This corset cover is one of several linen and clothing items that were made and belonged to Mrs. Eliza Towns and donated to Flagstaff Hill Maritime Museum and Village. Eliza was born Eliza Gould in 1857 in South Melbourne (Emerald Hill) and in 1879 married Charles Towns. In the early 1880's they moved to Nhill in western Victoria and remained there for the rest of their married life. Charles was a jeweller and later became an accountant and for many years was involved with the Shire Council, the local show committee (A & P Society), the Hospital Committee and the Board of the local newspaper (the Nhill Free Press). They had three children and lived a life that would be regarded as comfortably "middle class". Eliza probably had a treadle sewing machine and would have made many of her own clothes as well as clothes for her children - adding her own handmade embroidered or crocheted decorative trim. This corset cover is an excellent example of an everyday clothing item with the decorative trim favoured by women in the late Victorian era. Eliza Towns has added pintucks, embroidered feather stitch and a highly decorative hand crocheted lace trim to the neckline, sleeves and front of the bodice. Corset covers (sometimes called camisoles) began to appear in women's fashion around 1840 and continued through the late Victorian decades into the Edwardian era. The long chemise was considered too bulky to cover the corset and so the corset cover was developed to be short and light and was worn over the corset and under the bodice of the outer garment. A woman would dress into her chemise and drawers first, followed by her corset and finally her corset cover as a final layer under her dress. Corset covers served several purposes. They provided protection against sweat (and the need to regularly wash the corset), helped smooth the lines of the corset and increased a woman's modesty.This item is an example of the needlework skills of women in the late 19th century - combining machine stitching with hand embroidery and crochet to embellish an item of personal underclothing. It is also significant as an example of a practical solution to the difficulty of hand washing a corset in the Victorian era.A short (waist length) corset cover of fine cotton. Short sleeves fall from a square neckline and are gathered into a wide crocheted lace trim with a band of embroidered feather stitch. The same crocheted lace design and feather stitching are also on the square neckline which is finished with a drawstring ribbon. The bodice has a front opening with five buttons and is bordered on each side with four pintucks. It has a drawstring ribbon at the waist and an extra layer of fine cotton lining has been added to strengthen the corset cover under the arms. The back has two bands of three pintucks running vertically from the neckline to the waist.flagstaff hill, flagstaff hill maritime museum & village, warrnambool, great ocean road, shipwreck coast, nhill, wimmera, eliza towns, underclothing, corset cover, camisole, machine sewing, hand sewing, crocheted lace, pintucks, feather stitch, embroidery, underwear, victorian era underclothing, victorian era corset cover

This item of underclothing, called a "combination" is one of several linen and clothing items that were made and belonged to Mrs. Eliza Towns and donated to Flagstaff Hill Maritime Museum and Village. Eliza was born Eliza Gould in 1857 in South Melbourne (Emerald Hill) and in 1879 married Charles Towns. In the early 1880's they moved to Nhill in western Victoria and remained there for the rest of their married life. Charles was a jeweller and later became an accountant and for many years was involved with the Shire Council, the local show committee (A & P Society), the Hospital Committee and the Board of the local newspaper (the Nhill Free Press). They had three children and lived a life that would be regarded as comfortably "middle class". Eliza probably had a treadle sewing machine and would have made many of her own clothes as well as clothes for her children - adding her own handmade embroidered or crocheted decorative trim. Combination undergarments combined the chemise and drawers into one garment. The combination is divided, or bifurcated, from the waist to the crutch for easier urinating. This one-piece type of underwear was worn by females from the 1860s and into the early 1900s. The 19th Century garments had front button closures like this one, and those made in the 1900s more often had back closures. Combination underwear was popular because the all-in-one design had far fewer gathers and bulk, making the other clothing look much smoother. Their primary use was to protect clothing from perspiration and because they were made with cotton or linen, were easy to wash. Although they were worn under the corset, next to the skin (and therefore not meant to be seen), they were often decorated with lace and embroidery. Although these combinations are made with a plain cotton fabric, Eliza Towns has incorporated pin tucks, hand embroidery and crocheted lace to embellish her garment. The collection of women’s late-19th-century undergarments is an example of clothing that women would include in their wardrobes. The garments add to the study of the evolution of women's fashions and practicality for the early Australian settlers. The careful needlework in these handmade garments and hand-worked lace trims reflect the maker’s dedication to making even serviceable garments beautiful to look at and wear.Women’s white cotton and lace all-In-one combination undergarment. The handmade underwear is a combined chemise and bloomers. It has three buttons in the front and a handmade drawstring cord around the square neckline. It is trimmed with crocheted lace (with a floral design) on the neckline, sleeves and pants. It had pintucks and feather stitching on the bodice and the left and right sides are divided from the waist to the crutch. The back of the garment is plain with a gathered section at the lower back.flagstaff hill maritime museum and village, maritime museum, maritime village, warrnambool, great ocean road, victorian era, combination undergarment, all-in-one underwear, combination, ‘combinations’, one-piece underwear, one-piece undergarment, chemise and bloomers, combination chemise and bloomers, divided, bifurcated, split, chemise and drawers, women’s underwear, ladies’ underwear, undergarment, women’s clothing, women’s fashion, lingerie, 19th-century undergarment, handmade clothing, handmade lace, crocheted lace, towns family, nhill, eliza towns

This bolster sham is one of several linen and clothing items that were made and belonged to Mrs. Eliza Towns and donated to Flagstaff Hill Maritime Museum and Village. Eliza was born Eliza Gould in 1857 in South Melbourne (Emerald Hill) and in 1879 married Charles Towns. In the early 1880's they moved to Nhill in western Victoria and remained there for the rest of their married life. Charles was a jeweller and later became an accountant and for many years was involved with the Shire Council, the local show committee (A & P Society), the Hospital Committee and the Board of the local newspaper (the Nhill Free Press). They had three children and lived a life that would be regarded as comfortably "middle class". Eliza probably had a treadle sewing machine and would have made many of her own clothes and household linens - adding her own handmade embroidered or crocheted decorative trim. Most beds during the late 19th and early 20th century had a feather, hair or spring mattress covered by a blanket and topped with an under sheet, an upper sheet, several blankets and a bedspread. A flat bolster could be placed either under the pillows or on top of the pillows with a decorative sham. Washing pillows and quilts by hand would have been a very onerous task (involving heating water and handwashing in a tub or using a copper) and so it became the practise of many housewives to cover the pillows and bolsters with an outer slip (or sham) of washable material which could be easily removed and washed when needed. If the bolster was kept under the pillows it wouldn't need to be very decorative but many shams or slips that were "on show" were often highly decorated with embroidery, pintucks, ribbons or lace. This bolster sham is machine made and quite plain with the exception of some pintucking and eyelet lace on each end which suggests that it would mostly be hidden under the top pillows with just the decorative edges on display.This item is an example of the needlework skills of women in the early 20th century - combining machine stitching with hand embroidery to personalise and embellish a practical domestic object. It is also significant as an example of an early 20th century innovation that helped make the working lives of housewives a little bit easier.A long white cotton rectangular bolster sham, machine sewn, with seven ties and two buttons (plus one missing button) to enable it to be folded over lengthwise and closed. It has two pull string ties near each end to enclose a bolster and is finished with a decorative edge of pintucks and handmade eyelet lace and embroidery.flagstaff hill maritime museum and village, eliza towns, sham, bedding, great ocean road, shipwreck coast, warrnambool, household textiles, sewing, bolster sham, housework, pillow sham, charles towns, nhill, haberdashery, needlework, manchester, handmade, household linen

This child's dress is one of several linen and clothing items that were made and belonged to Mrs. Eliza Towns and donated to Flagstaff Hill Maritime Museum and Village. Eliza was born Eliza Gould in 1857 in South Melbourne (Emerald Hill) and in 1879 married Charles Towns. In the early 1880's they moved to Nhill in western Victoria and remained there for the rest of their married life. Charles was a jeweller and later became an accountant and for many years was involved with the Shire Council, the local show committee (A & P Society), the Hospital Committee and the Board of the local newspaper (the Nhill Free Press). They had three children and lived a life that would be regarded as comfortably "middle class". Eliza probably had a treadle sewing machine and would have made many of her own clothes as well as clothes for her children - adding her own handmade embroidered or crocheted decorative trim. A photograph of their youngest child, Alice, taken in circa 1903 depicts her wearing the dress. The dress would have been only worn on special occasions (such as a formal family photographic portrait) as most young girls in that era would have smocks or pinafores for everyday wear. The age of the dress is in question as it may have been made by Eliza for her eldest daughter, Dorcus, who was born in 1884. This dress has some machine sewing at the neck, waistband and pintucks but much of the dress is handsewn and richly embroidered with Broderie anglaise. Broderie anglaise (also known as eyelet lace) is a form of cutwork embroidery. The foundation fabric is cut to make decorative holes which are sewn with overcast or buttonhole stitches to create a lace like effect. Designs often involve floral motives that are enhanced with simple embroidery stitches such as stem stitch and satin stitch and scalloped edges finished with buttonhole stitches. It was commonly used to trim baby clothes, dresses, nightclothes, underclothes and household linens - particularly in the Victorian and Edwardian eras. This item is an example of the needlework skills of women in the late 19th century - combining machine stitching with hand embroidery to personalise and embellish a child's special dress.Child's white dress made of cotton and lawn, with a skirt of hand embroidered circular cutwork (broderie anglaise), a scalloped hem edged in buttonhole stitch and a gathered waist. The lined bodice has three panels of hand embroidered broderie anglaise (eyelet lace) inserted in a V shape with pintucks and bordered with a broderie anglaise lace frill. The short sleeves also have an inserted broderie anglaise lace strip, three pintucks and a broderie anglaise lace frill. The skirt is semi lined with fine lawn. The dress has a back opening with one button and two ties. The neckline is decorated with two rows of hand embroidered broderie anglaise lace.flagstaff hill, flagstaff hill maritime museum & village, warrnambool, shipwreck coast, great ocean road, nhill, wimmera, eliza towns, dorcus towns, child's dress, machine sewing, hand sewing, broderie anglaise, cutwork, embroidery, eyelet lace, clothing, handmade, charles towns, alice towns

Several items once belonging to shipwright Norman McKenzie were donated to Flagstaff Hill Maritime Museum and Village. They relate to Norman’s apprenticeship and certification as a Shipwright in Belfast, his Union membership and his employment as a shipwright in Melbourne. One of the items, a union Rules Book inscribed with the name H.B. Thomas and dated 1902, had within its pages Norman’s Indenture of Apprenticeship, dated 1941, Norman Desmond McKenzie was born in Belfast in 1925 and lived at 10 Pansy Street Belfast, Northern Ireland. At the age of 16 years, he began a 5-year Shipwright’s apprenticeship with Harland & Wolff Limited, Shipbuilding & Engineering Works, Belfast. He was a member of the Ship Constructors’ and Shipwrights’ Association, Belfast (B) Branch 20. His Registration Number was 38748. He completed his apprenticeship on December 16th, 1946, aged 21 years, his address was 26 Connsbrook Drive, Sydenham, N. Belfast. In October 1949 Norman received Clearance from his Union as a financial member to move to another branch. He had completed his Apprenticeship on December 16th 1946. Two months later he migrated to Australia, arrived in Victoria and became a Financial Member of the Victorian branch of the Federated Shipwrights, Ship Constructors, Naval Architects, Ships’ Draughtsmen and Boat Builders’ Association of Australia, Victoria branch. One of Norman’s donated books is the Rules of the Shipwrights' Provident Union of the Port of London. It is inscribed on several pages with the name H.B. Thomas and includes the year 1902 and the address of 29 Brickwood Street, Gardenvale. This is a location in Victoria, Australia. The Victoria Government Gazette, February 1959, in the section “Removal from Registration on The Architects Registration Board of Victoria, during the year ended 31st December 1956” lists “Deceased – Thomas, H.B., 29 Brickwood Street, Gardenvale”. The Architects Union includes Naval Architects and Shipwrights and other trades that came under the same union. It seems likely that when he was in Melbourne, Norman worked as a Shipwright for H.B. Thomas and was given the Rules book by Thomas, perhaps as a reference book or maybe as a gift. Around that same time, December 1949, Norman met his wife-to-be, Daphne, in Melbourne. Daphne had migrated from London with her family and her father found work with the Melbourne Harbour Trust. They married in Melbourne in 1953 and their family grew to include five children. In 2003 Norman and Daphne moved to Warrnambool and then years later they celebrated their 60th wedding anniversary. Norman passed away on July 28th 2015 at Warrnambool’s South West Healthcare hospital.Norman McKenzie's Rules Book, Union Cards, Indenture of Apprenticeship, and other documents tell the story of a young Irish lad's work and qualifications to become a shipwright and his migration to Australia. The young man found a job and a wife who had also migrated, and they raised a family in Melbourne. He and his wife then retired to Warrnambool to enjoy their later years. The collection of documents relating to Norman McKenzie is significant for its connection with the shipping industry of the early 1900s, the migration of qualified tradesmen to Victoria, and their contribution to the development of Victoria. The collection also shows the role of the Union in the shipping industry. The documents link shipwright Norman McKenzie to the Shipwright's Union in London and in Australia, and to shipbuilder H B Thomas in Melbourne, most likely his employer.- Apprentice's Membership Card, Shipconstructors' and Shipwrights' Association; pink fabric covered card covers with white paper pages that record the member's contributions. for the year 1946 - enclosed within the Card is a printed and signed white paper Certificate of Shipwrights' Clearance Line, Shipconstructors' and Shipwrights' Association, Branch Transfer papers for N.McKenzie, 1st October 1949. ON THE CARD: Stamped "BELFAST (B) branch" "J ALEXANDER" Handwritten "N. McKenzie, 26 Connsbrook Drive, Sydenham," NIR", (Branch Nu.) "20", (Reg No.) "38748" "9/3/46", (Rate) "APP" ON CERTIFICATE: "(99) BELFAST B" "N McKenzie" "NIR" "38748" (Member No.) "221" "24" (years of age) (CLASS OF MEMBER" "Full Benefit" "!st October 1949" (Signature Of) "John Alexander"union card, apprentice shipwright, branch transfer papers, union membership, m mckenzie, 1946, flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, norman mckenzie, norman desmond mckenzie, belfast shipwright, shipwright's apprenticeship, harland & wolff limited, shipbuilding & engineering works, the ship constructors’ and shipwrights’ association, registered shipwright, victorian branch of the federated shipwrights, ship constructors, naval architects, ships’ draughtsmen and boat builders’ association of australia, victoria branch, shipwrights' provident union, h.b. thomas, architects registration board of victoria, naval architect, daphne, norman and daphne mckenzie, indenture of apprenticeship, 1941, 1949

