Footprint Tools is a hand tool manufacturer based in Sheffield, England. In 2014 most of their hand tools were still made in Sheffield at the Footprint factory. Footprint Tools can trace its manufacturing history as far back as the 1760s when Alfrid Ridge & Sons was established as a manufacturer of woodworking tools. Ridge was bought by the current owning family in 1932. The Footprint brand originates from 1875 when Thomas R Ellin, a member of a cutlery manufacturing family, started a tool manufacturing business under the brand "Footprint". This subsequently became known as Thomas R Ellin (Footprint Works). This company was bought by the current owning family in 1948 and began to manufacture a range of tools under the Footprint, Domino, Climax, John Bull, and Clinker brands. During World War 2 the divisions of the business were engaged in manufacturing hand tools for British and Commonwealth forces. After the war Footprint continued to grow, manufacture, and expand its range of hand tools for the professional tradesman. In 2008 Footprint moved to a larger factory and invested in new forging equipment, but this process was interrupted by a global recession, and Footprint was unable to generate enough business to cover the cost of the upgrades. In early 2009 the company was forced to liquidate and lay off its staff to pay creditors. The Jewitt family retained the brand and intellectual property, and later that year revived the company under the name Footprint Sheffield and began producing a smaller range of products at first. With the same family of owner-managers, now run by the fourth generation, in 2015 Footprint continues to manufacture most of their products in Sheffield, England, and exports worldwide.This item gives us a look into the history of the beginnings of an early company that made tools in Sheffield England and is still producing tools today.Ring Auger, Double Twist with Lead Screw, bit 1" with round shaft Imprinted 'footprint' trademarkflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

In 1893 Harry Crowther Slingsby founded the company the family firm was at first wholesale bottlers and had established themselves in Bradford, England, later they had a branch in London. Harry Crowther Slingsby began to look into the invention of labor-saving devices for the company. He had recognised that working practices in the local factories relied heavily on manual hauling and gravity for the movement of raw materials and products from floor to floor. However, this did not solve the problem of moving items horizontally around large buildings. Slingsby then set about creating robust trucks and trolleys to move heavy loads with relative ease. Different designs were created for different purposes sack trolleys for moving large sacks of flour, sugar and dried fruit around grocery stores; high wheeled flat carts towed by one or two people; trucks fitted with wicker baskets carried fibers around textile mills and railway platform trolley to move luggage. The company is still in existence today manufacturing many different types of products.An item from the early to mid 20th century connected with railway memorabilia and a company that had humble beginnings to become today a leading UK manufacture. Railway platform luggage trolley large metal frame & wood top with 4 black metal cast iron wheels & metal structure at front with holes to put rope/harness through. Front 2 wheels swivel. Trolley painted red. Wheels are marked Bradford & Londonflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Charcoal Box iron, self heating family charcoal iron. Hinged top with wooden handle and grate inside. Has hand heat shield Also metal protecting plate for hand. Manufactured by C. H. Crane, Wolverhampton, England H22.5 x W 12 x L 24 flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

A washboard is a tool designed for hand washing clothing. With mechanized cleaning of clothing becoming more common by the end of the 20th century. The traditional washboard is usually constructed with a rectangular wooden frame in which are mounted a series of ridges or corrugations for the clothing to be rubbed upon. For 19th-century washboards, the ridges were often of wood; by the 20th century, ridges of metal were more common. A "fluted" metal washboard was patented in the United States by Stephen Rust in 1833. Zinc washboards were manufactured in the United States from the middle of the 19th century. In the late 20th century and early 21st century, ridges of galvanized steel are most common. Clothes are soaked in hot soapy water in a wash tub or sink, then squeezed and rubbed against the ridged surface of the washboard to force the cleaning fluid through the cloth to carry away dirt. A significant item for cleaning clothes still in use today in many countries giving a snapshot into the domestic life of a housewife.Washboard wooden rectangular with wood grid and 2 legsNoneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, clothes washing, cleaning, 19th century washing appliances, scrub board, washboard

Sewing machine, hand operated, black with decorative painted patterning in green, red and gold in wood case. On top in Old English print "The Singer Manufacturing Co". Gold discs on front and back with the Singer Trade Mark. Decorative silver swivel cover plate over machine's workings at back of machine. Has small green instructions booklet called "Instructions For Using Singer Machines No 127 and 128." Also wooden base has compartment space for various alternative machine "shoes". Dated 1920 "THE SINGER MACHINE CO. TRADE MARK" plaque on front and back of machine. "The Singer Manufacturing Co." in gold lettering across top of machine. "SINGER" in gold lettering across the front.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sewing machine, the singer manufacturing co

In the 19th and early 20th centuries, J. & G. Meakin were important, large-scale producers of good quality, ironstone tableware (‘White Granite’ ware) that met a ready market in the United States, South America, Australia, and other traditional British markets. By the 1890s the company was one of the world’s largest earthenware manufacturers. Although export teaware and tableware was the factory’s staple commodity, Meakin also manufactured toilet ware, kitchenware and a wide range of fancy earthenware. The company was amongst the first British pottery firms to experiment with modernist designs associated with the art deco period. The Moderne' range was introduced in 1929 consisting of an angular shape decorated design with geometric patterns and often highlighted with silver or gold. This range remained in production through the 1930s. Post 1945 the company introduced the streamlined Studio shape (1953) and Horizon shape (1955) both heavily influenced by the Russell Wright ‘American Modern’ tableware. In 1964 a new Studio shape was released with tall streamlined coffee pots used as the background for many contemporary patterns now associated with the 1950s and 1960s. Designs by Jessie Tate and Eve Midwinter, some originally found on Midwinter shapes, also appear on 1970s Studio ware. The Studio range was one of Meakin’s most successful and continued in production until the late-1970s. The enormous range of floral, geometric, and abstract designs make Studio Ware collectible in its own right. In the 1970s and 1980s as part of the Wedgwood Group Meakin produced contemporary products under the 'Bull in a China Shop' and 'Creative Tableware' names. 'Sol' (c.1912-1963), 'Studio' (1953 on) and 'Royal Staffordshire' (post-1968) were important J. & G. Meakin Ltd trade names. Meakin marks are numerous, but all include the J. & G. Meakin name. The significance of this item and pottery generally is that often earthenware is portrayed as being a landmark in the evolution of humanity. This is because these items are the few things from the past that have survived in a tangible form. Pottery is an important functional part of society and it has a critical role to play as it helps archaeologists to date other artefacts of the same time period. Also, the decorations on pottery have told much about the beliefs, lifestyles and lives of the people who bought them and used them. In other words it gives us today a snapshot of society from the past and how people used these items in their daily lives, their likes as well as societal and design trends. Chamber pot ceramic white with handle at side and decoration around top. Unclearwarrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, champer pot, personal hygiene, personal item, ceramic pot, domestic object

