British Admiralty Navigation Chart - Africa, North Coast - C. Bougaroni to Fratelli Rocks and including The Galita Channelwarrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, british admiralty navigation chart, navigation chart, c. bougaroni to fratelli rocks including the galita channel

British Admiralty Navigation Chart - Philippine Islands - Cabra Island to San Fernando Point including Dilasak B. to St. Miguel B.warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, british admiralty navigation chart, navigation chart, cabra island to san fernando point, dilasak b. to st. miguel b., philippine islands

Small blue hardcover book 205 pagesnon-fictionIssued to Naval Ratings on entry to the RANran, royal australian navy, naval ratings

British Admiralty Navigation Chart - Islands in the North Pacific (Western Hawaiian Group) : Midway Islands, Seward Road and Welles Harbour, Necker Island, Cure or Ocean Island, Pearl and Hermes Reefwarrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, navigation chart, british admiralty navigation chart, midway islands, islands in the north pacific (western hawaiian group), seward road, welles harbour, necker island, cure or ocean island, pearl and hermes reef

This case was donated along with the contents of over 60 navigational charts for locations all over the world. The narrow box is built to keep the charts in order and easily accessible on board a vessel. The chart case is a rare example of a container used on board a vessel for the storage and protection of navigational charts. It represents the type of equipment used by the navigator of a seafaring vessel. The charts within the case represent the places to which the vessel travelled.Chart case (or map case), wooden, has hinged opening at top. Front of case folds down and has a hook closure. It contained 65 British Admiralty navigational charts, which are listed and stored separately. (See separate items 2928.2 to 2928.66)There is a hand written name on the back of the case.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, map case, chart case, map box, chart box, british admiralty charts, navigational charts, hydrographer charts, navigation, ship equipment

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

Accurate charts were imperative for sea farers to sail their vessels safely from one side of the world to another. The British Admiralty published many charts and updated them frequently. Specialists were employed to gather information such as depth soundings to give the navigator as many helps as possible. At regular intervals the charts had to be updated with the amount of adjustment needed to a compass to allow for magnetic variation.This chart is significant for its association with incoming and outgoin ships for trade and passengers in the late 19th century.Admiralty Chart of Port Phillip, Victoria, South Coast of Australia. It shows navigation buoys, lighthouses, tides and money other details. It was surveyed by Commander Henry L. Cox R.N. in 1864. Published by Admiralty August 19th 1865. Corrections were made by Staff Commander E.J. Stanley R.N. in 1874. The West Channel was surveyed b J.B. Mason , Engineer, in 1899. Published and cartographed in Admiralty, London, England in 1897, supervised by Capt G H Richards R N Hydrographer. Chart was updated in 1899. Sold by W D Potter Agent for Admiralty Charts 145 minorities.Printed: "Port Phillip" "Australia - South Coast, Victoria"flagstaff hill, warrnambool, maritime-museum, flagstaff hill maritime museum & village, shipwreck coast, chart, australia, south coast, port phillip, admiralty, 1899, navigation, cartography, cartographer

Red Ensign Flag was updated in 1908, the current Commonwealth star of seven points replaced the earlier six-pointed starPart of a collection of Wold War I Flags obtained by Harry Groves. Rare historical example of an Australian Flag.1901–1903 version Australian/Commonwealth red ensign (1901–1903) Version After being submitted to King Edward VII for approval the competition winning design which featured a southern cross with nine, eight, seven, six and five points respectively was standardised by the British Admiralty with the number of points on the four biggest stars of the southern cross set to seven, ostensibly to improve ease of manufacture. The original variety of points was an indication of the relative brightness of each star as it appeared in the night sky.On top left hand side of the flag is inscribed "GROVES" and a cardboard note stating "This Australian Flag and other flags in the Gallery were brought home from the First World War by Harry Groves."red ensign, world war 1

Photographs of the German ship Admiral Graf Spee which was involved in the Battle of the River Plate, the first naval battle in the Second World War and the first one of the Battle of the Atlantic in South American waters. The German panzerschiff Admiral Graf Spee had cruised into the South Atlantic a fortnight before the war began, and had been commerce raiding after receiving appropriate authorisation on 26 September 1939. One of the hunting groups sent by the British Admiralty to search for Graf Spee, comprising three Royal Navy cruisers, HMS Exeter, Ajax and Achilles (the last from the New Zealand Division), found and engaged their quarry off the estuary of the River Plate close to the coast of Uruguay in South America. 12 black and white unframed photographs of ship at seaInscription in pencil on rear of each photographadmiral graf spee, ww2, montevideo, battle of the river plate

