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Flagstaff Hill Maritime Museum and Village
Painting - Vessel - Sailing Ship, C Smith, artist, Loch Ard, late 20th century
HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Painting of 1873 sailing ship the "Loch Ard". Oil painting on board behind glass, framed in white painted timber. Artist is C Smith. Inscription on back. "Loch Ard launched 1873, sunk near Pt Campbell, with loss of 52 lives 1878" "C. Smith" "Loch Ard" flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, loch ard gorge, maritime oil painting, c. smith, sailing vessel -
Flagstaff Hill Maritime Museum and Village
Tool - Saw, 1905-1913
This crosscut saw was originally part of the equipment on the barque Marjorie Craig, which brought New Zealand timber into Warrnambool from about 1908 to 1912 for the local merchants P J McGennan & Co. The toolbox was donated by a member of a local family connected with the La Bella rescue in 1905. The toolbox has carvings and markings that make it unique and connect it to the Marjorie Craig. The Craig Line of sailing ships was from Auckland, New Zealand, and traded in timber and some coal from New Zealand ports to Australia, including Sydney, Adelaide, Melbourne and Warrnambool. They returned with produce from Australia as ballast. In 1912 the Craig fleet included the Ihumata, Inga, Jessie Craig, Marjorie Craig, Louisa Craig and Joseph Craig. The steel barque Marjorie Craig, 500 ton, was built in 1891 as the 'Hirotha', in Ardrossan, Scotland for Norwegian owners. The ship was sold to Auckland’s Donald Ross and others in 1900, then in 1905 it was sold, registered by J.J. Craig in Auckland, New Zealand and renamed Marjorie Craig. Marjorie Craig’s commanders included Master R A Campbell in 1907, J MacFarlane in 1909 and Master R.G. Holmes in 1913. From February 1908, the Marjorie Craig was regularly seen in the Port of Warrnambool with loads of timber for merchants P J McGennan & Co. In February 1912 Marjorie Craig delivered white pine for P J McGennan & Co. In April of the same year, she brought 500,000 feet of timber for McGennan & Co and again in May 1912. On May 12 1912 Marjorie left the Port of Warrnambool with 500 tons of flour for New Zealand; it seems that this was her last time at Warrnambool. Prior to 1908, the vessel Speculant brought in timber from New Zealand for the McGennan firm. The Marjorie Craig had a strong reputation for being a ‘Fast Flyer’, breaking the sailing records for voyages between New Zealand and Australia. It was reported that she made passages with a speed equal to steamboats on several occasions. One of her records was from Warrnambool to Hokianga, NZ in eight-and-a-half days. The ship broke the record in October 1913 for the time from Adelaide to Auckland, sailing in 28 days, even with a damaged ship, and the owner presented Captain Holmes with a gold watch and chain. By the end of December 1913, the Craig Line’s last two surviving sailing ships, Marjorie Craig and Jessie Craig, had been purchased by Huddart, Parker & Co. Ltd. to work as coal hulks, one in Melbourne and one in Hobart.The saw is significant for being created for use in 1905 when the steel barque Marjorie Craig was purchased by J J Craig and given that name. The saw would be part of the sip's equipment and could have been used for the timber carried as cargo on the Marjorie Craig. The saw is significant for its association with the well-known Marjorie Craig, a frequent visitor to the Port of Warrnambool 1908 to 1912, a supplier of New Zealand timber for the local firm P J McGennan & Co, and one of the fastest inter-colonial sailing ships that broke numerous records for its speed including the fastest sailing from Warrnambool to Hokianga. Crosscut saw; blade attached to wooden handles by wingnut each end. The saw has 63 teeth. Also has a tag attached with an inscription. The saw was ship's equipment on the barque, Marjorie Craig.Handwritten on tab: "From sailing ship Marjorie Craig early 1900 Port of Warrnambool"flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, shiopwreck coast, woodworking tool, crosscut saw, shipwright tool, saw, marine trade, carpenter, marjorie craig, j j craig, craig line, 1905-1912 -
Flagstaff Hill Maritime Museum and Village
Equipment - Lifebuoy, John Murch, 1922
Lifebuoy is from the ketch Reginald M, built in Port Adelaide by John Murch in 1922. Lifebuoys were part of the emergency lifesaving equipment carried on vessels in the late 19th and early 20th century. The ring was made of strips of cork wood joined together to make the ring shape then covered in canvas and sealed usually with white paint. Four evenly spaced canvas reinforcing bands would be added for strength and for a place to thread a rope or line. A lifebuoy, or life-preserver, is used as a buoyancy device often thrown to an endangered or distressed person in the water to keep them afloat while they receive help. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. Lifebuoys is a made from a buoyant materials such as cork or foam and ae usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. Cork lifebuoys were used from the late 19th to early 20th century. Kapok fibre was then used as a filling for buoys but wasn’t entirely successful. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The Reginald M 1922- The two-masted coastal trading ketch Reginald M was built by John (Jack) Murch in Port Adelaide, South Australia, in 1922 and it was launched there in Largs Bay in the same year. It is thought that the keel was hewn from two telegraph poles - its owner was a regular visitor to salvage yards. Its cargo at times included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. At one time the vessel was used as a customs boat, renamed 'HMC No. 3, Pt Adelaide'. In 1969 she was used by a mining and railway company as a barge to carry explosives. In 1972 the vessel was renamed 'T.S. Macquarie' and planned to be used for sea cadet training.; this did not eventuate. It was sold again and went to Melbourne to be used for pleasure sailing, and again sold for use as a ferry. Late in 1975 Flagstaff Hill purchased the vessel to be used as an exhibit at the Maritime Village where many visitors enjoyed being able to board and explore a real ship with a long history. Sadly, in late 2016, the decision was made to 'decommission' the vessel due to the continuing high cost of maintenance and the risk to public safety. Many of the components of the vessel are held as part of Flagstaff Hill's collection.The lifebuoy is an example of equipment carried on vessels in the late 19th and early 20th century to help preserve life. There were many lives lost in Australia’s colonial period, particularly along the coast of South West Victoria. The lifebuoy is significant for its connection with the Australian built, 1922 coastal trader, Reginald M. Lifebuoy, round , cork, filled, white canvas cover with four red tabs. Text is printed in black on quarters 1 and 3. This lifebuoy once belonged to the vessel 'Reginald M' , Pt Adelaide. "REGINALD M / Pt ADELAIDE".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifebuoy, lifesaving, ship equipment, reginald m, life rings, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, coastal trader, john murch, reg webb -
Flagstaff Hill Maritime Museum and Village
Tool - Scotch Eye Beam Auger, W M Ridgway, 1930s
William Ridgway and Sons company of Sheffield, manufacturers of augers, bits, wood-boring, and motorising tools, was founded in 1878 and became a Private company in 1909, their factory was founded in the 1930s. William Ridgway Tools merged first with Record Tools in 1974 to form Record Ridgway Tools Ltd. Record was another Sheffield company that was renowned for the quality of their vices and industrial clamps. Following the merger Record, Ridgway Tools Ltd was made up of fourteen UK Companies and five overseas companies. A later merger with a woodwork tools company called Marple (which was part-owned by Record and Ridgway respectively before their original merger) led to the company becoming known as Record Marples Tools. Record Marples was taken over by the Swedish hardware manufacturer AB Bahco in 1982. Despite a management buyout leading to the company reverting to British ownership in 1985 the company struggled financially and the following administration was acquired by U.S.-based Irwin Tools in 1998 who has since moved production to China in recent years. A vintage tool made in the 1930s when Ridgway began mass producing augers and other tools for export and sale. This item would have probably been used in Australia on a farm for drilling fence posts for wire to pass through or other tasks where a hole was required to be bored in timber. Ring Auger, Double Twist with Lead Screw, square shaft (which has had a welded repair), socket set at right angle. Broad arrow mark Ridgway Sheffield and DO stamped. warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, wood boring tool, scotch auger, carpenters tools, shipwrights tools, coopers tools, ridgway & sons, auger bits -