A number of items once belonging to shipwright Norman Desmond McKenzie were donated to Flagstaff Hill Maritime Museum and Village. They are related to Norman’s apprenticeship and certification as a Shipwright in Belfast, his Union membership and his employment as a shipwright in Melbourne. One of the items, a union Rules Book inscribed with the name H.B. Thomas and dated 1902, had within its pages Norman’s Indenture of Apprenticeship, dated 1941, Norman Desmond McKenzie was born in Belfast in 1925 and lived at 10 Pansy Street Belfast, Northern Ireland. At the age of 16 years, he began a 5-year Shipwright’s apprenticeship with Harland & Wolff Limited, Shipbuilding & Engineering Works, Belfast. He became a member of the Ship Constructors’ and Shipwrights’ Association, Belfast (B) Branch 20. His Registration Number was 38748. He completed his apprenticeship on December 16th, 1946, aged 21 years, his address was 26 Connsbrook Drive, Sydenham, N. Belfast. In October 1949 Norman received Clearance from his Union as a financial member to move to another branch. He completed his Apprenticeship on December 16th 1946. Two months later he migrated to Australia, and he arrived in Victoria, and he became a Financial Member of the Victorian branch of the Federated Shipwrights, Ship constructors, Naval Architects, Ships’ Draughtsmen and Boat Builders’ Association of Australia, Victoria branch. One of Norman’s donated books is the Rules of the Shipwrights' Provident Union of the Port of London. It is inscribed on several pages with the name H.B. Thomas and includes the year 1902 and the address of 29 Brickwood Street, Gardenvale. This is a location in Victoria, Australia. The Victoria Government Gazette, February 1959, in the section “Removal from Registration on The Architects Registration Board of Victoria, during the year ended 31st December 1956” lists “Deceased – Thomas, H.B., 29 Brickwood Street, Gardenvale”. The Architects Union includes Naval Architects and Shipwrights and other related trades came under the same union. It seems likely that when he was in Melbourne, Norman worked as a Shipwright for H.B. Thomas and was given the Rules book by Thomas, perhaps as a reference book or maybe as a gift. Around that same time, December 1949, Norman met his wife-to-be, Daphne, in Melbourne. Daphne had migrated from London with her family and her father found work with the Melbourne Harbour Trust. They married in Melbourne in 1953 and went on to have a family of five children. In 2003 Norman and Daphne moved to Warrnambool and then years later they celebrated their 60th wedding anniversary. Norman passed away on July 28th 2015 at Warrnambool’s South West Healthcare hospital.Norman McKenzie's Rules Book, Union Cards, Indenture of Apprenticeship, and other documents tell the story of a young Irish lad's work and qualifications to become a shipwright and his migration to Australia. The young man found a job and a wife who had also migrated, and they raised a family in Melbourne. He and his wife then retired to Warrnambool to enjoy their later years. The collection of documents relating to Norman McKenzie is significant for its connection with the shipping industry of the early 1900s, the migration of qualified tradesmen to Victoria, and their contribution to the development of Victoria. The collection also shows the role of the Union in the shipping industry. The documents link shipwright Norman McKenzie to the Shipwright's Union in London and in Australia, and to shipbuilder H B Thomas in Melbourne, most likely his employer.Documents owned by Norman Desmond McKenzie, Shipwright: (1) Shipwright's card with a pink cover and record of contributions for 1949 (2) Clearance Certificate from Victorian Branch of the Federated Shipwrights' Ship Constructors, Naval Architects, Ships' Draughtsmen and Boat Builders' Association of Australia, 14-12-1949,4-12-1949 (3) Contribution book with blue cover and stapled in pages with payment records for 1947 (4) Apprenticeship and Employment Reference, typed, from Harland & Wolff Ltd. Shipbuilding & Engineering Works, Belfast, dated 9-9-1949SHIPWRIGHT'S CARD - Printed: "SHIPWRIGHT'S CARD" "SHIPCONSTRUCTORS and SHIPWRIGHTS' ASSOCIATION" "8, Eldon Square, Newcastle-on-Tyne 1". "J ALEXANDER, SECRETARY", "38 Sandbrook Park" Stamped "BELFAST (B) BRANCH" . Handwritten "N McKenzie" "221" (Reg.) "38748" "PB" CLEARANCE CERTIFICATE: Printed "Federated Shipwrights', Ship Constructors', Naval Architects', Ships' Draftsmen and Boat Builders' Association of Australia" Handwritten "Dec 14 [19] 49", "Norman D McKenzie" ""Victorian [BranchH]" "'til Feb 1st 1950" CONTRIBUTION BOOK: Printed "BELFAST SHIPWRIGHT'S MUTUAL AID ASSOCIATION" "CONTRIBUTION BOOK" Stamped "Herbert Taylor" Handwritten "N McKenzie" "415" EMPLOYMENT REFERENCE: Printed "HARLAND & WOLFF Limited, Shipbuilding & Engineering Works, Belfast" Typed "9th September 1949" and "This is to certify that Norman D. MaKenzie, 26 Connstrook Drive, Belfast, served a five-year Apprenticeship with us as a Shipwright, completing this on the 16th December 1946. He continued in our employment, and is now leaving of his own accord. We would state that during the time Mr. McKenzie was with us, he was a good workman and steady timekeeper."flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, norman mckenzie, norman desmond mckenzie, belfast shipwright, shipwright's apprenticeship, harland & wolff limited, shipbuilding & engineering works, the ship constructors’ and shipwrights’ association, registered shipwright, victorian branch of the federated shipwrights, ship constructors, naval architects, ships’ draughtsmen and boat builders’ association of australia, victoria branch, shipwrights' provident union, h.b. thomas, architects registration board of victoria, naval architect, daphne, norman and daphne mckenzie, indenture of apprenticeship, 1941, 1946, 1947, 1949, 1953, union card, shipwright’s association card, n mckenzie, certificate of clearance

This Trotman’s pattern stock anchor is the southernmost anchor on display at Flagstaff Hill’s Anchor Graveyard. This large Trotman design anchor was patented in 1852 by John Trotman and was widely used on merchant ships. On April 15th 2001 around midday this anchor was raised from the seabed of Lady Bay, Warrnambool, by the crew from Birdon Dredging, who had been hired to dredge the Harbour. The spokesperson Steve Walker, who worked for the firm, said that the anchor and long chain were found after the chain became tangled in the cutter blade of the dredging equipment. The anchor was lifted from the water and onto the Breakwater then a front-end loader placed it onto a truck that then delivered it to Flagstaff Hill Maritime Museum & Village. Howard Nichol, Museum Manager at the time, had estimated the anchor to be up to 130 years old. The previous Museum Manager, Peter Ronald, who was also a diver, had identified the anchor as a Trotman’s type and similar to those used on some of the major wrecks in the region. According to Nicholl, Museum staff believed it was possible that the anchor is one of two used as a mooring line that had been used to catch driving vessels and prevent ships from washing aground on the sand bar. The mooring line was shown as a dotted line on the 1890 chart of Lady Bay, approved by Lieutenant Stanley of the British Admiralty. by Lieutenant Stanley [British Admiralty]. The location of the anchor corresponds to a point on that map and the length of the chain supports that theory. “The map is quite a detailed survey of the Bay and it shows two anchors with buoys on the ends with probably about 100 yards of chain stretched between them. The ships would drop anchor and was the chain as a snag because this was a treacherous bay before the Breakwater was built and this was a way to eliminate that problem, "said Nichol. The mooring chain was put in place to catch drifting vessels during wild stormy weather. It was identified. ABOUT TROTMAN’S ANCHORS- The British Admiralty wanted an anchor design that had more holding power. The Committee of 1852 on Anchors was appointed to assess and report on the qualities of various anchors including Trotman’s anchors. Trotman’s pattern anchor received the highest score. The anchor is similar to the Admiral’s design but features arms that pivot when the anchor settles and the upper fluke moves to rest against the shank. The anchor then sits lower, which in turn greatly reduces the chances of the anchor’s chain, cable or rope getting tangled. The top of the shank has a fitting that allows a quick release of the anchor’s chain if this becomes necessary. This Trotman’s anchor is significant as a part of the maritime history of the Port of Warrnambool regardless of whether it belonged to one of the 29 ships that were stranded or wrecked in Lady Bay. The anchor is connected to the many attempts to maintain Warrnambool as a safe and manageable port, including the various plans for the construction of the Breakwater.Anchor: an iron Trotman’s pattern style with a rectangular-section shank that is wider in the middle and has a base that extends on two opposite sides in a ‘fork prong’ manner. A crescent-shaped, double-ended arm is fitted into the base of the shank with a bolt, enabling it to pivot. Each arm has a fluke in the shape of an upward palm with an attached metal plate that forms a horn at the back of the palm. A long, round-section pipe is fitted to the top of the shank at 90 degrees to the arms; one side has an elbow bend parallel to the arms, and both ends have an attached metal sphere. The pivoting ring at the top of the shank can be lifted for a quick release of the chain.flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, anchor, mooring, trotman, lady bay, breakwater, admiralty, ship equipment, stock anchor, john trotman, 1852 patent, 2001, birdon dredging, steve walker, howard nichol, peter ronald, british admiralty, lieutenant stanley, committee of 1852 on anchors

A number of items once belonging to shipwright Norman McKenzie were donated to Flagstaff Hill Maritime Museum and Village. They are related to Norman’s apprenticeship and certification as a Shipwright in Belfast, his Union membership and his employment as a shipwright in Melbourne. One of the items, a union Rules Book inscribed with the name H.B. Thomas and dated 1902, had within its pages Norman’s Indenture of Apprenticeship, dated 1941, Norman Desmond McKenzie was born in Belfast in 1925 and lived at 10 Pansy Street Belfast, Northern Ireland. At the age of 16 years, he began a 5-year Shipwright’s apprenticeship with Harland & Wolff Limited, Shipbuilding & Engineering Works, Belfast. He became a member of the Ship Constructors’ and Shipwrights’ Association, Belfast (B) Branch 20. His Registration Number was 38748. He completed his apprenticeship on December 16th, 1946, aged 21 years, his address was 26 Connsbrook Drive, Sydenham, N. Belfast. In October 1949 Norman received Clearance from his Union as a financial member to move to another branch. He completed his Apprenticeship on December 16th 1946. Two months later he migrated to Australia, and he arrived in Victoria, and he became a Financial Member of the Victorian branch of the Federated Shipwrights, Ship constructors, Naval Architects, Ships’ Draughtsmen and Boat Builders’ Association of Australia, Victoria branch. One of Norman’s donated books is the Rules of the Shipwrights' Provident Union of the Port of London. It is inscribed on several pages with the name H.B. Thomas and includes the year 1902 and the address of 29 Brickwood Street, Gardenvale. This is a location in Victoria, Australia. The Victoria Government Gazette, February 1959, in the section “Removal from Registration on The Architects Registration Board of Victoria, during the year ended 31st December 1956” lists “Deceased – Thomas, H.B., 29 Brickwood Street, Gardenvale”. The Architects Union includes Naval Architects and Shipwrights and other related trades came under the same union. It seems likely that when he was in Melbourne, Norman worked as a Shipwright for H.B. Thomas and was given the Rules book by Thomas, perhaps as a reference book or maybe as a gift. Around that same time, December 1949, Norman met his wife-to-be, Daphne, in Melbourne. Daphne had migrated from London with her family and her father found work with the Melbourne Harbour Trust. They married in Melbourne in 1953 and went on to have a family of five children. In 2003 Norman and Daphne moved to Warrnambool and then years later they celebrated their 60th wedding anniversary. Norman passed away on July 28th 2015 at Warrnambool’s South West Healthcare hospital.Norman McKenzie's Rules Book, Union Cards, Indenture of Apprenticeship, and other documents tell the story of a young Irish lad's work and qualifications to become a shipwright and his migration to Australia. The young man found a job and a wife who had also migrated, and they raised a family in Melbourne. He and his wife then retired to Warrnambool to enjoy their later years. The collection of documents relating to Norman McKenzie is significant for its connection with the shipping industry of the early 1900s, the migration of qualified tradesmen to Victoria, and their contribution to the development of Victoria. The collection also shows the role of the Union in the shipping industry. The documents link shipwright Norman McKenzie to the Shipwright's Union in London and in Australia, and to shipbuilder H B Thomas in Melbourne, most likely his employer.Certificate printed on cream paper; Indenture of Apprenticeship, between Norman McKenzie of Belfast, and Harland & Wolff Ltd. of Queen's Island, Belfast on 28th October 1941. The Certificate was donated within the pages of a book, Rules of the Shipwrights' Provident Union of the Port of London published in 1895 and inscribed in 1905 with the name H. B. Thomas. Inscriptions are on the front and reverse of the certificate. There are two red wax seals beside the signatures of John Morrison and Norman D. McKenzie. Handwritten and underlined in red pen, top right of Certificate's front "1499" Printed on the Certificate, employer "HARLAND & WOLFF Limited, of Queen's Island, Belfast, Shipbuilders and Engineers" Handwritten in black pen "Twenty-eighth (day of ) October 1941" "Norman D. McKenzie, 10 Pansy Street, Belfast" "Shipwright Rates of wages as per National agreement" SIGNED: "John Morrison" "William Donald" "Joseph Kenney" "Norman D. McKenzie" Along the right margin "Apprenticeship completed 16th December 1946" In pencil on the reverse "N McKenzie, 26 Connsbrook Drive, Sydenham, N. Belfast" flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, norman mckenzie, norman desmond mckenzie, belfast shipwright, shipwright's apprenticeship, harland & wolff limited, shipbuilding & engineering works, the ship constructors’ and shipwrights’ association, registered shipwright, victorian branch of the federated shipwrights, ship constructors, naval architects, ships’ draughtsmen and boat builders’ association of australia, victoria branch, shipwrights' provident union, h.b. thomas, architects registration board of victoria, naval architect, daphne, norman and daphne mckenzie, indenture of apprenticeship