HMS J3 (later HMAS J3) was a J-class submarine operated by the Royal Navy and later the Royal Australian Navy. After the war, the British Admiralty decided that the best way to protect the Pacific region was with a force of submarines and cruisers. To this end, they offered the six surviving submarines of the J-class to the Royal Australian Navy as gifts. J1 and her sisters were commissioned into the RAN in April 1919, and sailed for Australia on 9 April, in the company of the cruisers Sydney and Brisbane, and the tender Platypus. The flotilla reached Thursday Island on 29 June, and Sydney on 10 July. Because of the submarines' condition after the long voyage, they were immediately taken out of service for refits. Apart from local exercises and a 1921 visit to Tasmania, the submarines saw little use, and by June 1922, the cost of maintaining the boats and deteriorating economic conditions saw the six submarines decommissioned and marked for disposal.The wreck of JR can still be seen off Swan Bay2 propellers from the J3 submarine 'HMAS Reaper'j3, j class submarines, hmas reaper

This item is linked to the 'HMAS Encounter', possibly made on the ship c. 1913. In 1916 this ship visited a then unnamed island off the Western Australian coast, where the crew discovered two bronze cannons protruding from the sand. These cannons now in the WA Maritime Museum, Fremantle, have been linked to the "Mahogany Ship" legend by historian K.G. MacIntyre. Cribbage is a very popular card game, particularly with naval personnel. This cribbage score board belonged to Alexander Charles Forsyth who used it aboard H.M.A.S. Encounter in 1913. He was a stoker, service number 3086, from New South Wales. H.M.A.S Encounter, the fourth warship of that name, was built at Devonport Dockyard, Tasmania, for the Royal Australian Navy in 1905. She was a second class protected cruiser and in 1909 was lent for three years to the British Admiralty. In 1913 (the year marked on this cribbage board) she was in New South Wales and Queensland waters and in World War One she served in the Pacific region, taking part in the capture of German New Guinea. She was finally scuttled in 1932.Social significance: an example of leisure activities in early C20th. Historical significance: link to "Mahogany Ship" legend through H.M.A.S. Encounter. This is an interesting item with social significance as cribbage was a popular game, particularly in the 20th century, and it illustrates the pastimes of a generation past. It was given to Warrnambool and District Historical Society by a Wangoom couple and so may have local significance if A.C. Forsyth was related to this couple. H.M.A.S. Encounter was important in Australia’s naval history. Rectangular brass plate with rows of holes, grouped in tens. Plate mounted with 5 brass studs to a rectangular wooden base. 134 holes in brass, grouped in tens. Three holes in each end of wooden base. Board used for scoring made out of brass for game of cribbage Burnished gold on playing surface Reddish-brown on base 144 main indentations, 10 minor indentations Machine engraved "A.C. Forsyth" (in script)/ "1913"/ "H.M.A.S. ENCOUNTER" across middle of the plate, between the rows of holes. brass, ships, leisure, royal australian navy, cribbage board, games, mahogany ship, a s forsythe, encounter, alexander charles forsyth, warrnambool

"The marine Hydrographers of the British Admiralty wanted desperately to chart a safe passage through the Great Barrier Reef and the gap between the northern tip of Australia and Papua New Guinea, which would open up the new colony to the East Indies trade. They commissioned the Rattlesnake, a 28 gun frigate of the Royal Navy, whose captain was a keen amateur artist and whose name, Owen Stanley, was given to the mountain ranges of PNG. After the passage out, Stanley brought aboard Oswald Brierly, later to be the marine painter to Queen Victoria, and together these men made two voyages through the Great Barrier Reef, painting and sketching all the while. They produced a visual record of 19th century contact between Europeans and the indigenous people of Northern Australia and New Guinea in an album which contains the original of this copy. It is held in the Mitchell Library in Sydney." (ref. State Library New South Wales) Sir Oswald Brierly, a young marine artist, arrived in Sydney in 1842 on the yacht Wanderer. Settling at the whaling station of Boyd Town in Twofold Bay, he painted extensively and left a vivid account of the whaling life during the five years he spent there. However it was the open sea and adventure that lead Brierly to accept a position on the HMS Rattlesnake as shipboard artist. This item is associated with the anchor of the The Rattlesnake. This anchor is in the main street of Orbost in front of what was once the museum.This is a copy of a picture of the H.M.S. Rattlesnake at sea with a canoe of Aborigines rowing towards it.h.m.s.-rattlesnake brierly-oswald stanley-owen

