This item was used by Victorian Railways 1970's/1980's. It was used at Orbost Railway Station for the consignment of timber from Orbost to Westall.. Westall was a major timber-receiving depot near Dandenong, Victoria. Westall railway station is located on the Pakenham and Cranbourne lines in Victoria, Australia. It serves the south-eastern Melbourne suburb of Clayton South, opening on 6 February 1951. Westall station was opened as a workers only platform on 16 October 1954. It was provided for the adjacent Martin & King railway coachbuilding factory. The station was opened to the public on 1 June 1959 when all trains on the line began stopping there. The Bairnsdale-Orbost railway was opened in 1916 to serve the agricultural and timber industry. Because of the decline in traffic and heavy operating costs, the line was finally closed in August, 1987. Orbost Railway Station was opened on Monday 10 April 1916 as the terminus of the Orbost railway line, and closed in 1987. The station was located on the west side of the Snowy River despite the town of Orbost being on the east side of the river, in order to save on the costs of a bridge over the river, which at the time had highly variable levels. This item is associated with the history of the Orbost-Bairnsdale railway line and therefore reflects the role that the rail line played in the social and economic history of Orbost.An unused brown/buff coloured goods/freight consignment envelope used by Victorian Railways, this one for timber from Orbost to Westall. It is DL size.2497-78 VICTORIAN RAILWAYS G.F 63 From ORBOST to WESTALL MASS Tonnes kg Vehicle No Contents TIMBER Consignee Date orbost-bairnsdale-railway westall

The American Truck History Association is an international organization, with over 21,000 members in the United States, Australia, Canada, and 20 other countries worldwide. A.H. McMullen & Co P/L, established by Arthur McMillan in February, 1951, had a long history as transport operators in Orbost and Gippsland districts. The company became Gippsland's largest transport company. It carted timber from the Orbost/ Cann River district district sawmills to the railway station. Two trains a day left the sloaded with timber. Beans were carted from Fisher's Bean Factory to Melbourne and Sydney. Cream from the farms was transported to the butter factory and for almost twenty years Fuel was carted from Melbourne to the RAAF base at Sale by McMullens. In 1970 the company was sold to F.J. Stephens and then to Mayne Nickless Transport. (ref.Deborah Hall "In Times Gone By') A.H. McMullen was a significant business in the mid 20th century in Orbost. This book is a useful reference source.A 40pp book with a dark blue cover titled "The Gearchange". It is a "Classic Edition Issue No. 2" and features A.H. McMullan & C0 P/L. It has a cost of $20.00. It contains illustrations, photographs and text.transport mcmullen-transport-orbost trucking

This butter box belonged to Jack Gore of Warrnambool who used it in his garage to store car parts. It is connected to Warrnambool Cheese and Butter Factory Company Limited through the box manufacturer, Peter John McGennan, who was one of the instigators of the factory. Cobden and Warrnambool factories were the first two co-operative factories to produce butter in Victoria, both commencing in 1888. Warrnambool Cheese and Butter Factory Company Ltd is the only remaining independent butter factory still using its original name. It is an example of the manner in which butter was packed for export from the late 19th century until well into the 20th century. Its innovative design is light but strong, using plywood for the box body and struts 'stitched' to the body with wire. The ply was originally pine imported from New Zealand which did not taint the butter. Following the exclusion of the timber from NZ, plantations of local pine were planted and used. McGennan's box factory supplied butter boxes to the majority of butter factories in Victoria, producing up to half a million boxes per year by 1917.This Cobden butter box is historically significant relating to the butter industry and a rare item. Not many of these exist. Wooden butter box with broken ends and a hole in the bottom.Constructed using thin ply ends, sides and base with square wooden struts tied with wire to strengthen the box. The trade mark on the end of the box is an oval with text around a map of Australia with the word AUSTRALIA printing across the map.COBDEN/PURE CREAMERY BUTTER/56lb Net/VICTORIA/REGD No.528butter, dairying, dairy manufacturing industry, butter boxes, cobden

Presented to Warrnambool Cheese and Butter Factory in 2003 as part of the Dairy Industry Association of Australia awards for factory physical appearance and presentation.Round silver-plated tray with raised embossed and beaded edge; inscription on disc in centre of tray. Encased in square timber presentation box with glass lid and lined with blue fabric.Best Kept Factory Award/Western District DIAA/Warrnambool Cheese and Butter Factory 2003/Proudly Sponsored by Ensign the Uniform Peopleallansford, dairy industry, warrnambool cheese and butter factory, wcb, ensign, trophies

