashfield is the largest of its kind in Australasia. It contains the very latest in machinery, every part that can be made locally and economically is manufactured on our premises from Australian materials and by Australian labour, our returned soldiers are at all times given preference. The steel for brake rods, the bronze for pedals, the metal for radiators, the sheet iron for body panels, guards, etc are made from the raw materials of this country. Our foundries and workshops turn out windscreens and wood work. Accurate and modern machinery stamps out the panels and mudguards, bonnets, etc." The manual went on to say "When the first Australian Six was manufactured in Sydney, it marked an epoch in Australian history, just as pronounced as when the first length of railway line was laid down. At the present time, it is not possible to completely manufacture in Australia all the essential parts of a motor car, but we have done the next best thing by securing the very best units for the Australian Six that the world produces."

Racing driver Robert Mitchell in an Aussie Six, circa 1920

The company actively promoted its vehicles by advertising and entering them in trials and rallies. With the odd exception, the car was always a leader in these trials and rallies. Australian Motors offered five body styles: a roadster, a standard five seater tourer, a seven seater tourer, a clover leaf and a hard top limousine. Only one limousine was ever built and it was sold to Wood Coffell, Funeral Directors of Sydney. At additional expense, a custom designed body would be fitted. A range of optional extras were available and these included disc or wire wheels in lieu of the standard wooden artillery wheels at a cost of 25 extra, tyre pumps driven from the gear box, and cocktail cabinets fitted behind the front seat. Mechanically the car was completely up-to-date for the time. It was powered by a 230 cu inch (3.7 litres) six cylinder Rutenber engine which developed 45 HP. It drove a conventional rear axle through a dry plate Borg and Beck clutch and a three speed Grant Lees box. Semi-elliptical springs were fitted front and rear and two sets of brakes were fitted to the rear wheels. They comprised internal expanding shoes and external contracting bands on 15" brake drums. When new, the car had a top speed of 70 mph, a cruising speed of 45 mph and achieved about 12 mpg at normal road speeds.

While the fledging company had a competitive product with which it could expand to achieve some success in the market place, from the beginning it faced a number of problems with the mechanical components supplied for the car which placed a heavy financial burden upon it. For example, the Rutenber motors were found to be not up to the standard specified, necessitating costly rebuilding and break testing. Further problems arose matching the engine to the gear box and obtaining suitable ratios. A local firm, Harkness and Hillier, were engaged to fabricate adaptor plates for the bell housing and cut replacement gears which solved the problem with the transmission. However, damage had been done and the problems had a major affect on both the company's finances and on the public's perception of the motor vehicle. In addition to these problems, Australian Motors faced increasing competition from mass produced cars imported into Australia. Production costs and increasing local content had pushed the cost of the Australian Six from 495 in 1919 to 645 in 1922. American manufacturers, which were employing efficient production lines and had the benefit of economies of scale through both large home and export markets, had slashed the price of their vehicles by 100 or more, undercutting most vehicles on the market. Because of our small population and reduced tariff protection, Australian Motors was not able to increase its production run and reduce its costs. Approaches to the government for protection fell on deaf ears. The reduction in tariff at this critical time effectively "pulled the rug out from under" Australian Motors. The price differential between the Aussie Six and the American cars proved to be an insurmountable disincentive for the Australian public to buy the Australian car. The company limped on until Christmas 1923 when their doors were closed for the last time.

The receivers engaged Harkness and Hillier to assemble whatever cars they could from stocks on hand and production ceased altogether in 1925. Thus, ended the most successful attempt by Australians to this day to establish their own motor industry. After the demise of the Australian Six, things continued downhill for Fred Gordon. His last great venture was to attempt to get backers for the introduction of the MAN diesel. He was convinced that diesel was the way ahead for trucks and heavy machinery. Again, he was right, but before his time and with a string of recent failures, support was not forthcoming. Always a heavy drinker, Fred's health began to deteriorate, and he died on 11 February, 1932.