The clock parts were discovered in 1980 by Julie Wilkins, a Victorian scuba diver who had already experienced more than 500 dives in Australia and overseas. She was holidaying in Peterborough, Victoria, and looking forward to discovering more about the famous Loch Ard ship, wrecked in June 1878 at Mutton Bird Island. The fast Glasgow-built clipper ship was only five years old when the tragedy occurred. There were 54 people on board the vessel and only two survived Julie's holiday photograph of Boat Bay reminds her of her most memorable dive. Submerged in the calm, flat sea, she was carefully scanning around the remains of the old wreck when, to her amazement, a gold coin and a small gold cross suddenly came up towards her. She excitedly cupped them in her hands and then stowed the treasures safely in her wetsuit and continued her dive. She soon discovered a group of brass carriage clock parts and some bottles of champagne. It was a day full of surprises. The items were easily recognisable, without any build-up of encrustations or concretion. Julie secretly enjoyed her treasures for twenty-four years then packed them up for the early morning train trip to Warrnambool. After a short walk to Flagstaff Hill Maritime Museum and Village, her photograph was taken as she handed over her precious find. She told her story to a local newspaper reporter, lunched a café in town then took the late afternoon train home. Her generous donation is now part of a vast collection of Loch Ard shipwreck artefacts, including the gold watch and the Minton Majolica model peacock. This group of brass clockwork parts is incomplete. The pieces were in the ocean for over 100 years before Julie recovered them from the Loch Ard wreck. Their size would suit the works of a carriage clock, with a mainspring and weight to power the clock movement, a pendulum to measure the clock's speed, arbours, posts, pillars and at least one other plate. They would have been mounted inside a protective case with a small door to easily access the clock face for setting the time and accessing the key's winding hole. The clock cases were usually made from decorative gilt brass with a glass front and a carrying handle. The parts include a weighted second hand with a decorative four-pronged finish at one end, a rounded weight at the other, and a hole for attaching it to the clock face. The gear teeth profiles are ‘cycloidal’, an arch shape with vertical sides, which is common for antique clocks. Modern clockworks have ‘involute’ teeth with sloping sides and a squared-off top. The brass carriage clock parts are an example of a mechanical clock produced in the 1870s. The clock's design is a part of the chain of technological improvements in methods for timekeeping. Its cycloidal gear teeth were the forerunner of the more modern involute gears. The group of clock parts includes a weighted hand or arm for signifying the seconds. This feature was uncommon in portable Victorian-era clocks. The clock parts are also significant for their association with the ill-fated sailing ship Loch Ard, wrecked in 1878. The travelling clock or officer’s clock may have been part of the cargo destined for the 1880 Melbourne Exhibition, or the personal possession of one of the people on board the vessel. Brass clockwork parts from a mechanical clock, sixteen pieces. Parts comprise a plate, large gears or wheels, small pinions or wheels with fine teeth, wheels with cogs, and a weighted second hand. The parts were from a carriage clock ca. 1878. They were recovered from the wreck of the sailing ship Loch Ard.flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, loch ard, wreck of the loch ard, 1878, mutton bird island, peterborough, scuba diver, 1980s, shipwreck artefact, relic, clock, mechanical, clock parts, time, timekeeper, horology, chronometry, cogs, time keeping device, scientific instrument, chronometer, john harrison, longitude, carriage clock, coach clock, portable clock, travelling clock, travel clock, traveller’s clock, officer’s clock, weighted second hand, victorian era, cycloidal gear teeth, brass clock, julie wilkins

A number of items once belonging to shipwright Norman McKenzie were donated to Flagstaff Hill Maritime Museum and Village. They are related to Norman’s apprenticeship and certification as a Shipwright in Belfast, his Union membership and his employment as a shipwright in Melbourne. One of the items, a union Rules Book inscribed with the name H.B. Thomas and dated 1902, had within its pages Norman’s Indenture of Apprenticeship, dated 1941, Norman Desmond McKenzie was born in Belfast in 1925 and lived at 10 Pansy Street Belfast, Northern Ireland. At the age of 16 years, he began a 5-year Shipwright’s apprenticeship with Harland & Wolff Limited, Shipbuilding & Engineering Works, Belfast. He became a member of the Ship Constructors’ and Shipwrights’ Association, Belfast (B) Branch 20. His Registration Number was 38748. He completed his apprenticeship on December 16th, 1946, aged 21 years, his address was 26 Connsbrook Drive, Sydenham, N. Belfast. In October 1949 Norman received Clearance from his Union as a financial member to move to another branch. He completed his Apprenticeship on December 16th 1946. Two months later he migrated to Australia, and he arrived in Victoria, and he became a Financial Member of the Victorian branch of the Federated Shipwrights, Ship constructors, Naval Architects, Ships’ Draughtsmen and Boat Builders’ Association of Australia, Victoria branch. One of Norman’s donated books is the Rules of the Shipwrights' Provident Union of the Port of London. It is inscribed on several pages with the name H.B. Thomas and includes the year 1902 and the address of 29 Brickwood Street, Gardenvale. This is a location in Victoria, Australia. The Victoria Government Gazette, February 1959, in the section “Removal from Registration on The Architects Registration Board of Victoria, during the year ended 31st December 1956” lists “Deceased – Thomas, H.B., 29 Brickwood Street, Gardenvale”. The Architects Union includes Naval Architects and Shipwrights and other related trades came under the same union. It seems likely that when he was in Melbourne, Norman worked as a Shipwright for H.B. Thomas and was given the Rules book by Thomas, perhaps as a reference book or maybe as a gift. Around that same time, December 1949, Norman met his wife-to-be, Daphne, in Melbourne. Daphne had migrated from London with her family and her father found work with the Melbourne Harbour Trust. They married in Melbourne in 1953 and went on to have a family of five children. In 2003 Norman and Daphne moved to Warrnambool and then years later they celebrated their 60th wedding anniversary. Norman passed away on July 28th 2015 at Warrnambool’s South West Healthcare hospital. SUBJECTS Flagstaff Hill, Warrnambool, Maritime Village, Maritime Museum, Shipwreck coast, Great Ocean Road, Norman McKenzie, Norman Desmond McKenzie, Belfast shipwright, Shipwright's apprenticeship, Harland & Wolff Limited, Shipbuilding & Engineering Works, the Ship Constructors’ and Shipwrights’ Association, Registered Shipwright, Victorian branch of the Federated Shipwrights, Ship constructors, Naval Architects, Ships’ Draughtsmen and Boat Builders’ Association of Australia, Victoria branch, Shipwrights' Provident Union, H.B. Thomas, Architects Registration Board of Victoria, Naval Architect, Daphne, Norman and Daphne McKenzie, Indenture of Apprenticeship SIGNIFICANCE Norman McKenzie's Rules Book, Union Cards, Indenture of Apprenticeship, and other documents tell the story of a young Irish lad's work and qualifications to become a shipwright and his migration to Australia. The young man found a job and a wife who had also migrated, and they raised a family in Melbourne. He and his wife then retired to Warrnambool to enjoy their later years. The collection of documents relating to Norman McKenzie is significant for its connection with the shipping industry of the early 1900s, the migration of qualified tradesmen to Victoria, and their contribution to the development of Victoria. The collection also shows the role of the Union in the shipping industry. The documents link shipwright Norman McKenzie to the Shipwright's Union in London and in Australia, and to shipbuilder H B Thomas in Melbourne, most likely his employer.Norman McKenzie's Rules Book, Union Cards, Indenture of Apprenticeship, and other documents tell the story of a young Irish lad's work and qualifications to become a shipwright and his migration to Australia. The young man found a job and a wife who had also migrated, and they raised a family in Melbourne. He and his wife then retired to Warrnambool to enjoy their later years. The collection of documents relating to Norman McKenzie is significant for its connection with the shipping industry of the early 1900s, the migration of qualified tradesmen to Victoria, and their contribution to the development of Victoria. The collection also shows the role of the Union in the shipping industry. The documents link shipwright Norman McKenzie to the Shipwright's Union in London and in Australia, and to shipbuilder H B Thomas in Melbourne, most likely his employer. Book, small handbook. Rules of the Shipwrights' Provident Union of the Port of London. Rules were Registered with the Shipwrights' Provident Union of the Port of London, Register No. 527, September 28th 1895. A small book with dark blue textured fabric covers. Pages, 56, are bound with staples. The book has handwritten inscriptions dated 1902.Handwritten in black pen: Inside cover, "H.B. Thomas, 1902" Page 45 "H B Thomas, 29 Brickwood Street, Gardenvale" Page 49, handwritten in blue ink "H B Thomas, 1902"flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, norman mckenzie, norman desmond mckenzie, belfast shipwright, shipwright's apprenticeship, harland & wolff limited, shipbuilding & engineering works, the ship constructors’ and shipwrights’ association, registered shipwright, victorian branch of the federated shipwrights, ship constructors, naval architects, ships’ draughtsmen and boat builders’ association of australia, victoria branch, shipwrights' provident union, h.b. thomas, architects registration board of victoria, naval architect, daphne, norman and daphne mckenzie

This water standpipe is believed to be the only one of its kind in working order. It was originally located in Warrnambool, on the hillside at the corner of Mickle Crescent and Banyan Street, providing water for the Chinese Market Gardens below, on the flats. It was removed from this location on May 2nd, 1979, with the intention to relocate it at the new Flagstaff Hill Maritime Museum & Village. The standpipe lay in storage for years until the Warrnambool Company, Chemblast, offered to restore it for use as a working display. The display was officially opened on March 31, 2014. The water from the adjacent lake is drawn out with a hand operated water pump, and goes up into the standpipe, where flows through the canvas hose and into the top of the Furphy Farm Water Cart. The display is a visual acknowledgement of the years served by Flagstaff Hill volunteer and Friends of Flagstaff Hill Chairperson, Bob Crossman. Warrnambool’s early settlers had no water supply prior to the mid-1850s. They relied on rain water tanks, domestic wells and springs. The town experienced a huge, destructive fire in William Bateman Jnr. & Co.’s large produce store in November 1856, which highlighted the need for both a fire brigade and a good supply of water. In 1863 a volunteer fire brigade was established. In August 1880 the town celebrated the installation of its first water standpipe on the corner of Liebig and Timor streets. The water was pumped from springs at Cannon Hill through the connected pipeline to the standpipe, then distributed to households via horse and cart. Each of the licenced cart drivers were compelled by Council regulations to keep their carts full from sunset to sunrise, ready to cart water to outbreaks of fire. They received a fee for this service. In 1893 the town installed a water supply, sourced from the Merri River, stored in a reservoir basin and tower in north Liebig Street, and distributed throughout the town in a system of pipes. By late 1939 a reticulated supply was installed, with the water piped in under the Otway Scheme. Standpipes are still used in modern times in rural and remote areas for homes, farms, stock, agriculture and firefighting. Many commercial or government owned standpipes are metered, charging a fee for the quantities of water supplied. This water standpipe was made by Langlands Foundry Co. Limited, Melbourne, which was establish in 1842. It was Melbourne’s first foundry and iron shipbuilder, and one of the largest employers in Victoria at the time. Langlands was known for its high quality workmanship and wide range of goods for mining, engineering, marine, railway and other industrial uses. The company made the first cast bell, the first lamp posts in the colony, and the boiler for the first Australian train. In the 1860s it produced cast iron pipes for the Board of Works, which laid the pipes for Melbourne’s first reticulated water supply. The firm was bought by Austral Otis Co. in 1897.This water standpipe is significant historically as it is believed to be the only one of its type in working condition. The standpipe is significant for being manufactured by early colonial firm Langlands Foundry of Melbourne, which was known for high quality, cast iron products. The firm made the boiler for the first Australian train, assembled the first Australian paddle steamer and made the first Australian cast bell and lamp posts. Langlands was one of the largest employers in Victoria at the time. The standpipe is significant historically as it represents the evolution of water supply services in Australia. Standpipe; vertical cast iron water pipe, painted crimson, fixed in position, tapering inward from the round base to the rectangular joint near the finial on top. A hexagonal pipe extends at right angles from the joint, with an outlet fitting and flow-controlling wheel on the end. A length of canvas hose hangs from the outlet fitting. Inscriptions are on one face of the joint. The standpipe was made by Langlands Foundry Company of Melbourne. Embossed “LANGLANDS FOUNDRY CO. / LIMITED / ENGINEERS / MELBOURNE”warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, flagstaff hill, standpipe, stand-pipe, water standpipe, fire standpipe, firefighting equipment, water supply equipment, chinese market gardens, banyan street, liebig street, water tower, bateman’s fire, working display, water supply, town water, rural water, reticulated water, cannon hill spring, merri river, otway water, water carters, horse and cart water supply, volunteer fire brigade, langlands foundry, early melbourne, iron works, bob crossman, late 19th century water supply