The Kraft Walker Cheese Co Pty Ltd entered into an agreement with Warrnambool Cheese and Butter Factory Company in 1935 whereby the Kraft company leased premises from WCB. This arrangement remained in place until the 1990s. WCB took over the Garvoc factory in the 1920s. It became outdated and was eventually demolished.Black and white photograph showing timbered building with iron roof and turned wooden finial on the gable end. There are three timber ventilation ducts on the roof. The gable end has sign Kraft Walker Cheese Co Pty Ltd Garvoc Branch. A concrete block addition is at the front. A tray truck with milk cans is in between the main factory building and the outbuilding.garvoc, allansford, dairy industry, food manufacture, kraft walker cheese company, factories, cheese, kraft foods ltd, transport, milk cans

Caulking is the traditional technique used on wooden vessels built with butted or clinker-built planks to fill the gaps between these planks while still allowing the wood to flex and move. This involved driving the irons, hammered in with the mallet, deep into the seams to open them up. After this, spun yarn, oakum (hemp) or cotton was driven deep into the gaps. The hemp or cotton was soaked in creosote or pine tar to make the joins watertight. Caulking also played a structural role in tightening up the hull or deck by reducing the longitudinal movement of the neighbouring planks. The subject item was made by Ward & Payne of the Limbrick Works at Hillsborough, Sheffield England manufacturers of hand-forged tools. Their trademark registered in 1850 was a Letter "W" & "P" stamped into the steel. The firm was established by David Ward (1767-1822) in 1803 the company became David Ward & Sons, in 1837 after Ward's son Edward joined the firm. In 1845 Henry Payne the founder's son-in-law became a partner but died in 1850 after which the company reverted to the Ward family. The business then concentrated on making carving tools, chisels and gouges. In 1882 David Ward's grandson David Ward Jr. (1835-1889) purchased land and built a factory at Sheffield North known as the "Limerick Wheel". For a time Wards operated from both 106-114 West Street Sheffield and at Limbrick Road, Hillsborough on the river Loxley. By 1911 they had expanded into making spades, forks, sheep shears and many other types of edged tools including drills and wood planes. In 1967 Wilkinson Sword purchased all the company's share capital and continued to sell Ward & Payne tools until 1970 when a fire burned the factory down and housing development was built on the site. The subject item is significant as it gives a snapshot of the technological development of sailing ships and their operation before steam-powered vessels took over around the world. Tools such as the subject item demonstrate the traditional craftsmanship and skill of the shipwright and the aesthetic quality of the timber ships designs of the time. Caulking tool with square end"WARD Sheffield"flagstaff hill, warrnambool, flagstaff hill maritime museum, shipwreck coast, flagstaff hill maritime village, james s steele, caulking iron, caulking tool, shipwright tools, ward & payne sheffield, forged tools