The sample of steel from which the S.S. Julia Percy’s boiler was made has been tested, according to the attached label. The test involved heating the steel to blood red temperature (or dark red colour) then dipping it into water and bending it when it was cold. A “very severe test for quality” was written on the ticket by T.H. Osborne. (Mr Thomas Hamilton Osborne was the secretary for the Western Steam Navigation Co, established in Warrnambool in 1886. The company’s office was on the corner of Timor and Liebig Streets in Warrnambool and its north-western wall is now part of the current Warrnambool Regional Art Gallery. ) Cold bending of steel in a press or through rollers is the typical method of curving steel for construction. The steel needs to be manufactured in such a way that it is strong enough yet still flexible enough not to crack when bent or rolled. The boiler on the Julia Percy could have been a Scotch Boiler, a design introduced in the 1870’s and still being used today. This design was more robust that previous boilers, generating higher working steam pressures. The design incorporate greater ability to roll iron plates, leading to greater strength, thicker plating and fewer riveted joints. They were originally made of iron then later incorporated steel sections until they were entirely constructed of steel. Many examples of this type of boiler can be found on wreck sites. Shipping was the cheapest and most practical means of carrying produce and goods during the period 1840-1890. Regular domestic steamer services commenced in the Warrnambool district in the late 1850’s and by 1870 the passenger trade was booming. Produce was loaded from the jetty into ‘lighters’ (small boats), which took it to the ships at anchorage in the bay. Passengers were taken to the ship’s side then climbed aboard up ladders or gangways. The coming of the railway in October 1889 meant the gradual decline and end of the steam shipping era. Originally the ship was known as the SS Julia Percy and was later renamed as the Leeuwin. She was an iron passenger-cargo steam ship built in Glasgow by Thomas Wingate for the Warrnambool Steam Packet Company, which commissioned the ship for the steamship trade in Victoria’s western district. She was first registered in Warrnambool, Victoria in 1876. At one point in time the Julia Percy would sail from Warrnambool to Melbourne every Friday and return from Melbourne to Warrnambool every Tuesday. The cost of a return ticket for a Saloon Fare was £1.0.0. She would sail “if practical and weather permitting”. The Julia Percy changed hands several times. Her next owner was the Western Steam Navigaiton Co of Melbourne (1887). It was the manager of this company, Mr. T.H. Osborne, who tagged ths steel sample above. Melbourne Steamship Co became the next owners (1890), followed by William Howard Smith and Sons (1901) for use in Queensland coastal trades, then she was bought by George Turnbull in 1903 and used for local mail contract in Western Australia. She was sold to the Melbourne Steamship Company Ltd. (1906) and re-named the Leeuwi but continued in her Western Australian coastal run. She was converted into a coal hulk in Melbourne in 1910 as a result of damaged caused when she was driven against the jetty at Dongara during a gale. The ship was eventually dismantled and scuttled in Bass Strait on 28 December 1934. The steel sample is significant for its association with the wreck of the Leeuwin (Julia Percy), which is on the Victorian Heritage Register. It is historically significant for being a rare artefact that has potential to interpret aspects of western Victoria’s 19th century steamship trade and Victorian cultural history, including the testing and manufacturing process associated with steam power. Leeuwin is listed on the Victorian heritage Register as being historically significant ‘as one of only four wrecks of steamships in Victorian waters associated with the western district of Victoria’s coastal steamship trade. Her registered number is VHR S413. A sample of the steel from which the boiler of the "SS Julia Percy" (later named Leeuwin) was made. The piece of steel is a ‘C’ shape with the ends almost meeting. A luggage ticket is tied onto the steel and has an inscription on it. The steel is rusty.Ticket with typed information “Steel of which the Boiler of the “Julia Percy” (Warrnambool Steam Navigation Co) was made. TEST: Made Blood hot or Dark Red then dipped into water and bent cold. A very severe test for quality T.H. Osborne. Below these words is the hand written inscription in black “FM 151 / 9.75” julia percy, leeuwin, steel, boiler, steam ship, metal testing, western steam navigation co., flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, t.h. osborne