The gold cross was discovered by Victorian scuba diver Julie Wilkins, who had already experienced more than 500 dives in Australia and overseas. She was holidaying in Peterborough, Victoria, and looking forward to discovering more about the famous Loch Ard ship, wrecked in June 1878 at Mutton Bird Island. The fast Glasgow-built clipper ship was only five years old when the tragedy occurred. There were 54 people on board the vessel and only two survived Julie's holiday photograph of Boat Bay reminds her of her most memorable dive. Submerged in the calm, flat sea, she was carefully scanning around the remains of the old wreck when, to her amazement, a gold coin and a small gold cross suddenly came up towards her. She excitedly cupped them in her hands, then stowed the treasures safely in her wetsuit and continued her dive. She soon discovered a group of brass carriage clock parts and some bottles of champagne. It was a day full of surprises. The items were easily recognisable, without any build-up of encrustations or concretion. Julie secretly enjoyed her treasures for twenty-four years then packed them up for the early morning train trip to Warrnambool. After a short walk to Flagstaff Hill Maritime Museum and Village, her photograph was taken as she handed over her precious find. She told her story to a local newspaper reporter, lunched a café in town then took the late afternoon train home. Her generous donation is now part of a vast collection of Loch Ard shipwreck artefacts, including the gold watch and the Minton Majolica model peacock. The small decorative cross dates back to on or before 1878, when the Loch Ard had set sail. The loop and ring have been added, perhaps as a pendant, pocket watch accessory or similar purpose. It may have been worn for ‘good luck’ or a ‘blessing’ on the long journey to Australia, where ships had to carefully navigate the treacherous Bass’s Strait before arriving at their destination of Melbourne. Sadly, many met their fate on that short stretch of ocean aptly named the Shipwreck Coast. The cross is very recognisable even though it was exposed to the wrecking of the ship, its consequent movement, and the sea's turbulence. Its scratched, pitted and worn condition, and the damage near the loop, is part of its story. The red-brown-black discolouration is similar to that found on other gold coins, sometimes called the ‘corrosion phenomena’. Studies suggest the possible cause is contaminants in the minting process reacting to the coins’ environment. Three edges of the cross have slightly raised narrow ridges of gold which could have been cause by the gold being cast liquid gold into a mould.This gold cross pendant is significant as a symbol of Christianity, a sign of hope and safety, and a sample of the religious following on board the Loch Ard, although not everyone wears a cross for this reason. This cross is a sample of jewellery owned by people migrating to Australia in the late 19th century. The cross and the guinea recovered together from the wreck of the Loch Ard are made of gold and help interpret the financial status of some of those on board.Gold cross; yellow gold with decorative hand engraved foliage design on the front, fitted loop and ring on top. The simple Latin or Roman variation of the cross, with an elongated vertical arm, has no figure on it and the reverse has no decoration. The right, left and base edges have sections of narrow, long slightly raised ridges. The top edge has remnants of red-black colour. Victorian era cross, ca. 1878. The cross was recovered from the wreck of the ship Loch Ard.Engraved foliage design. Slightly raised long ridges on sides and base edges. flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, gold cross, religious cross, religious trinket, religious jewellery, engraved cross, cross pendant, cross with ring, victorian era, 1878, antique cross, crucifix, religious symbol, christian symbol, christian jewellery, contamination phenomena, gold corrosion, good luck, lucky charm, blessing, pendant, loch ard, wreck of the loch ard, mutton bird island, peterborough, scuba diver, 1980s, shipwreck artefact, relic, latin cross, roman cross, pectoral cross, julie wilkins

Used to communicate with ships from Point Hicks Lightstation. In Greek mythology, "Stentor" was a herald on the Greek side during the Trojan War. His name has given rise to the adjective "stentorian", meaning loud-voiced, for which he was famous. Homer said his "voice was as powerful as fifty voices of other men." He died after his defeat by Hermes in a shouting contest. See the Iliad, V. The large funnel-shaped device is nearly 750mm (30 inches) in length and is made of re coated cardboard that is riveted together. It has a metal mouth-piece at the narrow end and a metal edge at the wide end, and a metal handle. The maker’s information inside indicates that it is a ‘Stentor Megaphone’ patented on 4 April 1899 by a company in Boston. Stentor brand megaphones were manufactured by Merriman Brothers, a firm established in Boston in 1898 specializing in hardware for yachts. Merriman Bros. Manufacturers. 139 Border St. East Boston, Mass. Their equipment, which included pulley blocks, winches and fittings, was well-known worldwide before the company closed in about 1995. However, their ‘main business was not blocks and winches’…‘it was Merriman megaphones, including the familiar cheerleader megaphones’. They came in different sizes, one of which was employed by the United States Navy because of its scientifically proven horn angle of 22 degrees’. Their patent for the device, dated April 4, 1899, specified details such as the ‘rivets, metal mouthpiece, and adjacent parts’,and an undated pamphlet promoting the Stentor Megaphone emphasizes its ‘highly finished’ appearance ‘with nickel mouthpiece, rim and other fittings’. It also pronounces ‘the carrying power of a Megaphone is astonishing. Even under adverse conditions, it magnifies the power of the voice many times. For listening to distant sounds, it is also of great assistance’. Various sizes were designed for particular uses, and the pamphlet advises that the 30 inch no.2 model, which cost US $2.50, ‘makes it easy to talk half-a-mile and shout a mile’. An advertisement also stresses that it has ‘no iron parts’, making it ideal for marine situations.The Penobscot Marine Museum, Searsport, Maine, United States, has the same or similar model of megaphone in its collection, and the Flagstaff Hill Maritime Village Museum, Warrnambool, Victoria, has a galvanised metal ‘Acme Stentor’ megaphone. The Point Hicks Stentor Megaphone has first level contributory significance for its provenance and historic value, and also as a relatively rare item of equipment once used worldwide in marine situations, such as lightstations, as demonstrated by this example in a Victorian lightstation.One large funnel shaped megaphone made of coated cardboard riveted together. Has a metal handle and metal rims at each end. Dark reddish brown colour."No 2 / THE / STENTOR MEGAPHONE / PATENTED APRIL 4TH 1899 / .../ MAKERS / .OSTON. MASS"

This apron is one of several linen and clothing items that were made and belonged to Mrs. Eliza Towns and donated to Flagstaff Hill Maritime Museum and Village. Eliza was born Eliza Gould in 1857 in South Melbourne (Emerald Hill) and in 1879 married Charles Towns. In the early 1880's they moved to Nhill in western Victoria and remained there for the rest of their married life. Charles was a jeweller and later became an accountant and for many years was involved with the Shire Council, the local show committee (A & P Society), the Hospital Committee and the Board of the local newspaper (the Nhill Free Press). They had three children and lived a life that would be regarded as comfortably "middle class". Eliza probably had a treadle sewing machine and would have made many of her own clothes - adding her own handmade embroidered or crocheted decorative trim. In March 1915 Eliza travelled to San Francisco to visit her son, James. She went by train to Melbourne ("a pleasant journey on the up express') and the next day caught the express train to Sydney. She noted in her letters home that a " number of young men were going to Sydney to enlist but they had to stop in the corridors most of the way as there was no room for them to sit down". She spent the night on the train and arrived in Sydney the next morning and on the following day she boarded the R.M.S. "Moana" (a steamer which took about twenty-four days to reach San Francisco). She returned from Vancouver about five months later on board the "Manuka". It is very likely Eliza took this "Travelling Apron" with her on her travels. Eliza was travelling by herself and had no one to help her with her dress or her hair. "Travelling Aprons" (also known as Toilet Aprons or Tourist Aprons) were designed with different sized pockets for holding a lady's toiletries - hairbrush, hair pins, comb and sometimes even soap and a powder puff. This allowed the owner, when travelling and getting dressed in small places such as an overnight train compartment or a ship's cabin, to have all her requirements at hand without needing to search for them or have them roll onto the floor. Some of the pockets are finished with buttoned flaps to keep the items in place and when not in use, the apron could be hung up or rolled up and put away. Articles about the "Traveller's Apron" appeared in numerous Women's columns in Australian newspapers in the early 20th century - often with instructions and sometimes a pattern. In the "Age" on Sat 5th October 1907 in a column titled "Feminine Facts and Fancies" the author wrote "No man can appreciate the difficulties of dressing in a "wobbly" train or trying to do one's hair while a ship is weathering a storm". A year earlier (Saturday 24th March 1906) in the same column, the author wrote "... you have to spend nights in a train... forever struggling to dress yourself in a wretched little lavatory. You know how your hairpins and combs jump all over the place ... a train is always at its liveliest when you're trying to do your hair. My travelling apron saved me many a rage."This item is an example of the needlework skills of women in the early 20th century - combining machine stitching with hand embroidery to personalise and embellish a practical domestic object. It is also an excellent (and rare) example of an early 20th century innovation that helped solve the difficulties of privacy and convenience that many women experienced at a time when travel was becoming more accessible to them. A half apron, made of ivory linen with two waist ties and seven pockets. Along the top are two smaller pockets with triangular, buttoned flaps labelled "Hairpins" and "Nailbrush" and one larger unlabelled pocket. Underneath are two larger pockets labelled "Brush & Comb" and "Work" and two unlabelled narrow pockets. The seams are machine stitched and the pockets are outlined with hand embroidered feather stitch. The labels on the pockets are embroidered in stem stitch."Hairpins" / "Nailbrush" / "Brush and Comb" / "Work"flagstaff hill maritime museum and village, nhill, eliza towns, apron, travelling apron, tourist apron, textiles, toilet apron, sewing, embroidery, travel, warrnambool, great ocean road, trains, ships, moana, manuka, feather stitch, stem stitch, fashion, handmade, clothing, charles towns, needlework

The ocean Steamtug "Racer" was built in 1886 in Sunderland by "Boolds, Sharer and Company" for the "Queenstown Tug and Shipping Company". It is mentioned in several newspapers that soon afterwards it sank in Queenstown Harbour, Ireland and remained submerged for six months before being raised. It was a steel screw boat with a sluice keel, was 185 tons and 420 feet long. It was purchased around 1889 by the "Melbourne Coal, Shipping and Engineering Company Ltd" as it had sufficient power to work with the huge iron clippers that the company were dealing with. It survived several dangerous incidents on its voyage out to Melbourne. On May 28th in the middle of the night in a heavy gale, the tug was swamped by heavy seas and then several hours later was almost run down by a very large ship (the clipper Loch Vennachar) in full sail. The "Racer" (later owned by the "Melbourne Steamship Company") became one of the fastest and best-known tugs in the Port of Melbourne - working in the port until 1935. The "Racer" was involved in many rescues and dangerous incidents during its 45 years including the attempted rescue of the "Craigburn" near Cape Schanck, the rescue of the "Edina" from a reef near Williamstown and the rescue of the "Netherby" from heavy seas near Inverloch. In March 1930 she was caught by a strong wind when turning in the Yarra River and crashed into the Spencer Street Bridge - resulting in some damage to the scaffolding on the bridge and slight damage to the tug. In 1906 the "Racer" created a record for the fastest tow when it towed the 900-ton barque "Elizabeth Graham" from Sydney to Melbourne in 73 hours. In 1934 it was withdrawn from commission with plans for it to be broken up for scrap metal but was bought by a Melbourne businessman to be converted into a three masted schooner trading between Tasmania and Melbourne. George (Joe) Cunningham was born in 1892 in Geelong. His father, Alexander Cunningham was a ship builder and carpenter. George worked on oceangoing ships as a young man but after his marriage, had a twenty-six year career on Tugboats. He worked as a deckhand on the "Racer" and then worked his way up as a mate and then master on the "Maitland" and "Tooronga". Later he was in charge of two larger boats - the "Alvina" and "Helen Moore" and was engaged in salvaging the Union Steamship vessel "Karkariki" near Gellibrand Pile Light at the entrance to Hobsons Bay. George Cunningham died in 1978. This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool.This item is significant as a reminder of the important role tugboats and their crews played in the maritime history of Melbourne and the surrounding seas. This is a close-up view of a tugboat showing a man leaning against the upper deck. Two lifebuoys (with the words S. S. Racer Melbourne) are attached to the side of the deck and a funnel and an airvent are in the background. A handwritten note in pencil saying "Geo Cunningham on board Racer "is on the back of the photograph.Back - "Geo Cunningham on board Racer" Front (on lifebuoys) - S. S. RACER MELBOURNEflagstaff hill maritime museum and village, great ocean road, tugboats, steamtug boats, racer, george cunningham, port of melbourne, melbourne steamship company, rescues, craigburn, steamtug, edina, elizabeth graham, netherby, yarra river, ships, historic maritime photographs, boolds sharer and company, queenstown tug and shipping company, melbourne coal shipping and engineering company limited