This medal for bravery, for rescue of the crew from the shipwreck “Eric the Red” on 4th September 1880, was awarded to one of the crew of the steamer S.S. Dawn by the President of the United States in July 1881. The medal is engraved with the name “Nelson Johnson” (the anglicised version of his Swedish name Neils Frederick Yohnson). It was donated to Flagstaff Hill Maritime Village in 2013 by Nelson’s granddaughter. Nelson had migrated from Sweden to Sydney in 1879. The next year in 1880, aged 24, he was a seaman on the steamship Dawn and involved in the rescue of the survivors of the Eric the Red. Nelson Johnson was a crew member of the S.S. Dawn and was one of the rescue team in the dinghy in the early morning of September 4th 1880. Medals were awarded to the Captain and crew of the S.S. Dawn by the President of the United States, through the Consul-general (Mr Oliver M. Spencer), in July 1881 “ … in recognition of their humane efforts in rescuing the 23 survivors of the American built wooden sailing ship, the Eric the Red, on 4th September 1880.” The men were also presented with substantial monetary rewards and gifts. The city of Warrnambool’s care of the survivors was also mentioned by the President at the presentation, saying that “the city hosted and supported the crew ‘most graciously’. Previously, a week after the shipwreck, the Australian Government had also conveyed its thanks to the Captain and crew of the S.S. Dawn “Captain Griffith Jones, S.S. Dawn, The Hon. Mr Clark desires that the thanks of the Government should be conveyed to you for the prompt, persevering and seamanlike qualities displayed by you, your officers and crew in saving the number of lives you did on the occasion referred to. The hon. The Commissioner has also been pleased to award you a souvenir in commemoration of the occasion, and a sum of 65 pounds to be awarded to your officers and crew according to annexed scale. I am, &c, W Collins Rees, for and in the absence of the Chief Harbour Master.” The Awards are as follows: - Crew of DAWN'S lifeboat-Chief Officer, Mr G. Peat, 15 pounds; boat's crew-G. Sterge, A.B., 5 pounds; T. Hammond, A.B., 5 pounds; J. Black, A.B., 5 pounds; H. Edwards, A.B., 5 pounds. Dinghy's Crew-Second Officer, Mr Christie, 10 pounds; boat's crew -F. Lafer, A.B., 5 pounds; W. Johnstone, A.B., 5 pounds; Mr Lear, provedore, 5 pounds; Mr Dove, purser, 5 pounds. Captain Jones receives a piece of plate. (from “Wreck of the ship Eric the Red” by Jack Loney) The medal’s history, according to the Editor of ‘E-Sylum’ (the newsletter of The Numismatic Bibliomania Society “… appears to be an example of an 1880 State Department medal, catalogued as LS-3 (page 322 of R. W. Julian's book, Medals of the United States Mint: The First Century 1792-1892). The reverse is mostly blank for engraving, surrounded by a thin wreath. It was designed by George Morgan, chief engraver for the Philadelphia Mint, and struck in gold, silver and bronze. The one pictured here (in The Standard newspaper, 2nd July 2013) appears to be silver.” The following is an account of the events which led to the awarding of this medal. The American ship Eric the Red was a wooden, three-masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first-class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and a hazy and overcast atmosphere. On 4th September 1880 at about 1:30 am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However, he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, southwest of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its riggings, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually, the Captain made it to the deckhouse and the men pulled him up. At about 4:30 am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time, they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, and its sailing time was different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey, she was commanded by Captain Jones and was sailing between Melbourne and Portland via Warrnambool. The provedore the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight, the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much-needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship nor its cargo was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steamship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay, the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally, those on board the Pharos had the name of the wrecked vessel. During this operation, Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated onto Point Franklin. Some of the vessels' yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of f locating wreckage about 10 miles off land, southeast of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and flycatchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with a chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and this medal awarded for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and teapots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that was awarded to his father, another Dawn crew member who was part of the rescue team. The medal is similarly inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high-quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and shed around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7-foot-long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at shipbuilding in Apollo Bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson married Elizabeth Howard in 1881 and they had 10 children, the father of the medal’s donor being the youngest. They lived in 13 Tichbourne Place, South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". The medal for bravery is associated with the ship the “The Eric the Red which is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) This medal was awarded to Nelson Johnson by the U.S. President for bravery in the rescue of the Eric the Red crew. The obverse of the round, solid silver medal has an inscription around the rim. In the centre of the medal is the head of Liberty to the left, hair in a bun, with a sprig of leaves in the top left of a band around her head. There is a 6-pointed star below the portrait, between the start and end of the inscription. There are two raised areas on the rim, horizontally opposite each other, from the edge to just below the lettering and coinciding with the holes drilled in the edge. Slightly right of the top is a round indentation in the rim. The reverse has a wreath of leaves as a border, joined at the bottom by a ribbon bow. In the centre of the medal is an inscription, decorated with 3-pronged design and dots. The edge is plain with 2 small, rough and uneven holes horizontally opposite to each other, as though they had been used for mounting the medal at some stage. The medal has a matte finish on both sides and is slightly pitted and scratched.“PRESENTED BY THE PRESIDENT OF THE UNITED STATES” around the perimeter of the obverse of the medal. “TO / Nelson Johnson, / seaman of the British, / str “Dawn”, for bravery, / at risk of life, / in / rescuing the crew of / the American Ship / “Eric the Red.” “M” on obverse, truncation of the portraitwarrnambool, flagstaff hill, flagstaff hill maritime village, maritime museum, shipwreck coast, great ocean road, shipwreck artefact, eric the red, zaccheus allen, sewall, 1880, melbourne exhibition, cape otway, otway reef, victorian shipwreck, medal, nelson johnson, neils frederick yohnson, s.s. dawn, george morgan, hero