The symbol of the broad arrow on the base of the shell case dignifies that it was owned by the Australian Army. The dates of the shell cases - 1940 and 1941 - link the shell cases with World War II. Both cases headstamps have "N", which could indicate that they were made for use by the Navy. Shell Case 1298.01: The headstamp code on the label "MEC" means that it was made by the Explosives Factory Maribyrnong - Cordite Annexe, Maribyrnong, Melbourne, which made cordite propellant for cartridges and shells. Shell Case 1298.02: The headstamp conde "MF" means that it was made by the Small Arms Manufacturing Factory in Footscray, Melbourne and the stamped year was 1941. These shell cases are significant for their relationship with the Australian Army in general and in particular with the defence of Australia during World War II.Shell case; two brass 4" rimmed shell cases with headstamps (inscriptions) on the base plate around the firing pin. Label attached to one shell. Shell Case 1298.01 - Printed stamp “P.2BT” “M.E.C.111” “I.E. 10/43”. Stamped into base “N”, “1940” “W [within lozenge]”, “S” symbol [Australian Government Arrow] “360“ . Around firing pin “MF I 422” “ME” “II” “4 I N” “5-“ ”MF [within rectangle]” “f” “B – [within circle]”, Shell Case 1298.02 - headstamp “N 1941 MF / F symbol [square box] LOT 679”, [in oval] 101 / 4 / S /U2) M GUNS 7 “, symbol [Australian Government Arrow], Stencil [in red circle] “B J”, symbol [Diamond with line top to bottom] Stamped in red ink “R5G 11 1 2B7” flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, munitions, shell case, ammunition 1940, ammunition 1941, firearms, cannon, australian government, borad arrow, australian army, wwii, world war 2, australian defence, australian ordinance, small arms manufacturing factory, explosives factory maribyrnong, cordite

Allen & Hanburys was founded in 1715 in Old Plough Court, Lombard Street, London, by Silvanus Bevan, a Welshman, apothecary, and a Quaker. Bevan and his brother, Timothy, who became his partner and later succeeded him, were known for their just dealings and the integrity and quality of their drugs. The company grew into a respected pharmaceutical center and had established a strong reputation with American doctors by the late 18th century. William Allen, FRS, also a Quaker, and well-known scientist, joined the firm in 1792 and rose quickly to become the dominant personality. His second wife was a member of the Hanbury family who had produced several learned scientists. On Allen's death, the Hanbury family assumed control of the company. The growth of the company was continuous, but it was in the second part of the 19th century that developments on a large scale took place. Factories were built at Ware, Hertfordshire, and Bethnal Green in East London. The factory at Ware specialised in infants' foods, dietetic products, medicated pastilles, malt preparations as well as galenical preparations, beginning production in 1892. The brands included Allenburys Nº1 and Nº2 foods (essentially milk foods for babies up to six months), and Allenburys Nº 3 (malted farinaceous food, six months and older). Allenburys Rusks was a suitable first solid food for infants. Allenburys claimed to be pioneers in Great Britain in the production of pastilles, and thus the Ware factory also produced Allenburys Glycerine and Black Currant Pastilles, amongst another 80 different kinds of medicated and crystallised pastilles. Allen and Hanburys were one of the first manufacturers of cod liver oil in Great Britain, and owned factories in the Lofoten Islands (Norway) as well as at Hull and Aberdeen taking cod directly from the North Sea. The Bethnal Green factory carried much of the administrative and scientific side of the business, which included research, analytical control, chemistry, pharmacy, and pharmacology. In this plant, galenical preparations, pills, tablets, capsules, and other classes of pharmaceutical and medical goods were prepared. The company had overseas branches in Lindsay, Ontario, Durban, India, Shanghai, Australia, and Buenos Aires, and agencies in many other countries. The company address was for many years at 37 Lombard Street, London EC. Allen and Hanburys Ltd were absorbed by Glaxo Laboratories in 1958 under the name Glaxo Smith Kline, the company, used the Allen and Hanburys name for the specialist respiratory division until it was phased out in 2013.An early baby feeding bottle was made by the Allen & Hanburys company between 1891 to around 1920. The item is significant as it was used to feed babies the new manufactured baby milk formula's made by Allen & Hanburys that were gaining in popularity towards the end of the Victorian era.Baby feeding bottle clear glass curved with flat bottom and measuring scale, teat opening at one end and filling hole without stopper at the other end.Allenburys Feeder AD 1715warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, baby feeding bottle, bottle, domestic object

Camera fold away which expands out along tracks. Adjustment for distance, light aperture and lens speed. Manufactured in Rochester NY USA Model No 2-c, Kodak Jr Film is inserted and removed around 2 rollers at back of cameraflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Jakob Maul (1866-1953) founded a metal works factory in 1912 at Zell in Odenwald not far from Frankfurt. He was born the son of a winegrower from the Rheinhessen region of Germany that lies on the left bank of the river Rhine. At the age of 45, he started a metal works factory to produce various types of scales but during the second world war the factory was bombed and production ended. Production for the manufacture of scales resumed in 1948. In 1953 at his death Jakobs son Fritz Scharmann an engineer who had been working with his father since 1923 took over the management of the Maul companies. In 1970 the production responsibilities for Philip J Maul was taken over by Porti Office Equipment who was based in Hamburg. The company has undergone several integrations with subsidiary companies. Today the company has diversified into different areas one of which is manufacturing solar scales. An original postal scale made in Germany before the Second World War and regarded today as a collector's item. It is significant as it is a snapshot into the past and how everyday vintage items were used and interacted within society in the 1930s.Antique German Jacob Maul "Concav" brass postal or letter scale, quadrant type, with pendulum, measuring up to 9ozs. The scale has a level-adjusting screw.The balance is marked "CONCAV" and graduated in imperial ounces to 9 ozflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, scale, quadrant scale, postal weight, 9 oz, philip jakob, maul, scale manufacturer, german industry, weighing instrument, inclination scale