This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool. The Eumeralla (sometimes spelt Eumerella) was built in 1908 in Scotland by Messrs. Scott of Kinghorn on the Firth of Forth. It was a steel screw steamer and had been designed to meet the growing demand for a thoroughly up to date passenger and cargo steamer for the Melbourne to Portland service for John McIlwraith and Company in partnership with the Belfast, Koroit Steam Navigation Company and Howard Smith Company Ltd. This photograph appeared in the Leader (Melbourne) on Saturday 28th November 1908 with the headline "Launching the Eumeralla" and shows the ship being launched on October 10th, 1908, in Scotland. It was described as "Length, 190 feet; breadth, 30 feet; depth 15 feet". It went on to say it had a speed guaranteed at 11 knots and was expected in Melbourne by the following January. It could accommodate sixty saloon passengers and thirty in steerage and had electric light fitted throughout. While on the Melbourne to Portland service the Eumeralla had several mishaps. In 1909 it crashed into the breakwater at Portarlington, splintering the woodwork and leaving a gap of about 12 feet. On Saturday 9th August 1913, as it was leaving Warrnambool, it encountered heavy seas and a passenger (Frederick Mahoney) sustained fatal injuries after hitting his head on the bulwark - and the second mate was found dead after the water poured off the deck. Several other passengers were also injured. Between 1912 and 1913 it was used to carry passengers between Brisbane, Maryborough and Rockhampton before being sent back to Melbourne for an overhaul. In 1915 it was selected for the Winter service to run daily trips between Melbourne and Geelong. In 1925 it nearly sank in the Yarra (at Queens Wharf) when it developed a list and water entered the engine room. Firemen from the Eastern Hill Station, crew and wharf workers were able to stop it from sinking. Between 1928 and 1935 the Eumeralla was laid up in Hobson's Bay before being sold to a Chinese firm to be used on the short coastal run between Shanghai and Wen Chow. It was renamed "Mel Lee (Mow Lee) Number 2". It arrived on July 12th, 1935, at Tanghai (a small Chinese port to the south of Shanghai) with 400 local passengers. The population of the town turned out to welcome the new ship with a fireworks display which caused the passengers to rush across to the side of the ship nearest the scene. The steamer immediately listed to one side and sank.This photograph is significant because of its association with the coastal trader S.S. Eumeralla and its important contribution to trade along Victoria's West Coast in the early 20th century.Black and white photograph showing a crowd of people standing on a shore watching a steamer (the Eumeralla) being launched. The crew of the steamer are standing in the bow, waving at the crowd. A single oarsman is in a small rowboat nearby. On the back of the photograph, the name, address and telephone number of the donor is written in black, ballpoint pen. More writing, in cursive script (in blue ink) gives a brief description of the ship and the events depicted in the photograph.Name of donor, address and telephone number "S. S. Eumeralla / Built in Scotland / being launched/ in Scotland/ 1904"warrnambool, flagstaff hill maritime museum and village, great ocean road, portland, port fairy, eumeralla, s. s. eumeralla, eumerella, steamer eumeralla, john mcilwraith and company, belfast and koroit steam navigation company, howard smith ltd, portarlington, geelong, melbourne, mel lee no. 2, mow lee no. 2, tanghai, steamship, steamer, fred trewartha, frederick john fox trewartha

This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool. The "Strathgryfe" was a four masted steel barque built in 1890 by "Russell and Company", Port Glasgow and was owned by Duncan McGillivray (The Strathgryfe Ship Company Limited), Greenock. It arrived in Melbourne in December 1891 from New York. Between 1891 and 1910 it carried merchandise in and out of Australia to ports around the world - Melbourne to London (1892), Newcastle to San Francisco (1894), Capetown to Newcastle (1894), New York to Shanghai (1897), New York to Melbourne (1898), Frederickstadt to Melbourne (1899), Liverpool to Sydney (1900), San Francisco to Brisbane (1903), Newcastle to Pisagna, Chile (1905) and Rotterdam to Melbourne (1910). It carried breadstuffs from San Francisco, coal from Newcastle, wool from Sydney, saltpetre from Hamburg and wheat from Brisbane and Melbourne as well as a variety of general merchandise. In 1898, whilst on route between New York and Melbourne, it came across the Captain and crew of the missing barque "Glen Huntley" which had been reported as "lost" several months earlier. They had been marooned at Tristan D'Acunha (a remote group of volcanic islands in the South Atlantic ocean). Captain McIntyre, of the Strathgryfe, offered to bring Captain Shaw (of the Glen Huntly) on to Melbourne with them but the "old mariner" decided to stay on with his crew till arrangements could be made for rescuing the whole of them. In 1899, when in Melbourne, seven of its crew refused to go to sea in it due to its unsafe conditions. They said the vessel was unseaworthy and that the rigging was unsafe and the lifeboats, not watertight. The Captain (Donald McIntyre) denied the allegations and produced a marine surveyor's certificate as evidence of the condition of the vessel. The men were sentenced to three weeks imprisonment. In 1901 there was a fire on board the Strathgryfe just after it left Sydney for London which resulted in many bales of wool being destroyed. In 1902 it was beached at Shellback island (near Wilson's promontory) for several weeks and had to be considerably dismantled in order to lighten its load enough to allow tugs to pull it back into deep water. In 1910 it was sold to a German firm and renamed "Margretha". It continued to operate in Australian ports until 1914 when it left Sydney for the English Channel with 42,438 bags of wheat. However owing to W.W.1 breaking out, it made for the port of St Michael's where it remained for twenty-one months. Later it was seized by the Portuguese Government and renamed "Graciosa" and was leased back to the English Government. It was sunk by two German submarines in 1918.This photograph is significant as a record of the world wide mercantile trade Australia was engaged in at the end of the nineteenth century and beginning of the twentieth century.Black and white photograph of a four masted barque moored at a dock. The rigging and two lifeboats are clearly visible. Three large timber logs are in the foreground. On the back of the photograph, the donor's name and telephone number have been written in black ballpoint pen and the name of the ship has been handwritten (incorrectly) in pencil in cursive script.Back of Photo - donor's name and telephone number "Strarthgryfe" [Strathgryfe] / "late" / "Margurita" [Margretha]flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, strathgryfe, barque, steel barque, margretha, graciosa, frederick trewartha, mercantile trade, russell and company, merchandise, cargo ship, glen huntly, w. w. 1

This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool. There is some conflict re the identity of the ship in the foreground of this photograph. It has been identified as the "Dimsdale" by the original owner of this photograph and by the website "Photos of the Past" which have an identical copy of the photo, however the State Library of South Australia (who also have an identical copy of the photograph) have identified the date of the photograph as 1910 and the ship as the "Ainsdale". The "Dimsdale" and the "Lobo" were recorded several times in the local shipping news as being docked at the Port of Adelaide, at the same time, during the years 1912 and 1913, whereas the "Ainsdale" wasn't in Adelaide very often but was recorded as coming in and out of the Port of Adelaide in the years 1915 and 1916. On February 25th 1916, the two ships (the "Ainsdale" and "Lobo") were both in the Port of Adelaide at the same time, but the "Ainsdale" was loading at Outer Harbor and the "Lobo" was discharging timber at Corporation Wharf. The "Ainsdale" was owned by the same firm that had owned the "Dimsdale". The Dimsdale was a three masted steel ship built in 1890 by C. J. Bigger of Londonderry. It became notorious when it struck the Wonga Shoal lighthouse near Port Adelaide on the night of 17th November 1912, destroying the structure and killing two lighthouse keepers. The accident was investigated by the Marine Board, the Coroner, the Police Court, the Admiralty Court and by the Criminal Courts of South Australia where the Captain (John Jones) was charged with manslaughter and found "not guilty". The Dimsdale was sold to a Norwegian firm and its name was changed to "Kwango". It sank in 1915 near the Magdalen Islands in the Gulf of St. Lawrence. The "Lobo" was a well known "windjammer" trading from the Port of Adelaide to other parts of the world. For a number of years it was employed in the New Zealand and Tasmanian services, after which it made several voyages to North America. It was an iron barque of 945 tons, built at Sunderland in 1877 by Osbourne, Graham and Company. On October 18th 1916, the Lobo (owned by Walter and Morris, timber merchants) was on a voyage from Parapato (Mozambique) to New York with a cargo of mango bark and ebony, when it struck rocks and ran aground 30 miles east of the Angoche River in Portuguese East Africa. A detailed account of the incident, written by Mrs Murchison (the Captains wife who was on board with her two year old son) was published in the Adelaide newspaper "The Mail" on Saturday 9th December 1916. She, and several of the crew were put in a boat early in the morning and sent away from the wreck. Several hours later, they were joined by Captain Murchison and the remainder of the crew. They were in their small open boats for several hours before landing on a small uninhabited island where they remained for several days before being picked up by another vessel and taken back to Parapato. The captain was able to obtain a position on a steamer which took him and his wife and child back to England.This photograph is significant as a record of the world wide mercantile trade Australia was engaged in at the end of the nineteenth century and beginning of the twentieth century and as a record of the dangers faced by the crews of these ships.A black and white photograph showing two large sailing ships moored at a dock. There are industrial buildings in the background (one has smoke coming from its chimney) and several smaller craft (a rowing boat, two small boats that may be tugs and a little yacht) at the side of the ships. Pylons can be seen in the water and a metal fence is in the bottom right corner. On the back of the photo the words "Ship Dimsdale" and "Bk Lobo" are written diagonally across the top left corner in pencil. A beige paper label has been attached to the top right corner with the words "Dimsdale at Port Adelaide" and "Port Adelaide Historical Society may be interested" written in black ballpoint pen."Ship Dimsdale" / "Bk Lobo" ""Dimsdale" / at Port Adelaide" "- Port Adelaide Historical /Society may be / interested"warrnambool, dimsdale, lobo, barque lobo, port of adelaide, kwango, wonga shoal lighthouse, fred trewartha, ainsdale, frederick john fox trewartha, captain john jones, windjammer, iron barque, parapato

