The early settlers of Victoria depended on horse drawn vehicles to farm, make roads and railways, deliver produce and transport people. Horse harnesses were an important requisite for all drivers and could be found wherever there were working horses. Horse Harnesses have played an essential role in different cultures throughout history. Simple, utilitarian horse harnesses made of leather straps and iron rings were being used in early China before AD 500 as well as ancient Greece and Rome allowing horses to pull chariots and ploughs. The Greeks and Romans were the first to use a "horse collar" which distributed the weight of the harness evenly across the horse's chest rather than relying on a "throat harness" that could damage a horse's throat or choke them. During the medieval period, European horse harnesses became more elaborate and decorative. Variations of different horse harnesses were also found in Native American and Middle Eastern cultures. Horse Harnesses usually have four basic components which include - 1. Communication - the bridle, bit and reins allows the driver to communicate instructions and commands to the horse, guiding its movement and direction. 2. Draft - the collar, hame straps, hames, traces and chains enables the horse to draw and pull the load efficiently by distributing the weight and transferring the pulling force to the vehicle. 3. Stopping - the breeching band, pole straps and breast strap helps to control or stabilise the horse and vehicle when moving downhill or stopping. 4. Support - the back pad, backband, belly band and back saddle keep the harness in the correct position and proper alignment. This dray harness is a plain, basic harness and reflects its working class origins. It was used by Mr. Oswald (Jack) Bourke with his horse and dray to firstly deliver drygoods from Sunbury to Melbourne in the 1930's and later (through the 1940's and 1950's up to 1961) when he worked on the garbage round for the Springvale City Council. This horse harness is a significant example of the equipment that was needed wherever horses were being used - particularly in the early years of Victoria's settlement by white settlers. Harnesses such as this example were used with drays, farming equipment, delivery carts and personal transportation.A leather and metal horse harness used with a horse and dray circa 1930's to the early 1960's. It is made up of a number of components. 1. A leather bridle with metal buckles and rings, blinkers and a metal single jointed, snaffle bit that has the initials M B stamped onto the leather. 2. A leather bridle with metal buckles and rings and a metal "straight bar" Eggbut snaffle bit. It has an elongated X design (with 4 dots) stamped onto the leather strap holders near each buckle. 3. A blue and white vinyl halter with one leather patched strap. The nose band and a chin strap are covered with woollen padding. 4. A pair of leather shaft protectors. They have lacing holes along each edge and a repeating design of small shapes (flowers, wings, crosses and arrowheads) which run along the front of each protector. 5. A leather strap with a stainless steel chain and catch and a maker's mark for "Glenn's Leather Goods, Pearcedale Victoria" stamped onto the end. 6. A wide leather strap covered with a webbing sleeve. It has two large metal rings and each end and one ring has a rope attached. 7. A leather strap comprised of three separate sections (two shorter and one longer) joined with two metal rings. The longer section has notches along its length and the shorter section at the other end has a buckle. It also had a maker's mark stamped on it but the mark is very worn and the writing is difficult to read. 8. An adjustable leather horse collar with two buckles and straps at the top opening and two "B's" stamped into the leather. The top of the collar is made from treated leather pieces stitched together and the underneath of the collar is untreated leather. It has a padded indentation running all the way around the collar for the hames to sit in. 9. Two pairs of long leather traces - each having a buckle and notched section at one end and each one is made with three lengths of leather spliced together. 10. A leather strap (with one spliced join) belonging to a horse harness with two shorter straps (each ending with a metal clip) attached to a steel D ring at one end. 11. Three assorted short leather straps - the top one has clips at each end and a buckle (for adjusting the length) in the centre, the middle strap has notches and a buckle and the bottom strap is white with notches and a buckle.Bridle with blinkers - "M B" Bridle - design showing an elongated X with a dot in each section stamped onto strap holder Shaft Protectors - stamped design of flowers, wings, crosses and arrowheads Strap with chain - "Glenn's leather goods / Pearcedale / Victoria" Leather Strap (with two metal rings) - Maker's stamp - "name indecipherable / SADDLER / ...OURNE" Collar - "B / B" Leather strap - flagstaff hill maritime museum and village, warrnambool, great ocean road, sunbury, springvale, dray, delivery dray, harness, horse harness, horse drawn vehicles, working horse, oswald (jack) bourke, bridle, horse collar, hames, shaft protectors

The plans were used for the construction of the lifeboat ‘Warrnambool’, which began 15th September 1909 and was completed almost 12 months later 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by Great Britain’s Royal Lifeboat Institution, and included whaleback decks fore and aft, mast and centreboard, and rudder and tiller hung from the sternpost. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was the foreman boat builder. Mr Beagley built the lifeboat with his fellow workmen. The boat was described as “… a fine piece of workmanship and does credit to her builders and designers…” It had all the latest improvements in shape, disposition of weight and watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature was on the plaque that was found concealed in the hull, was involved with the building of the lifeboat. His signature and the dates of the start and finish of the boat’s construction are pencilled on the raw timber 'plaque' found in the hull in the early 1990s when the lifeboat was being restored. It is interesting that the ‘Melbourne Directory’ of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, (Victorian Heritage Database, ‘Contextual History, Maritime Facilities’), It is quite possibly the business of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill’s documentation also mentions that the keel was laid at ‘Harry Myers, boat builders, Williamstown, Melbourne’ – the name ‘Myers’ can also be spelled ‘Meiers’, which could be the same person as the Meiers in “McAuley and Meiers” (as mentioned in genealogy lines of Myers). The new lifeboat, to be named ‘Warrnambool’ was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. A winch was used to bring it in and out of the water. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, build and sea-going qualities such as greater manoeuvrability. The ‘self-righting, self-draining design was “practically non-capsizeable” and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has “… plenty of freeboard area, high watertight spaces between the deck and bottom… through which pipes lead…” The backbone timbers were made of Jarrah. The lifeboat Warrnambool was one of several rescue boats used at Port Fairy and Warrnambool in the early 1900s. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares and were able to discover the body of one of the crewmen, which they brought back to Warrnambool. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be manned by a strong and competent crew, ready for action in case of emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River, bolted to the Port Fairy lifeboat. Flagstaff Hill obtained the Warrnambool in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990, she was lifted from the water and placed in a cradle for restoration. The name ‘WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.” The line drawing is significant for its connection with the lifeboat WARRNAMBOOL. The lifeboat is very significant to local and state history for its use in the lifesaving rescues of seafarers, particularly in Lady Bay. It was part of the local rescue equipment. It gave a half-century of service to the local community as a lifesaving vessel, including its involvement in retrieving the body of a shipwrecked crew member of the ANTARES. Line drawing in black ink and pencil on rectangular parchment or waxed linen. Drawing has diagrams of three profiles of a vessel, with measurements and connecting pencil lines on the left quarter. The plan is for the lifeboat named “Warrnambool”, which was built in Melbourne and completed in 1910. Old blue copies of the Lifeboat plan are archived also.“LIFE BOAT / FOR / WARRNAMBOOL” “Scale, One Inch to One Foot” “ “Length as shown 30’ – 8” “ “Breadth “ “ 8’ – 6 ½ “ “ “Depth “ “ 3’ – 4 ¾” “flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifeboat, warrnambool lifeboat, boat plans, lifeboat plans, boat construction, boat building, line drawing, plan for lifeboat, life boat, life boat 'warrnambool', clinker design, 1910 lifeboat, life saving equipment, shipbuilding

This report lists the depths of water and the consistency of the seabed surrounding the Warrnambool Harbour in October 1929, The information, often referred to as 'soundings', was obtained by Jet Probing,. In earlier days a lead line was used to perform a similar task. The author of the document is unknown. Jet Probing is a method used for underwater archaeology, cable installation and coastal engineering. A jet probe is a machine that produces a strong jet of water that penetrates the layers of sediment on the seabed, determining their depth, thickness and consistency. It provides a survey of the seabed and can be used as an aid to engineering design and construction. The report mentions lining up with the wooden jetty, the end of the breakwater and the leading lights. It mentions sand, loose rock and rock. It tells of stopping work due to the water being too rough, the pipe choking, difficulty in connecting pipes, and pipe joint breaking as it tried to get through the sand, The report in the document is significant for its connection with the Warrnambool Harbour, Warrnambool Breakwater, Warrnambool Jetty and Lady Bay. The report gives figures for the depth and consistency of the water and seabed at a particular point in time and can be used to compart with similar figures taken at different times. The results could determine plans for future engineering works.Report, titled 'Jet Probings, Warrnambool Harbour'. Two pages of cream coloured paper with hand written notes in pen and ink. Report covers three days of Jet Probings, with resulting figures and comments, for the depths of the surroundings of the Warrnambool Harbour. The report is in point form, with some underlining. Dates of recordings are 14-10-29, 15-10-29 and 16-10-29. (1929) The situation of the harbour had become a real problem by 1910 and required continuous dredging. In 1914 the Breakwater was extended but proved to be a failure because the work began to subside and by 1920 about two thirds of the harbour was silted up. Alterations made in the 1920's increased the silting problem. The soundings and Jet Probings were done after the Royal Commission of 1923, when the damaged stonework on the seaward side of the Warrnambool Breakwater, caused by the action of the sea, was the subject of enquiry. A conference between the Public Works, Water Commission and the Harbour Trust concluded that it would less costly to make repairs to prevent further damage rather than replaced the damage portion of the wall. A contract was raised in late 1924 to deposit rubble on the damaged side of the breakwater to minimise the Southern Ocean’s destructive action and work had started by August 1925. By the 1940's the harbour was no longer used. More alterations were made in the 1950's and 1960's. document, depth, warrnambool harbour, 1929, soundings, jet probe, jet probing, seabed, map of seabed, underwater engineering, warrnambool jetty, warrnambool breakwater, breakwater upgrade, leading lights, chart the harbour, flagstaff hill, warrnambool, flagstaff hill maritime museum & village, maritime museum, maritime village, shipwreck coast, lady bay, port of warrnambool, breakwater, jetty, pier, vhr h2024, royal commission, 1923, public works, water commission, harbour trust, victorian harbours