The company R. Fowler Limited was established in Ultimo, Sydney, in 1837 when Enoch Fowler (1807-1879) came to Australia from Ireland and is known today as the oldest pottery still in operation in Australia. They were mostly known for producing bottles, jars, and pipes. The pottery was originally located at Abercrombie Place on Parramatta Street, Chippendale, NSW before they relocated to Glebe in 1847. Later the pottery manufactured building materials such as tiles, pipes, and chimney pots. As the business grew, they moved to Parramatta in the 1850s. Enoch's son Robert (1839-1906) had joined the company, and took over its management in 1873, changing the name to “R Fowler Sydney” in 1880. Robert, introduced the black under glaze trademark with the archer as shown on the subject item. He went on to opened further sites at Marrickville and Bankstown, with the company becoming R. Fowler Limited in 1919. The factory at Thomastown, Melbourne was opened in 1927. Fowler also owned a Pottery somewhere near Lithgow, where they produced clay pipes that look like salt-glazed Earthenware pipes. There have been numerous developments to the company over subsequent decades, and the company was still operating in 2002 but is now owned by Caroma Industries Ltd, manufacturing only sanitary fixtures. An item made by an Australian company during the first half of the 20th century and quite rare today. The item is significant as it gives a snapshot of the early development of manufacturing companies in Australia. This informs our social history in Australia marking Australia's evolution into an independent country and no longer a colony of England. Bed pan ceramic white glaze handle at one end.Marked R Fowler Ltd and trademark a person sitting with a bow and arrow "00"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Draw knife, iron with wooden handles manufactured by Hales Bros Sheffield England. Trademark is a Horses Head.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Research is still being carried out regarding the inscription on this bell. Perhaps it was used for horses during the war. It may have been a souvenir or perhaps just a political statement, similar to 'Buy Australian'. Cow bells were common to colonial agriculture and transport, used wherever animals were turned out to graze overnight and had to be rounded up again next morning. Bells were fastened around the necks of household milking cows, domestic goats, bullock teams, horse teams, and camel teams, to help find them in the pre-dawn light. Station shepherds and cattle drovers also used them to warn of any disturbances to their flocks and herds overnight. The bells were a necessary item in a largely unfenced continent. So important, that Anthony Mongon began making his pot-bells at Yackandandah from 1861, August Menneke produced the “Wagga Pot” from 1867, and Samuel Jones started manufacturing his distinctively shaped “Condamine Bell” in 1868. However, these deeply resonant Australian bells were made from iron — Mongon and Jones were blacksmiths who simply beat old pitsaw blades into shape. Few genuinely brass cow bells were made here, the vast majority being imported from Britain where the industry of brass founding was already well established. (Some bells were also imported from the United States, but these too were nearly all of iron).This bell is historically significant as typical of a cow bell used by farmers and herdsmen in Colonial Victoria. Cow bell, brass, topless pyramid shape, inverted "U" shaped pin attached. Pin and clapper are iron. Bell is embossed on sides. Embossed "ADVANCE / VICTORIA" and "WWI"flagstaff hill, warrnambool, shipwreck coast, flagstaff hill maritime museum, flagstaff hill maritime village, maritime museum, great ocean road, cow bell, horse bell, bell smith, vintage bell, farmer, shepherd, drover, stock bell, brass bell, advance australia, wwi

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Wooden sheave from a block, from the wreck of The Falls of Halladale SW 13/1.74flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, block

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co. they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Zinc Cap Porcelain liner, placed inside the zinc cap to stop the contents of the jar reacting with the zinc. Recovered from wreck of the "The Falls of Halladale". Artefact Rego No FoH 16.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, 1908 shipwreck

The subject item is a good example of a large, hand-operated Bentwood box butter churn used to make up to 14 pounds of butter. It was made in Gisborne, Victoria, by the famous manufacturer, E. Cherry, and is known as an Improved Patent No.2 model probably dating from the late 1800s. The Cherry works specialised in making all types of butter churns and equipment for both domestic use on farms and small butter factories during the late nineteenth and early to mid. twentieth centuries. Milk was "separated" to retrieve the cream which was then beaten to make butter. E Cherry began making various models of Cherry butter churns in 1858, Edward Cherry migrated from Herefordshire England to Australia in 1855 with his wife Ann Appleby, nee Davis, and established a joinery workshop at Gisborne, Victoria. He began by making butter churns in his spare time and his product soon became popular allowing him to establish a viable business. A factory was established in 1875 and he started to make churns of all sizes including up to industrial scale. He exported his products to many countries around the world, Edward Cherry died in 1909 and the business was then run by his son George until he died in 1917. E Cherry's other son Thomas (1861-1945) was also involved in the firm maintaining an interest for several years. He had been born in Gisborne and became a senior house medical surgeon at the Melbourne Hospital in 1890. He continued his studies at Kings College London, eventually becoming a renowned bacteriologist and agricultural scientist. A significant giving an snapshot into how early industrial manufacturing became established in Australia.Rectangular manual butter churn, footed wooden box containing an X-shaped wooden interior rack, which is joined to an exterior metal hand crank with turned wood handle, through a hole in the box. Beneath the hand crank is a hole from the interior lined with metal. The lid has a carry handle affixed to the lid on two cross pieces attached to the lid by brass screws.Label in block transfer Manufactured by Cherry & Sons Pty Ltd Gisborne, Victoria Size "00"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, butter churn, cherry and sons, wooden butter churn

Item is of British manufacture made of ironstone pottery possible made by or for the Maws Co that provided many glass and ceramic items for hospitals, doctors and chemists. It was used in various types of Hospitals throughout Australia to facilitate a patient's comfort.Item is believed to an early production item and to have been made between 1870 to 1900.These items were made in England for export to Australia by a number of different potteries, further provenance information is unavailable at this time but this type of item was also in production up till the 1940s.White ironstone china slipper bed pan with pear-shaped base and white handlePrinted in black "The New Slipper Bed Pan" then instructions for useflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, bed pan, the new slipper bed pan, medical

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

Kettle and lid, iron. Large kettle with hook attached to swivel handle and a brass tap attached to side of kettle. Manufactured by Clark and Co., made in England.Pressed into base "ENGLAND - - - -" (unable to read)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, kettle, clark and co england, cast iron kettle