An adze is an ancient and versatile cutting tool and has been in use for thousands of years. Adze are similar to an axe but with the cutting edge perpendicular to the handle rather than parallel. They have been used since the Stone Age. Adzes are hand tools used for smoothing or carving wood. The subject item was made by Ward & Payne of the Limbrick Works at Hillsborough, Sheffield England manufacturers of hand-forged tools. Their trademark registered in 1850 was a Letter "W" & "P" stamped into the steel. The firm was established by David Ward (1767-1822) in 1803 the company became David Ward & Sons, in 1837 after Ward's son Edward joined the firm. In 1845 Henry Payne the founder's son-in-law became a partner but died in 1850 after which the company reverted to the Ward family. The business then concentrated on making carving tools, chisels and gouges. In 1882 David Ward's grandson David Ward Jr. (1835-1889) purchased land and built a factory at Sheffield North known as the "Limerick Wheel". For a time Wards operated from both 106-114 West Street Sheffield and at Limbrick Road, Hillsborough on the river Loxley. By 1911 they had expanded into making spades, forks, sheep shears and many other types of edged tools including drills and wood planes. In 1967 Wilkinson Sword purchased all the company's share capital and continued to sell Ward & Payne tools until 1970 when a fire burned the factory down and housing development was built on the site.The subject item is significant as it gives a snapshot of the technological development of sailing ships and their operation before steam-powered vessels took over around the world. Tools such as the subject item demonstrate the traditional craftsmanship and skill of the shipwright and the aesthetic quality of the timber ships designs of the time. Adze with wooden handle curved painted green with patent number and maker's name inscribed on inside curve of blade. Inscribed "Patd 561 Ward" "2w". flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, smoothing tool, hand tool, carpenders tool, adze, coopers tool, woodworking tools

The box is made from light weight timber and only joined by nails at the sides and base. It was made for holding 1 Dozen (12) 8 ounce (250g) cartons of cheese. It appears, by the hand written label “POISONS FOR PESTS” that it was later used for storage of pesticides. Kraft Walker Cheese Company Pty. Ltd, was established in Melbourne in 1926 by Fred Walker (creator of Vegemite). In 1934 the company leased the cheese plant of the Warrnambool Cheese Factory at Warrnambool. Fred Walker died in 1935. In 1950 the company changed its name to Kraft Foods Limited. It is likely that this box was locally purchased in Warrnambool by the household of Dr Angus and the cheese used for their personal consumption. This box was donated to Flagstaff Hill Maritime Village by the family of Doctor William Roy Angus, Surgeon and Oculist. It is part of the “W.R. Angus Collection” 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 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 ) 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. 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. 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 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. Dr Tom and his brother had worked as surgeons included 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 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. 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 the 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 sore is on the land that was once their tennis court). 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. (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. 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 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”. This box is of local and state significant for its association with the W.R. Angus Collection and with the local Kraft Walker Cheese Company in Allansford, and for being a company that began in Melbourne. 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. Box, wooden, part of the W.R. Angus Colleciton. Small wooden rectangular box without a lid, sides and base joined by nails. It once contained Kraft Cheese, as per the stenciled printing on the sides of the box in red and black. Later a hand written label has been attached to one end indicating that it was used for storing poisons. C. 1926 - 1950Label, hand written, attached to end; "POISONS FOR PESTS". Stencils printed in red and black "THE WORLD RENOWNED / KRAFT WALKER CHEESE COY PTY LTD" "PATENTED JULY 26 1916", "GUARANTEED TO COMPLY WITH ALL THE FOOD LAWS", "1Doz 8oz CARTONS", "BLENDED / PASTURISED / PACKED"flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, dr w r angus, kraft walker cheese company pty ltd, cheese box, cheese crate, kraft cheese crate, cheese box 1926 - 1950, kraft cheese, kraft walker cheese co allansford, kraft walker cheese co warrnambool, fred walker, label poisons for pests, poison storage

Photographer is standing on Bridge Street looking east on the main road to Greensborough from Eltham. Bridge Street under re-construction. Across the road from Tillings timber yard is Sharmac Industries which was a factory now occupied by Bunnings. It gave off a bad smell. This was the main light industrial area in the Shire of Eltham. Digital copy of colour photographfred mitchell collection, 1968, eltham, bridge street, n.j. tillings, tillings timber yard, light industrial area

Nobel Industries Limited was founded in 1870 by Swedish chemist and industrialist Alfred Nobel for the production of the new explosive dynamite in the United Kingdom. Ardeer, on the coast at Ayrshire, was chosen for the company's first factory. Between 1877 amd 1926 it was known as Nobel’s Explosives Company Limited. The business later diversified into the production of blasting gelatine, gelignite, ballistite, guncotton, and cordite. At its peak, the factory employed nearly 13,000 men and women. In 1926, the firm merged with Brunner, Mond & Company, the United Alkali Company, and the British Dyestuffs Corporation, creating a new group, Imperial Chemical Industries, then one of Britain's largest firms. Nobel Industries continued as the ICI Nobel division of the company. Small black timber box with small screw holding back on, and leather handle on top. A pivoted needle remains vertical as box angle changes. Graded scale behing top end of needle. Two adjusting points at top.No 10070nobel, ballarat school of mines, scientific instruments, galvanometer