This navigation cart of Lady Bay and Warrnambool Harbour was originally surveyed in 1870 but this version includes the update for magnetic variation in 1893. Since the printing of the chart several annotations have been added. These include an additional stamp dated 15-8-1910, a handwritten comment across the top of the page dated August 1910, and another handwritten comment regarding the ‘Proposed Extension of Dock’ dated 19-2-1925, plus connected drawings, notes and figures. The 1925 proposal on this chart may have been a reaction to the Royal Commission of 1923, when the damaged stonework on the seaward side of the Warrnambool Breakwater, caused by the action of the sea, was the subject of enquiry. A conference between the Public Works, Water Commission and the Harbour Trust concluded that it would less costly to make repairs to prevent further damage rather than replaced the damage portion of the wall. A contract was raised in late 1924 to deposit rubble on the damaged side of the breakwater to minimise the Southern Ocean’s destructive action and work had started by August 1925. The Breakwater construction had begun in 1874 and was completed in 1890. The Victorian Government had commissioned Sir John Coode, a British harbour engineer, to present a plan to complete the Warrnambool Breakwater but his original plan was too expensive. He prepared a revised plan for a shorter structure. The construction proved to be too short to protect adequately from the weather and didn't allow enough depth for larger vessels to come into port. The decreasing trade was further affected by siltation in the bay due to the breakwater, and the completion of the railway line. The situation of the harbour became a real problem by 1910 and required continuous dredging. In 1914 the Breakwater was extended but proved to be a failure because the work began to subside and by 1920 about two thirds of the harbour was silted up. Alterations made in the 1920's increased the silting problem and by the 1940's the harbour was no longer used. More alterations were made in the 1950's and 1960's. This chart is significant for its strong connection to the maritime history of Warrnambool Harbour and Lady Bay and the Warrnambool Breakwater. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database (VHR H2024). The Warrnambool Breakwater is one of the most important late 19th century maritime engineering projects in Victoria and significant in the development of Victorian coastal shipping. It is also significant for its connection with British harbour engineer, Sir John Coode. The chart is a historical record of structures existing in 1893; the Warrnambool Jetties, Warrnambool Breakwater in Lady Bay, the leading lights (lighthouses), streets, roads, bridges and many buildings. It also shows the lay of the land and seabed. Navigation Chart: Lady Bay and Warrnambool Harbour, Australia - South Coast - Victoria. Surveyed by Nav. Lieut. H.J. Stanley, R.N., 1870. Updated for Magnetic Variation, 1893. The rectangular chart is printed on heavy cream paper. Stamps are shaped rectangular, oval and round. Around the Breakwater and Jetty area are handwritten notes, dotted and joined lines, numbers and signatures, and shading of red and green. The chart shows the surrounds of Warrnambool Harbour, Lady Bay, the Breakwater and Jetty, roads, bridges and the streets in Warrnambool. It has sounding details, and angles of line from the leading lights.Stamp, rectangular, including "AUG 1910" Stamp, double oval " - - - -CHART" Stamp, hand drawn, red circle, with "B" inside Hand written note "22-8-1910 - - - - - of surveying C. Ca - - - request of 15-8-10 [initials] " Notes and lines in red pen, including a grid of sounding numbers: "1300" "1050" "1200" "Possible Extension of Dock" "19-2-25" "Dock Dredged to 20 Ft" Notes and lines in blue pen "Extension of Dock to accommodate vessels drawing 20 Feet" and "Light not visible south of this line" Red dots (4) with yellow highlight at both leading lights, breakwater and jettyflagstaff hill, warrnambool, flagstaff hill maritime museum & village, maritime museum, maritime village, shipwreck coast, map, chart, navigation chart, plan, lady bay, warrnambool harbour, port of warrnambool, breakwater, jetty, pier, dock extension, proposed extension, vhr h2024, 1870, 1893, 1910, 1925, warrnambool town late 1800s, warrnambool streets late 1800s royal commission, 1923, public works, water commission, harbour trust, victorian harbours, sir jon coode

Rowlock from the Lifeboat Warrnambool, which is on site at Flagstaff Hill Maritime Village. The construction of the lifeboat ‘Warrnambool’ began 15th September 1909 and was completed almost 12 months later, 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by the Great Britain’s Royal Lifeboat Institution, and included whaleback decks fore and aft, mast and centreboard, and rudder and tiller hung from the sternpost. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was foreman boat builder. Mr Beagley built the lifeboat with his fellow workmen. The boat was described as “… a fine piece of workmanship and does credit to her builders and designers…” It had all the latest improvements in shape, disposition of weight and watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature was on the plaque that was found concealed in the hull, was involved with the building of the lifeboat. His signature and the dates of the start and finish of the boat’s construction are pencilled on the raw timber 'plaque' found in the hull in the early 1990’s when the lifeboat was being restored. It is interesting that the ‘Melbourne Directory’ of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, (Victorian Heritage Database, ‘Contextual History, Maritime Facilities’), It is quite possibly the business of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill’s documentation also mentions that the keel was laid at ‘Harry Myers, boat builders, Williamstown, Melbourne’ – the name ‘Myers’ can also be spelled ‘Meiers’, which could be the same person as the Meiers in “McAuley and Meiers” (as mentioned in genealogy lines of Myers). The new lifeboat, to be named ‘Warrnambool’ was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. A winch was used to bring it in and out of the water. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, build and sea-going qualities such as greater manoeuvrability. The ‘self-righting, self-draining’ design was “practically non-capsizeable” and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has “… plenty of freeboard, high watertight spaces between the deck and bottom… through which pipes lead…” The backbone timbers were made of Jarrah. The lifeboat Warrnambool was one of several rescue boats used at Port Fairy and Warrnambool in early 1900's. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares, and were able to discover the body of one of the crewmen, which they brought back to Warrnambool. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be manned by a strong and competent crew, ready for action in case of emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River, bolted to the Port Fairy lifeboat. Flagstaff Hill obtained the Warrnambool in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990 she was lifted from the water and placed in a cradle for restoration. The name ‘WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.” The rowlock is significant for its association with the lifeboat WARRNAMBOOL, which is significant for its half century service to the local community as a lifesaving vessel. She was also used to help retrieve the body of a shipwrecked crew member of the ANTARES. Rowlock, iron, upper ends scroll over, from the Lifeboat Warrnambool.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, life boat, life saving vessel, 1910 vessel, port fairy, boat builder plaque, rescue boat, beagley, government dockyard, williamstown, v.e.e. gotch, royal lifeboat institution, captain ferguson, non-capsizeable lifeboat, self-righting lifeboat, antares shipwreck, double diagonal planking, captain carrington, rowlock, lifeboat rowlock, lifeboat warrnambool