Flagstaff Hill Maritime Museum and Village
Wood Sample, 1854
This timber fragment is from the shipwreck of the SCHOMBERG (1855). The bow of the ship broke off after an unsuccessful salvage attempt to tow her off the Peterborough reef. At the wreck-site the submerged hull points north towards the beach but the front section is missing. Parts of the bow have been carried away by the eastward bearing ocean currents and have come ashore on the western coast of New Zealand’s South Island. Don Charlwood writes in Wrecks & Reputations (1977) that in 1871 “a piece of wreckage over 20 feet long and 12 feet wide was brought out” by land from its remote location at Tauperika Creek. In 1875 “an even larger section was brought out by sea”. It was suggested at the time that these relics of a large wooden sailing ship were from the wreck of the SCHOMBERG some 20 years earlier on the Victorian coast. “To corroborate the theory”, Charlwood continues, “a piece was sent to Halls of Aberdeen [the ship’s builders in Scotland]. They identified it as having come from the ship they had launched with such pride in 1852.” Charlwood, whose great-grandparents were passengers on the SCHOMBERG’s fateful maiden voyage, acquired some samples of the wreckage timber recovered in New Zealand, and brought them back with him to Australia. In 1976 “comparison was made of timbers from the New Zealand find and timber from the remains of the hull at Peterborough. They proved to be from the same ship.” The extraordinary journey of these pieces of wood from the once mighty clipper ship SCHOMBERG came to an end in 1984, when they were given to Flagstaff Hill by the author, and reunited with other shipwreck timbers and copper bolts from the vessel that are on display at the Maritime Village. The shipwreck of the SCHOMBERG is of State significance - Victorian Heritage Register S612The artefact is a small piece of wood that was broken from the timbers of the shipwreck of the SCHOMBERG (1855) and carried by the eastern currents to New Zealand (1875). It has 2 drilled holes that show faint screw marks and no metallic residue (possibly for patent treenails). The top surface is rounded, of a dark colour, and showing clear grains that have been worn smooth by the action of the sea. There is a reddish stain on the timber where breakage has occurred. The wood appears to have been strong in its original condition but is now light to lift and soft and crumbly at its exposed edges. The artefact is in fragile condition.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwreck timber, don charlwood, ‘wrecks & reputations’ -
Flagstaff Hill Maritime Museum and Village
Wood Sample, 1854
This timber fragment is from the shipwreck of the SCHOMBERG (1855). The bow of the ship broke off after an unsuccessful salvage attempt to tow her off the Peterborough reef. At the wreck-site the submerged hull points north towards the beach but the front section is missing. Parts of the bow have been carried away by the eastward bearing ocean currents and have come ashore on the western coast of New Zealand’s South Island. Don Charlwood writes in Wrecks & Reputations (1977) that in 1871 “a piece of wreckage over 20 feet long and 12 feet wide was brought out” by land from its remote location at Tauperika Creek. In 1875 “an even larger section was brought out by sea”. It was suggested at the time that these relics of a large wooden sailing ship were from the wreck of the SCHOMBERG some 20 years earlier on the Victorian coast. “To corroborate the theory”, Charlwood continues, “a piece was sent to Halls of Aberdeen [the ship’s builders in Scotland]. They identified it as having come from the ship they had launched with such pride in 1852.” Charlwood, whose great-grandparents were passengers on the SCHOMBERG’s fateful maiden voyage, acquired some samples of the wreckage timber recovered in New Zealand, and brought them back with him to Australia. In 1976 “comparison was made of timbers from the New Zealand find and timber from the remains of the hull at Peterborough. They proved to be from the same ship.” The extraordinary journey of these pieces of wood from the once mighty clipper ship SCHOMBERG came to an end in 1984, when they were given to Flagstaff Hill by the author, and reunited with other shipwreck timbers and copper bolts from the vessel that are on display at the Maritime Village. The shipwreck of the SCHOMBERG is of State significance - Victorian Heritage Register S612A small piece of wood broken from the timbers of the shipwrecked clipper SCHOMBERG (1855, Peterborough) and retrieved from the southwest coast of New Zealand’s South Island. The artefact bears a reddish stain on exposed parts but the main surface is grey coloured. It appears to have been split off other wood fragments in the Flagstaff Hill collection (6257, 6259). It presents as a lighter less dense wood than oak, but may have lost mass through submersion.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwreck timber, don charlwood, ‘wrecks & reputations’ -
Flagstaff Hill Maritime Museum and Village
Wood Sample, 1854
This timber fragment is from the shipwreck of the SCHOMBERG (1855). The bow of the ship broke off after an unsuccessful salvage attempt to tow her off the Peterborough reef. At the wreck-site the submerged hull points north towards the beach but the front section is missing. Parts of the bow have been carried away by the eastward bearing ocean currents and have come ashore on the western coast of New Zealand’s South Island. Don Charlwood writes in Wrecks & Reputations (1977) that in 1871 “a piece of wreckage over 20 feet long and 12 feet wide was brought out” by land from its remote location at Tauperika Creek. In 1875 “an even larger section was brought out by sea”. It was suggested at the time that these relics of a large wooden sailing ship were from the wreck of the SCHOMBERG some 20 years earlier on the Victorian coast. “To corroborate the theory”, Charlwood continues, “a piece was sent to Halls of Aberdeen [the ship’s builders in Scotland]. They identified it as having come from the ship they had launched with such pride in 1852.” Charlwood, whose great-grandparents were passengers on the SCHOMBERG’s fateful maiden voyage, acquired some samples of the wreckage timber recovered in New Zealand, and brought them back with him to Australia. In 1976 “comparison was made of timbers from the New Zealand find and timber from the remains of the hull at Peterborough. They proved to be from the same ship.” The extraordinary journey of these pieces of wood from the once mighty clipper ship SCHOMBERG came to an end in 1984, when they were given to Flagstaff Hill by the author, and reunited with other shipwreck timbers and copper bolts from the vessel that are on display at the Maritime Village. The shipwreck of the SCHOMBERG is of State significance - Victorian Heritage Register S612A piece of wood broken from the timbers of the shipwrecked SCHOMBERG (1855, Peterborough) and retrieved from the southwest coast of New Zealand’s South Island. The artefact is a light grey colour with plain long grain and bears a reddish stain on parts. Part of a drilled hole is red stained with traces of corroded metal still evident. The piece appears to have split off from other fragments that are in the Flagstaff Hill collection (6257, 6258) and it is in fragile condition.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwreck timber, don charlwood, ‘wrecks & reputations’ -
Federation University Historical Collection
Instrument - Scientific Instrument, W.F. Stanley & Co Ltd, Fuller Calculator, 1926
This item was first owned by R.W. Richards, c1918. He presented this calculator to E.J. Barker in the early 1960s.A polished, hinged, timber box containing: 1. Fuller Calculator 2. instruction Manual 3. A "provenance" statement from E.J. Barker. There are a makers and a retailers label inside the lid.Serial Number 5721-26 on top end of brass scale. fuller calculator, richards, barker, stanley, seward -
Flagstaff Hill Maritime Museum and Village
Functional object - Rail holder, About 1893, when the ship was made