The coin was discovered by Julie Wilkins, a Victorian scuba diver who had already experienced more than 500 dives in Australia and overseas. She was holidaying in Peterborough, Victoria, and looking forward to discovering more about the famous Loch Ard ship, wrecked in June 1878 at Mutton Bird Island. The fast Glasgow-built clipper ship was only five years old when the tragedy occurred. There were 54 people on board the vessel and only two survived Julie's holiday photograph of Boat Bay reminds her of her most memorable dive. Submerged in the calm, flat sea, she was carefully scanning around the remains of the old wreck when, to her amazement, a gold coin and a small gold cross suddenly came up towards her. She excitedly cupped them in her hands, then stowed the treasures safely in her wetsuit and continued her dive. She soon discovered a group of brass carriage clock parts and some bottles of champagne. It was a day full of surprises. The items were easily recognisable, without any build-up of encrustations or concretion. Julie secretly enjoyed her treasures for twenty-four years then packed them up for the early morning train trip to Warrnambool. After a short walk to Flagstaff Hill Maritime Museum and Village, her photograph was taken as she handed over her precious find. She told her story to a local newspaper reporter, lunched a café in town then took the late afternoon train home. Her generous donation is now part of a vast collection of Loch Ard shipwreck artefacts, including the gold watch and the Minton Majolica model peacock. The coin is a British 1793 George III Gold Spade Guinea. It was already 83 years old when the Loch Ard had set sail. The loop and ring have been added, perhaps as a pendant, pocket watch accessory or similar purpose. It may have been worn for ‘good luck’ on the long journey to Australia, where ships had to carefully navigate the treacherous Bass’s Strait before arriving at their destination of Melbourne. Sadly, many met their fate on that short stretch of ocean aptly named the Shipwreck Coast. The coin is very recognisable even though it was exposed to the wrecking of the ship, its consequent movement, and the sea's turbulence. Its bent, scratched, buckled, split, dinted and worn condition is part of its story. The red-brown-black discolouration is similar to that found on other gold coins, sometimes called the ‘corrosion phenomena’. Studies suggest the possible cause is contaminants in the minting process reacting to the coins’ environment. The GEORGE III GOLD SPADE GUINEA: - The British Guinea was introduced in 1663 and was circulated until 1814. It was made of 22 carat gold, was 25 to 26 cm in diameter and weighed 8.35 grams. It had a value of 21 British shillings. The guinea coin ceased circulation after 1816 and was replaced by the one-pound note. However, the term ‘guinea’ continued to represent 21 shillings. King George (1738-1820) had six gold guinea designs minted during his reign from 1760 and 1820. Each of the six had different obverse portraits, all facing the right. There were three different reverse sides. The Spade Guinea was the fifth issue of the coin, introduced in 1787 and produced until 1799. The reverse shows a royal crown over a flat-topped shield with the Royal Arms of Great Britain, used in Scotland between 1714 and 1800. The shield images are, from left to right, top to bottom, the Arms of England and Scotland, the Arms of France, the Arms of Ireland, and the Arms of the House of Hanover. The Gold Guinea is also part of Australia’s history. It was the first coin mentioned in the announcement of Governor King of New South Wales his Australian Proclamation of a limited variety and denomination of coins accepted for use in the Australian Colony. The historic and decorative George III Spade Guinea has been reproduced for special collections of coins. However, replicas and imitations have also been made as souvenirs for tourists, as gaming tokens and chips for gamblers, and as ‘fake’ coins for profit. These coins differ in many ways; they may be only half the weight of the genuine coin. Often have a small stamp on the obverse with “COPY” or the manufacturer’s name or initials. Some have scalloped edges, some have dates that are different to the original dates of issue, and some even have text in Latin that translates as something very different to the original coin.The King George III Guinea was only produced from 1663 to 1814 and was the first English coin to be mechanically minted. The coin is the fifth edition of the King George III Guinea, the Spade Guinea, was only produced between 1787 and 1799. It is the only edition with this portrait of King George and the only one with the Royal Coat of Arms of Great Britain in Scotland on the reverse side. This edition was also the last guinea in circulation, because the sixth edition was reserved as the Military guinea. This edition of the Guinea is unique; This coin is the only guinea in our collection. It was minted in 1793, so it is now over 230 years old. The Gold Guinea is part of Australia’s history; it was the first coin in the list of coins for use in the Australian Colonies, mentioned by Governor King of New South Wales in his Australian Proclamation speech of 1800. The George III Spade Guinea was included in the Limited Edition Sherwood 12 Coin Collection of Notable Coinage of Australia. This coin is the only known guinea coin recovered from the wreck of the Loch Ard. It was already 85 years old when the ship was wrecked.Gold coin; British. 1793, King George III of the United Kingdom of Great Britain and Ireland (1760-1820), Spade Guinea. Yellow gold coin with gold metal loop mount and a gold ring through the loop. The design is the fifth issue of the George III Gold Guinea. The obverse relief is a portrait of George III facing right. Reverse relief is a crown above the Coats of Arms (1801-1816) of flat top spade-shaped shield divided into four quadrants that depict crowned lions, fleur de lies, a harp. These images are identified as, from left to right, top to bottom, England and Scotland, France, Ireland and Hanover. Inscriptions are minted around the rims of each side. The coin is dated 1793. Its surface has dark areas on both sides and the reed edge and surfaces are well worn. The loop mount is bent and the ring is buckled. The coin was recovered from the wreck of the ship Loch Ard.Obverse text; 'GEORGIVS III DEI GRATIA' (translates to George the Third, by the Grace of God) Obverse relief; (King George III bust, facing right, laurel wreath on head) Reverse text; 'M.B.E.ET.H.REX.F. D.B.ET.L.D. S.R.I.A.T.ET.E' '1793' (translates to: King of Great Britain, France and Ireland, Defender of the Faith, Duke of Brunswick and Lüneburg, Arch-Treasurer and Elector of the Holy Roman Empire) Reverse relief; a spade-shaped image i.e. (Crown with fleer de lies, above Shield with crowned lions in different postures, a harp, and other details)flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, royal mint, british coin, currency, guinea, military guinea, australian currency, british guinea, gold coin, spade guinea, king george iii, george iii, fifth portrait, arms of england and scotland, arms of france, arms of ireland, arms of the house of hanover, coins, gold coins, gold medallion, georgian era, 1793, numismatics, contamination phenomena, gold corrosion, good luck, lucky charm, pendant, lucky coin, trade, loch ard, wreck of the loch ard, 1878, mutton bird island, peterborough, scuba diver, 1980s, guinea coin, gold guinea, shipwreck artefact, relic, julie wilkins

Martini-Henry Artillery Carbin rifles were made by the Royal Small Arms Factory at Enfield, Britain, from 1877 until 1900. Many were distributed to the British Colonies, including this pair, which was allocated to the Woodford Police, Victoria Police District of Warrnambool, Southwest Victoria. The Carbine model rifles were shorter than the standard rifles and more suited to mounted police and troopers. It is likely that in the early 20th century, Victoria Police replaced the two carbines with more modern firearms, and the outdated guns were stored in the stables. The rifles were left there and likely forgotten about due to changes in police staff. In 1915, police authorities announced that they would be replacing patrol horses with bicycles and would also close some smaller police stations. This affected Woodford Police Station, which closed in 1917. The forgotten firearms remained in the stables and were noticed by schoolboy Robert Jellie in 1940 and seen again in 1946. In 1995, the property was sold by the Education Department to a private owner. The Woodford Community donated the pair of Martini-Henry Carbines to Victoria Police Museum in the late 1990s for mounting and display, which was funded by the Victoria Police Historical Society Inc. The decorative wood and glass display case and frame were designed to preserve the significant history of the guns. On November 1st 1999, the display was presented to Warrnambool Police and the local community due to the historical significance of the Woodford Police Station. On March 10th, 2025, the display was transferred to Flagstaff Hill Maritime Museum and Village, where the historical story of the Martini-Henry Carbines could continue to be preserved and accessed by local families, the community, visitors to the area, and online visitors. WOODFORD POLICE: - The small settlement at Woodford was established in the 1840s around the Merri River where there was a ford across the water and, from 1848-1851, a bridge. The area was settled very early in Victoria’s history and the river crossing provided travellers with access to the early route between Port Fairy (name Belfast at that time), Warrnambool and Melbourne. Occasionally a Warrnambool police trooper would ride through Woodford and district. In December 1854, Woodford Police barracks and stables were built on the hill by the Merri River on Bridge Road east where Jubilee Park now stands. A local mounted trooper kept law and order in the area. In 1856, a lock-up was installed, and the first Woodford Police Station was in action in 1857. By 1871, the police station had been moved from the hill to land across the Merri River bridge, on the southern side of Bridge Road west, near Mill Street. In 1890, the police residence there was replaced by a stone Edwardian-style building with the stables and lock-up behind it and the old police station at the rear. The police continued to have a presence in Woodford until it was closed by the Police Commissioner in July 1917 for economic reasons. The residence was used for government housing until 1923, when it was taken over by the Education Department for the school teacher’s home. In 1995, it became privately owned. THE MARTINI-HENRY ARTILLERY CARBINE: - The Martini-Henry rifles were made in Britain from 1871 at the Royal Small Arms factory at Enfield and were stamped with the symbol of the Royal Cipher (Crown over VR) over ENFIELD to identify their origin. They were named after two of several people who helped design this method: Swiss Friederich von Martini and Scotsman Alexander Henry. The design was breach-loaded, and the inner barrel was rifled. A thumb rest was incorporated into the top right of the bullet receiver’s chamber. The small teardrop lever on the right side of the rifle showed whether the rifle was ready to be shot. In 1877, the shorter, lighter weight Carbine version of the firearm was produced for mounted troops and artillery. Its official name was “Carbine, B.L., Rifled, Martini Hanry.” The bullets were slightly lighter in weight than those used for the longer rifle. The sight position was adjusted for the shorter gun, and wings were added to the sight on the tip, making it easier to slide the rifle back into a saddle bag. Some of the later Carbines also had leather sight covers screwed to the stock to prevent them from catching on the saddle bags. The Carbines had accessories available, such as barrel extensions with bayonets and swivels for adding slings. The Martini-Henry Carbine designs were later modified to fire the British .303 ammunition. Eventually, by 1900, the Martini-Henry Carbines were replaced by the Lee Enfield gun design. The pair of Martini-Henry Carbine firearms represents policing in the early pre-1900 days of colonial settlement; Woodford was one of the first townships settled in Victoria, and it had a police presence from 1854 until 1917. The rifles and display provide a historic connection between the location of Woodford and relatives and associates. The carbine rifles show a stage in the evolution of weapon design, adapted to suit mounted troops, and adding features to streamline use and storage. The ammunition was also improved during this progression. The carbines are important for their connection to policing law and order in a remote area. They are significant for their association with the township of Woodford, which was important to travel in the southwest Victoria district, providing access across a river for a road between Port Fairy and Melbourne, and later Warrnambool, and supplying food, goods and accommodation for the travellers. A pair of mounted rifles is mounted behind glass in a timer case, accompanied by a framed display of two photographs and an account of the rifles’ history. The case and display each have a horizontal board with a gently curved edge and carved decorations added. The identical firearms are British-made Martini Henry Carbine breach-loaded rifled guns, supplied by Britain to its Colonial troops from around 1877. The rifles are lever-action, single-shot .500 calibre weapons. They have a teardrop lever on their right side. They were used by Victoria Police mounted troops at the Woodford Police Station, Victoria. The black and white photographs were taken in 1946. The left photograph has a circled area; the right photograph is an enlarged view of the circled area, showing the Woodford Police Station in detail. The printed text is on textured paper with the Victoria Police watermark. It gives a summary of the rifle’s history. There is an inscription on the left photograph. Left photograph, handwritten in white pen: “WOODFORD” Document’s print: “During the late 1840s the small town of Woodford grew around the crossing of the Merri River on the Melbourne/Port Fairy Rad. Woodford was proclaimed a township in 1854 and a police quarters was established there in 1857. The police station remained until 1917 when it was closed and police service from then on was provided from Warrnambool. The building was then used as a school residence and is now privately owned. In !940 Robert JELLIE, then a schoolboy, observed two rifles mounted on the wall of the disused stable at the rear of the old police building. Following the devastating flood of 1946 (see photograph above) the rifles were again seen in the room next to the stable but were not seen again until the building was sold by the Education Department many years later. It was a recognition of the historical value of the rifles which led to their donation to the Warrnambool Police Complex. The rifles have been authenticated by the Victoria Police Armoury as being Victoria Police issue some time before 1900. The rifles are an identical pair of the famous British-made Martini Henry, a .500 inch calibre military weapon widely used by British Colonial troops. Victoria Police and the wider community of Warrnambool are indebted to the members of the Woodford community for their fine gesture in donating the rifles for mounting so that their historical importance can be preserved and they can be displayed for generations to come. This display was funded by the Victoria Police Historical Society Incorporated, and presented on the first day of November, 1999.”flagstaff hill maritime museum and village, great ocean road, shipwreck coast, martini henry, victoria police, woodford police station, rifle, carbine, display case, british, martini henry carbine, breech-loaded, rifled, colonial, single-shot, .500 calibre, weapon, gun, 1877, troops, mounted troops, merri river, victoria police woodford, victoria police warrnambool, victoria police melbourne, police quarters, robert jellie, school residence, stable, 1946 flood, victoria police armoury, identical pair, british colonial troops, victoria police historical society incorporated, woodford, bicycles, found by a schoolboy, edwardian-style building