The construction of the lifeboat ‘Warrnambool’ began 15th September 1909 and was completed almost 12 months later, 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by the Great Britain’s Royal Lifeboat Institution, and included whaleback decks fore and aft, mast and centreboard, and rudder and tiller hung from the sternpost. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was foreman boat builder when he and his fellow workmen built the boat. The boat was described as “… a fine piece of workmanship and does credit to her builders and designers…” It had all the latest improvements in shape, disposition of weight and watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature, along with building dates, is pencilled on a concealed timber 'plaque' in the hull, was involved with the building of the lifeboat. It is interesting that the ‘Melbourne Directory’ of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, (Victorian Heritage Database, ‘Contextual History, Maritime Facilities’), It is probably the company of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill’s documentation also mentions that the keel was laid at ‘Harry Myers, boat builders, Williamstown, Melbourne’ – the name ‘Myers’ can also be spelled ‘Meiers’, which could be the same person as the Meiers in “McAuley and Meiers” (as mentioned in genealogy lines of Myers). The new lifeboat, to be named ‘Warrnambool’ was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. A winch was used to bring it in and out of the water. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, build and sea-going qualities such as greater manoeuvrability. The ‘self-righting, self-draining’ design was “practically non-capsizeable” and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has “… plenty of freeboard, high watertight spaces between the deck and bottom… through which pipes lead…” The backbone timbers were made of Jarrah. The lifeboat Warrnambool was one of several rescue boats used at Port Fairy and Warrnambool in early 1900's. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares, and were able to discover the body of one of the crewmen, which they brought back to Warrnambool. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be manned by a strong and competent crew, ready for action in case of emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River, bolted to the Port Fairy lifeboat. Flagstaff Hill obtained the Warrnambool in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990 she was lifted from the water and placed in a cradle for restoration. The name ‘WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.”The lifeboat WARRNAMBOOL is significant for its half century service to the local community as a lifesaving vessel. She was also used to help retrieve the body of a shipwrecked crew member of the ANTARES. Lifeboat "Warrnambool", a wooden, clinker hull, 'self-righting, self-draining design, single mast, pivoting centreboard. Complete with sail and yardarm. A 'plaque' was found inside the hull of the lifeboat, made of untreated wood, disc-shaped with one straight edge (Diam 15.5cm), inscribed by one of the boat builders in pencil script "Life Boat Start building / 15/9/09 - complete 1/9/10 / (signature looks like H Meiers) / Boat Builder)."'Plaque' inside body of boat is inscribed in pencil, script writing "Life Boat Start building / 15/9/09 - complete 1/9/10 / (signature looks like H Meiels) / Boat Builder)." flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifeboat, life boat, vessel, life saving, 1910 vessel, port fairy, boat builder plaque, rescue boat, beagley, williamstown, government dockyard, v.e.e. gotch, royal lifeboat institution, captain ferguson, meiers, nelson place, non-capsizeable, self-righting, titan crane, double diagonal planking, captain carrington, barge, antares, self righting, crew of twelve, capacity of 30 survivors

This row lock was fitted onto the Warrnambool Lifeboat, which is also on-site at Flagstaff Hill Maritime Village. The construction of the lifeboat 'Warrnambool' began 15th September 1909 and was completed almost 12 months later 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by Great Britain's Royal Lifeboat Institution, and included whale back decks fore and aft, mast and centre board, and rudder and tiller hung from the stern post. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was a foreman boat builder. Mr Beagley built the lifeboat with his fellow workmen. It had all the latest improvements in shape, disposition of weight with watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature was on the plaque that was found concealed in the hull, was involved with the building of the lifeboat. His signature and the dates of the start and finish of the boat's construction are penciled on the raw timber 'plaque' found in the hull in the early 1990s when the lifeboat was being restored. It is interesting that the 'Melbourne Directory' of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, It is quite possibly the business of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill's documentation also mentions that the keel was laid at 'Harry Myers, boat builders, Williamstown, Melbourne the name 'Myers' can also be spelled 'Meiers', which could be the same person as the Meiers in "McAuley and Meiers" (as mentioned in genealogy lines of Myers). The new lifeboat, to be named 'Warrnambool' was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built-in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, with new sea-going qualities such as greater maneuverability. The ‘self-righting, self-draining’ design was made the vessel difficult to capsize and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has plenty of free board. The backbone timbers were made of Jarrah. The Warrnambool lifeboat was one of several rescue boats used at Port Fairy and Warrnambool in the early 1900s. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares and were able to discover the body of one of the crewmen. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be ready for action in case of an emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River. Flagstaff Hill obtained the Warrnambool lifeboat in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990, she was lifted from the water and placed in a cradle for restoration. The name 'WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.” The subject row lock is significant due to its association the Warrnambool Lifeboat which was an integral part of an important service to the local community as a lifesaving vessel for a half-century. One of the lifeboats many achievements was when it was used to help retrieve the body of a shipwrecked crew member of the ship Antares. Rowlock from the Warrnambool Lifeboat.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifeboat warrnambool, life boat, life saving vessel, 1910 vessel, port fairy, boat builder plaque, rescue boat, beagley, government dockyard, williamstown, v.e.e. gotch, royal lifeboat institution, captain ferguson, non-capsizeable lifeboat, self-righting lifeboat, antares shipwreck, double diagonal planking, captain carrington, rowlock, lifeboat rowlock

This sea urchin shell was recovered from the wreck of the S.S. Casino (1882 – 1932) between the late 1960’s to early 1970’s. It is part of the John Chance Collection. The coastal trader SS Casino (1882–1932) had a run of almost 50 years along the coast of Western Victoria. She traded goods and food as well as carrying passengers from port to port on her many voyages. This vase may have been included in her cargo or could have been amongst the personal luggage of the people on board.The sea urchin shell is significant as an example of underwater animal life existing in Victoria the 1960s. It was recovered by John Chance, a diver from the wreck of the S.S. Casino in the 1960s-70s. Items that come from several wrecks along Victoria's coast have since been donated to the Flagstaff Hill Maritime Village’s museum collection by his family, illustrating this item’s level of historical value. The urchin is connected with the S.S. Casino, which played an historical role in Western Victoria, providing transport, communication and trade along the coast between Melbourne and Portland in the late 19th and the early 20th century, visiting the ports at Apollo Bay, Warrnambool and Belfast (Port Fairy). The S.S. Casino was the only regular trader with normal passenger accommodation along the West Coast and the only Western District steamship that was in service between 1854 and 1939, and to be represented in the Victorian Heritage Shipwreck register, and to have been wrecked in the Western District, and to have the wreck located, and to be accessible to divers. The wreck of the S.S. Casino, and its associated relics, is considered an important part of Victorian and Australian cultural heritage and is now protected as a Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). Sea urchin, global shape, beige colour. Urchin has two naturally formed holes, the larger being the mouth. Ten segments radiate from top to bottom, each with a row of small white raised circles.flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, s.s. casino, john chance, west coast trader, apollo bay, sea urchin, south west victoria, sea life

This ceramic soap dish was recovered from the wreck of the 1882-1883 George Roper between the late 1960’s to early 1970’s. It is one of the shipwreck artefacts in the John Chance Collection. Soap dishes were often part of a wash set that also included a water jug and wash bowl. The holes in the dish allowed water to drain out of the dish, keeping the soap dry for next use. The GEORGE ROPER 1882 - 1883 - The George Roper was a 4-masted iron sailing ship built in Liverpool, England, in 1882 for fast international trade with Australia. The large vessel was launched in February 1883. The ship was on its first trip, departing Liverpool for Melbourne, captained by John Ward and a crew of 31. She had almost reached her destination on July 4 1883, approaching Port Phillip Bay and being towed by the steam tug William. The weather changed to rough with fog and both the George Roper and the William hit the dangerous Lonsdale Reef at Port Phillip Heads. The Captain and crew were eventually rescued and taken to Queenscliff. Salvage syndicates were able to recover a lot of the cargo before the George Roper broke up and sank. Amongst the cargo was soft goods, draperies, household items, spirits of malt and distilled liquors, chemicals, dynamite, and 1,400 tons of steel rails for the Victorian Government. Also in the hold were Russell Stourbridge bricks, as paying ballast. This 1880s soap dish is an example of personal hygiene accessories and may have been part of a set comprising jug, bowl and dish.. The soap dish is also significant as it was recovered by John Chance, a diver from the wreck of the George Roper in the 1960s-70s. Items that come from several wrecks along Victoria's coast have since been donated to the Flagstaff Hill Maritime Village’s museum collection by his family, illustrating this item’s level of historical value. The soap dish is significant for its association with the barque George Roper, which is considered historically and archaeologically significant and as such, is listed on the Victorian Heritage Database, VHR S286. The George Roper is an example of a vessel built specifically for fast travel to and from Australia with a large shipment of cargo. Its cargo of steel rails adds to the historical significance of international trade to the growing colony of Australia and Victoria in particular, with rail transportation soon to become a faster and safer form of transportation between colonial towns. Divers can still access parts of the scattered wreck and other artefacts recovered in the 1970s and 1980s can be viewed in both public and private collections. Soap dish; glazed white porcelain. Round shallow bowl with blue patterned border, resembling butterflies. Two raised, concentric rings are moulded into the base. Six pierced holes are evenly spaced between the rings, five holes are in the centre of the dish.flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, john chance, west coast trader, george roper, captain john ward, russell stourbridge bricks, port phillip heads, lonsdale reef, dive wreck, vhr s286, coastal trader, ceramic, vintage, personal hygiene, bathroom accessory, soap dish