This model of the ship H.M.S. Lady Nelson was researched and built as the vessel Lady Nelson by David Lumsden, a professional ship model builder. His Majesty's Armed Survey Vessel Lady Nelson was commissioned in 1799 to survey the coast of Australia. This vessel was purpose-built before the British Admiralty requested plans for a Schooner for Port Jackson. At the time large parts of the Australian coast were unmapped and Britain had claimed only part of the continent. The British Government were concerned that, in the event of settlers of another European power becoming established in Australia, any future conflict in Europe would lead to a widening of the conflict into the southern hemisphere to the detriment of the trade that Britain sought to develop. Against this background, Lady Nelson was chosen to survey and establish sovereignty over strategic parts of the continent. Lady Nelson left Portsmouth on 18 March 1800 and arrived at Sydney on 16th December 1800 after having been the first vessel to reach the east coast of Australia via the Bass Strait. Before that date, all vessels had sailed around the southern tip of Tasmania to reach their destination. Lady Nelson's survey work commenced shortly after she arrived in Sydney, initially in the Bass Strait area. She was involved in the discovery of Port Phillip, on the coast of Victoria, in establishing settlements on the River Derwent and at Port Dalrymple in Tasmania. She also successfully chartered much of the Victorian coastline and was heavily involved with the exploration of the Queensland coast with Matthew Flinders; investigated the Hunter River; made numerous visits to New Zealand and Norfolk Island and was involved in the founding of numerous settlements. In comparison to most colonial vessels, the Lady Nelson was technically unique she was fitted with sliding keels, or centreboards, and water-tight trunks reaching to the deck. Captain Schank invented these sliding keels that, when raised, reduced her draught to less than six feet. Her life as an exploration vessel ended while accompanying HMS 'Tamar' to Melville Island in 1825, the 'Lady Nelson' was captured and later abandoned by pirates off the island of Babar (Indonesia). This brought the vessel's 25 years of coastal exploration and navigation to a close.The Lady Nelson made was the first British ship to survey of the southern or south-western coast of Australia and traverse the Bass Strait. The vessel holds a special place in Australia's history of exploration as the first to explore and establish settlements in the then-new British colony of Van Diemans Land. The model gives an insight into what life must have been like onboard sailing vessels of the time and Australia's early history of establishment and exploration. This model acts as an important legacy of the full-scale ship which no longer survives. Ship model of the 60 ton British brig HMS Lady Nelson. Timber model of a two-masted brig with rigging but no sails, displaying the British Union Jack flag. The ship is in a glass exhibition display case on metal stand. HMS Lady Nelsonflagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, by captain john schanck, sliding keels or centreboards, lady nelson, british brig hms lady nelson, david lumsden ship model builder, lieutennant james grant, bass strait discovery, surveying king island and port phillip bay, philip gidley king