The wooden door was salvaged from the wreck of the sailing ship Eric the Red, which was a wooden, three masted clipper ship. Eric the Red was the largest full-rigged ship built at Bath, Maine, USA in 1871, having had a 1,580 tons register. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. On 4th September 1880 the Eric the Red approached Cape Otway with a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. He ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats. The mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod and samples of wood. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Door from the wreck of the ship Eric the Red. The wooden singular rectangular door includes three insert panel sections. The top section is square shaped and is missing its panel or glass. The centre timber panel is about a third of the height of the top panel and the bottom timber panel is approximately equal in height to the total height of the two upper panels. The door fastenings include both a metal door latch and traditional door bolt. They are both attached to the front right hand side of the door. The bolt is just below the top panel, and the door latch is in approximately the centre of that side. The door latch has a round mark where a handle could have been attached. The wood of the door has scraping marks in a semi-circle around the door latch where the latch has swung around on its one remaining fastening and grazed the surface. There is a metal hinge at the top section of the door on the opposite side to the latch. The painted surface has been scraped back to expose the wood. The door is shorter than the average height of a person. On the reverse of the door there are lines on the panels, just inside their edges, is what appears to be pencil. The door is not aligned straight but is skew to centre.warrnambool, flagstaff hill, flagstaff hill maritime village, maritime museum, shipwreck coast, great ocean road, shipwreck artefact, eric the red, jaques allen, sewall, 1880, melbourne exhibition 1880, cape otway, otway reef, victorian shipwreck, bass strait, eric-the-red, door

This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Triangular shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Oblong shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

This rod was salvaged from the American three-masted wooden clipper ship, Eric the Red, named after the Viking discoverer, Eric the Red. The ship first traded in coal between America and Britain and later traded in guano nitrates from South America. In 1879 its hull was re-metalled and the vessel was in first class condition. On 10th June 1880 Eric the Red departed New York under the command of Captain Z Allen, with 24 crew plus two passengers. It was heading for Melbourne and then Sydney. The ship was commissioned by American trade representatives to carry a special cargo of 500 American exhibits for the U.S.A. pavilion at Melbourne’s first International Exhibition. The items included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, and samples of corn and the choicest of leaf tobacco. Also on board was general merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The ship had been at sea for 85 days when, on 4th September 1880, it hit the Otway Reef on the southwest coast of Victoria and was quickly wrecked. Captain and crew ended up on floating parts, or in the long boat or the sea. He was amongst the 23 battered and injured men who were rescued by the steamer Dawn and later taken to Warrnambool, where they received great hospitality and care. Four men lost their lives; three crew and one passenger. Captain Allen took the train back to Melbourne and then returned to America. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts, being thanked and presented with substantial monetary rewards, medals and gifts. The salvaging ship Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag board bearing the words “Eric the Red” was found on the deckhouse; finally, those on board the Pharos had found the name of the wrecked vessel. The government steamer Victoria and a steamer S.S. Otway picked up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated onto Point Franklin. Some of the vessel's yards and portions of its masts were on shore with pieces of canvas attached, confirming that the vessel had been under sail. On shore were many cases of Diamond Oil kerosene labelled R. W. Cameron and Company, New York. large planks of red pine, portions of a small white boat and a large, well-used oar. There were sewing machines, some consigned to ‘Long and Co.”, and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire, some branded “T.S” and Co, Melbourne”, and kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts. Other cargo remains included croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a flywheel, a cooking stove, timber, boxes, pianos, organs, wooden clothes pegs and a ladder. There were three cases of goods meant for the Exhibition Other items salvaged from amongst the debris floating in the sea were chairs, doors, musical instruments, washing boards, nests of trunks and flycatchers. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with a chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. A life belt was once on the veranda of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. Parts of the ship are on display at Bimbi Park Caravan Park and Apollo Bay Museum. Flagstaff Hill Maritime Village also has several artefacts from the wreck. There seemed to be no personal luggage or clothing. “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA)Iron rod with flat lugged washer. The rod is made of a heavy metal with encrustations and signs of rusting on the surface. It is stepped down in diameter mid-shaft and is slightly bowed on the narrower end. The narrow end flares out slightly in the last few centimetres with a burred foot and has a circular head on the wider end. The washer on the narrower end cannot move past the centre or the narrow end of the rod. The washer is a different metal from the rod and has a small lug jutting out along the circumference in one position. The rod was recovered from the wreck of the ship the Eric the Red.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, rod, iron-rod, eric the red, steamer dawn, cape otway reef, 1880, captain allen, usa pavillion, melbourne exhibition, melbourne international exhibition, captain jones, medal, united states government, pharos, a. james, flag board, steamer victoria, steamer otway, diamond oil, r w cameron and company, long and co., t s and co melbourne, a. field and son, taunton, massachusetts, ketch apollo, ship nail