This ceramic cover was recovered from the wreck of the 1882-1883 George Roper between the late 1960’s to early 1970’s. It is one of the shipwreck artefacts in the John Chance Collection. The purpose of the cover is unclear. The holes could be for ventilation. The cover may have been used to protect food or keep it at an even temperature. It may also have been used for covering fragrant petals, allowing some scent to escape through the holes. The residue around the underside of the holes and their random placement indicate that the cover could be partially handmade. The discolouration could have come from its time in the sea. The GEORGE ROPER 1882 - 1883 - The George Roper was a 4-masted iron sailing ship built in Liverpool, England, in 1882 for fast international trade with Australia. The large vessel was launched in February 1883. The ship was on its first trip, departing Liverpool for Melbourne, captained by John Ward and a crew of 31. She had almost reached her destination on July 4 1883, approaching Port Phillip Bay and being towed by the steam tug William. The weather changed to rough with fog and both the George Roper and the William hit the dangerous Lonsdale Reef at Port Phillip Heads. The Captain and crew were eventually rescued and taken to Queenscliff. Salvage syndicates were able to recover a lot of the cargo before the George Roper broke up and sank. Amongst the cargo was soft goods, draperies, household items, spirits of malt and distilled liquors, chemicals, dynamite, and 1,400 tons of steel rails for the Victorian Government. Also in the hold were Russell Stourbridge bricks, as paying ballast. The ventilated cover is as an example of domestic ceramic ware of the 1880s. The cover also holds significance as it was recovered by John Chance, a diver from the wreck of the George Groper in the 1960s-70s. Items that come from several wrecks along Victoria's coast have since been donated to the Flagstaff Hill Maritime Village’s museum collection by his family, illustrating this item’s level of historical value. The George Roper is considered historically and archaeologically significant and as such, is listed on the Victorian Heritage Database, VHR S286. It is an example of a vessel built specifically for fast travel to and from Australia with a large shipment of cargo. The George Roper’s cargo of steel rails adds to the historical significance of international trade to the growing colony of Australia and Victoria in particular, with rail transportation soon to become a faster and safer form of transportation between colonial towns. Divers can still access parts of the scattered wreck and other artefacts recovered in the 1970s and 1980s can be viewed in both public and private collections. Cover; unglazed white ceramic, oval shape. The cover has holes randomly poked through its surface, one large hole is a six pointed star shape. Underneath there is a narrow rim placed slightly inside the edge. There is residue on the underneath around the holes. There is orange-brown discolouration and areas where the surface is lighter coloured. flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, john chance, west coast trader, george roper, w. h. potter & sons, w.t. dickson and son, captain john ward, russell stourbridge bricks, port phillip heads, lonsdale reef, dive wreck, vhr s286, coastal trader, ceramic, vintage, ventilated cover, domestic item

This commemorative plaque refers to the religiously themed window situated in the western (weather) wall of the St. Nicholas Mission to Seamen’s Church building in the Flagstaff Hill Maritime Village. It was crafted circa 1928. ABOUT THE WINDOW The window, to which this plaque belongs was once known as the Dr Connell Memorial Window, which was a feature of an external wall adjacent to the Women’s Children’s Wards of Warrnambool Hospital. Honorary Doctors had played a significant role in the operation of the hospital between the years 1900 to 1939. One of these doctors was Dr. Connell, who passed away in 1928. A paragraph in the book ‘A History of the Warrnambool Base Hospital’ by Forth and Yule describes the role of the Honorary Doctors - “At the start of the period the senior-part time medical officer was replaced by the junior resident medical officer and control of beds and the right to operate were given to the honorary medical officers...and these men dominated the Warrnambool medical world in the years before the Second World War.” Dr. Connell leased ‘Ambleside’, 192 Koroit Street, in the early 20th century, following Dr Teed who had previously run his medical practice there. In 1914 Dr Connell purchased the property and continued his private practice there until his death in 1928. He also took a prominent part in hospital work, both as physician and surgeon, and often acted as spokesmen for the Honorary Doctors. According to colleague Dr. Horace Holmes’ subsequent notes, it was after the close of the First World War, and the following years of the world-wide pneumonic influenza epidemic, that Dr. Connell himself contracted pneumonia and died. His family and friends then recognised his work by gifting the memorial window in his honour to the Hospital. By the mid-1970s the old wards at the hospital had been replaced and there was no obvious place for the window. Discussions between the previous and past Hospital managers, the Anglican Diocese, and Flagstaff Hill Planning Board, led to its installation in its present position in St Nicholas Seamen’s Church. It was installed without the bottom section of stained glass, which was inscribed as a memorial to Dr. Connell. St NICHOLAS SEAMEN’S CHURCH, Anglican Church Flagstaff Hill’s Mission to Seamen was opened in 1981. Its conception was partly motivated by the offer of Stained Glass Memorial Windows from the local Warrnambool and District Base Hospital, which was undergoing multi-storey development in the late 1960’s and early 1970’s. The Manager/Secretary at the time was keen to see the historical windows installed in an appropriate location. The chapel was designed by a local architectural draftsman in conjunction with members of the Planning Board of Flagstaff Hill, and built by Mr Leon Habel. The vision of the designers included the hope that the church be used for formal worship such as weddings and funeral, and for multi-denominational special services such as War commemorations. The design is based on the ‘Mission to Seamen’ buildings in both Portland and Port Melbourne. These types of buildings were often erected to house social and worshipful activities for seamen. The materials used in the building include sandstone recycled from nineteenth-century buildings demolished in Warrnambool and American slate tiles retrieved from the 1908 wreck of the FALLS OF HALLADALE. Most of the chapel furnishings came from the Williamstown Missions to Seamen, which was consecrated in 1946 but later decommissioned. These artefacts range from the altar cloth to the hymn board and include a visually stunning round stained glass widow called ‘Christ Guiding the Helmsman’. However the provenance of this particular artefact, large western window, is local.This plaque is significant because of its association with stained glass memorial window is of local, historical and social significance, linking local history and heritage with one of Warrnambool's doctors, Dr. Egbert John Connell (d. 1928), who gave 30 years of dedicated, medical service to the local citizens.Plaque, opaque, pale green glass rectangle mounted on white timber board and held in place with six decorative silver coloured clasps. Five rows of printed, capitalised text are fixed on the top surface. The plaque is companion to the commemorative, stained glass window installed in the St. Nicholas Mission to Seamen's Church at Flagstaff Hill. (The window was previously known locally as the Dr. Connell Memorial Window.)"A TRIBUTE TO / EGBERT JOHN CONNELL, M.B.B.S. / WHO FOR 30 YEARS RENDERED DEVOTED AND / VALUABLE SERVICE TO THIS INSTITUTION / OBIIT APRIL 4th 1928, A.D."flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, chapel window, stained glass window, warrnambool and district base hospital, st nicholas mission to seamen’s church, williamstown mission to seamen, dr egbert connell, ambleside warrnambool, leon habel builder, falls of halladale slate, memorial window, commemorative window, dr connell, commemorative plaque, plaque, edgar mcconnell

This 75 mm cast iron pipe was laid in 1920 and would have been cement lined in the 1960's. It was replaced during modifications of Jamieson Street Roundabout Pipe Works in 2013Cast Iron pipe - rust encrusted on the outside, cement lined on the insidewater, pipe, reticulation,

This 75 mm cast iron pipe was laid in 1920 and would have been cement lined in the 1960's. It was replaced during modifications of Jamieson Street Roundabout Pipe Works in 2013 Rust encrusted on the outside, cement lined on the insidewater, pipe, reticulation

This 100 mm cast iron pipe was laid in 1920 and would have been cement lined in the 1960's. It was replaced during modifications of Jamieson Street Roundabout Pipe Works in 2013 Rust Encrusted on the outside - cement lined on the incsidewater, pipe, reticulation

Team Road Races were a popular feature of club cycling in the Western District of Victoria during the second half of the 20th century. The shield was initiated by the Camperdown cycling club to record team winners of the races held between the clubs in the Western District of Victoria. This shield has an important place in the history of cycling in the Western District of Victoria. A large wooden shield with silver coloured plated plaques containing inscriptions of team winners of road races in the Western District of Victoria. There is a smaller shield in the centre of the shield depicting a cyclist and above and below this are banner like plaques with inscriptions on them. Many of the inscriptions have worn with age. "Perpetual Shield/Ian Davis - Gift Specialist/Camperdown .... CycleClub/Annual Western District/Teams Championship/1948/Terang ACC/No1 Team/1949/Terang ACC/No 1 Team/1950/Warrnambool ACC/No1 Team/1951/Warrnambool ACC/No1Team/1952/WarrnamboolACC/No1Team/1953/Sebastopol/ACC/1954/Sebastopol/ACC/1955/Geelong/No1 Team/1956/Camperdown ACC/1957/Sebastopol/No1 Team/1958/Geelong ACC/No1 Team/1959/Warrnambool ACC/No1 Team/1960/Geelong ACC/No1 Team/1961/Camperdown ACC/No 1 Team/1962/Geelong Camperdown/No1 Teams/ Equal/1963/Camperdown ACC/No 1 Team/1964/Geelong ACC/No 1 Team/1965/Geelong ACC/No 1 Team/1966/Geelong ACC/No 1 Team/1967/Geelong ACC/No 1 Team/1968/Geelong ACC/No 1 Team/1969/Geelong ACC/No 1 Team/1970/Geelong ACC/No 1 Team/1971-1976/inscriptions faded/1977/Warrnambool ACC/No1 Team/1978/Warrnambool ACC/No1 Team/1979/Geelong/N. Wilson/Godfrey/MacAuley/Hose/1980/Geelong/Inscriptions faded/1981/Geelong/G. Williams/N. Williams/D. Libbis/C. Judd/1982/Geelong/G. Williams/R. Bush/ P. Macauley/I. Wood/1983/Colac/P. Forster/P. Rippon/P. Taylor/D. Lunn/1984/Ballarat/Sebastopol/P. Taylor/M. Leverett/D. Keirl/1985/Geelong/D. Williams/G. Fitsimmons/B. Crane/L. Clinnick/1986/Colac/D. Lunn/C.Caspon/D. Allan/P. Jannsen/1987/Geelong/G. Williams/P. Macauley/B. Crane/D. Fitzsimmons/1988/.../1989/.../1990/Colac/C. Cashin/D. Forster/L. Nogera/S. Cropley/1991/Colace/C. Cashin/J. Stirling/S. Cropley/1992/Geelong West/D. Whitford/D. Wilson/P. Evans/M. Varker"perpetual shield; ian davis; annual western district teams championship; terang acc; warrnambool acc; sebastopol acc; geelong acc; camperdown acc; wilson; godfrey; macauley; hose; g. williams; n. williams; d. libbis; c. judd; r. bush; p. macauley; i. wood; colac; p. forster; p. rippon; p. taylor; d.lunn; ballarat; sebastopol; p. taylor; m. leverett; d. keirl; d. williams; g. fitsimmons; b. crane; l. clinnick; d. lunn; c.caspon; d. allan; p. jannsen; p. macaule; b. crane; d. fitzsimmons; c. cashin; d. forster; l. nogera; s. cropley; c. cashin; j. stirling; d. whitford; p. evans; m. varker;