Pot cast iron with lid and bent swivel handle, rusted. Manufactured by T and C Clark, Co Ltd. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, cast iron pot

The black imitation leather or leatherette bag or pouch could have been used by a courier to transfer documents, letters or business records between offices or from business to customer. Imitation leather was invented in the late 1800s and improved as time went on. The manufacture of synthetic leather began around the 1930s. The courier bag may have been used for a s similar purpose as the cash bags in our collection. Those cash bags transported money between the railway stations of Grassdale and Merino in Victoria's western district in the late 19th and early-to-mid 20th centuries. Perhaps the bag was used by the coastal trading vessels that operated in southwest Victoria until around the 1940s.This courier bag is an example of the connections made between people in the remote areas of Victoria. It could have been used by the railway system or the coastal trader vessels that shipped people, goods, documents and cash between the districts in western Victoria.Courier bag; black imitation leather pouch, square with wide seams and a flap with sttud closure at the top. Made by British Products Pty Ltd. "British Products Pty Ltd"warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, bag, pouch, imitation leather, artificial leather, faux leather, synthetic leather, british products pty ltd, document pouch, courier bag, western district, western victoria, 19th century, 20th century, railway, rural business, rural trade, coastal trader, southwest victoria

Chauncey Jerome (1793–1868) was an American clock maker in the early to mid 19th century. He made a fortune selling his clocks, and his business grew quickly. Jerome was born in Canaan USA in 1793 son of a blacksmith and nail-maker. He began his career in Plymouth, making dials for long-case clocks where he learned all he could about clocks, particularly clock cases, and then went to New Jersey to make seven-foot cases for clocks mechanisms. In 1816 he went to work for Eli Terry making "Patent Shelf Clocks," learning how to make previously handmade cases using machinery. Deciding to go into business for himself, Jerome began to make cases, trading them to Terry for wooden movements. In 1822 Jerome moved his business to Bristol New Haven, opening a small shop with his brother Noble and began to produce a 30-hour and eight-day wooden clocks. By 1837 Jerome's company was selling more clocks than any of his competitors. A one-day wood-cased clock, which sold for six dollars had helped put the company on the map. A year later his company was selling that same clock for four dollars. The company also sold one line of clocks at a wholesale price of 75 cents and by 1841 the company was showing an annual profit of a whopping $35,000, primarily from the sale of its brass movements. In 1842 Jerome moved his clock-case manufacturing operation to St. John Street in New Haven. Three years later, following a fire that destroyed the Bristol plant, Jerome relocated the entire operation to Elm City factory. Enlarging the plant, the company soon became the largest industrial employer in the city, producing 150,000 clocks annually. In 1850 Jerome formed the Jerome Manufacturing Co. as a joint-stock company with Benedict & Burnham, brass manufacturers of Waterbury. In 1853 the company then became known as the New Haven Clock Co, producing 444,000 clocks and timepieces annually, then the largest clock maker in the world. Jerome's future should have been secure but in 1855 he bought out a failed Bridgeport clock company controlled by P.T. Barnum, which wiped him out financially, leaving the Jerome Manufacturing Co. bankrupt. Jerome never recovered from the loss. By his admission, he was a better inventor than a businessman. When Jerome went bankrupt in 1856 the New Haven Clock Company purchased the company. One of the primary benefits of Jerome purchasing New Haven in the first place was the good reputation of the Jerome brand and the network of companies that remained interested in selling its clocks. In England, Jerome & Co. Ltd. sold Jerome clocks for the New Haven company until 1904, when New Haven purchased the English firm outright. After his involvement with the New Haven Company in 1856, Jerome traveled from town to town, taking jobs where he could, often working for clock companies that had learned the business of clock making using Jerome's inventions. On returning to New Haven near the end of his life, he died, penniless, in 1868 at the age of 74. The company struggled on after Jerome's bankruptcy until after World War II, when the company endeavored to continue through disruptions caused by a takeover along with poor sales, finally having to fold its operations in 1960 a little more than 100 years after it had been founded. The item is significant as it is associated with Chauncey Jerome who had made a historic contribution to the clock making industry during the 19th century when he began to substitute brass mechanisms for wooden mechanisms in his clocks. This was said to be the greatest and most far-reaching contribution to the clock industry. Because of his discovery of stamping out clockwork gears rather than using castings, Jerome was producing the lowest-priced clocks in the world. That can only add to his significance as the major clock manufacture of the 19th century. Jerome may have made and lost, a fortune selling his clocks but was perhaps the most influential and creative person associated with the American clock business during the mid-19th century. Also, he had served his community as a legislator in 1834, a Presidential elector in 1852 and mayor of New Haven, Connecticut from 1854 to 1855.Clock, marine, in octagonal rosewood veneer case. Roman numerals to dial, has a seconds dial. 2 key-winding holes slow-to-Fast adjustment pin through dial. Small lever in lower edge of case activates a chime. "8 day, 8 inch, Lever Striking escarpment " Paper label on the back of the clock "Jerome & Co, New Haven, Conn" "Manufacturers of every variety of Office and Home Clocks and Time Pieces".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, clock, jerome & co, new haven, clock maker, chauncey jerome