The Gurley enterprise was established in 1845, first as the partnership of Phelps & Gurley and in 1852 as W. & L. E. Gurley. William Gurley and his younger brother Lewis E. were both engineering alumni of Rensselaer Polytechnic Institute, in Troy, NY, and brought to the business a hunger for technical innovation and unrivaled marketing skill. Exposure at the Centennial Exposition in 1876 launched the company into international prominence from which it never fell. The brothers built a factory in 1852 that operated in departments, each department turning out different components, which were then assembled. This revolutionized the industry which, to that time, operated as small shops making, essentially, individual instruments. Gurley was able to roughly halve the price of their instruments over those of their competition, while maintaining quality. (https://www.gurley.com/history)A timber box of 30 lantern Slides.astronomy, lantern slides, gunn's, w. & l.e. gurley

This is the Bridge Section of a ship’s telegraph and is a Duplex Gong model, made by Chadburn & Son of Liverpool. This duplex gong model would sound two signals whenever the navigational commands were given by the ship’s pilot to change the speed or direction. The ship’s telegraph was installed on Flagstaff Hill’s exhibit of the 1909 Hobart, Tasmania, ferry “SS Rowitta” installed in 1975 and enjoyed for more than 40 years. Communication between the ship’s pilot and the engine room in the late 19th century to the mid-20th-century was made with a system called an Engine Order Telegraph (E.O.T.) or ship’s telegraph. The equipment has two parts, the Bridge Section and the Engine Room Section. The Bridge Section is usually mounted onto a pedestal, and the Engine Room Section is attached to a vertical surface. The standard marine commands are printed or stamped around the face of the dial and indicated by a pointer or arrow that is usually moved by a rotating brass section or handle. The ship’s pilot stationed on the Bridge of a vessel sends his Orders for speed and direction to the Engine Room with the E.O.T. He moves the lever or levers, depending on the number of engines the ship has, to change the indicator on the Bridge Section’s dial to point in the new direction and speed of travel. This change causes the Orders to be duplicated on the Engine Room Section’s dial and a bell or bells to signal the change at the same time. The engineer then adjusts the ship’s engines and steering equipment to follow the pilot’s Order. CHADBURN & SON, Liverpool- Chadburn Brothers, William and C.H., were joint inventors and well-established makers of optical and scientific instruments and marine gauges. The firm was granted the Prince Albert Royal Warrant in the late 19th century. In 1870 William Chadburn applied for a patent for his navigational communication device for use on ships. By 1875 Chadburn & Son was producing the brass Engine Order Telegraph in its plant at 71 Lord Street, Liverpool. In 1911 the ship RMS Titanic was launched, fitted with Chadburn & Sons E.O.T. The Chadburn Ship Telegraph Company Limited was registered in 1898 to take over Chadburn & Sons. In 1903 a large factory at Bootle, near Liverpool, and their products were being sold overseas. In 1920 electric-powered telegraphs were developed. In 1944 the name changed to Chadburn’s (Liverpool) Limited. In 1968 the company became Chadburn Bloctube Ltd. In 2000 the company, now Bloctube Marine Limited, was still manufacturing ship telegraphs. SS ROWITTA: - The 1909 steam ferry, SS Rowitta, was installed as an exhibit at Flagstaff Hill in 1975 and was enjoyed by many visitors for 40 years. Rowitta was a timber steam ferry built in Hobart in 1909 using planks of Huon and Karri wood. It was a favourite of sightseeing passengers along Tasmania’s Tamar and Derwent rivers for 30 years. Rowitta was also known as Tarkarri and Sorrento and had worked as a coastal trading vessel between Devonport and Melbourne, and Melbourne Queenscliff and Sorrento. In 1974 Rowitta was purchased by Flagstaff Hilt to convert into a representation of the Speculant, a historic and locally significant sailing ship listed on the Victorian Heritage Database. (The Speculant was built in Scotland in 1895 and traded timber between the United Kingdom and Russia. Warrnambool’s P J McGennan & Co. then bought the vessel to trade pine timber from New Zealand to Victorian ports and cargo to Melbourne. It was the largest ship registered with Warrnambool as her home port, playing a key role in the