Advertisement for the significant local building of the time for the Peterborough Hotel. Also contains detailed map of the local roads.The Peterborough Hotel was a significant local building until it burned down in the 1960's.A4 copy of a Broadbent Map which includes an advertisement for the Peterborough Hotel. Approx 1950-1960.peterborough hotel, broadbents guide, peterborough hotel advertisment, john wiber, james irvine

This plan is of great significance to the local history of Warrnambool, in particular the Breakwater and its impact on Warrnambool's maritime and trade history. The plan shows the existing jetties at the Port of Warrnambool, plus the partially erected Breakwater and proposed works to the Breakwater by both the Borough of Warrnambool Surveyor and Sir John Coode. The plan was signed 28th February 1879 by Sir John Coode. The legend at the bottom left describes the existing works and the proposed works. The Warrnambool Breakwater Sir John Coode was a British harbour engineer. He was brought to Melbourne by the Melbourne Harbour Trust to advise on works to improve the Port of Melbourne. The Victorian Government commissioned him to present a plan to complete the Warrnambool Breakwater. His original plan was too expensive so he prepared a revised plan for a shorter structure. The work was completed in 1890. The construction proved to be too short to protect adequately from the weather and didn't allow enough depth for larger vessels to come into port. The decreasing trade was further affected by siltation in the bay due to the breakwater, and the completion of the railway line. The situation of the harbour became a real problem that, by 1910, required continuous dredging. In 1914 the Breakwater was extended but proved to be a failure because the work began to subside and by 1920 about two thirds of the harbour was silted up. Alterations made in the 1920's increased the silting problem and by the 1940's the harbour was no longer used. More alterations were made in the 1950's and 1960's. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database. This plan of the proposed works for the existing Warrnambool Breakwater is of great significance to the local history of Warrnambool, in particular the Breakwater and its impact on Warrnambool's maritime and trade history. The Warrnambool Breakwater is registered as a place of significance on the Victorian Heritage Database (VHR H2024). It is historically significant to Victoria as one of the most important maritime engineering projects in Victoria in the late 19th century. The Warrnambool Breakwater is of historical significance as one of the most important maritime engineering projects in Victoria in the late nineteenth century. It is evidence of Victoria's nineteenth century investment in regional port infrastructure and the development of Victorian coastal shipping. It is of significance for its association with the English civil engineer Sir John Coode, the most distinguished harbour engineer of the nineteenth century, who was brought to Victoria to advise on works to improve the Port of Melbourne, but was retained by the Government to advise on improvements to the harbours at Portland, Geelong, Port Fairy, and Lakes Entrance, as well as Warrnambool. His projects for Melbourne, Lakes Entrance and Warrnambool were major engineering projects of the nineteenth century. The breakwater is historically significant as a reminder of Warrnambool's early maritime history as a Western District port, and as one of Victoria's major 'outer ports'. While the Warrnambool Breakwater is a demonstration of the engineering skills of the nineteenth century, it also demonstrates the limitations of knowledge relating to sedimentology at the time and the confidence apparent in a number of nineteenth century plans which assumed that natural forces could be overcome or contained by engineering.Plan of Warrnambool Harbour, Port of Warrnambool, dated 28 Feb 1879. Plan shows existing Breakwater and work proposed by both Warrnambool Borough Surveyor and Sir John Coode. Plan has gold coloured quarter-dowel rods top and bottom and a metal ring at the top. Stamped with title. Signed by Sir John Coode.Stamped "VICTORIAN HARBOURS / WARRNAMBOOL / PLAN / to accompany / SIR JOHN GOODE'S REPORT / DATED 28 FEB 1879" Signature "John Coode"flagstaff hill, warrnambool, maritime museum, shipwreck coast, great ocean road, sir john coode, borough of warrnambool surveyor, plan of warrnambool, victorian harbours, warrnambool harbour, warrnambool breakwater, port of warrnambool, vhd vhr h2024, flagstaff hill maritime museum & village, maritime village, map, chart, plan, lady bay, breakwater, jetty, pier, vhr h2024, proposed works, 1879