This ship model is of a Colonial Port Jackson schooner, originally designed by the British Admiralty in 1803 as a response to the request of New South Wales' Governor Arthur Phillip. The drafts for the original plans are in Greenwich, UK, in the National Maritime Museum. The model is a Ledition edition, number 2 of 5, modelled by Bill Leonard. The model is rigged and decked in the manner of David McGregor. The flag on model of Port Jackson schooner is that of the British White Ensign which was used as the flag design of the Royal Australian Navy from 1911 - 1967. In 1785 the First Fleet arrived in the new British colony of Port Jackson (now Sydney Harbour) in New South Wales and Arthur Phillip was appointed as the first Governor. The following year Governor Phillip asked the English Royal Navy to provide drafts and materials for two ships for use in the Port Jackson colony for exploring and surveying rivers. The vessels needed a shallow draught and to be made from local cedar timber. He asked for the frames of the schooners to be provided along with shipwrights to assemble them. Many years later, in 1803, Governor Phillip’s request was fulfilled but he had already resigned from his post. The drafts titled ‘Schooner for Port Jackson’ were despatched by the Royal Navy from England to Australia. The original draft is still in the National Maritime Museum in Greenwich, UK. Meanwhile, the NSW Government had already built various other ships before 1803. In 1797 His Majesty’s Dockyard was opened at Port Jackson for building larger vessels. The Royal Navy’s 1803 design of a ‘Schooner for Port Jackson’ has been recognised on the obverse of Australia’s twenty dollar banknote since 1994. A sketch of the schooner is beside the portrait of Mrs Mary Reibey, who arrived as a convict and rose to become a respected and successful owner of a cargo shipping business. Her fleet included the Mercury, a schooner similar to the 1803 design for the Port Jackson schooner. Although the 1803 plans for a ‘Schooner for Port Jackson’ are commonly believed to be used for the first ship built in Australia, no records have been found of any ships being built according to these plans. However, it can be claimed that the plans were the ‘first Royal Navy plans made for a ship for use at Port Jackson, and to be built at Port Jackson, in Australia’. William (Bill) Leonard passed away on March 1st 1995.This ship model is significant for its representation of an early Australian colonial schooner. The 1803 Royal Navy’s plans for the colonial ‘Schooner for Port Jackson, were for the first ship specifically designed by the Royal Navy to be built and used in Port Jackson, for use in exploration and surveying of Australian ports and rivers. The plans are associated with Australia’s colonial settlement in the late 1700s. This ship model is significant for its association with the emblems of Australia’s history on the twenty dollar banknote. The colonial Port Jackson schooner is considered significant to Australian history, and represented on the 1994 twenty dollar banknote and its new version being rolled out in October 2019.Ship model of a colonial Port Jackson Schooner. Two-masted sailing ship displaying the flag named The British White Ensign. Mode of light coloured stained timberl is mounted on brass legs inside a glass case with timber frame and base. Metal engraved plaque states that the model is as designed by The Admiralty in 1803. Model is a number 2 of 5 in a limited edition, made by Bill Leonard.Engraved on metal plaque "PORT JACKSON SCHOONER / As Designed By The Admiralty. 1803"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship model port jackson schooner, sailing ship, limited edition model, model maker bill leonard, david mcgregor design, maritime trade, maritime vessel, colonial port jackson schooner, pacific island trade in early 1800s, sydney cove, governor arthur phillip, governor philip gidley king, a schooner for port jackson, national maritime museum greenwich, australian $20 banknote