This crucible was raised from the wreck of the LOCH ARD. It is one of six similar relics, in a range of sizes, now in the Flagstaff Hill collection. All bear markings to indicate their manufacture by the Morgan brothers of Battersea, trading as the Patent Plumbago Crucible Co. A crucible is a container used for purifying and melting metals so that they can be cast in a mould to a predetermined shape and use. They must withstand extremely high temperatures, and abrupt cooling, and shed their contents with minimal adherence. The addition of graphite to the traditional firing clays greatly enhanced the durability of industrial crucibles in mid-Victorian Britain, a significant technological advance at a time of great activity in foundries and expansion of demand for refined metals. The Morgans first noticed the advantages of graphite crucibles at the Great Exhibition held in London in 1851. Initially, they contracted to be sole selling agents for the American-made products of Joseph Dixon and Co. from New Jersey, but in 1856 they obtained that firm’s manufacturing rights and began producing their own graphite crucibles from the South London site. The Morgans imported crystalline graphite in 4-5 cwt casks from the British colony of Ceylon (now Sri Lanka) and mixed it with conventional English (Stourbridge) clays to be fired in kilns. Their products were purchased by the Royal Mints in London and India, and exported to official mints in France and Germany. They were successful exhibitors of their crucibles and furnaces at the London Exhibition held in 1861 (Class 1, Mining, quarrying, metallurgy and mineral products, Exhibit 265, Patent Plumbago Crucible Co). The range of sizes represented by the six crucibles retrieved from the LOCH ARD, suggests they may have been part of a sample shipment intended for similar promotion in the Australian colonies ― at Melbourne’s International Exhibition to be held in 1880. The summary of the LOCH ARD cargo manifest, by Don Charlwood in ‘Wrecks and Reputations’, does not mention any crucibles, implying that they were not a large consignment of uniform items. A newspaper account of an 1864 tour of the Morgan brothers’ ‘Black Potteries’ at Battersea indicates: “All the pots were numbered according to their contents, each number standing for one kilogram, or a little over two pounds; a No. 2 crucible contains two kilogrammes; a No. 3, three kilogrammes, and so on.” These numbers are obscured by marine sediment on three of the crucibles in the Flagstaff Hill collection, but those legible on the remaining three are 5, 6, and 8. None of the six is of the same size from a visual appraisal. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line of ships that sailed the long voyage from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. 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 her family in the tragedy. The shipwreck of the LOCH ARD is of State significance ― Victorian Heritage Register S417. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best-known shipwrecks in Victoria’s history.A Morgan’s Patent graphite crucible No.8 (i.e. 8kgs capacity), one of a set. It was recovered from the wreck of the LOCH ARD. It is in its original grey colouring with minimal sediment accretion on the top rim. It rises in a slight curve from a flat circular base to a wider rim with a pouring lip. Maker’s marks on the side of the container clearly identify the manufacturer. The maker's details are stamped into the base around and within a circle. A white sticker is attached. Made by the Patent Plumbago Crucible Company at the Battersea Works in London. Number “8”. Letters “MORGAN’S PATENT”. Details on the base "MORGAN'S PATENT" "THE PATENT PLUMBAGO CRUCIBLE COMPANY" Symbol [8] above "BATTERSEA WORKS LONDON" Handwritten on a white sticker in black pen "LA/89"flagstaff hill, warrnambool, maritime museum, shipwreck coast, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, graphite crucible, plumbago crucible, morgans crucible company, flagstaff hill maritime museum and village, fluxing pots, crucible, morgan’s patent, morgan brothers, patent plumbago crucible co, battersea works, london, port campbell

This crucible was raised from the wreck of the LOCH ARD. It is one of six similar relics, in a range of sizes, now in the Flagstaff Hill collection. All bear markings to indicate their manufacture by the Morgan brothers of Battersea, trading as the Patent Plumbago Crucible Co. A crucible is a container used for purifying and melting metals so that they can be cast in a mould to a predetermined shape and use. They must withstand extremely high temperatures, and abrupt cooling, and shed their contents with minimal adherence. The addition of graphite to the traditional firing clays greatly enhanced the durability of industrial crucibles in mid-Victorian Britain, a significant technological advance at a time of great activity in foundries and expansion of demand for refined metals. The Morgans first noticed the advantages of graphite crucibles at the Great Exhibition held in London in 1851. Initially, they contracted to be sole selling agents for the American-made products of Joseph Dixon and Co. from New Jersey, but in 1856 they obtained that firm’s manufacturing rights and began producing their own graphite crucibles from the South London site. The Morgans imported crystalline graphite in 4-5 cwt casks from the British colony of Ceylon (now Sri Lanka) and mixed it with conventional English (Stourbridge) clays to be fired in kilns. Their products were purchased by the Royal Mints in London and India, and exported to official mints in France and Germany. They were successful exhibitors of their crucibles and furnaces at the London Exhibition held in 1861 (Class 1, Mining, quarrying, metallurgy and mineral products, Exhibit 265, Patent Plumbago Crucible Co). The range of sizes represented by the six crucibles retrieved from the LOCH ARD, suggests they may have been part of a sample shipment intended for similar promotion in the Australian colonies ― at Melbourne’s International Exhibition to be held in 1880. The summary of the LOCH ARD cargo manifest, by Don Charlwood in ‘Wrecks and Reputations’, does not mention any crucibles, implying that they were not a large consignment of uniform items. A newspaper account of an 1864 tour of the Morgan brothers’ ‘Black Potteries’ at Battersea indicates: “All the pots were numbered according to their contents, each number standing for one kilogram, or a little over two pounds; a No. 2 crucible contains two kilogrammes; a No. 3, three kilogrammes, and so on.” These numbers are obscured by marine sediment on three of the crucibles in the Flagstaff Hill collection, but those legible on the remaining three are 5, 6, and 8. None of the six is of the same size from a visual appraisal. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line of ships that sailed the long voyage from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. 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 her family in the tragedy. The shipwreck of the LOCH ARD is of State significance ― Victorian Heritage Register S417 Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best-known ahipwrecks in Victoria’s history.A Morgan’s Patent graphite crucible No.4 (i.e. 4kgs capacity), one of a set of three. It was recovered from the wreck of the LOCH ARD. It is in its original grey colouring with minimal sediment accretion on the top rim. It rises in a slight curve from a flat circular base to a wider rim with a pouring lip. Maker’s marks on the side of the container clearly identify the manufacturer. The maker's details are stamped into the base around and within a circle. A white sticker is attached. Made by the Patent Plumbago Crucible Company at the Battersea Works in London.Number or. Letters “MORGAN’S PATENT”. Details on the base "MORGAN'S PATENT" "THE PATENT PLUMBAGO CRUCIBLE COMPANY" Symbol [4] above "BATTERSEA WORKS LONDON" Handwritten on a white sticker in black pen "L89"flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, graphite crucible, plumbago crucible, morgan's crucible company, flagstaff hill maritime museum and village, fluxing pots, crucible, morgan’s patent, morgan brothers, patent plumbago crucible co, battersea works, london, port campbell