... trading of timber in the pacific, between New Zealand... of timber bound for Warrnambool, Australia . She was manned ...This brass rail holder fixture would have been used to hold the end of a rail in place. There is no information as to where the fitting or rail would have been placed on the ship; sailing ships had many brass fittings. It was recovered from the wreck of the La Bella, which lies at the bottom of the Warrnambool Harbour. Some 15 ships are believed to have been wrecked in Lady Bay, but only two have been discovered on the sea floor; the La Bella and the Edinburgh Castle. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. The story of the final voyage of the La Bella is summarised as follows … The ship from which the sailors were rescued was the three-masted, iron and steel barquentine the La Bella, built in Norway in 1893. She was one of two iron and steel ships by Johan Smith, the company being one of the leading shipping families in Tvedestrand, Norway. She was significant to Norwegian shipping, being one of only 27 iron and steel ships ever built in Norway. She was registered in New Zealand and engaged from 1902 in inter-colonial trading of timber in the pacific, between New Zealand and Australia and was often in Port Phillip Bay, Victoria. On 5th October, 1905, the twelve year old La Bella left Lyttleton, New Zealand carrying a cargo of timber bound for Warrnambool, Australia . She was manned by a crew of twelve: the Master, (Captain Mylius, previously 1st Mate of La Bella, appointed Captain to La Bella on 6th February 1903) 2 Mates, Cook, six able seamen, one ordinary seaman and a boy. . Bad weather en route caused her to shelter at Burnie on Tasmania's North West coast. On November 10th, the 37th day of her journey, La Bella approached Warrnambool. Captain Mylius steered her towards Lady Bay Channel in heavy south-west seas and evening mist. He ordered the helmsman to steer for the light. As the ship came round, a tremendous sea struck her on the port quarter, causing her to breach broadside in a north-westerly direction into breakers. The helm was brought round twice more, but each time heavy seas broke over her, the third time throwing the La Bella on to a submerged reef in Lady Bay now known as La Bella Reef (about 100 yards from the Warrnambool breakwater). The sea was so rough that it even wrenched a one-and-a-half ton anchor from its fastenings and into the sea. As Captain Mylius headed to the steel wheelhouse, intending to send up a rocket flare, a huge sea slammed the steel door into him (resulting in massive bruising front and back) Despite his injuries he still managed to set off a blue light, which he held up in his hands. La Bella’s lifeboats were filled with sea water and broke up on their chocks. The blue light was the first indication to people on shore that there was a ship in distress. The Harbour Master, Captain Roe (who lived in the Harbour Master’s House opposite Flagstaff Hill), organised a group of volunteers to crew the lifeboat because the trained crew was unavailable; the crewmen were working on a steamer in Port Fairy at the time. He then poured oil onto the water to try and smooth the sea. At around 11pm three of the crew took shelter in the steel forecastle but the sea crashed into it and broke it up. While the rest of the crew and onlookers watched helplessly in the moonlight the bodies were washed away into the sea, never to be seen again. Some of the crew lashed themselves to the weather rail to keep from being washed away. Watson, the ordinary seaman, became tangled in the rigging lines and was too weak to move, so the 2nd Mate, Robertson, put a line onto him so that he wouldn’t wash off. Around 11pm three of the crew were unconscious from exhaustion. The situation on La Bella was becoming dangerous. The 2nd Mate moved to the ‘house’ and soon afterwards the ship slipped in the heavy sea. The lashings of the 1st Mate and the ‘boy’ Denham had kept them safe until about 2am when they were washed overboard; no one was able to help. One by one, the exhausted crew were being washed overboard, too weak to hold on any longer. During the night the La Bella had broken into two and the deckhouse ran out towards the sea. Two more men drowned when trying to reach the lifeboat. By sunrise the only survivors of the twelve were the Master, 2nd Mate and three seamen. Early in the morning Captain Roe used the rocket apparatus on shore to try and shoot a line to the ship for a safer rescue but each attempt fell short of the target. Several attempts were made by the lifeboat to rescue the stricken sailors, but the rough conditions made this difficult for the boat to get close enough to the ship and the lifeboat had to return to shore. During a final attempt to reach the ship Captain Mylius ordered his men to jump into the sea. Leonard Robertson, 2nd mate, jumped and swam towards the lifeboat, taking hold of the boat hook offered to him. Oscar Rosenholme managed to reach the boat floating on a piece of timber from the ship’s load and a third survivor, Noake, also made the boat. Along with the lifeboat rescue crew, 25 year old William Ferrier rowed his small dingy through the heavy seas and managed to rescue the Captain, whom he landed on the breakwater. Ferrier then returned to the ship to attempt a final rescue, losing his oars and rowlocks into the high sea. Using just a spare paddle he skulled towards the La Bella, reaching her stern in time to cut loose the lone surviving sailor, Payne, from the lashing that held him to the ship; the terrified sailor dropped from the ship and into the dingy. Shortly after the last man was rescued, the La Bella was lifted by a huge wave and crashed back down on the reef; she broke up and sank. The ordeal had lasted ten hours. The survivors were taken to the nearby Bay View Hotel and gratefully received warm food and clothing, medical attention and a place to sleep. In the following days an unidentified body of a young person was washed ashore; it was either Watson or Denham. The body was buried in the Warrnambool cemetery with an appropriate gravestone and inscription. William Ferrier became a national hero as news of the daring rescue spread. In recognition of his bravery in the two daring rescues he was awarded the Silver Medal for Bravery by the Royal Humane Society and was honoured in the letter from the Prime Minister and the Parliament of the Commonwealth, telegrams and a cheque for £20 from the Governor General, over £150 subscribed by the public, including Warrnambool and district and readers of The Argus, and a gold medal from the Glenelg Dinghy Club of South Australia. Ferrier’s rescue efforts are one of the most heroic in Victoria’s shipwreck history. (William Ferrier’s son, Frank, received a similar award almost fifty years later, when he helped rescue four members of the crew on the yacht Merlan, after it ran on to a reef near the Point Lonsdale Lighthouse. ) The wreck of La Bella now lies on her port side in 13 metres of sheltered water inside the reef she struck. The bow section is relatively intact and part of the stern has drifted north-easterly towards the mouth of the Hopkins River. The reef the La Bella struck now bears its name. Those five rescued from the La Bella were Captain George Mylius, Leonard Robertson (2nd Mate, 21 years old), R. Payne, Oscar Rosenholme and Jack Noake. Those seven who lost their lives were Mr Coulson (1st mate), Charles Jackman (cook) Gustave Johnson, Pierre Johann and Robert Gent (all able seamen), Harry Watson (ordinary seaman) and Jack Denham (ship’s boy), Captain Mylius was found guilty of careless navigation; he had sailed into the bay without the services of a pilot. His Master Certificate was suspended for twelve months. Later he was also charged with manslaughter of one of the crew who had died when the La Bella was wrecked, but found not guilty. The event’s adverse publicity and damage to his career took a toll on his health and he died of a heart attack six months after the wreck; he was only thirty-seven. His body was buried in the Melbourne General Cemetery. The La Bella was “the best documented of all sailing ships owned in New Zealand”. Her record books, ship logs, correspondence and supporting papers are still available. At the time of the tragedy, she was owned by Messers David C.Turnbull and Co. of Timaru, New Zealand timber merchants and shipping agents, who had purchased her on 13th December 1901. A detailed account of the last journey of La Bella can be read in “Leonard Robertson, the Whangaroa & La Bella” written by Jack Churchouse, published in 1982 by Millwood Press Ltd, Wellington, NZ. Some 15 – 17 ships are believed to have sunk in Lady Bay, but only two have been discovered on the seafloor; the “La Bella” and the “Edinburgh Castle”. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. As well as this letter, Flagstaff Hill’s La Bella Collection includes a photograph of the wrecked La Bella, a brass rail holder and a postcard of William Ferrier with four of the survivors. This original congratulatory letter sent to William Ferrier by the Prime Minister and Government of Australia demonstrates the importance attached to his efforts for Victoria and to Australia. The letter is part of the La Bella Collection and is significant at both a local and state level. Its connection to the La Bella shipwreck and the rescue of five survivors highlights the dangers of Victoria’s Shipwreck Coast. The letter to William Ferrier from the Australian Government acknowledges the bravery of ordinary Australians who risked their lives to save victims of shipwrecks along the coast. The letter is significant to the history of Warrnambool as it honours William Ferrier, a local fisherman whose descendants continue to live in the area. It highlights the way of life of people who lived in coastal towns in 19th century Victoria and the effects of shipwrecks upon them. The letter connects to the postcard of William Ferrier with four of the five rescued crew, the photograph of the wreck of the La Bella and the artefact from the wreck, the rail holder. This item is significant because of its association with the sailing ship “La Bella” . the “La Bella” is of local and state and national significance. It is one of the only two shipwrecks discovered in Lady Bay, Warrnambool, out of the 15-17 shipwrecks in the bay. Brass rail holder from the wreck "La Bella". This rail holder would have been used as a fitting for the end of a rail. It is made up of two parts and looks a little like a goblet in shape. The top is a hollow spherical shape with a circular hole cut out on one side, into which the end of a round rail would fit. There are two gouge marks close to each other on one side of the hole, about one centimetre apart, at 1 and 2 o’clock position. The sphere has a hollow pipe-like stem with a screw thread turned into the outside of the lower section and the bottom of the stem has been flared out after having the base fitted. The base is round and has a mound in the centre. The edge has four evenly spaced fixture holes around its edge. The metal shows signs of pitting and has mild encrustation. The fitting of the base is loose, allowing it to swivel in a complete circle. The top of the sphere is rough and has a dent in it. Underneath the base there is verdigris; some has flaked off and reveals a bright golden colour underneath. rail holder, brass rail holder, la bella, lady bay, norway, 1893, new zealand, captain mylius, william ferrier, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village -
Flagstaff Hill Maritime Museum and Village
Tool - Bevel gauge, Mid-to-late 20th century
The double bevel gauge is used as a drawing tool, to measure, set angles and transfer angles. The shipwright’s tools on display in the Great Circle Gallery are connected to the maritime history of Victoria through their past owner, user and donor, Laurie Dilks. Laurie began his career as a shipwright in the mid-1900s, following in the wake of the skilled carpenters who have over many centuries used their craft to build and maintain marine vessels and their fittings. You can see Laurie’s inscription on the tool called a ‘bevel’. Laurie worked for Ports and Harbours, Melbourne, for over 50 years, beginning in the early 1960s. He and a fellow shipwright inscribed their names on a wheelhouse they built in 1965; the inscription was discovered many decades later during a repair of the plumbing. Many decades later Laurie worked on the Yarra moving barges up and down the river and was fondly given the title ‘Riverboat Man’ His interest in maritime history led him to volunteer with the Maritime Trust of Australia’s project to restore and preserve the historic WWII 1942 Corvette, the minesweeper HMAS Castlemaine, which is a sister ship to the HMAS Warrnambool J202. Laurie Dilks donated two handmade displays of some of his tools in the late 1970s to early-1980s. The varnished timber boards displayed the tools below together with brass plaques. During the upgrade of the Great Circle Gallery Laurie’s tools were transferred to the new display you see there today. He also donated tools to Queenscliffe Maritime Museum and Clunes Museum.The shipwright’s tools on display in the Great Circle Gallery are connected to the maritime history of Victoria through their past owner, user and donor, Laurie Dilks. Laurie began his career as a shipwright at Ports and Harbours in Melbourne in the mid-1900s, following in the wake of the skilled carpenters who have over many centuries used their craft to build and maintain marine vessels and their fittings.This double bevel gauge has three lengths of flat brass that swivel at the joints. The long piece has curved ends and indented arcs, one on each side, along the length. The short pieces have diagonal ends. The centre length has a hole through the middle. The short pieces have a screw with its head above the flat brass. The tool has an inscription. It once belonged to shipwright Laurie Dinks.Bevel marked "L DILKS" "G. M."flagstaff hill, warrnambool, great ocean road, shipwreck coast, maritime museum, maritime village, shipwright, carpenter, shipbuilding, ship repairs, hand tool, equipment, ship maintenance, cooper, tool, marine technology, bevel, drawing tool, measuring tool, laurie dilks, l dilks, port and harbours melbourne -
Flagstaff Hill Maritime Museum and Village
Tool - Broad axe, mid-to-late 20th century
A broad axe is used for the initial cutting and shaping of a log to prepare it for the piece to be made. The shipwright’s tools on display in the Great Circle Gallery are connected to the maritime history of Victoria through their past owner, user and donor, Laurie Dilks. Laurie began his career as a shipwright in the mid-1900s, following in the wake of the skilled carpenters who have over many centuries used their craft to build and maintain marine vessels and their fittings. You can see Laurie’s inscription on the tool called a ‘bevel’. Laurie worked for Ports and Harbours, Melbourne, for over 50 years, beginning in the early 1960s. He and a fellow shipwright inscribed their names on a wheelhouse they built in 1965; the inscription was discovered many decades later during a repair of the plumbing. Many decades later Laurie worked on the Yarra moving barges up and down the river and was fondly given the title ‘Riverboat Man’ His interest in maritime history led him to volunteer with the Maritime Trust of Australia’s project to restore and preserve the historic WWII 1942 Corvette, the minesweeper HMAS Castlemaine, which is a sister ship to the HMAS Warrnambool J202. Laurie Dilks donated two handmade displays of some of his tools in the late 1970s to early-1980s. The varnished timber boards displayed the tools below together with brass plaques. During the upgrade of the Great Circle Gallery Laurie’s tools were transferred to the new display you see there today. He also donated tools to Queenscliffe Maritime Museum and Clunes Museum.The shipwright’s tools on display in the Great Circle Gallery are connected to the maritime history of Victoria through their past owner, user and donor, Laurie Dilks. Laurie began his career as a shipwright at Ports and Harbours in Melbourne in the mid-1900s, following in the wake of the skilled carpenters who have over many centuries used their craft to build and maintain marine vessels and their fittings.Broad axe; a wooden handle with a round metal wedge-shaped head, reinforced with a metal plate on at the back of the handle. There is a hole in the handle about halfway along its length. It once belonged to shipwright Laurie Dinks.flagstaff hill, maritime museum, maritime village, warrnambool, shipwreck coast, great ocean road, shipwright, carpenter, shipbuilding, ship repairs, hand tool, equipment, caulking, ship maintenance, cooper, shipwright’s tools, shipwrights’ tools, tools, maritime trade, broad axe, caulking iron, laurie dilks, l dilks, port and harbours melbourne -
Flagstaff Hill Maritime Museum and Village
Photograph - Vessel - Sailing Ship, A.V. Gregory, 1901
This photograph is a copy of an original painting by the Australian marine artist A V Gregory (1867-1957), also known as Arthur Victor Gregory. Gregory lived and worked in South Melbourne. He took over the Gregory Studio owned by his father, George Frederick Gregory, painting actively between 1899 and 1932. He usually signed his works as ‘A V Gregory’. Some of his original works have been sold for thousands of dollars. The barque "La Bella" was built in 1893 in Norway. On 31st October she commenced her maiden voyage. After six voyages, the vessel was offered for sale in Hamburg. After much negotiation, she was sold on December 1900 for £3,600 to Mr D C Turnbull and sailed back to New Zealand. The "La Bella" was primarily used on the Australian-New Zealand run, her cargo being timber, coal and produce. In October 1904, she ran aground at Owhira bay, New Zealand. The vessel was subsequently refloated. In November 1904, the "La Bella" attempted to enter Warrnambool Harbour without a pilot aboard. The vessel struck Annabella reef and many members of the crew perished. The "La Bella" captain was later charged and found guilty of negligence. In 1905 he was charged and tried for manslaughter. He died of a heart attack later that year and is buried in an unmarked grave at Melbourne General Cemetery.The detailed image of the vessel depicted in this photograph shows one of the many sail and steam vessels painted by the renowned Victorian marine artist A V Gregory, whose original works are highly valued today by marine collectors.Photograph of a painting of the three-masted sailing ship "La Bella" sailing through Port Phillip Heads. The original painting is by marine artist A V Gregory. A label is pasted below the photograph. The artist's signature is visible.Signed "GREGORY-01" Painted on the ship's bow "LA BELLA" Typed label "Painted by Gregory completed in 1901, showing the La Bella sailing through Port Phillip Heads'.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, la bella, d c turnbull, warrnambool harbour, lady bay -