In 1984, in recognition of his pioneering efforts, Australia Post issued a stamp and a special first day cover depicting the Australian Six Roadster on the stamp and the tourer on the first day cover. Whilst he did not gain personal fortune for his efforts, Fredrick Hugh Gordon has gained for himself a place in Australian history. Most informed motoring historians refer to him as "the Father of Australian motoring". Fred Gordon was my grandfather but died well before I was born. As a young boy I often heard my grandmother, Alecia Gordon, and my mother reminisce of the things that were and might have been. Alecia claimed to be the first woman to drive down William Street in a motor car. However, as a small boy, I was much more interested in my mother's mode of transport: she claimed that she and her sister used to ride billy carts down William Street from their home in Potts Point. My only knowledge of the Australian Six was the odd snippet of information gained from conversations with my mother and grandmother. Neither had much knowledge of the history of the car, and in later life when I embarked on my long journey in search of an Australian Six and its history, all I had were a few photos of my grandfather and a dealer's brochure. I did not even have a photo of an Aussie Six.

I was fortunate, however, that many of my grandfather's former employees were still alive in the early 1960s and I met several of them. Interestingly, many had maintained close contact with one another. They were as excited to see me as I was to see them. They gave me photographs, books, apprenticeship papers and several little mementos of their time with Australian Motors. More importantly, they gave me much vital information. I met Bert Mathurst, the man who was in charge of break testing the engines, ("break testing" the engine involved placing it in a frame to run at various speeds for some time to test it under a variety of conditions trying to induce failure. The reason for having to do so was because modifications were done to the motors to rectify faulty manufacturing problems), the chief upholsterer and several more. Without exception, they all agreed that the Aussie Six was a well made motor car which would have survived if the "rug had not been pulled from under them" by the Government at a critical time when they were just beginning to make inroads into the market. Whilst there are no known records of the number of cars actually produced, Bert Mathurst was firm in his opinion that there were 1,000 sold by the time the firm closed. Several other employees were of the same opinion.

The wrecked Aussie Six roadster recovered by Simon Kelleher

Another Aussie Six, a tourer, after restoration in December 1967

On 11 February, 1967, 35 years after my grandfather's death, to the day, and after scouring the country for several years, I arrived home with my first Aussie Six. It was a five seater tourer, a complete wreck, which I set about restoring over the next couple of years. Incredibly, on 18 August the same year, I located another Aussie Six at a little town called Dareton near Mildura. This was the find of a lifetime. It was a roadster which had been cut down to a utility by the car's owner, a Mr. Shadwick. He once operated the local picture show and used it to cart his films around. He told me that a few days before a young fellow had made an offer on the car and was to come back in a few days to pick it up. I immediately gave him the asking price of $100.00 and arranged with a local trucking firm to deliver it to me. A day later the young man who made the first offer turned up but he was too late, nothing was going to beat me to this long sought after prize. These two Australian Sixes are the ones Australia Post depicted on the 1984 stamp and first day cover.

Aussie Six Roadster that Simon Kelleher restored

and drove in the Sydney to Melbourne rally in 1970

Restoration of the roadster was completed in time for the 1970 Bi-Centenary celebrations of the discovery of Australia by Captain Cook. As part of those celebrations the largest international veteran and vintage car rally the world has ever seen was held. The route was between Sydney and Melbourne, with over 2,000 people participating. I worked with a sense of urgency to make the roadster ready for this great event. My late wife, Barbara, and I set off with the other entrants from the Warwick Farm race course to an unexpected blaze of publicity in all the Sydney newspapers - "The lone Aussie entrant" etc. At each night's stop-over the car was given an extra round of applause by the waiting enthusiasts. How pleasant it was to travel along at 30 mph with the top down, enjoying the most perfect autumn weather and being able to see the countryside without the hustle and bustle. Thus it was with an enormous degree of pride and satisfaction that I controlled the "vibrant wheel through crowded mart and leafy lane in the grandpapa's "sedan".