early 1900s in the Port of Warrnambool. In 1911, on her way to Melbourne, it was wrecked near Cape Otway. None of the nine crew lost their lives.) The promised funds for converting Rowitta into the Speculant were no longer available, so it was restored back to its original configuration. The vessel represented the importance of coastal traders to transport, trade and communication in Australia times before rail and motor vehicles. Sadly, in 2015 the time had come to demolish the Rowitta due to her excessive deterioration and the high cost of ongoing repairs. The vessel had given over 100 years of service and pleasure to those who knew her. This Bridge section of a ship’s Engine Order Telegraph, used with an Engine Room section, represents late-19th century change and progress in communication and navigation at sea. This type of equipment was still in use in the mid-20th century. The object is significant for its association with its maker, Chadburn & Son, of Liverpool, a well-known marine instrument maker whose work was recognised by English Royalty, and whose products were selected to supply similar equipment for use on the RMS Titanic. This ship’s telegraph is connected to the history of the Rowitta, which was a large exhibit on display at Flagstaff Hill Maritime Village from the museum’s early beginnings until the vessel’s end of life 40 years later. The display was used as an aid to maritime education. The Rowitta represents the importance of coastal traders to transport, trade and communication along the coast of Victoria, between states, and in Australia before rail and motor vehicles. The vessel was an example of a ferry built in the early 20th century that served many different roles over its lifetime of over 100 years. Bridge section of a Ship’s Telegraph or Engine Order Telegraph (E.O.T.). The round double-sided, painted glass dial is contained within a brass case behind glass. It is fitted onto an outward tapering brass pedestal with a round base. The brass indicator arrows between the handles point simultaneously to both sides of the dial when moved. An oval brass maker’s plate is attached to the top of the case. The dial’s faces have inscriptions that indicate speed and direction, and the front face and plate include the maker’s details. A serial number is stamped on the collar where the dial is fitted to the pedestal. The ship’s telegraph is a Duplex Gong model, made by Chadburn & Son of Liverpool. Dial, maker’s details: “PATENT “DUPLEX GONG” TELEGRAPH / CHADBURN & SON / TELEGRAPH WORKS / PATENTEES & MANUFACTURERS / 11 WATERLOO ROAD / LIVERPOOL” LONDON / 105 FENCHURCH STREET” “NEWCASTLE / 85 QUAY + SIDE” “GLASGOW / 69 ANDERSON QUAY” “PATENT” Dial instructions: “FULL / HALF/ SLOW / FINISHED WITH ENGINES / STOP STAND BY / SLOW / HALF / FULL / ASTERN / AHEAD” Maker’s plate: “CHADBURN / & SON / PATENT / LIVERPOOL” Serial number: “22073”flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, engine order telegraph, e.o.t., navigational instrument, communication device, ship’s telegraph, engine room section, bridge section, rms titanic, chadburn & son, chadburn brothers, william chadburn, chadburn ship telegraph company, chadburns, duplex gong, liverpool, ss rowitta, navigation, marine technology, pilot’s orders, steam power, hobart, tasmania, devonport, tasmanian-built, ferry, steam ferry, steamer, 1909, early 20th century vessel, passenger vessel, tamar trading company, launceston, george town, sorrento, tarkarri, speculant, peter mcgennan, p j mcgennan & co. port phillip ferries pty ltd, melbourne, coastal trader, timber steamer, huon, karri, freighter, supply ship, charter ferry, floating restaurant, prawn boat, lakes entrance

Bendigo Advertiser ''The way we were'' from 2000. Buggy: made at Morrison and Sanneman factory, circa 1900. The carriage-building factory was bought in about 1893. It produced first-class buggies, dog and goat carts and phaetons from the very best timbers available. The clip is in a folder.newspaper, bendigo advertiser, the way we were

Bendigo Advertiser ''The way we were'' from 2000. When horses ruled: a carriage building factory located at 230-234 Williamson Street, Bendigo, was purchased by Morrison and Sanneman around 1893. It is thought this factory was previously owned by George Pickles and Sons until 1893, when they relocated to Melbourne. The partnership produced first class buggies, dog and goat carts and phaetons from the best timbers available. The clip is in a folder.newspaper, bendigo advertiser, the way we were