Flagstaff Hill Maritime Museum and Village
Photograph
This coloured photograph of the ketch Reginald M was taken when she was docked at Port Adelaide. The side of the vessel shows the letters "REGINALD M / H.M.C. No. 2 Pt ADEL" - (abbreviation H.M.C. meaning His/Her Majesty's Customs. HISTORY The Reginald M, a two-masted coastal ketch, was owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia to serve the coastal ports of South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. Its purpose was to carry cargo cheaply and efficiently, and tradition has it that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. The Reginald M had a very shallow draft and a flat bottom that enabled it to sit high and dry at low tide. The flat bottom was also to make the ship able to skim over reefs. Wagons were able to load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. In 1931 she weathered a large storm in St Vincents Gulf, SA. Her crew at the time were Owner Mr John H Murch, Wells St, Largs Bay, Skipper, John’s brother Mr R Murch, Murray, son of Mr R Murch and Seaman John Smith Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph dating about 1929 -1942 shows 2 men on the Reginald M, having just landed their fishing catch of a hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCLON PRINT” and titled “hammer shark caught on Reginall Emm”. Reg Webb knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel because a photograph in Flagstaff Hill’s collection shows the text “H.M.C. No. 3, Pt Adelaide” on the bow, the abbreviations standing for “His/Her Majesty’s Customs”. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Copper Company, based in Queenstown, Tasmania, to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit and renamed her T.S. Macquarie. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her, paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. In 1975 Reginald M was sold to Melbourne Ferry Company at auction. In 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000. She has been restored and is now one of the exhibits, tied up at the dock. Flagstaff Hill Maritime Village’s Collection holds several other artefacts associated with Reginald M. They include - Photographs of the Reginald M, including one photograph of her in Outer Harbour, S.A. dated 1947, with Skipper- R.F. Dale and Owner- John Murch. Another shows her docked at Port Adelaide, with the lettering H.M.C. No. 3 Pt ADEL (standing for His/Her Majesty’s Customs). There is a black and white photo of her at a wharf and another showing a person on board. - a lifebuoy, with Pt Adelaide on it. - a bullet found in pieces of timber when Reginald M was restored in 1979 (References: Flagstaff Hill Fact Sheet “Reginald M”, the book “The Reg Webb Story” compiled by the Warooka & District Museum. Reg Webb’s daughter Lily Ramsay (nee Webb) and her husband Howard, Lizzie Rennie (daughter of owner Andrew Rennie), brochure “Discover the Yorke Peninsula South Australia”, Ketch in Peril; Adelaide Chronicle 9 April 1931, K Gordon & Mary Filmer of Warooka; South Australian Maritime Museum) Thiis photograph is significant because of its connection to the history of the vessel REGINALD M is a coastal trading ketch from South Australia built in 1922. It is one of very few sailing coastal trading vessels still extant, and its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. She is now listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Photograph of Reginald M at Port Adelaide. The side of the vessel shows the letters "REGINALD M / H.M.C. No. 2 Pt ADEL" - (abbreviation H.M.C. meaning His/Her Majesty's Customs. Painted on the side of the vessel "REGINALD M / H.M.C. No. 2 Pt ADEL" - flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, reginald m, coastal trading ketch, trading vessel, john murch ship builder, port adelaide vessel reginald m, andrew rennie, macquarie training vessel, mt lyell copper company, queenstown navy league, ch murch, reg webb, carribie station, melbourne ferry company, grenfell studio port lincoln, vessel reginald m -
Flagstaff Hill Maritime Museum and Village
Furniture - Desk, Foy & Gibson, Circa 1880s
The design of this small disk is from the Australian Colonial period. The cedar wood desk was made in Australian by Foy & Gibson in the 1880s, most probably in the business’s works in Collingwood, Victoria. The heavy brass locks fitted into the desk drawers were made by the famous Hobbs & Co of London, mid-late 19th century. In 1860 the business changed hands but the locks were still branded Hobbs & Co. The desk is branded with the symbol of Victoria’s Public Works Department. There is currently no information on when, where and by whom this desk was used. However, a very similar desk with Hobbs & Co. locks is on site at the Point Hicks Lightstation in Victoria and was formerly used by the Point Hicks head light keeper there. Other light stations also have similar desks from the P.W.D. (see also ‘Desk, Parks Victoria – Point Hicks Lightstation, Victorian Collections’.) HOBBS & CO., LONDON Alfred Charles Hobbs, 1812-1891, was American born. He became an executive salesman in 1840 for renowned lock manufacturer Day & Newell. His technique of exposing the weaknesses of people’s current locks was very successful in generating sales. He represented Day & Newell at London’s Great Exhibition of 1851, competing with other lock makers. Through the Exhibition he became famous for picking the best trusted Bramah and Chubb locks. Hobbs’ fame led him to found his own company in 1851 then register it in 1852 as Hobbs & Co., London. Hobbs was awarded the Telford Medal by the British Institution of Civil Engineers in 1854 for his paper 'On the Principles and Construction of Locks'. In 1855 the very successful company added partners and became Hobbs, Ashley and Co. In 1860, it traded under the name of Hobbs, Hart & Co. and was based in Cheapside London, where the business remained. Hobbs then returned to America, having sold the complete company to John Mathias Hart. He briefly returned to attend the 21st anniversary celebrations of the successful business in 1872. Hobbs kept himself busy in America, inventing and manufacturing firearm ammunition, for which he held several patents. He passed away there in 1891, a month after his 70th birthday. FOY & GIBSON Mark Foy wan an Irish draper who migrated to Bendigo, Victoria in 1858, attracted by the gold rush. He lived and worked in the area, establishing a drapery business. In the 1870s he moved to Melbourne where there were better prospects for expansion. He chose a place in Smith Street, Collingwood, a suburb of Melbourne, and started his business at the rear. In 1883 Foy retired, bringing in William Gibson as a partner, and then transferred his own share of the company to his son Francis Foy. Not long afterwards Francis sold his half share to Gibson, and the business continued under the name of Foy & Gibson. Francis Foy and he and his brother Mark Foy (junior) moved to Sydney. They established a business there in 1885, named after their father, Mark Foy. Gibson added to his business by starting his own manufacturing works from 1887, producing clothing, millinery, furniture, bedding and hardware for his stores. The factories, warehouses and stores complex became one of Victoria’s largest employers. He set up branches of his stores in Perth, Brisbane and Adelaide and two more branches in Melbourne. Foy & Gibson (usually referred to as Foys) became one of Australia’s largest retail department stores. In 1931 Foy’s little house in Collingwood was still part of the entrance to Foy & Gibson Emporium. In 1955 the company was bought out by Cox Brothers. Later on the stores were sold to various businesses such as David Jones, Woolworths and Harris Scarfe. In 1968 Cox Brothers went into receivership, ending almost 100 years of the business known as Foy’s. The former Foy & Gibson Complex is registered by Heritage Council Victoria. “Designed by William Pitt, this magnificent 19th and early 20th century complex of factories, warehouses and showrooms saw the production of a remarkable range of goods for Foy & Gibson, Melbourne’s earliest department store chain”. (Quoted from the Plaque erected by the Collingwood Historical Society 2007) P.W.D. – Public Works Department, Victoria The desk is stamped “P.W.D,” signifying that it is from the Public Works Department in Victoria, which operated from 1855-1987. The department was responsible for, among other things, the design and supply of office furniture and equipment for public buildings and organisations. This desk is significant historically as it originated from Foy & Gibson, a colonial Australian company that had a positive and strong impact on employment, manufacturing and retailing in Melbourne, Victoria and Australia. The significance