Postscript: As a matter of interest, the man driving the lead car as they left the factory to be shipped to New Zealand was Harry Ferguson who subsequently established Ferguson Motors. One of his first apprentices was Jack Brabham (later Sir Jack Brabham). There were two further attempts to establish an Australian motor industry after the demise of the Australian Six. The first was by none other than Sir Charles Kingsford Smith. He embarked on the manufacture of a car which he appropriately called "Southern Cross". On 2 June, 1933 Lady Kingsford Smith unveiled the car under the wing of its aeronautical namesake at Mascot (now Kingsford Smith) Aerodrome. Only about 12 of these cars were thought to have been produced. Smithy was notorious for continuously being in financial trouble and the venture was always starved of capital. By 1935 the venture was deep in debt and Smithy went to England to raise capital. Unable to do so, he obtained a sponsor for a crack at the London - Sydney speed record with his Lockheed monoplane, Lady Southern Cross. The plane, along with Smithy and mechanic, Tommy Pethybridge, disappeared off the coast of Burma in November, 1935. The Southern Cross car making venture closed almost immediately.

Sir Charles Kingsford Smith's 'Southern Cross' of 1933

Perhaps the final chapter in the attempts to establish an Australian owned motor car industry was written when Sir Lawrence Hartnett, an English born Australian who attempted to launch the Hartnett. This was a well planned venture which, it is alleged, was sabotaged by the then Labor Government which was bent on establishing the American owned Holden on the market, a venture which it wanted to succeed and for which it wanted no competition. Whilst there is a good case for requiring that our manufacturers, in any condition, must compete with the rest of the world without the security of tariff protection (a case with which I agree), it must be remembered that Australia, with its small population base, cannot benefit from the economies of scale. We must, therefore, assist our industry in other ways to become established. To do otherwise will ensure that we will continue to export our profits in the form of dividends offshore, and become peasants in our own land. (This paper was prepared and delivered by Simon Kelleher to the Tamworth Historical Society in 1990 long before General Motors, Ford and Toyota ceased production in Australia.)









Gen01Fam01 - The family of Hugh Gordon of Manar

Gen01Gen02Fam01 - The family of Elizabeth (Gordon) Skene

Gen01Gen02Gen03Fam0101 - The family of John George Skene

Gen01Gen02Gen03Fam0102 - The family of William J Skene

Gen01Gen02Fam02 - The family of Jane (Gordon) Hunter

Gen01Gen02Gen03Fam0201 - The family of Sir Charles Hughes-Hunter

Gen1Gen02Gen03Gen04Fam020101 - The family of Anna Love (Hughes-Hunter) Grove-White

Gen01Gen02Fam03 - The family of James Gordon of Manar

Gen01Gen02Gen03Fam0301 - The family of Henry Gordon of Manar

Gen01Gen02Gen03Gen04Fam030101 - The family of Elizabeth Cruger (Gordon) Risley

Gen01Gen02Gen03Gen04Fam030102 - The family of Henry Robert Gordon

Gen01Gen02Gen03Gen04Fam030103 - The family of Aileen Mary 'Babs' (Gordon) Wall

Gen01Gen02Gen03Fam0302 - The family of Mary (Gordon) Fraser

Gen01Gen02Gen03Gen04Fam030201 - The family of James Gordon Fraser

Gen01Gen02Fam04 - The family of Hugh Gordon of ManarNSW

Gen01Gen02Gen03Fam0401 - The family of Hugh Hannibal Gordon

Gen01Gen02Gen03Gen04Fam040101 - The family of Emmeline Leslie (Gordon) Brown

Gen01Gen02Gen03Gen04Fam040102 - The family of Ethel (Gordon) Butcher

Gen01Gen02Gen03Fam0402 - The family of William Forbes Gordon of ManarNSW

Gen01Gen02Gen03Gen04Fam040201 - The family of William Deuchar Gordon

Gen01Gen02Gen03Gen04Fam040202 - The family of Florence Emmeline (Gordon) Devitt

Gen01Gen02Gen03Gen04Fam040203 - The family of Violet Marguerite (Gordon) Macarthur-Onslow