Steamer trunks (named after their location of storage in the cabin of a steamship, or "steamer") which are sometimes referred to as flat-tops, first appeared in the late 1870s, although the greater bulk of them date from the 1880–1920 period. They are distinguished by either their flat or slightly curved tops and were usually covered in canvas, leather or patterned paper and about (36 cm) tall to accommodate steamship luggage regulations. Steamer trunks were originally called a cabin trunk. An orthodox name for this type of trunk would be a "packer" trunk, but since it has been widely called a steamer for so long, it is now a hallmark of the style. A trunk, also known as a travel trunk, is a large cuboid container designed to hold clothes and other personal belongings. They are most commonly used for extended periods away from home. Trunks are differentiated from chests by their more rugged construction due to their intended use as luggage, instead of storage. Among the many styles of trunks, there are Jenny Lind, Saratoga, monitor, steamer or Cabin, barrel-staves, octagon or bevel-top, wardrobe, dome-top, barrel-top, wall trunks, and even full dresser trunks. These differing styles often only lasted for a decade or two and along with the hardware can be extremely helpful in dating an unmarked trunk. Although trunks have been around for thousands of years in China and elsewhere, the most common styles seen and referred to today date from the late 18th century to the early 20th century when they were supplanted in the market by the cost-effective and lighter suitcase. There were hundreds of trunk manufacturers in the United States and a few of the larger and well-known companies were Rhino Trunk & Case, C.A. Taylor, Haskell Brothers, Martin Maier, Romadka Bros, Goldsmith & Son, Crouch & Fitzgerald, M. M. Secor, Winship, Hartmann, Belber, Oshkosh, Seward, and Leatheroid. One of the largest American manufacturers of trunks at one point the Seward Trunk Co. of Petersburg, Virginia still makes them for school and camp, and another company Shwayder Trunk Company of Denver, Colorado would eventually become Samsonite. Another is the English luxury goods manufacturer H.J. Cave trading since 1839. Their Osilite trunk was used by such famous customers as T.E. Lawrence and Ruth Vincent Some of the better known French trunk makers were Louis Vuitton, Goyard, Moynat, and Au Départ. Only a few remain with the most prominent US company being Rhino Trunk and Case, Inc who probably manufacture more trunks than any company in the world.A snapshot into our social history regards how travel was undertaken over a hundred years ago and how people travelled so differently than today as they often packed for extended travel on ships. Travel then was so different with people having to pack a very large wardrobe of clothes to last for some times months overseas.Trunk rectangular with wood ribs and metal strips for reinforcing. Covered with canvas and has 3 locking devices. Also has leather handles at ends.On lock inscription Eagle lock Co.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

A ship's compass played an extremely important role in navigating the ship from the port to its destination. If there was a slight inaccuracy in its calibration the ship could miss its destination and crash or be wrecked. The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barb wire, stoves, oil, and benzene as well as many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson's navigational error, not too technical failure of the Clyde-built ship. The Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, Anderson Rodger, and William Todd Lithgow. During the period 1882-92 Russell & Co. standardised designs, which sped up their building process so much that they were able to build 271 ships during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the 'windjammers' that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck in stormy conditions. The Falls of Halladale shipwreck is listed on the Victorian Heritage (No. S255). She was one of the last ships to sail the Trade Routes from Europe and the Americas. Also of significance is that the vessel was one of the first ships to have fore and aft lifting bridges as a significant safety feature still in use on modern vessels today. The subject model is an example of an International Cargo Ship used during the 19th and early 20th centuries to transport goods worldwide and represents aspects of Victoria’s shipping industry. The compass sections are also significant for belonging to the compass of the Falls of Halladale. It was a critical part of the ship's equipment. Compass sections, two; brass disc with a round object on a pedestal, together with a glass disc with a metal frame and insert in the centre. Both items were recovered from compass on the wreck of Falls of Halladale. Nonewarrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, compass sections, falls of halladale, wreck of halladale, ship compass