of Foy & Gibson to Victoria’s and Australia’s history is marked by the Collingwood Complex being registered in both Heritage Victoria Register (H0755, H0897 and H0896) and National Trust Register (B2668). This locks on this desk are significant for their connection with their manufacturer, Hobbs & Co, who invented a lock that surpassed the security of any other locks produced in the mid-19th century. Desk; Australian Colonial cedar desk, honey coloured. Desktop has a wooden border with a rolled edge and a fitted timber centrepiece. The four tapered legs are tulip turned. Two half-width drawers fit side by side and extend the full depth of the desk. The drawers have dovetail joints. Each drawer has two round wooden knob handles, a keyhole and a fitted, heavy brass lever lock. Inscriptions are on the desktop, drawers, desk leg and lock. Made in Australia circa 1880 by Foy & Gibson, lock made by Hobbs & Co, London.Impressed into timber frame of one drawer “FOY & GIBSON” Impressed into lock “HOBBS & CO / LONDON”, “MACHINE MADE”, “LEVER” Impressed along the front edge of the desktop [indecipherable] text. Impressed into the timber of right front leg “P. W. D.” below a ‘crown’ symbol Handwritten in white chalk under a drawer “206” flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, desk, cedar desk, colonial desk, 1880s desk, australian colonial furniture, furniture, office furniture, office equipment, australian made furniture, colonial furniture, colonial hardware, foy & gibson, alfred charles hobbs, hobbs & co london, hobs & co lever lock, cabinetry lock, machine made lever lock, p.w.d., public works department victoria, day & newell, great exhibition of 1851, bramah lock, chubb lock, telford medal 1854, cheapside london, mark foy, mark foy – bendigo draper, smith street collingwood, william gibson, foy & gibson emporium, foy & gibson complex, cox brothers -
Flagstaff Hill Maritime Museum and Village
Photograph, early 1900's
This photograph of the 10 crew of the SPECULANT would have been taken prior to Feb 10th 1911, when the ship was wrecked on the south coast of Victoria at a place called Cape Patton. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Photograph, black and white. of the 10 crew of the SPECULANT on board the ship holding two 'Speculant Warrnambool' lifebuoys. Taken early 1900's flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, warrnambool historical photograph, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay -
Flagstaff Hill Maritime Museum and Village
Map, Australien (Sudland) auch Polynesien oder Inselwelt, insgemein der funfte Welltheil, c.1990
This map is a reprint of Johann (Johannes) Walch’s “Australien (Sudland) auch Polynesien oder Inselwelt, insgemein der funfte Welltheil”, published in 1802. It shows Australia, New Zealand, South East Asia and the Pacific Islands shows a large number of places names, many of which have changed since the map was drawn. The map includes the routes and dates of the voyages of Tasman, Cook, Bougainville, Carteret, Byron, and others up to 1802. The shapes of the lands on this early map show that some of the areas had not yet been charted. The map was donated to Flagstaff Hill Maritime Village in April 1990 by the Group Study Exchange Team from Rotary District 233, Sweden. It was framed and presented by Rotary District 978 and presented by Barry Lange, the Governor of District 978 in 1989-90. (District 978, Geelong East, is now District 9780.) Johann (Johannes) Walch Johann Walch, painter and engraver, was born in 1757. He was well known for creating miniature portraits. He gained his training in Geneva, Venice and Rome. His publications include atlases and sheet maps, many of which were reprinted after his death in 1816. This reprint of an 1802 is significant for its historical and geographical contant, showing the voyages of many early explorers to the southern regions of the world including Australia. It also shows the early names used for countries and towns and is a valuable reference to historical interpretation. The map itself is a fine example of hand drawn and hand coloured maps of the early 19th century, the method of production, detail included, layout, symbols and so forth.Map, reprint of Johann (Johannes) Walch’s “Australien (Sudland) auch Polynesien oder Inselwelt, insgemein der funfte Welltheil “, first published by in Ausburg in 1802. The image on this Map No 5B, shows Australia and the south Pacific. The timber framed, glass covered, printed and coloured map was created in two sections and joined. Brass plaque at base of map states that the map was presented to Flagstaff Hill by Rotary International in April 1990. Feint lines used for aligning lettering can be seen on the map and there are large erased letters such as a “D” and “S” that are almost obscured.Plague “ROTARY INTERNATIONAL / THE MAP WAS DONATED BY THE GROUP STUDY EXCHANGE TEAM / FROM ROTARY DISTRICT 233 SWEDEN IN APRIL 1990 / AND WAS FRAMED AND PRESENTED BY ROTARY DISTRICT 978 / BARRY LANGE – GOVERNOR DISTRICT 978 1989/90” Stamped on back “ELLIMINOOK FRAMES / MRS. JILL FALKINER / ELLIMINOOK / BIRREGURRA, VIC. 3242 / PHONE: (052) 36 2080” flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, australien (sudland) auch polynesien oder inselwelt, insgemein der funfte welltheil, johann (johannes) walch, cartographer johann (johannes) walch, ausburg publisher johann (johannes) walch, johann (johannes) walch map number 5b, 1802 map of australia and south pacific, rotary international group study exchange team, rotary district 233 sweden, elliminook frames, voyages of tasman, voyages of cook, voyages of bougainville, voyages of carteret, voyages of byron, barry lange, painter of miniature portraits johann (johannes) walch -
Flagstaff Hill Maritime Museum and Village
Painting - Vessel - Steamship, Mike McCrea (artist), ca 1985
This is one of a pair of paintings by artist Mike McCrea, created when he was in Warrnambool in 1985. The painting was framed and sold by Patana Galleries, Paton Place, Manly Vale, NSW. It was later purchased by athe company of Master Mariners of Australia and who donated the pair to Flagstaff Hill. The pair of paintings are significant for their association with steamships and the Master Mariners of Australia group. The paintings represent a time in local history when many steamships were sailing the coast and transporting passengers and goods.Painting; timber framed oil painting with the image of a cargo steamship off the coast of Warrnambool. Artist is Mike McCrea. Framed by Patana Galleries, Manly Vale, NSW. Hand written, "Red. No. 390 A" Sticker "61"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, painting, mic mccrea, patana galleries, master mariners of australia, steamship -
Flagstaff Hill Maritime Museum and Village
Photograph, early 1900's
This photograph of the SPECULANT was taken while she was in dock at the Warrnambool, Victoria, Breakwater in the early 1900's. Crew seem busy on her decks and others are watching from the breakwater. There are also 2 steamships in the photograph. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Photograph. black and white, of the three-masted barque SPECULANT in dock at the Warrnambool Breakwater in the early 1900's. A steam ship is docked behind her and another steamship is in Lady Bay on her left. There are people on the SPECULANT and others walking nearby. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay -
Flagstaff Hill Maritime Museum and Village
Wood Sample, c. 1854
This piece of wood is from the American clipper ship LIGHTNING was a 3 masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her cargo listed early consignments of livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria. The LIGHTNING was built in 1854 by shipbuilder Donald McKay, of East Boston, USA. She was described as spacious and comfortable, and one of the smartest ships known. The LIGHTNING set many speed records for her sea crossings, and became one of the most famous of the racing clippers and one of the fastest ever launched. In 1854, with Captain ‘Bully’ Forbes and Mate ‘Bully’ Bragg, LIGHTNING made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record for all time. Captain Enright became the new Master of LIGHTNING soon afterwards. He has been described as one of the finest mariners in the Australian trade. One of Captain Enright’s innovations was to publish a ship’s paper called The Lightning Gazette. (Captain Forbes had left to captain the SCHOMBERG.) In January 1855 Capt. Enright sailed the LIGHTNING from Liverpool with over 700 passengers and returned home carrying gold as her cargo. In 1857, for a very brief time under Capt. Byrne the LIGHTNING was used as a troop ship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her run between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the LIGHTNING was sold to Thomas Harrison of Liverpool, and she continued to sail for the Black Ball Line. Master of LIGHTNING, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the LIGHTNING. Efforts to extinguished the fire were unsuccessful, so she was towed to the shoals in Corio Bay, where she eventually sank, losing all cargo but no lives. The area is now known as Lightning Shoals. The LIGHTNING is listed on the Victorian Heritage Register VHR S415. She is historically significant for being one of the fastest wooden ships ever built, the first clipper built in the USA for British owners and being the worst shipping disaster in Geelong's history. It spent its whole career carrying cargo and immigrants from England to Australia.Sample of wood from the wool clipper LIGHTNING, 1854-1869, The sample has a label and a card with information about the ship and a person. Card, typewritten, "PIECE OF TIMBER FROM FAMOUS WOOL CLIPPER / "LIGHTNING". BUILD IN DONALD McKAY'S SHIPYARD / IN BOSTON, U.S.A.. SHE WAS BURNT TO TOTAL LOSS / IN GEELONG IN 1869"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, lightning shoals geelong, rabbits introduced to australia, wood sample from lightning -