Gen01Gen02Gen03Gen04Fam040204 - The family of Ruby Annette (Gordon) Warry

Gen01Gen02Gen03Gen04Fam040205 - The family of James Henry Forbes Gordon

Gen01Gen02Gen03Fam0403 - The family of James Gordon

Gen01Gen02Gen03Gen04Fam040301a - The family of Arthur Hannibal James Gordon

Gen01Gen02Gen03Gen04Fam040301 - The family of Ethel Mary (Gordon) Barritt

Gen01Gen02Gen03Gen04Fam040302 - The family of Edward William Leslie Gordon

Gen01Gen02Gen03Gen04Fam040303 - The family of Eleanor Iris Rose (Gordon) Scarvell

Gen01Gen02Gen03Gen04Fam040304a - The family of James Henry Albert Gordon

Gen01Gen02Gen03Gen04Fam040304 - The family of Marjorie Augusta (Gordon) Brownlow

Gen01Gen02Gen03Fam0404 - The family of Mary Elizabeth (Gordon) Lamb

Gen01Gen02Gen03Gen04Fam040401 - The family of Herbert Gordon Lamb

Gen01Gen02Gen03Gen04Fam040402 - The family of Daisy Emmeline (Lamb) Pritchard

Gen01Gen02Gen03Fam0405 - The family of Herbert Trevelyan Gordon

Gen01Gen02Gen03Gen04Fam040501 - The family of Emmeline Segol (Gordon) Roach

Gen01Gen02Gen03Gen04Fam040502 - The family of Ina Hamilton (Gordon) Beit

Gen01Gen02Gen03Fam0406 - The family of Emeline Leslie (Gordon) Orridge

Gen01Gen02Gen03Gen04Fam040601 - The family of Mary Emeline (Orridge) Rothe

Gen01Gen02Gen03Gen04Fam040602 - The family of Charles Edric Orridge

Gen01Gen02Gen03Fam0407 - The family of Frederick Pascoe Gordon

Gen01Gen02Gen03Gen04Fam040701 - The family of Harold Arthur Gordon

Gen01Gen02Gen03Gen04Fam040702 - The family of Henry Eustace Gordon

Gen01Gen02Gen03Gen04Fam040703 - The family of Frederick Hugh Gordon

Gen01Gen02Gen03Gen04Fam040704 - The family of Annie Clare (Gordon) Marsden

Gen01Gen02Gen03Gen04Fam040705 - The family of Jean Mary Emmeline (Gordon) Lishman

Gen01Gen02Gen03Fam0408 - The family of Lambert Skene Gordon

Gen01Gen02Gen03Gen04Fam040801 - The family of Hugh Hungerford Gordon

Gen01Gen02Gen03Gen04Fam040802 - The family of Kathleen Beatrice (Gordon) Simpson

Gen01Gen02Gen03Gen04Fam040803 - The family of Douglas Lambart Gordon

Gen01Gen02Gen03Gen04Fam040804 - The family of Kenneth Francis Gordon

Gen01Gen02Gen03Gen04Fam040805 - The family of Muriel Annette (Gordon) Campbell

Gen01Gen02Fam05 - The family of Anne (Gordon) Lumsden

Gen01Gen02Gen03Fam0501 - The family of Catherine (Lumsden) Franks

Gen01Gen02Gen03Gen04Fam050101 - The family of Robert Fergusson Franks

Gen01Gen02Gen03Fam0502 - The family of Hugh Gordon Lumsden

Gen01Gen02Gen03Gen04Fam050201 - The family of Carlos Barron Lumsden

Gen01Gen02Fam06 - The family of Robina (Gordon) Brickenden

Gen01Gen02Gen03Fam0601 - The family of James Gordon Brickenden

Gen01Gen02Gen03Gen04Fam060101 - The family of Lt Commander Francis Gordon Brickenden







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