This hardcover book, The logbooks of the 'Lady Nelson' : with the journal of her first commander, Lieutenant James Grant, R.N., by Ida Lee (Mrs Charles Bruce Marriott) was published over 100 years after the Lady Nelson arrived in Australia to navigate and survey this ‘new colony’. Included in the book are sixteen charts and illustrations from the originals in the Admiralty Library, showing the surveyed land and water. The transcribed Contents, below, summarise the trips of the Lady Nelson during this time. Book’s Content PLUS text of the Chart of ‘Part of Bass Strait’ - Chapter 1: The Lady Nelson built with centreboards. Her voyage to Sydney under James Grant. The first ship to pass through Bass Strait. - Chapter 2: Returns to explore the Strait. Her visits to Jervis Bay and to Western Port in 1801 - Chapter 3: Colonel Paterson and Lieutenant Grant survey Hunter River - Chapter 4: Murray appointed commander of the Lady Nelson. His voyage to Norfolk Island. - Chapter 5: Murray’s exploration of Bass Strait. - Chapter 6: Discovery of Port Phillip. - Chapter 7: The Lady Nelson in company with HMS Investigator examines the North-Eastern shores of Australia. - Chapter 8: The French ships in Bass Strait. The founding of Hobart. - Chapter 9: Symons succeeds Curtoys as commander of the Lady Nelson. His voyages to Tasmania, Port Phillip and New Zealand. - Chapter 10: The Lady Nelson in Tasmania. The founding of Port Dalrymple. - Chapter 11: The Estramina is brought to Sydney. The Lady Nelson visits Norfolk Island and Port Dalrymple. - Chapter 12: Tippahee and his four sons are conveyed to New Zealand in the Lady Nelson. - Chapter 13: The Lady Nelson accompanies HMS Tamar to Melville Island. - Chapter 14: The loss of the Lady Nelson Text included with the ‘Chart of Bass Strait’ … “Part of Bass Strait, including the discoveries made by Acting Lieut. J. Murray, commander of His Majesty’s armed surveying vessel Lady Nelson, between November 1801 and March 1802. By command of His Excellency Governor King.” “This chart, which bears Murray’s autograph, shows his explorations of Western Port, Port Phillip and King Island. It should be noted that Flinders Island is named Grand Capuchin. This is one of the charts referred to as "unfortunately missing” in the Historical Records of N.S. Wales, vol. iv. P. 764” The story of the Lady Nelson In 1798 the British Admiralty ordered a cutter of 60 tons to be built along the design of the armed cutter Trial that was developed by Captain John Schanck, with three sliding keels or centreboards that could be individually raised and lowered, for use on the River Thames. The new cutter was to be named Lady Nelson. Philip Gidley King, prior to taking up his appointment as third Governor of the colony of New South Wales, was in England at the time of the Lady Nelson’s fit-out and was aware of the need for such a ship for survey work in the colony in New South Wales. He convinced Captain Schanck, the Commissioner of Transport in England, to construct and rig the Lady Nelson as a brig rather than a cutter, keeping the feature of the three sliding keels, which would be very useful for mapping in shallow waters. The new Lady Nelson was launched at Deptford, England on the River Thames in November 1798, with the official commission to discover and survey the unknown parts of the coast of New Holland (Australia) and establish British sovereignty over the continent. The Lady Nelson sailed from Portsmouth, England on March 1800 under the command of Lieutenant James Grant. She carried an armament of two original and four extra brass carronade carriage guns and set sail as part of a convoy heading to Port Jackson, in New South Wales, New Holland. After a while she continued to sail on her own. Her journey was troubled with problems at times; damaged and broken keels, troublesome crew and leaking topsides between the waterline and the deck due to poor seals. She arrived at the Cape of Good Hope in July and waited for the winter to pass to avoid the strong winds of the ‘Roaring Forties’. While at the Cape, Grant received a despatch to travel to Port Jackson via the newly discovered Bass Strait, rather than the usual route via the tip of Van Diemen’s Land (Tasmania). This also gave him the opportunity to survey the strait on the way. He departed the Cape in October and in December he made his first sighting of New Holland near Mount Gambier in what is now South Australia. A report by Ecclestone in 2012, ‘The Early Charting of Victoria’s Coastline’, mentions that Grant charted and named Capes Banks and Northumberland, and sighted inland hills that he named Mt Gambier and Mt Schanck, the latter after the designer of his ship. Grant then reached the south-western shores of what is now Victoria on 3-4 December 1800, and from Cape Bridgewater he examined the coast eastward to Cape Patton. Although he had not continuously sighted the coast in the vicinity of Port Fairy and Warrnambool, the western part of Victoria became known as Grant’s Land. The Lady Nelson continued eastward and passed through Bass Strait, becoming the first vessel to reach the east coast of New Holland from the west, and arrived at her destination of Port Jackson later in December 1800. Grant, in the Lady Nelson, then left Port Jackson and began survey work. He discovered Port Phillip on Victoria’s coast and explored King Island, he helped establish the first European settlement in Tasmania on the Derwent River, and Port Dalrymple, Newcastle and Port Macquarie. He made several trips from Norfolk Island to Hobart Town. Governor Macquarie sailed on with him to Van Diemen’s Land for a tour of inspection in 1811. Grant helped establish the first settlement on Melville Island in Northern Australia. The Lady Nelson was used to transport cargo, civilians