Flagstaff Hill Maritime Museum and Village
Tool - Scotch Eye Beam Auger, W M Ridgway, 1930s
William Ridgway and Sons company of Sheffield, manufacturers of augers, bits, wood-boring, and motorising tools, was founded in 1878 and became a Private company in 1909, their factory was founded in the 1930s. William Ridgway Tools merged first with Record Tools in 1974 to form Record Ridgway Tools Ltd. Record was another Sheffield company that was renowned for the quality of their vices and industrial clamps. Following the merger Record, Ridgway Tools Ltd was made up of fourteen UK Companies and five overseas companies. A later merger with a woodwork tools company called Marple (which was part-owned by Record and Ridgway respectively before their original merger) led to the company becoming known as Record Marples Tools. Record Marples was taken over by the Swedish hardware manufacturer AB Bahco in 1982. Despite a management buyout leading to the company reverting to British ownership in 1985 the company struggled financially and the following administration was acquired by U.S.-based Irwin Tools in 1998 who has since moved production to China in recent years. A vintage tool made in the 1930s when Ridgway began mass producing augers and other tools for export and sale. This item would have probably been used in Australia on a farm for drilling fence posts for wire to pass through or other tasks where a hole was required to be bored in timber. Scotch eye beam auger, with double twist and Lead screw. Ridgway Sheffield flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village -
Flagstaff Hill Maritime Museum and Village
Photograph - Commemorative, Royal Australian Navy (RAN), H.M.A.S. Cerberus. 4-10" M.L.R. Guns, 1986
The ship HMAS Cerberus was Built at Jarrow, Newcastle upon Tyne, England, in 1870, specifically for the colony of Victoria (Australia) and originally named HMVS Cerberus. It had a displacement of 3480 tons and could travel at the speed of 10 knots. The ship carried 4x 10 inch M.L.R. guns. The ship was renamed HMAS Cerberus in 1911 when the navy became the Royal Australian Navy. The photograph was mounted by members of HMAS Cerberus at Crib Point, Western Port Bay, Victoria in 1986. It was presented to Flagstaff Hill Maritime Village by the HMAS Cerberus Museum in 1986 to commemorate the ship's 75 years of service for the Royal Australian Navy. The photograph is significant for its connection with the colony of Victoria before Federation. It is also significant for its connection with the Royal Australian Navy and its service and training of Australian defence forces. Photograph behind glass, in timber frame. Black and white photograph of vessel HMAS Cerberus anchored , with city in the background. Frame is painted white. Photograph was taken to commemorate 75 years of the ship's service in the Royal Australian Navy. It was framed and presented to Flagstaff Hill by the HMAS Cerberus Museum on 19 March 1986. Details are hand written below the photograph.Original script writing in centre "H.M.A.S. Cerberus. 4-10 M.L.R. Guns / Built at Jarrow 1870 / Displ 3480 tons. Speed 10 knots. More recent text "75 years / 1986" "Presented by / HMAS Cerberus / Museum/ 19 March 1986"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, photograph, hmas cerberus, 75 year commemoration, 1876, 1911, royal australian navy, navy training base, point crib, ran, cerberus, commemorative photograph, western port bay, hmvs cerberus -
Halls Gap & Grampians Historical Society
Magazine - B/W, C 1915
Large families were the norm, rather than the exception up to the time of the World wars. perhaps the senseless destruction of those young lives sickened humanity- perhaps the increased taxes and cost of living resulting from the wars caused a necessary reduction in family size. Perhaps the independence won by women as they carried on their daily lives without their men, made mothers say, "Enough" The Warren family farmed the fertile Fyans Creek flats in the Grampian Mountains of Western Victoria. Some say Halls Gap was so named because the bushranger Hall holed up there in the early days. The rugged slopes and hidden gullies could have hidden a whole gang of bushrangers, but little remained undiscovered to a wandering family of 12 children growing up with their flocks and herds grazing the ranges. A tired rider could nod off, safe in the knowledge a trusty stockhorse would plod steadily homeward into the night. Responsibility quickly made youngsters capable and reliable. Then Australia went to war. There were three older brothers, then the girls, then young Frank. All the men went, including Frank. So the girls had to run the farm alone. Their mother had her hands full with the youngsters, still attending school, a daily walk over the mountain to Pomonal and return. But the loss of the men's casual wages from timber cutting and labouring jobs, meant great hardship is some method of earning a cash income had to be devised. Paying guests! That was it. So Myrtle Bank Guest House was born. City folk flocked to the mountain resort. High stepping mountain horses met them at the Stawell raid-head, with the tall and beautiful Warren girls driving them in experienced fashion, their auburn hair sometimes falling from its pins to fly free, as the dray bowled along towards the hills. The would hitch up their skirts to saw and chop wood for the stoves and fires. They milked cows and delivered calves. They shore sheep and trimmed their feet. They mustered their cattle as the seasons rolled by, and the paying guests watched and participated, fascinated. With laughter and song, the girls would wash up in a tin dish, throw on their house clothes to wait on table, sing and play piano, violin, accordion, enjoying the talk of the city and that other world so far away from their mountain home. The simple country menu was a hit, and the homemade bread, butter, jams and preserves, fruit and vegetables sent guests staggering to their armchairs. Picnics, hikes, goodbyes and welcomes blurred as the years of the war dragged by. Bookings were made and remade as the new enterprise became established. Peace was declared. the men returned A whole new building rose with two floors, inviting verandahs and bathrooms. Myrtle Bank would remain a family business all its lifetime, until buried below the Bellfield Dam, by which time more than one the girls had joined their beloved Frank, lost on Flanders Field. Article in book or magazine describing life at Myrtlebank during war years Other article written from letter from soldier P Lillis to his sister 3rd article of woman from country enlisting in WAAF Submitted by Carol of Bannockburn, Submitted by D Langley Submitted by Meryl of South Frankstonaccommodation, myrtlebank, people, warren -
Halls Gap & Grampians Historical Society
Photograph - B/W, c 1870
Jane and Samuel Delley emigrated to Australia in 1857. By 1870 they and their young family had settled in the area at the entrance of the Fyans Valley and on the west of Fyans Creek. There they built a home and recognising the needs of passing travellers and timber-getters, they established Delley's Inn, providing food and refreshments to all in need.Timber dwelling with bark roof and two chimneys, one at either side of the house. In front stand four men and two women with two wagon drays in the foreground. The area is enclosed by picket fencing close to the house and a rough timber fence on the rear of the boundary. Delley's Inn,1870 on reverse in pencilbuildings, houses, accommodation, delley's inn -
Orbost & District Historical Society
Certificate, September 1867