Bendigo Advertiser ''The way we were'' from 2000. Iron works: 21 Garsed Street, Bendigo, circa 1900. Garrett John Sweeney was born in 1847 in Dublin, Ireland. He opened his timber and saw milling yard in 1882. The factory was able to produce all types of fancy wood products to supply builders within a 100-mile radius of Bendigo. The two-storey building housed machinery on the ground floor and timber stocks upstairs. The clip is in a folder.newspaper, bendigo advertiser, the way we were

Bendigo Advertiser ''The way we were'' from 2000. J.R. Hoskins saw mills: in December 1885, Joseph Hoskins purchased the timber yards of E. Noble. Eventually this yard run through to Dowling (now Queen) Street and a factory was established which supplied the blackwood seats for the new Sacred Heart Cathedral. Joseph Hoskins was mayor of Sandhurst council during 1891. The clip is in a folder.newspaper, bendigo advertiser, the way we were

Nine pages of handwritten account of businesses from Mitchell Street, along Lyttleton Terrace and McIvor Road to the City boundary on the Bendigo side of Murphy Street.document, let's travel east in 1858 - 60's, moorabbee sheep run, curr's sheep run, glasgow bakery, lachlan frazer, mr hardiman, steen and holm coach painters, mr h haisman coach builder, scholton and march, march and s brown, haisman factory, city hall, police court, city lockup, market square, senior citizens club, weighbridge, dunlop tyre service station, tommy burns, matt lynch, tom & mick kennedy, darling hotel, the innes, mr bullens fruit shop, bricklayers arms hotel, cheshire arms hotel, mr i boffey, newcombe's timber yard, quinns monumental establishment, alexandra fountain, cumberland hotel, sannaman's coach factory, town hall hotel, her majesties open air picture show, mr r anderson, john ohagan, sandhurst hotel, the melbourne café, haymarket hotel, the old haymarket hotel, the market ale house, the prince of wales theatre, manchester hotel, mr john doran, dr backhaus, manchester hall, the bendigo star, james griffen coach factory, mr george lansell, whitting's marine store, cartrights marine store, sandhurst flour mills, mr john buckley, moorhead hay and corn mills, brian boru hotel, mr m r?dea, mr worth, mr condon, mr c cahill, nolan family, mr sides, the nailons, mrs boyan, jacky bryant, john oconnell general store, mr pierce, mr matthews, mr neil ward, mr hagan, william clapton, mr joseph dowd, mr morris, ancient briton hotel, the woolpak, the railway bridge, ampol service station, farrells dairy, farringtons brickworks, jacksons hide & tallow yard, fergusons, royal oak hotel, mr jackson, mr knight, st marys common school no812, mrs rersol, w d quinn, mr march, mr fred randall, mr steeple, the limerick hotel, back creek police shooting range, police station, stone lockup, holts service station, steepe's butcher shop, joch, john hattam

Collection of Accounts, 1911-12, G J Sweeney, Railway Steam Saw and Mouliding Mills, Sash and Door Factory (Wood Turners, Timber, Lime, Iron and Cement Merchants), Garsed St.business, retail, general, h. j. sweeney & sons

Sepia photo on grey mount of timber building with large brick chimney stack to right. (peter roh's bone and flock mill. Tray loaded with sacks to right. 6 donkeys figures in centre 5 females to the left. Small terrier dog in centre. On front T.R. corner 'MP116'. Peter Roh's fertilizer factory\Rohs' Rd Bendigo/c1880organization, business, peter roh's fertilizer factory, prev acc. no. 'mp166'

Sepia photograph on grey mount of P Rohs Bone Mills, artificial manures, flock mills. Timber building, with large brick chimney stack. Dray loaded with bags of manure pulled by white horse. Female and male figures on platform in front of building. Two children and group of five males and one female on ground. Inscriptions: in image - 'P Rohs, Bendigo Bone Mills, Artificial manures, flock mills'. On cart in image - 'Bendigo Bone Mills', On front TR corner 'MP115'. On back - 'Peter Rohs Fertilizer Factory, Rohs Road, Bendigo c1880'. Handwritten on back in ball point pen.buildings, commercial, p rohs bone mills

Framed photograph of group of Cohn Bros workers outside factory with horse drawn vehicles and a dog, under glass in a black and gold timber frame with gold coloured adornments on each corner. Pencil notation on back reads Cohn Bros about 1900.photograph, portrait, group