The Work “The Birds of Australia; containing over 300 full-page illustrations, with a descriptive account of the life and characteristic habits of over 700 species” by Gracius J. [Joseph] Broinowski – Australian author, artist and ornithologist - was created in 40 parts for subscribers and sold for 10s [shillings]., These parts were later published in six volumes, which were later published and bound in pairs to make three volumes, each of which contain two of the six original volumes, numbered volumes, “I”, “III” and “V” on their fly page, but numbered “Vols. I-II”, “Vols. III-IV” and “Vols. V-VI” on their respective spines. The volumes were all published by Charles Stuart & Co. (Melbourne, Sydney, Adelaide, Brisbane, New Zealand, and Tasmania). All of the beautifully drawn and coloured illustrations in The Birds of Australia were illustrated by Broinowski. They were printed using a new 19th century method called chromolithography. This is the art of making multi-coloured prints. The skilled lithographer would work from an original coloured painting and create a copy for every one of the many layers of colour used to build the painting. These layers were then printed carefully over each other to re-build the picture. Gracius J. Broinowski’s Work “The Birds of Australia” was described by Jean.Anker as “a semi-popular but comprehensive treatment of the subject” in the book “Bird Books and Bird Art: an outline of the Literary History and Iconology of Descriptive Ornithology” 1979. It may be that these books were donated to, or ordered specifically for, the Warrnambool Public Museum, due to the embossing on the spine “WARRNAMBOOL PUBLIC LIBRARY”. The acquisition of these books would most likely to have made 1891-1910, between the date the books were published and the date that the Museum amalgamated with the Mechanics Institute, which then became part of The Museum and Art Gallery. These three books were part of the collection of books belonging to the Warrnambool Public Museum, established 1873 by Joseph Archibald. The Museum moved into the back of the Mechanics’ Institute in 1885, along with the Art Gallery and School of Dancing. In 1886 it was officially opened as The Warrnambool Museum and Art Gallery, with Joseph Archibald as its curator. In 1887 the Museum section was moved to the former court house in Timor Street, with Joseph Archibald as Curator until 1897. In 1910 the Museum was transferred back to the original building and the management of the Mechanics' Institute was handed over to the Warrnambool City Council. In 1935 Ralph Pattison was appointed as City Librarian. He developed his own sorting and cataloguing system and organised the collection of books accordingly. In the 1960’s the Warrnambool City Council closed down the Museum and Art Gallery and the books and artefacts were redistributed to other organisations in Warrnambool. Each spine of this book set, The Birds of Australia by Gracius Broinowski, shows a space on which a previous cataloguing label may have been affixed. The volumes are amongst the many books at Flagstaff Hill Maritime Village that display stamps and markings from Pattison as well as a variety of other institutions including the Mechanics’ Institute itself. Some other Australian Libraries also include these books in their collections; Australian National University, University of NSW, University of Western Australia, State Library of Western Australia, Deakin University, Queen Victoria Museum and Art Gallery, University of Adelaide, University of Queensland, University of Tasmania. The Library of Congress and the University of British Columbia also have sets of these volumes. These books are considered as Rare Book; a set of Broinowski’s 3 volumes was advertised in Melbourne’s Rare Book Fair 2012, “for ornithological collectors”. (See the more detailed information below in “Warrnambool Public Museum and Mechanics Institute” and the “Pattison Collection”.) GRACIUS JOSEP BROINOWSKI Gracius Joseph Broinowski (7/3/1837 – 11/4/1913), artist and ornithologist, was born in Walichnowy, Poland, son of a landowner and military officer of the same name. He was educated privately then later, at the Munich University, he was a student of languages, classics and art. To avoid conscription into the Russian army, he migrated to Germany. At the age of about 20 years he migrated to Portland (Victoria, Australia), working his passage as part of the crew of a windjammer. Broinowski worked in the country for a few years then found employment working for a Melbourne publisher and later sold his own paintings. In about 1863, while on one of his many travels in eastern Australia painting landscapes and scenes, he married Jane Smith in Richmond, Victoria (her father was captain of a whaler). In 1880 he settled in Sydney where his work involved teaching painting, lecturing on art and exhibiting his own work at showings of the Royal Art Society. Also in the 1880s he began to publish illustrated works on Australian natural history, including; - illustrations of the birds and mammals of Australia, commissioned by the Department of Public Instruction, New South Wales, and mounted, varnished and hung on walls in many classrooms - "The Birds and Mammals of Australia"; a bound collection of illustrations with appropriated text - 1888 "The Cockatoos and Nestors of Australia and New Zealand" - 1890-1891, "The Birds of Australia" Broinowski died in 1913 at Mosman, Sydney, survived by his wife, six sons and a daughter. His son, Leopold, became a significant political journalist in Tasmania. WARRNAMBOOL PUBLIC MUSEUM & MECHANICS INSTITUTE Warrnambool's Mechanics' Institute (or Institution as it was sometimes called) was one of the earliest in Victoria. On 17th October 1853 a meeting was held where it was resolved to request the Lieutenant Governor of the Colony to grant land for the erection of a Mechanics' Institutes building. A committee was formed at the meeting and Richard Osburne chaired the first meeting of this committee. The land on the North West corner of Banyan and Merri Streets was granted but there were no funds to erect the building. The Formal Rights of the Warrnambool Mechanics' Institute's encompassed its aims and these were officially adopted in1859; "This Institution has for its object the diffusion of literary, scientific, and other useful knowledge amongst its members, excluding all controversial subjects, religious or political. These objects are sought to be obtained by means of a circulating library, a reading room, the establishment of classes, debates, and the occasional delivery of lectures on natural and experimental philosophy, mechanics, astronomy, chemistry, natural history, literature, and the useful and ornamental arts, particularly those which have a more immediate reference to the colony." The Warrnambool Mechanics' Institute opened its first reading room in December 1854 in the National School building at the corner of Banyan and Timor Streets. The Institute was funded by member subscription, payable on a quarterly, half yearly or yearly basis. Samuel Hannaford, the Manager of the Warrnambool Bank of Australasia, was the first Honorary Secretary of the Mechanics' Institutes, and an early President and Vice-President. He also gave several of the early lectures in the Reading Room. Another early Secretary, Librarian and lecturer was Marmaduke Fisher, the teacher at the National School. Lecture topics included The Poets and Poetry of Ireland', 'The Birth and Development of the Earth', 'The Vertebrae - with Remarks on the pleasures resulting from the study of Natural History' and 'Architecture'. In 1856 the Reading Room was moved to James Hider's shop in Timor Street, and by 1864 it was located in the bookshop of Davies and Read. In the 1860's the Mechanics' Institute struggled as membership waned but in 1866, after a series of fund raising efforts, the committee was able to purchase land in Liebig Street, on a site then called Market Square, between the weighbridge and the fire station. A Mechanics' Institute building was opened at this site in August 1871. The following year four more rooms were added to the main Reading Room and in 1873 the Artisan School of Design was incorporated into the Institute. The same year, 1873, Joseph Archibald established the Warrnambool Public Museum [Warrnambool Museum], however it deteriorated when he was transferred to Bendigo in 1877. In 1880, with Archibald's return to Warrnambool, the Museum was re-established and he served as Curator 1882-1897. In 1885 a new building was added to the back of the Mechanics’ Institute to accommodate the re-created School of Design, the Art Gallery and the Museum. It was officially opened as the Warrnambool Museum and Art Gallery on 26th July 1886 with Mr Joseph Archibald as Curator. In 1887 the Museum section was moved to the former court house in Timor Street (for some time the walls of the building formed part of the TAFE cafeteria but all is now demolished). In 1910 the Museum was transferred back to the original building and the management of the Mechanics' Institute was handed over to the Warrnambool City Council. The Museum and Art Gallery became one and housed many fine works of art, and the Library continued to grow. The building was well patronised, with records showing that at the beginning of the 20th century there were between 500 and 800 visitors. During World War One the monthly figures were in the thousands, with 3,400 people visiting in January 1915. The Museum was a much loved Institution in Warrnambool until 1963 when the Museum and Art Gallery was closed and the contents removed to make room for the Warrnambool City Council Engineers' Department. The contents were stored but many of the items were scattered or lost. The Museum has never been re-opened. When the original building was demolished the site became occupied by the Civic Centre, which included the new City Library. (The library was temporarily located in the old Palais building in Koroit Street.) In the process of reorganisation the Collection was distributed amongst the community groups: -The new City Library took some of the historic books and some important documents, historic photographs and newspapers. -The Art Gallery kept the 19th Century art collection and some of the artefacts from the museum. -The Historic Society has some items -The State Museum has some items -Some items were destroyed -Flagstaff Hill Maritime Village has old newspapers, Government Gazettes, most of the Mechanics' Institute Library (which included books from the Warrnambool Public Museum), ledgers and documents connected to the Mechanics' Institute Library, some framed and unframed art works and some photographs. THE PATTISON COLLECTION These books “The Birds of Australia” by Broinowsky, are also listed as part of the ‘Pattison Collection’, a collection of books and records that was originally owned by the Warrnambool Mechanics’ Institute, which was founded in Warrnambool in 1853. In 1935 Ralph Pattison was appointed as City Librarian to establish and organise the Warrnambool Library, as the Warrnambool Mechanics’ Institute was then called. When the Warrnambool Mechanics’ Institute building was pulled down in 1963 a new civic building was erected on the site and the new Warrnambool Library, on behalf of the City Council, took over all the holdings of the Warrnambool Mechanics’ Institute. At this time some of the items were separated and identified as the ‘Pattison Collection’, named after Ralph Pattison. Eventually the components of the Warrnambool Mechanics’ Institute were distributed from the Warrnambool Library to various places, including the Art Gallery, Historical Society and Flagstaff Hill. Later some were even distributed to other regional branches of Corangamite Regional Library and passed to and fro. It is difficult now to trace just where all of the items have ended up. The books at Flagstaff Hill Maritime Village generally display stamps and markings from Pattison as well as a variety of other institutions including the Mechanics’ Institute itself. RALPH ERIC PATTISON Ralph Eric Pattison was born in Rockhampton, Queensland, in 1891. He married Maude Swan from Warrnambool in 1920 and they set up home in Warrnambool. In 1935 Pattison accepted a position as City Librarian for the Warrnambool City Council. His huge challenge was to make a functional library within two rooms of the Mechanics’ Institute. He tirelessly cleaned, cleared and sorted a disarrayed collection of old books, jars of preserved specimens and other items reserved for exhibition in the city’s museum. He developed and updated the library with a wide variety of books for all tastes, including reference books for students; a difficult task to fulfil during the years following the Depression. He converted all of the lower area of the building into a library, reference room and reading room for members and the public. The books were sorted and stored using a cataloguing and card index system that he had developed himself. He also prepared the upper floor of the building and established the Art Gallery and later the Museum, a place to exhibit the many old relics that had been stored for years for this purpose. One of the treasures he found was a beautiful ancient clock, which he repaired, restored and enjoyed using in his office during the years of his service there. Ralph Pattison was described as “a meticulous gentleman whose punctuality, floorless courtesy and distinctive neat dress were hallmarks of his character, and ‘his’ clock controlled his daily routine, and his opening and closing of the library’s large heavy doors to the minute.” Pattison took leave during 1942 to 1945 to serve in the Royal Australian Navy, Volunteer Reserve as Lieutenant. A few years later he converted one of the Museum’s rooms into a Children’s Library, stocking it with suitable books for the younger generation. This was an instant success. In the 1950’s he had the honour of being appointed to the Victorian Library Board and received more inspiration from the monthly conferences in Melbourne. He was sadly retired in 1959 after over 23 years of service, due to the fact that he had gone over the working age of council officers. However he continued to take a very keen interest in the continual development of the Library until his death in 1969. References: Archibald Street, Discover the History of Warrnambool Streets, https://www.warrnambool.vic.gov.au/sites/warrnambool.vic.gov.au/files/images/Property/roads/The%20story%20of%20Warrnambool's%20streets.pdf Broinowski, Bird Books and Bird Art etc, Jean Anker 1979, https://books.google.com.au/books?id=B5TpCAAAQBAJ&pg=PA66&lpg=PA66&dq=the+birds+of+australia,+broinowski,+bird+books+and+bird+art&source=bl&ots=nQroxqePdY&sig=a3lnn-_FqB-ZcFAwqRYVK6Y7ZeM&hl=en&sa=X&ved=0ahUKEwj5sL7-2JTSAhWIyLwKHaCHAJcQ6AEIUTAN#v=onepage&q=the%20birds%20of%20australia%2C%20broinowski%2C%20bird%20books%20and%20bird%20art&f=false Broinowski, Gracius Joseph, by A.H. Chisholm, Australian Dictionary of Biography http://adb.anu.edu.au/biography/broinowski-gracius-joseph-3061 Chromolithography, Wikipedia https://en.wikipedia.org/wiki/Chromolithography Document, Flagstaff Hill, ‘Mechanics’ Institute Collection’: Books on Dean, Melbourne Rare Book Fare 2015, BookFare Newsletter #5, www.anzaab.com/newsletters/BookFare_1207.pdf Flagstaff Hill archives; document “Re: Ralph Eric Pattison”] Gracius Broinowski, Wikipedia https://en.wikipedia.org/wiki/Gracius_Broinowski Gracius Joseph Broinowski, Design & Art Australia online, https://www.daao.org.au/bio/gracius-joseph-broinowski/biography/ Mechanics' Institutes of Victoria Pg ix, 283; Significance Assessment, Warrnambool Mechanics’ Institute Books, FHMV, 2010 The Birds of Australia by Gracius J. Broinowski, Libraries of Australia, Trove http://trove.nla.gov.au/work/12425131?q&sort=holdings+desc&_=1487246530281&versionId=210683608 The Birds of Australia, Broinowski; www.Librarything.com The History of Warrnambool, R. Osburne, 1887, p.72, p. 283 The Warrnambool Mechanics’ Institute – FHMV datasheet Warrnambool Art Gallery History, Warrnambool Art Gallery Foundation Information Booklet, http://www.wagf.com.au/cms/downloads/WAGF-Information-Booklet.pdf Warrnambool Museum and Art Gallery, The Argus, 29th July 1886 Web; The Birds of Australia (Broinowski), Wikipedia The Birds of Australia by Gracius J. Broinowski is a respected source of scientific information. It is also significant for its rarity and as an early Australian Work. The book is significant for its association with the Warrnambool Public Museum, which played an important educational and social role in the early settlement of Warrnambool and District. The book is also significant for its association with the Warrnambool Mechanics' Institute Library book collection, which is deemed to be of great importance because it is one of the few collections in an almost intact state, and many of the books are now very rare and of great value. The Warrnambool Mechanics’ Institute Collection is primarily significant in its totality, rather than for the individual objects it contains. Its contents are highly representative of the development of Mechanics' Institute libraries across Australia, particularly Victoria. A diversity of publications and themes has been amassed, and these provide clues to our understanding of the nature of and changes in the reading habits of Victorians from the 1850s to the middle of the 20th century. The Warrnambool Mechanics Institute book collection has historical and social significance for its strong association with the Mechanics Institute movement and the important role it played in the intellectual, cultural and social development of people throughout the latter part of the nineteenth century and the early twentieth century. The collection of books is a rare example of an early lending library and its significance is enhanced by the survival of an original collection of many volumes. The collection also highlights the Warrnambool community’s commitment to the Mechanics’ Institute, reading, literacy and learning in the regions, and proves that access to knowledge was not impeded by distance. These items help to provide a more complete picture of our community’s ideals and aspirations. The book is also significant for its inclusion in the Pattison Collection, a collection that as a whole shows a snapshot of the types of reading material offered to the local public at that point in time The Birds of Australia Vol 1-2 Author and Illustrator: Gracius J Broinowski Publisher: Charles Stuart & Co Date: 1890 - 1891Label on spine cover with typed text RA 598.2 BRO Embossing added to spine “WARRNAMBOOL PUBLIC MUSEUM" Pastedown front endpaper has sticker from Warrnambool Mechanics Institute and Free Librarythe birds of australia vol 1-2, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, the birds of australia, gracius joseph broinowski, charles stuart & co, joseph archibald, warrnambool public museum, warrnambool museum, warrnambool library, warrnambool art gallery, warrnambool city librarian, pattison collection, ralph eric pattison, samuel hannaford, warrnambool mechanics’ institute and free library, mechanics’ institute library, victorian library board, warrnambool books and records, rare books, australian bird illustrations, australian bird text, australian natural history