Following a Royal Commission in 1855, the Gold License was changed to the Miner’s Right, which reduced the fee and required annual payment, rather than monthly or quarterly.The fourth Goldfields Act, passed in early 1858, gave increased privileges to holders of Miner's Rights. These included the right to make residential claims, allowing the cutting of timber on claims and giving the right to build races and dams on any crown lands for mining purposes. This certificate is in the name of Samuel Richardson who brought it to Orbost.This item is of historical significance as it is associated with positive outcomes for gold miners brought about by the Eureka Stockade rebellion and its subsequent democrat changes. It is also associated with the Richardsonfamily who were early settlers in Orbost.A certificate for a miner's right printed on paper. It cost one pound. It was Not Transferable. Details have been filled out in ink. At the top of the licence is an elaborate etching, under the heading 'Colony of Victoria'. Inside a shield is a young woman, crowned, seated, with shipping in the background. oO her left is a miner with hat presenting her with a gold nugget while on her right, a farmer presents grain to her. Mottoes include 'Honi Soit Que Mal Y Pense'; 'Dieu et Mon Droit' and 'Advance Australia' There are handwritten notes in faded ink on the back.miner's right, colony of victoria, samuel richardson, no 14, government act -
Orbost & District Historical Society
book, The Ways of Many Waters, 1899
This book of poetry by E. J. Brady was originally published by the Bulletin Newspaper Company (Sydney) in 1899,Later it was reprinted by Thomas C. Lothian (Melbourne) in 1909, and by the Standard Publishing Company (Melbourne) in 1913.] E. J. Brady was an Australian poet. He was born at Carcoar, New South Wales, and was educated both in the United States and Sydney. He worked as a wharf clerk, a farmer, and journalist, and edited both rural and city newspapers This book is culturally important as Edwin James Brady represented the Bulletin school of the 1890s. The Bulletin was very popular with rural bush workers and selectors and became known as ‘the bushman’s bible’. It encouraged contributions of poetry, short stories and cartoons from its readerswho included miners, shearers and timber-workers from all over Australia. Some of this content was high quality and many of Australia’s important writers had their start with The Bulletin which became know as the ‘Bulletin School’ of literature.A small 155 pp fabric covered brown book with a very faded picture of a boat sailing toward a sunset on the front cover.poetry literature brady-edwin-james the-ways-of-the-waters -
Orbost & District Historical Society
railways envelope, C 1980's
This item was used by Victorian Railways 1970's/1980's. It was used at Orbost Railway Station for the consignment of timber from Orbost to Westall.. Westall was a major timber-receiving depot near Dandenong, Victoria. Westall railway station is located on the Pakenham and Cranbourne lines in Victoria, Australia. It serves the south-eastern Melbourne suburb of Clayton South, opening on 6 February 1951. Westall station was opened as a workers only platform on 16 October 1954. It was provided for the adjacent Martin & King railway coachbuilding factory. The station was opened to the public on 1 June 1959 when all trains on the line began stopping there. The Bairnsdale-Orbost railway was opened in 1916 to serve the agricultural and timber industry. Because of the decline in traffic and heavy operating costs, the line was finally closed in August, 1987. Orbost Railway Station was opened on Monday 10 April 1916 as the terminus of the Orbost railway line, and closed in 1987. The station was located on the west side of the Snowy River despite the town of Orbost being on the east side of the river, in order to save on the costs of a bridge over the river, which at the time had highly variable levels. This item is associated with the history of the Orbost-Bairnsdale railway line and therefore reflects the role that the rail line played in the social and economic history of Orbost.An unused brown/buff coloured goods/freight consignment envelope used by Victorian Railways, this one for timber from Orbost to Westall. It is DL size.2497-78 VICTORIAN RAILWAYS G.F 63 From ORBOST to WESTALL MASS Tonnes kg Vehicle No Contents TIMBER Consignee Date orbost-bairnsdale-railway westall -
Orbost & District Historical Society
pencils, 1960's
These pencils were supplied to the Orbost railway Station office to be used for clerical work. They were used by Victor Smithers who was the Assistant Station Master at Orbost from 1957 - late 1960's. He was also a reliever until the 1970's after which he returned to Ormond Station on the Frankston line where he worked until his death in 1979. The Bairnsdale-Orbost railway was opened in 1916 to serve the agricultural and timber industry. Because of the decline in traffic and heavy operating costs, the line was finally closed in August, 1987. Orbost Railway Station was opened on Monday 10 April 1916 as the terminus of the Orbost railway line, and closed in 1987. The station was located on the west side of the Snowy River despite the town of Orbost being on the east side of the river, in order to save on the costs of a bridge over the river, which at the time had highly variable levels. This item is associated with the history of the Orbost-Bairnsdale railway line and therefore reflects the role that the rail line played in the social and economic history of Orbost.Two coloured pencils. 2580.1 is a hexagonal blue pencil and has "Wolff's Emperor MADE IN AUSTRALIA". 2580.2 is a round red pencil with "Wolff's Fintorex MADE IN AUSTRALIA coloured copying". Both have "VICTORIAN RAILWAYS" marked in gold lettering on the sides. orbost-railway-station smithers-victor -
Orbost & District Historical Society
stamp, 1970's
This stamp was used at the Orbost Railway Station. The Bairnsdale-Orbost railway was opened in 1916 to serve the agricultural and timber industry. Because of the decline in traffic and heavy operating costs, the line was finally closed in August, 1987. Orbost Railway Station was opened on Monday 10 April 1916 as the terminus of the Orbost railway line, and closed in 1987. The station was located on the west side of the Snowy River despite the town of Orbost being on the east side of the river, in order to save on the costs of a bridge over the river, which at the time had highly variable levels, This item is associated with the history of the Orbost-Bairnsdale railway line and therefore reflects the role that the rail line played in the social and economic history of Orbost.A stamp with a red plastic handle and a white stamping face - "ORBOST FREIGHT DEPOT".VUESTAMP AUSTRALIAorbost-railway -
Orbost & District Historical Society
book, The Gearchange, C 2015
The American Truck History Association is an international organization, with over 21,000 members in the United States, Australia, Canada, and 20 other countries worldwide. A.H. McMullen & Co P/L, established by Arthur McMillan in February, 1951, had a long history as transport operators in Orbost and Gippsland districts. The company became Gippsland's largest transport company. It carted timber from the Orbost/ Cann River district district sawmills to the railway station. Two trains a day left the sloaded with timber. Beans were carted from Fisher's Bean Factory to Melbourne and Sydney. Cream from the farms was transported to the butter factory and for almost twenty years Fuel was carted from Melbourne to the RAAF base at Sale by McMullens. In 1970 the company was sold to F.J. Stephens and then to Mayne Nickless Transport. (ref.Deborah Hall "In Times Gone By') A.H. McMullen was a significant business in the mid 20th century in Orbost. This book is a useful reference source.A 40pp book with a dark blue cover titled "The Gearchange". It is a "Classic Edition Issue No. 2" and features A.H. McMullan & C0 P/L. It has a cost of $20.00. It contains illustrations, photographs and text.transport mcmullen-transport-orbost trucking -
Orbost & District Historical Society
jack, 1908
Used by Ettore Alessandri who came to Australia in 1930's. He had land at Marlo and used this jack to clear the property of trees and stumps in 1940's and 1950's. The Trewhella Monkey jack was invented by the Trewhella brothers to help land clearance in Australia during the 1880's. Two jacks were made a 5 ton and a 10 ton. This item is a 10 ton model having two extension bars. The longer spear is used for larger tree work and the smaller spear for general work and small trees. Both models had two lifting claws at different heights. Th lower claw was useful for roots. The top claw was intended for going under loads and the bottom claw used for rolling timber. In 1929 the cost of the 10 ton model was thirteen pounds ten shillings.This item is an example of the machinery used by the early settlers to clear land. A 10 ton monkey jack. It has two extensions (spears) and two lifting claws. It has a detachable handle. 2033.1 is the main jack. 2033.2 is the handle. 2033.3 is the shorter extension and 2033.4 is the longer extension.On extension - BRITISH STEEL On main section - 10 TON MONKEY JACK PATENTED 1411-50 AUGUST 04 1412-50 AUGUST -05 ?????? JUL -06 12104-20 JUL-08 Trewalla Bros Trentham Vicrural monkey-jack trewhella agriculture machinery