This is a photograph of (William) Roy Angus, at his desk as a medical student in Adelaide, South Australia. It was donated to Flagstaff Hill Maritime Museum and Village by the family. He later qualified as Doctor William Roy Angus, Surgeon and Oculist. It is part of the “W.R. Angus Collection” which includes historical medical equipment, surgical instruments and materials once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. ABOUT THE “W.R. ANGUS COLLECTION” updated 20-01-2023 Doctor William Roy Angus M.B., B.S., Adel., 1923, F.R.C.S. Edin.,1928 (also known as Dr Roy Angus) was born in Murrumbeena, Victoria on 28th June 1901 and lived until 1970. He qualified as a doctor, M.B.B.S. (Bachelor of Medicine-Bachelor of Surgery) in the 1923 at University of Adelaide, was Resident Medical Officer at the Royal Adelaide Hospital in 1924 and for a period was house surgeon to Sir (then Mr.) Henry Simpson Newland, from whom he acquired his interest in plastic surgery. He was also House Surgeon to Dr J.J. O’Grady, under whom he did his early Ophthalmological training. Dr Angus was briefly an Assistant to Dr Riddell of Kapunda, then commenced private practice at Curramulka, Yorke Peninsula, SA, where he was a physician, surgeon and chemist. In 1926, he was appointed as the new Medical Assistant to Dr Thomas Francis Ryan (T.F. Ryan, or Tom), in Nhill, Victoria, whose practice had been established by his brother, Dr Edward Ryan. Consequently, a considerable amount of eye work was done. Dr Angus’ experiences included radiology and pharmacy. In 1927 he was Acting House Surgeon in Dr Tom Ryan’s six-month trip abroad. Dr Angus had become engaged to Gladys Forsyth and they decided he further his studies overseas in the UK in 1927, sailing in the ship SS Banffshire. He studied at London University College Hospital and at Edinburgh Royal Infirmary and in 1928, was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh, Scotland. He worked his passage back to Australia as a Ship’s Surgeon on the Australian Commonwealth Line T.S.S. Largs Bay, which was purchased by the White Star Line in 1928. He returned to South Australia, where he practised general surgery 1928-1932. He was a surgeon at the Curramulka Hospital, Yorke Peninsula, South Australia. Dr Angus was a ‘flying doctor’ for the A.I.M. (Australian Inland Ministry) Aerial Medical Service in 1928. Its first station was in the remote town of Oodnadatta, where Dr Angus was stationed. He was locum tenens there on North-South Railway at 21 Mile Camp. He took up this ‘flying doctor’ position in response to a call from Dr John Flynn; the organisation was later known as the Flying Doctor Service, then the Royal Flying Doctor Service. His work during this time involved general surgery, eye work, plastic surgery, radiology, pathology and even dental surgery. Dr Angus married Gladys in 1929, in Ballarat. (They went on to have one son (Graham 1932, born in SA) and two daughters (Helen (died 12/07/1996) and Berenice (Berry), both born at Mira, Nhill ). According to Berry, her mother Gladys made a lot of their clothes. She was very talented and did some lovely embroidery including lingerie for her trousseau and beautifully handmade baby clothes. In 1933 Dr Angus returned to Nhill and purchased a share of the Nelson Street practice and Mira hospital (a 2-bed ward at the Nelson Street Practice) from Dr Les Middleton one of the Middleton Brothers, the current owners of what previously once Dr Tom Ryan’s practice, where Dr Angus was previously Medical Assistant. Dr Tom and his brother had worked as surgeons including in eye surgery. Dr Tom Ryan performed many of his operations in the Mira private hospital on his premises. He had been House Surgeon at the Nhill Hospital from 1902-1926. Dr Tom Ryan had one of the only two pieces of radiology equipment in Victoria during his practicing years – The Royal Melbourne Hospital had the other one. Over the years Dr Tom Ryan had gradually set up what was effectively a training school for country general-practitioner-surgeons. Each patient was carefully examined, including using the X-ray machine, and any surgery was discussed and planned with Dr Ryan’s assistants several days in advance. Dr Angus gained experience in using the X-ray machine there during his time as assistant to Dr Ryan. The doctors Ryan were related to the Ryan Eye Doctors in Melbourne. When Dr Angus bought into the Nelson Street premises in Nhill he was also appointed as the Nhill Hospital’s Honorary House Surgeon 1933-1938. His practitioner’s plate from his Nhill surgery is now mounted on the doorway to the Port Medical Office at Flagstaff Hill Maritime Village, Warrnambool. When Dr Angus took up practice in Dr Edward and Dr Tom Ryan’s old premises, he obtained their extensive collection of historical medical equipment and materials spanning 1884-1926. A large part of this collection is now on display at the Port Medical Office at Flagstaff Hill Maritime Village in Warrnambool. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station. and an ALDI store is on the land that was once their tennis court). The Angus family could afford gardeners, cooks and maids; their home was a popular place for visiting dignitaries to stay whilst visiting Warrnambool. Dr Angus had his own silkworm farm at home in a Mulberry tree. His young daughter used his centrifuge for spinning the silk. Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and a surgeon at the Warrnambool Base Hospital from 1939-1942, Soon after his move to Warrnambool, war was declared. Dr Angus joined the Australian Department of Defence as a Surgeon Captain during WWII 1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., at 106 A.G.H., completing his service just before the end of the war due to suffering from a heart attack. During his twelve moth convalescence and rehabilitation, he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering artificial eye improvements. He was an Honorary Consultant Ophthalmologist at Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. Altogether he had interests in nine various medical organisations. In his personal life, Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and visiting with him. Sunday evenings he would play the pianola or piano and sing Scottish songs to his family. He loved Scottish music. He owned a farm in the Heytesbury district, where he found his hobbies of metalwork and carpentry useful in the workshop. He also enjoyed painting, mainly watercolour, and took part in many exhibitions. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eyewitness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. He had an interest in people and the community They were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After serving in the Army, Dr Angus studied ophthalmology and became a Clinical Assistant at the Royal Melbourne Eye and Ear Hospital. He had been interested in an article on cartilage grafting by Dr Lyndon Peer of St. Barnabas Medical Centre, New Jersey, U.S., which he happened to see in a dental journal. After thought and research, Dr Angus decided to try his idea of living intrascleral implants and was able to present a paper on his results at the Combined Scientific Meeting of the O.S.A. at Surfers’ Paradise in 1962. This was followed by a further report on the results of the different methods used, given in Adelaide at the O.S.A. meeting in 1965. In 1967, during an extended holiday abroad, he was invited to spend time at the Barraquer Institute in Barcelona. While there, showed a film of his operation with slides and, translated by Professor Barraquer, gave an abridged lecture. He was elected as a member of the Instituto Barraquer, one of only a few Australians to receive the honour. He received many requests for copies of his paper. He was also invited to lecture and show the films in England and at the St Barnabas Medical Centre in New Jersey. He completed his work on Living Intrascleral Implants and gave his final paper and film Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne in October 1969. Angus received accolades from the Ophthalmological Society of Australasia for this work. Two weeks after presenting his paper in Melbourne in 1969 Dr Angus became critically ill. He died on 28th March 1970. His family requested his practitioner’s plate, medical instruments and some personal belongings to be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The collection of medical instruments and other equipment is culturally significant, being a historical example of medicine from the late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery. Photograph, black and white, of (William) Roy Angus as a student at his desk in his study, pre 1923. Part of the W.R. Angus Collection.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, dr w r angus, dr ryan, surgical instrument, t.s.s. largs bay, warrnambool base hospital, nhill base hospital, mira hospital, flying doctor, roy angus photograph, roy angus student, photographic history, w.r. angus collection, w.r. angus biography, pianola, piano, scotland, scottish music

This photograph is of Angela Elizabeth Pearce, granddaughter of Tom Pearce - one of only 2 survivors from the shipwreck LOCH ARD. Angela Elizabeth Pearce had written in her grandfather’s Bible in childish handwriting the words “This Bible belongs to Angela E. Pearce”. Angela was born in England in 1925 and died in Woollahra N.S.W. in 1944, aged 19. She was one of Tom Pearce’s granddaughters. Her father, Robert Pearce was Tom’s second son. Tom Pearce is a famous hero, the rescuer of Eva Carmichael, the only other survivor from the 1878 shipwreck of the LOCH ARD. The Bible was given to Tom Pearce in recognition of his bravery at the wreck of the LOCH ARD. It is on loan to Flagstaff Hill Maritime Village from Parks Victoria. The ‘official’ inscription in the Bible reads, “Presented to Mr Thomas Pearce, In recognition of invaluable service performed in saving life when the Loch Ard was wrecked off the coast of Australia., by the Loyal Orange Institution of Victoria, Protestant Hall, Melbourne, August 1878” The photograph is accompanied by a letter, dated 4th May 2010, and is written by Angela’s cousin, Pamela Dormer of Devon, U.K. Her letter includes the words “Dear Mr Abbott, re Tom Pearce’s Bible, As you know, I have been in contact with Mr Peter Yarnis about means by which my grandfather’s presentation Bible can be released to be exhibited with his other effects, like the binoculars at Flagstaff Hill Museum. In the event that it will be, I have enclosed a photograph to join it. When my son Bill Dormer was at Port Campbell he was about to handle his great grandfather’s Bible and was surprised by a childish inscription opposite that of his presentation, which reads (I think this is the way it goes), THIS BIBLE IS THE PROPERTY OF ANGELA ELIZABETH PEARCE. Angela is my late cousin. Her father was Tom Pearce’s second son Robert Strasenburgh Pearce. I and my brother Raymond Simpson are the surviving grandchildren of Tom, by my mother Edith May Pearce, his only daughter. Angela and her mother, at the beginning of W.W.2, evacuated from England to Sydney, N.S.W. but sadly both were dead by early in the 60’s. Robert (my uncle Bobby) went down with his ship on the Malta Convoy, code named PEDESTAL, escorting with other ships the vital oil tanker OHIO to the island. (signed) Pamela Dormer” THE LOCH ARD’S STORY The sailing ship LOCH ARD was built in Glasgow in 1873 and belonged to the famous Loch Line. She made three trips to Australia and one trip to Calcutta before its final voyage which ended in tragedy near Port Campbell. The LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. The ship carried a general cargo which reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. LOCH ARD also had a crew of 37, and 17 passengers. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the boat out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers, and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef running out from Mutton Bird Island. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. It took time to free the lifeboats and when one was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "if you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open a case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance, upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. The media of the time had created one of Australia's first media celebrities. Everyone followed the story of Tom Pearce and Eva Carmichael with great interest and were disappointed when the two went their separate ways. It was felt by many that Tom should have proposed to Eva - given they had spent an evening together unsupervised in the cave and had drunk brandy to keep warm. Coleman Jacobs composed the music “The Young Hero Schottische” and dedicated it, by permission, to Mr. Thomas R. (Tom) Pearce. The sheet music was published in 1878 by the Messieurs Roberts, professors of dancing etc. Melbourne. It was on sale for 3/- (3 shillings) and in aid of the “LOCH ARD” fund. [This is Coleman Jacobs’ only surviving musical work Coleman Jacobs, accomplished pianist, musical performer, singer, composer, professor of music and music teacher, was born in 1827 and died on 4 July 1885, aged 58 years. Coleman Jacobs was buried in the Melbourne Cemetery (grave 461, Church of England section).] The wreck of LOCH ARD still lies at the base of Mutton Bird Island and much of the cargo has been salvaged. Some was washed up into what is now known as LOCH ARD Gorge following the shipwreck. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. The photographic is of significance because of Tom Pearce and his association with the disaster of the LOCH ARD shipwreck, which is of State significance ― Victorian Heritage Register S417 Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Photograph, sepia coloured, with accompanying letter. The photograph is a portrait of a young girl in a short sleeved top with a flower on her left shoulder. The girl is "Angela Elizabeth Pearce, granddaughter of Tom Pearce" as inscribed on back of photograph. Tom Pearce was one of two survivors of the 1878 shipwreck LOCH ARD. Included with the photograph is a letter from its donor, Pamela Joan Dormer, other granddaughter of Tom Pearce. The letter dated 4th May 2010 explains the connection between Angela Pearce and Tom Pearce's Bible.Back of photograph, written in blue pen “ANGELA ELIZABETH PEARCE / TOM PEARCE’S GRANDAUGHTER / PHOTO PRESENTED BY / HIS OTHER GRANDAUGHTER / PAMELA JOAN DORMER / 2010” Letter from Pamela Dormer verifying the connection between Angela Pearce and Tom Pearce’s Bible.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, angela pearce, tom pearce, thomas r pearce, eva carmichael, loch ard shipwreck, tom pearce bible, loch ard presentation bible, hero tom pearce, loyal orange institution of victoria, royal humane society of victoria, mutton bird island, coleman jacobs, the young hero schottische