This booklet printed for the Warrnambool Promotion and Development Board in the 1960's showcases the city. It includes brief summaries and black and white photographs of major industries and benefits of the city. Warrnambool was proclaimed a municipality on 7th December 1855, a borough on 1st December 1863, a town on 2 February 1883 and a city on 8th April 1918.This booklet gives a brief overview of the development of the city in the 1960's. This is a 16 page stapled booklet printed in blank ink on glossy paper with black and white photos. The cover is yellow card with a Warrnambool City logo printed in black ink on the top left and the words City of Warrnambool Victoria Australia in the lower third and milestone proclamation dates. The inside facing page has an aerial black and white photograph of the city with a mauve banner at the lower edge.In a mauve rectangle on half of the upper edge is printed in black ink "Warrnambool where Australian Hospitality is a reality" The front cover and inside facing page have oval green ink stamp "Warrnambool North Technical School Library"city of warrnambool, warrnambool promotion and development board

A Dray is a type of dead axle wagon that was used to transport heavy loads or objects. They had a flat level floor and while some had no sides, others had box bodies and sides. Tip Drays (also known as Tip Carts, Muck Cart, Scotch Cart, Tumbrel or Putt in different parts of England) were smaller than other drays as their loads were heavy and usually only pulled by one horse. Their basic design included two wheels, a tipping body and shafts. The Tip Dray has a unique mechanism that allows the top to tip backwards to tip the load out of the back of the dray. The tipper was activated by a handle at the front allowing the driver to operate it while still having control over the horse. A Tip Dray was an indispensable piece of equipment in the days before tractors and mechanical trucks. They were used by farmers and carters to transport hay, rocks, bricks, gravel and rubbish etc. and because they were useful for dumping loads, they were favoured for use in road and railway construction. A photo in the collection of the Lorne Historical Society shows a tipping dray being used during the construction of the Great Ocean Road. They were part of the daily street traffic in towns and cities around Australia from the early days of settlement. In Australia in the early 1900's, carters began to join unions to protect their jobs and pay. N.S.W. had a "Trolley, Draymen and Carters Union", Queensland had a "Tip Dray Men's Association" and in W. A. the "Top Dray Driver's Union" had a "cessation of work" in 1911 when they were fighting for an increase in their day's wages. In 1910 a meeting of Tip Carters was held in Geelong at the Trades Hall to discuss the formation of a union (The Geelong Tip Dray Carters) which was a success and a schedule of rates for all carting, whether by contract or day labor, was fixed. By 1912 they had "labelled" more than 50 drays and had representatives on the "Trades Hall and Eight Hours Committee". By the mid 1930's and early 1940's, tip drays were being superseded by mechanical trucks and utes. However tip drays continued to be used in some circumstances. They were a practical solution to the problem of petrol rationing during W. W. 2. It was noted in a letter to the editor in the "Sunshine Advocate" in 1938 that a positive argument for continued use of Tip Drays for rubbish collection related to the idea that a horse drawn vehicle involved with lots of stops and starts at different houses (very like a milkman's delivery route) often involved the horse "driving itself" while the driver picked up the rubbish - something a motor truck was unable to do! Another article written in August 1935 and published in the Age in a parliamentary report into the rubber industry noted "tip drays had almost disappeared and in their place, metal was carted in 5 ton motor trucks" but the report went on to say that as a part of the Government relief work (during the Great Depression) the Government had "to some extent reintroduced the tip drays so that a greater number of men would be employed". This particular tip dray was owned by Mr. Oswald (Jack) Bourke. He used it to deliver dry goods from Sunbury to the Queen Victoria Market in Melbourne several times a week in the 1930's and then (between 1945 and 1962) Mr. Bourke used it on the garbage round in Springvale Victoria for the Springvale Council. The Council owned three drays and the "No. 3" painted on this dray is in recognition of its original number. After the death of Mr. Bourke in 1990, one of Mr. Bourke's sons (Andy) found the dray in a shed and restored it. The sign writing on the back and side panels were added during the restoration. This Tipping Dray is a significant example of a horse drawn vehicle that was used by workers from the early days of white settlement through to the 1940's and even into the early 1960's. It was used in a range of "working class" occupations - road construction, railway construction, carting goods, rubbish collection etc. and would have been found in cities, country towns and on farms.A wooden and metal tipping dray with a box body and four sides. It has two iron and wooden wheels (with 14 spokes), two wooden shafts and a metal tipping mechanism. The back panel folds down to allow loads to be dumped out. It is painted in green and cream with sign writing on one of the sides and on the front and back panels. It features decorative painted lines and designs in burgundy, cream and light blue on most of the wooden parts. The tipping mechanism is on the front of the dray's left side and consists of a metal pin secured with a metal ring, and a lever.Front of dray - "No. 3" Side of dray - "A. & M. BOURKE / Contractors / LONGWARRY" Back of dray - "G.T. ANDREWS / QUEEN VICTORIA MARKET - Stand C23 / Phone DANDENONG 225"flagstaff hill maritime museum and village, warrnambool, shipwreck coast, tipping dray, dray, tip dray, tip cart, vehicles, horse drawn vehicle, springvale council, jack bourke, muck cart, scotch cart, tumbrel, putt, box body, oswald bourke, sunbury, queen victoria market, melbourne, no. 3