Smiths began with a craftsman named Samuel Smith who in 1851 opened a shop in Newington Causeway, London, where he made and sold watches, clocks and precision instruments. Samuel had a son, Samuel Jnr who was apprenticed in his fathers business. Samuel Jnr eventually opened his own business at 85 Strand and later opened other premises at 9 Strand, Trafalgar Square and 68 Piccadilly. In 1899 he turned his business into a private limited company, S. Smith & Son Ltd. Samuel Jnr son, Sir Allan Gordon-Smith, joined him as Manager at 9 Strand in 1903 and laid the foundation of the vast Smiths organisation of the future, leading the company towards the supply of accessories for the then developing motor industry making car clocks and the first speedometers patented in 1904. In July 1914 a new company was formed under the name S. Smith & Sons (Motor Accessories) Ltd., to take over the motor accessory business of S. Smith and Son Ltd. and this became the main company of the group which eventually grew to become Smiths Industries Ltd. The original company S Smith and Sons Ltd., continued as jewelers and clock and watchmakers until 1930 when the company was taken over by Bravingtons retail jeweller chain. In 1931 Smiths decided to enter the domestic clock market and formed a new company, Smiths English Clocks Ltd., as the Clock and Watch division of S Smith & Sons (Motor Accessories) Ltd. This is the start of "Smiths Clocks" because this is when they began to manufacture domestic clocks in quantity. Moreover, they set out to produce these clocks at a price that the average householder could afford. S Smith & Sons (Motor Accessories) was at this time was the main company in the Smiths group of companies and their business developed both in the motor vehicle field and outside it. Smiths began to make automatic pilots for aircraft and, through the acquisition of a majority interest in Henry Hughes & Sons Ltd., entered the field of marine instruments. During the war from 1939 to 1945, Smiths' production expanded. There was a demand for motor, aircraft and marine instruments for the Services and the production of industrial instruments and it is at this time that our item was made. In 1944 many changes were made to the Smiths' organisation. The name of the principal company was changed from S Smith & Sons (Motor Accessories) to S. Smith & Sons (England) Ltd. and four new subsidiary selling companies were set up. These were Smiths Motor Accessories Ltd., Smiths Aircraft Instruments Ltd., Smiths Industrial Instruments Ltd., and Smiths English clocks Ltd. The manufacture of clocks and watches ceased in 1979 and 1983 saw Smiths withdraw from producing items for the motor industry.An item that is now regarded as a vintage, sought by horology collectors worldwide and is in excellent condition. The item is unique in that it was made specifically for ships by the Smith company a well known British clock manufacture. Its provenance is well established and it was made during the world war II era specifically for merchant and naval vessels of the time. Naval brass ships bulkhead clock. The clock face is of white enamel with black Roman numerals, an outer minutes ring and black steel hands. There is a subsidiary seconds dial with sweeping hand just above the centre and a fast/slow adjustment lever above that. There is no manufactures name on the dial. There are a beveled glass and brass hinged lid to the front of the clock. The clock is housed in a heavy brass case with screw holes around the circumference for mounting. There are no markings on the clock or mechanism flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, s smith and sons, clock, maritime clocks, clock makers, bulkhead clock

The family-owned timber manufacturing business Pelco was started by Cecil Victor Woodfield in 1937. The joinery company Pelco began by making wooden ladders and was registered as the Palmerston Extension Ladder Company. C V Woodfield, who lived from 1884 -1959, arrived in Palmerston North from Canterbury NZ in the aftermath of the Great Depression to work in construction. The company got its first step up when Woodfield was asked by a commercial painter to make a ladder, and the founder set up shop in a garage on Ruahine St. According to the company website, Pelco made its name in New Zealand with its Oregon Extension Ladders, and up until its closure, manufactured non-conductive Lamilite Ladders for the electrical supply and service industry worldwide. The company was incorporated as a joinery business in 1946 and continued making high-end cabinetry for seven decades. Under director Geoff Woodfield, in the 1950s, the company embarked on the production of Fleetcraft plywood boats. Another water-related enterprise followed, with the manufacture of oars and paddles. Its branded Gull Superior Oars and Paddles business began exporting in 1972 to Australia and subsequently to the United States, UK and Japan. The company ceased trading in April 2018 and was placed into receivership.This pair of lightweight oars represents the maritime tradition of handmade oar making, which has evolved over the centuries. Their shape is still similar to early oars and continues to serve the same purpose, to steer and propel a boat. Pair of blonde varnished Tasman Fir oars with a flattened paddle at one end. Made by Gull of New Zealand, sold by James Edwards & Sons of Melbourne. Inscriptions on printed labels on the oars."GULL Superior Oars and Paddles, Pelco, Palmerston North NZ" "JAS. EDWARDS & SONS, Boat Builders, Oar and Skull Makers, & Importers, PRINCES BRIDGE MELBOURNE"warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, oar, oars, gull oars and paddles, new zealand oars and paddles, jas edwards and sons melbourne, rowing equipment, new zealand oak, paddle, james edwards and sons melbourne, james edwards, tasman fir, gull superior oars, marine equipment, marine technology, ship fitting, boat fitting, rowing oar, boat oar

Gould manufacturing company was founded in 1848 at Seneca Falls, New York when Seabury S. Gould purchased an interest in Downs, Mynderse & Co. and the firm became Downs & Co. Wooden pumps were produced at the time in an old cotton factory building. In 1869, the name of the company was changed from Downs & Company to Goulds Manufacturing Company. Seabury S. Gould was regarded as a man of unusual vision, and as the founder of Goulds Manufacturing Company he was keen to start producing cast iron pumps. An iron pump, he believed, would overcome all the disadvantages of a wooden pump. It would be strong and efficient and provide fresh flowing water for the pioneers. He ran the company until after the American Civil War and because Goulds Manufacturing had a foundry, they also produced all kinds of cast iron products such as corn shellers, bells, sad irons, sinks, tools, and a line of fire engines. From 1848 to 1964 a Gould family member had always been President of the company. However, the company ownership in 1964 was transferred from family-owned stock to public offerings and employee ownership of stock. The subject item called the "N e w Deluge" was an improved bilge pump for vessels having not more than 25 feet depth of hold. It was also used by contractors for pumping out excavations and was well adapted for irrigation use. This hand pump was designed to be used where a hand pump of large capacity was desired. Goulds made many different types of pumps to suit differing pumping situations such as. Well Pumps, Hydraulic Rams, Diaphragm Pumps, Tank Pumps, Sprayers and Small Capacity Power rumps. Goulds Triplex, Centrifugal, Rotary and Deep Well Power Pumps The subject item was first introduced to the market in the Goulds catalogue of 1915 and became a very popular pump used in Australia and the USA. It is manufactured by a company still trading today with offices in Australia and many other countries.Hand Pump cast iron with long reversable pumping lever and cylindrical casing there are 4 metal holes for fastening to floor surface. Painted black. Embossed "NEW DELUGE" "- - -" and "No 16" or "No 18".warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, pump, hand pump, goulds manufacturing