This scalpel kit contains two handles and a keeper-bar within a protective stainless steel cylinder with a screw on cap. This kit was donated to Flagstaff Hill Maritime Museum by the family of Doctor William Roy Angus, Surgeon and Oculist. It is part of the “W.R. Angus Collection” that includes historical medical equipment, surgical instruments and material once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. ABOUT THE “W.R.ANGUS COLLECTION” Doctor William Roy Angus M.B., B.S., Adel., 1923, F.R.C.S. Edin.,1928 (also known as Dr Roy Angus) was born in Murrumbeena, Victoria in 1901 and lived until 1970. He qualified as a doctor in 1923 at University of Adelaide, was Resident Medical Officer at the Royal Adelaide Hospital in 1924 and for a period was house surgeon to Sir (then Mr.) Henry Simpson Newland. Dr Angus was briefly an Assistant to Dr Riddell of Kapunda, then commenced private practice at Curramulka, Yorke Peninsula, SA, where he was physician, surgeon and chemist. In 1926, he was appointed as new Medical Assistant to Dr Thomas Francis Ryan (T.F. Ryan, or Tom), in Nhill, Victoria, where his experiences included radiology and pharmacy. In 1927 he was Acting House Surgeon in Dr Tom Ryan’s absence. Dr Angus had become engaged to Gladys Forsyth and they decided he would take time to further his studies overseas in the UK in 1927. He studied at London University College Hospital and at Edinburgh Royal Infirmary and in 1928, was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh. He worked his passage back to Australia as a Ship’s Surgeon on the on the Australian Commonwealth Line’s T.S.S. Largs Bay. Dr Angus married Gladys in 1929, in Ballarat. (They went on to have one son (Graham 1932, born in SA) and two daughters (Helen (died 12/07/1996) and Berenice (Berry), both born at Mira, Nhill ) Dr Angus was a ‘flying doctor’ for the A.I.M. (Australian Inland Ministry) Aerial Medical Service in 1928 . The organisation began in South Australia through the Presbyterian Church in that year, with its first station being in the remote town of Oodnadatta, where Dr Angus was stationed. He was locum tenens there on North-South Railway at 21 Mile Camp. He took up this ‘flying doctor’ position in response to a call from Dr John Flynn; the organisation was later known as the Flying Doctor Service, then the Royal Flying Doctor Service. A lot of his work during this time involved dental surgery also. Between 1928-1932 he was surgeon at the Curramulka Hospital, Yorke Peninsula, South Australia. In 1933 Dr Angus returned to Nhill where he’d previously worked as Medical Assistant and purchased a share of the Nelson Street practice and Mira hospital from Dr Les Middleton one of the Middleton Brothers, the current owners of what was once Dr Tom Ryan’s practice. Dr L Middleton was House Surgeon to the Nhill Hospital 1926-1933, when he resigned. [Dr Tom Ryan’s practice had originally belonged to his older brother Dr Edward Ryan, who came to Nhill in 1885. Dr Edward saw patients at his rooms, firstly in Victoria Street and in 1886 in Nelson Street, until 1901. The Nelson Street practice also had a 2 bed ward, called Mira Private Hospital ). Dr Edward Ryan was House Surgeon at the Nhill Hospital 1884-1902 . He also had occasions where he successfully performed veterinary surgery for the local farmers too. Dr Tom Ryan then purchased the practice from his brother in 1901. Both Dr Edward and Dr Tom Ryan work as surgeons included eye surgery. Dr Tom Ryan performed many of his operations in the Mira private hospital on his premises. He too was House Surgeon at the Nhill Hospital 1902-1926. Dr Tom Ryan had one of the only two pieces of radiology equipment in Victoria during his practicing years – The Royal Melbourne Hospital had the other one. Over the years Dr Tom Ryan gradually set up what was effectively a training school for country general-practitioner-surgeons. Each patient was carefully examined, including using the X-ray machine, and any surgery was discussed and planned with Dr Ryan’s assistants several days in advance. Dr Angus gained experience in using the X-ray machine there during his time as assistant to Dr Ryan. Dr Tom Ryan moved from Nhill in 1926. He became a Fellow of the Royal Australasian College of Surgeons in 1927, soon after its formation, a rare accolade for a doctor outside any of the major cities. He remained a bachelor and died suddenly on 7th Dec 1955, aged 91, at his home in Ararat. Scholarships and prizes are still awarded to medical students in the honour of Dr T.F. Ryan and his father, Dr Michael Ryan, and brother, John Patrick Ryan. ] When Dr Angus bought into the Nelson Street premises in Nhill he was also appointed as the Nhill Hospital’s Honorary House Surgeon 1933-1938. His practitioner’s plate from his Nhill surgery states “HOURS Daily, except Tuesdays, Fridays and Saturday afternoons, 9-10am, 2-4pm, 7-8pm. Sundays by appointment”. This plate is now mounted on the doorway to the Port Medical Office at Flagstaff Hill Maritime Village, Warrnambool. Dr Edward Ryan and Dr Tom Ryan had an extensive collection of historical medical equipment and materials spanning 1884-1926 and when Dr Angus took up practice in their old premises he obtained this collection, a large part of which is now on display at the Port Medical Office at Flagstaff Hill Maritime Village in Warrnambool. During his time in Nhill Dr Angus was involved in the merging of the Mira Hospital and Nhill Public Hospital into one public hospital and the property titles passed on to Nhill Hospital in 1939. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station. ). The Angus family was able to afford gardeners, cooks and maids; their home was a popular place for visiting dignitaries to stay whilst visiting Warrnambool. Dr Angus had his own silk worm farm at home in a Mulberry tree. His young daughter used his centrifuge for spinning the silk. Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940’s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (The duties of a Port Medical Officer were outlined by the Colonial Secretary on 21st June, 1839 under the terms of the Quarantine Act. Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and surgeon at the Warrnambool Base Hospital 1939-1942, He served as a Surgeon Captain during WWII1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., completing his service just before the end of the war due to suffering from a heart attack. During his convalescence he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He then studied ophthalmology at the Royal Melbourne Eye and Ear Hospital and created cosmetically superior artificial eyes by pioneering using the intrascleral cartilage. Angus received accolades from the Ophthalmological Society of Australasia for this work. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering in artificial eye improvements. He was Honorary Consultant Ophthalmologist to Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. In 1968 Dr Angus was elected member of Spain’s Barraquer Institute of Barcelona after his research work in Intrasclearal cartilage grafting, becoming one of the few Australian ophthalmologists to receive this honour, and in the following year presented his final paper on Living Intrasclearal Cartilage Implants at the Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne In his personal life Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and to visit with him. Sunday evenings he would play the pianola and sing Scottish songs to his family. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eye witness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. Their interests included organisations such as Red Cross, Rostrum, Warrnambool and District Historical Society (founding members), Wine and Food Society, Steering Committee for Tertiary Education in Warrnambool, Local National Trust, Good Neighbour Council, Housing Commission Advisory Board, United Services Institute, Legion of Ex-Servicemen, Olympic Pool Committee, Food for Britain Organisation, Warrnambool Hospital, Anti-Cancer Council, Boys’ Club, Charitable Council, National Fitness Council and Air Raid Precautions Group. He was also a member of the Steam Preservation Society and derived much pleasure from a steam traction engine on his farm. He had an interest in people and the community He and his wife Gladys were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After his death (28th March 1970) his family requested his practitioner’s plate, medical instruments and some personal belongings be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The collection of medical instruments and other equipment is culturally significant, being an historical example of medicine from late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery. Scalpel kit containing two (2) scalpel handles; part of the W.R. Angus Collection. Container is a stainless steel barrel with screw on cap. Inside are 2 scalpel handles stored one on each side of a fitted steel bar. All components have an inscription. The cylinder and one scalpel are made in England, the other scalpel is made in USA.Inscriptions; base of cylinder;"25" lid of cylinder: "4 / BRITISH MADE / 3", one scalpel; "BARD-PARKER", "BP" a trade mark, "4", “SURGICAL MFG. COY. LTD" and "MADE IN U.S.A.". The other scalpel has 'MADE IN ENGLAND", "PARAGON" and "3". The metal bar has "3" on one side and "4" on the otherwarrnambool, flagstaff hill maritime museum, shipwreck coast, great ocean road, dr w r angus, dr ryan, surgical instrument, t.s.s. largs bay, warrnambool base hospital, nhill base hospital, mira hospital, flying doctor, medical treatment, scalpel kit, bard-parker, paragon

the coil of copper wire was recovered from the wreck of the sailing ship Loch Ard. HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. [References: Flagstaff Hill Maritime Village information sheets and documents] Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Coil of copper wire from the wreck of the ship Loch Ard. Wire is fused together and has heavy encrustation. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, copper wire, wire coil

This small brass lock frame was recovered from the wreck of the sailing ship LOCH ARD. HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. [References: Flagstaff Hill Maritime Village information sheets and documents] This small brass lock is representative of lock fittings in the late 19th century. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Lock frame, small, no working parts. Artefact Reg No LA/24.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, lock frame, frame, lock, 19th century brass lock

The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. [References: Flagstaff Hill Maritime Village information sheets and documents] Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Silver plated copper alloy table forks - entrèe from the wreck of the Loch Ard. Length 7⅛ " Some verdigris and silver oxide. Encrustation on fork tines and handle.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, table forks, fork

HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. [References: Flagstaff Hill Maritime Village information sheets and documents] Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Silver plated copper alloy table forks - entrè from the wreck of the Loch Ard. Some verdigris and silver oxide. Very light encrustation on fork. Hallmark visible.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, fork

HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. [References: Flagstaff Hill Maritime Village information sheets and documents] Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Silver plated copper alloy table forks - entrèe from the wreck of the Loch Ard. Length 7⅛ " Some verdigris and silver oxide. Very light encrustation on fork. Hallmark visible.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, fork

HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. [References: Flagstaff Hill Maritime Village information sheets and documents] Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. 1 silver spoon, with encrustations, end corroded, L 7¼". Recovered from the wreck of the Loch Ard.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, silver spoon, spoon

This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool. The S.S. Casino was a passenger and freight steamer built in Dundee, Scotland, in 1882 for the Newcastle and Hunter River Steam Navigation Company of N.S.W. She weighed 425 tons gross with a length of 160.4 feet, beam of 24.1 feet and a depth of 10.2 feet. She had saloon accommodation for 35 people, a fore cabin for 25 more people, and she carried 300 tons of cargo. While on her delivery journey on May 30th 1882, the S.S. Casino called in at the Port of Warrnambool for coal, narrowly escaping going ashore in gale force winds due to the quick action of the pilot. At that time, still at anchor, she impressed the directors of the Belfast and Koroit Steam Navigation Company so much that they bought her immediately; she was ideal for trade along the West Coast of Victoria. (The Belfast and Koroit Steam Navigation Company was first managed by Messers. Saltau and Osburne and after the passing of Mr. Osburne, by produce merchants Messers H. Sautau and Sons, who had a hay and corn store and shipping agency on the corner of Liebig and Koroit Streets in Warrnambool. ) The S.S. Casino became “the most famous steamer to operate in Victorian waters along the West Coast” by author Jack Loney. Captain Boyd was her first Master, followed by Captain Chapman, who stayed with her from 1890 until 1924. Captain W. Robertson followed for a short term, and then Captain Middleton then took command from 1925 - 1932. An article published on Monday 11th June 1932 in The Sun News Pictorial (Melbourne) giving a detailed history of S. S. Casino said "owned by Port Fairy interests, she was an integral part of the town's development ... for a long time, her arrival in Port Fairy was an event, the townspeople going down to the wharf to see her come in". It also said "Except when the weather was bad, the Casino hugged the coast on her trips and passengers obtained wonderful views of the sandstone terraces and caves. A little time ago every member of her regular crew except one, was a Scotsman." This particular photograph of the S.S. Casino shows it decorated with numerous flags in "holiday rigging". During the years between 1884 and 1915, the Casino would take locals and holiday makers on excursions around the Port Fairy Bay. Local towns such as Terang, Penshurst and Mortlake held their Picnic Days in Port Fairy and excursions on the Casino would be available for them and in 1906 Terang and District Schools held an excursion to Port Fairy (where the Casino was organised to provide a series of trips around the Bay.) In 1916 new regulations introduced by the Marine Board requiring the Casino to carry enough lifebelts for every passenger on board, prevented the steamer from making trips around the Bay on excursion days. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when she collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when she grounded on a reef at Point Hawdon near Grey River and most of her cargo (of Christmas goods) had to be dumped into the sea. Then in February 1929 she was ‘holed’ when she struck a submerged object as she entered Lady Bay, Warrnambool. In the years following the turn of the century, the S.S. Casino remained the only regular trader with normal passenger accommodation along the West Coast. From 1882 she had made at least 2,500 voyages on the one run. On the morning of 10th July 1932, after attempting to berth at Apollo Bay jetty in heavy seas, Captain Middleton decided to take her out into the bay and wait until the seas abated. It was not realised that the anchor used to steady her as she manoeuvred to her berth had pierced her hull. She put about and headed for the beach but sank. Captain Middleton and nine others lost their lives; nine people were rescued including the two female passengers. Captain Middleton had been in charge of the S.S. Casino for seven years. He was the first ship’s Master to lose his life in a shipwreck in the West Coast trade. In June 1932, the directors of the Belfast and Koroit Steam Navigation Company had proposed to celebrate the completion of fifty years of trading by the steamer Casino in August, but tragically the Casino was wrecked only one month later (and "was only one month off completing its fifty years of valuable service between Melbourne and Portland.") Flagstaff Hill’s collection has a photograph of a portrait of Captain Chapman, a ship model of the S.S. Casino that shows both forms of power under which she sailed, steam and sail. The ship is painted green and flies three flags. The inscription across the case of the ship model, incorrectly dated, tells the sad story of the wreck of the ship and the loss of lives on July 10th 1932 at Apollo Bay. A print in the Collection shows S.S. Casino underway in the heavy sea off Point Lonsdale, another two photographs show her at the Port of Warrnambool, leaving from the Breakwater in Lady Bay and another identifies the S.S. Casino as a ship from the Belfast and Koroit Steam Navigation Company. (Belfast is the original name for the township of Port Fairy).This photograph is significant because of its association with the coastal trader S.S. Casino and its significance to trade along Victoria's West Coast in the late 19th and early 20th centuries. The wreck of the S.S. Casino is considered an important part of Victorian and Australian cultural heritage and as such has been declared and protected as an Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976).A black and white photograph showing a small steamer with decorative flags on both masts, coming into up a river towards a pier where a small crowd is waiting. The pier on the left of the photograph has several buildings and a bell on it. Three small boats are tied up to the dock. Low lying land with several buildings scattered on it can be seen on the right hand side. On the back of the photograph are handwritten labels. One is printed in dark blue ink and one is written in cursive writing in biro. There is also the number 6944 stamped in the centre of the photograph.Back - Donors name, address and telephone number 6944 "CASINO IN HOLIDAY RIG" "at Port Fairy"flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, s. s. casino, steamer casino, casino, port fairy, captain chapman, belfast and koroit steam navigation company, saltau and osburne, captain middleton, apollo bay, apollo bay shipwreck, lady bay