This is a child's picture book from 1966 which belonged to the Framlingham State School which is situated approximately 15 ks north of Warrnambool. Of limited significance apart from being an example of books which were in use in primary schools in the 1960's.Hard cover book with title in red text. Image of child reaching into freezer with smallish doll figure below.back cover has image of two women in grey and white coats. Names of authors is in black text on white background.48 pages.Stamp " S.S Framlingham" dedicated to Miss Irene Theobald.warrnambool, framlingham state school

In 1952 the subject surf boat crewed by Geoff Scott, Ron Blackney, Wes McLaren, Jim Tibb, and Stan Stephens, won the Victorian Surf Boat Championships. When the club had finished with the boat Mr. Harold Stephenson paid one shilling and it eventually found its way into a garage where it remained for over 20 years before being donated to Flagstaff Hill. This boat is regarded as a unique example of craftsmanship, closely resembling Bay whaleboats used around the Warrnambool area in the 1800s. This timber caravel surf boat was named “Aeroplane Jelly” and was built by N & E Towns a Newcastle boat builder in 1949 Aeroplane Jellies and David Jones as sponsors of the Sydney Surf Carnival of 1950/1951 donated jointly the vessel. George Towns started his boat-building business in 1869 on Dempsey Island on the Hunter River, NSW. George's sons took over the business as N & E Towns (Norman and Eldrid) and continued until the early 1950s. The business made a variety of small craft including fishing boats, launches, and flood boats. In 1928 they built their first surf boat it took about six weeks to build with cedar planks and hardwood frames. After World War II surf boats became their main focus and they became well known for the lighter and faster designs. Many “Towns built” craft have won events at state and national surf championships. They were renowned Boat Builders producing a much lighter and faster running boat than anything previously made, with a buoyant type bow design giving it the lift necessary to get out and through heavy surf. while its sleek lines from amidships aft provided very fast running qualities. Either side of its bows, it bore the bright silver aircraft transfer of the Aeroplane Jellies Company. After a surf competition at Narrabeen NSW, the competing Warrnambool surf lifesaving team returned home to Warrnambool their club committee decided to purchase the "Aeroplane Jellies" Surf boat if and when it became available as the team had been so impressed with the boat. On 30 October 1951 a cheque for £207-2/6' was raised, £180 for the boat, balance for oars. Transport was arranged and the boat was delivered in November 1951. When the "Aeroplane Jellies" competition days were over in the early 1960's due largely to changing surf boat design, Warrnambool Club's Secretary, Mr. Harold Stephenson, sought permission from the Committee to purchase the boat for the nominal sum of one shilling thus preserving the vessel for posterity. The boat had been stored for many years at the Nullawarre Bakery where it remained until Mr. Stephenson died in 1985. After Mr. Stephenson's passing his family donated the vessel to Flagstaff Hill Maritime Museum in 1986.A very rare example of a surf lifesaving boat that for its time was a unique creation that revolutionised small vessel design in Australia. It was made by a renowned maker that today unfortunately many of his examples of boats he made, especially surf life-saving boats no longer exist making the Flagstaff Hill boat very significant to not only surf lifesaving history but to the part it played in our social life for all those who went to the beaches in 1960s Australia.Surf boat named "Aeroplane Jellies". Timber, double ender carvel, built in 1949 by N & E Towns, Newcastle, NSW. Only a few are in existence. She was a trophy prize at Sydney Surf Carnival 1950/1951, donated by Aeroplane Jellies and David Jones Dept. Store, Sydney. The boat was won by South Narrabeen Surf Club. Warrnambool Surf Club purchased her on 30/10/1951 for £207-2/6, and she was sold to Harold Stephenson in early 1960's for 1 shilling. Donated to Flagstaff Hill by the family of Harold Stephenson around 1985-1986. The name Aeroplane Jellies was lettered in gold across the boat's coaming and there is a remnant of some of the gold lettering still there.warrnambool, flagstaff hillflagstaff hill maritime museum, great ocean road, ememgency, historic boat, surf boat, n & e towns, carvel, vintage boat, double ender boat, lifesaving boat, geoff scott, south narrabeen surf club, warrnambool surf life saving club, lifeboat

In the 19th century, the Industrial Revolution meant that shipbuilders could build ships using iron. These iron ships could be much larger, with more space for cargo and they didn't need as much work to keep them in good condition. Isambard Kingdom Brunel's "Great Britain" built in 1843, was the first ship to be built entirely of wrought iron. In the 1880's steel began to be used instead of iron. Ships also began to be fitted with steam engines although a great deal of coal was needed to travel even short distances. For this reason, ships continued to be fitted out with sails even though some came with engines. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This particular artefact was one of many found by John Laidlaw (a local Warrnambool diver) when diving on the Falls of Halladale in the 1960's. In August 1973, John Laidlaw and Stan McPhee went on to discover the underwater location of the Schomberg - a passenger ship that ran aground on December 26th 1855 near Peterborough which now lies in almost 9 metres of water. When John Laidlaw died, his family donated a number of artefacts to Flagstaff Hill.This item is significant as it was recovered by a local diver from the Falls of Halladale. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Long, slender, smooth brass rod tapering from 1.5 cm diameter at one end to .8 cm and widening back out to 1.5 cm at opposite end. One end has a smooth, rounded edge and the other end curves in and out with the end showing evidence of a piece having been broken off.flagstaff hill, flagstaff hill maritime museum and village, flagstaff hill divers, great ocean road, shipwreck coast, warrnambool, falls of halladale, falls of halladale wreck, shipwreck artefact, artefact, brass artefact, brass rod, brass fitting, diver, john laidlaw

In the 19th century, the Industrial Revolution meant that shipbuilders could build ships using iron. These iron ships could be much larger, with more space for cargo, and they didn't need as much work to keep them in good condition. Isambard Kingdom Brunel's "Great Britain" built in 1843, was the first ship to be built entirely of wrought iron. In the 1880's steel began to be used instead of iron. Ships also began to be fitted with steam engines, although a great deal of coal was needed to travel even short distances. For this reason, ships continued to be fitted out with sails even though many came with engines. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual, beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908): - Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92, Russell & Co. standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886, they introduced a 3000-ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890, they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four-masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough, south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck in stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors, and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This particular artefact was one of many found by John Laidlaw (a local Warrnambool diver) when diving on the Falls of Halladale in the 1960's. In August 1973, John Laidlaw and Stan McPhee went on to discover the underwater location of the Schomberg - a passenger ship that ran aground on December 26th 1855 near Peterborough and which now lies in almost 9 metres of water. When John Laidlaw died, his family donated a number of artefacts to Flagstaff Hill. The brass finial may have been part of a larger decorative item such as a lamp or clock bracket.This item is significant as it was taken from the Falls of Halladale shipwreck which is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976)A brass, bell-shaped object with a body approximately 3 cm high. It has an outer lip, straight sides that taper in and a flat "cap". The inside of the object is plain with evidence of vertigris. It has a decorative topping almost 2 cm high, which has a double concave hollow neck.flagstaff hill, flagstaff hill divers, flagstaff hill maritime museum and village, great ocean road, warrnambool, falls of halladale, falls of halladale wreck, shipwreck artefact, artefact, brass artefact, brass finial, brass fitting, shipwreck coast, diver, john laidlaw, finial, brass decoration, handmade

In the 19th century, the Industrial Revolution meant that shipbuilders could build ships using iron. These iron ships could be much larger, with more space for cargo and they didn't need as much work to keep them in good condition. Isambard Kingdom Brunel's "Great Britain" built in 1843, was the first ship to be built entirely of wrought iron. In the 1880's steel began to be used instead of iron. Ships also began to be fitted with steam engines although a great deal of coal was needed to travel even short distances. For this reason, ships continued to be fitted out with sails even though some came with engines. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This particular artefact was one of many found by John Laidlaw (a local Warrnambool diver) when diving on the Falls of Halladale in the 1960's. In August 1973, John Laidlaw and Stan McPhee went on to discover the underwater location of the Schomberg - a passenger ship sailing from Liverpool that ran aground on December 26th 1855 near Peterborough which now lies in almost 9 metres of water. When John Laidlaw died, his family donated a number of artefacts to Flagstaff Hill.This item is significant as it was recovered from the Falls of Halladale by a local diver. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).A thick metal bolt with a flattened head at one end, a smooth shaft approximately 4 cm long followed by a 6 cm long screw section - some of which is damaged and flattened. The end appears to have had a part broken off and is showing rust damage. flagstaff hill, flagstaff hill divers, flagstaff hill maritime museum & village, great ocean road, warrnambool, shipwreck coast, falls of halladale, falls of halladale wreck, shipwreck artefact, artefact, diver, john laidlaw, bolt, metal bolt, metal artefact, ship's bolt