and convicts and to source pigs from Timor. In February 1825 the Lady Nelson sailed again for Timor and never returned. One report said that “Every soul on board, we regret to state, was cruelly massacred, and the hull of the vessel was seen some time after with the name painted on her stern.” The hull was sighted on the island of Babar, which is almost 200 kilometres east of Timor. This particular copy of the book ... This item is from the ‘Pattison Collection’, a collection of books and records that was originally owned by the Warrnambool Mechanics’ Institute, which was founded in Warrnambool in 1853. By 1886 the Warrnambool Mechanics’ Institute (WMI) had grown to have a Library, Museum and Fine Arts Gallery, with a collection of “… choice productions of art, and valuable specimens in almost every branch and many wonderful national curiosities are now to be seen there, including historic relics of the town and district.” It later included a School of Design. Although it was very well patronised, the lack of financial support led the WMI in 1911 to ask the City Council to take it over. In 1935 Ralph Pattison was appointed as City Librarian to establish and organise the Warrnambool Library as it was then called. When the WMI building was pulled down in 1963 a new civic building was erected on the site and the new Warrnambool Library, on behalf of the City Council, took over all the holdings of the WMI. At this time some of the items were separated and identified as the ‘Pattison Collection’, named after Ralph Pattison. Eventually the components of the WMI were distributed from the Warrnambool Library to various places, including the Art Gallery, Historical Society and Flagstaff Hill. Later some were even distributed to other regional branches of Corangamite Regional Library and passed to and fro. It is difficult now to trace just where all of the items have ended up. The books at Flagstaff Hill Maritime Village generally display stamps and markings from Pattison as well as a variety of other institutions including the Mechanics’ Institute itself. RALPH ERIC PATTISON Ralph Eric Pattison was born in Rockhampton, Queensland, in 1891. He married Maude Swan from Warrnambool in 1920 and they set up home in Warrnambool. In 1935 Pattison accepted a position as City Librarian for the Warrnambool City Council. His huge challenge was to make a functional library within two rooms of the Mechanics’ Institute. He tirelessly cleaned, cleared and sorted a disarrayed collection of old books, jars of preserved specimens and other items reserved for exhibition in the city’s museum. He developed and updated the library with a wide variety of books for all tastes, including reference books for students; a difficult task to fulfil during the years following the Depression. He converted all of the lower area of the building into a library, reference room and reading room for members and the public. The books were sorted and stored using a cataloguing and card index system that he had developed himself. He also prepared the upper floor of the building and established the Art Gallery and later the Museum, a place to exhibit the many old relics that had been stored for years for this purpose. One of the treasures he found was a beautiful ancient clock, which he repaired, restored and enjoyed using in his office during the years of his service there. Ralph Pattison was described as “a meticulous gentleman whose punctuality, floorless courtesy and distinctive neat dress were hallmarks of his character, and ‘his’ clock controlled his daily routine, and his opening and closing of the library’s large heavy doors to the minute.” Pattison took leave during 1942 to 1945 to serve in the Royal Australian Navy, Volunteer Reserve as Lieutenant. A few years later he converted one of the Museum’s rooms into a Children’s Library, stocking it with suitable books for the younger generation. This was an instant success. In the 1950’s he had the honour of being appointed to the Victorian Library Board and received more inspiration from the monthly conferences in Melbourne. He was sadly retired in 1959 after over 23 years of service, due to the fact that he had gone over the working age of council officers. However he continued to take a very keen interest in the continual development of the Library until his death in 1969 This book about the logbooks of the Lady Nelson is locally significant for its association with the brig Lady Nelson, in which Lt. James Grant made the first documented European discovery of the area later known as Warrnambool in December 1800. This book is also nationally significant for its association with Grant in the Lady Nelson being the first to sail from west to east through Bass Strait, opening up a shorter, faster route to the colony of Port Jackson rather than going all the way south around Van Diemen’s Land. The book is nationally significant for its contents of the logbooks of the journeys of the Lady Nelson under various commanders and the copies of the charts created from the surveyed information and the new land of Australia was discovered. This book is also significant for its association with the full-size non-sailing replica of the Lady Nelson from Mount Gambier’s visitor centre, which was restored by Flagstaff Hill’s Master Boat Builder in Warrnambool in 2012, and with a ship mode of the Lady Nelson in our Collection The Pattison Collection, along with other items at Flagstaff Hill Maritime Village, was originally part of the Warrnambool Mechanics' Institute’s collection. The Warrnambool Mechanics’ Institute Collection is primarily significant in its totality, rather than for the individual objects it contains. Its contents are highly representative of the development of Mechanics' Institute libraries across Australia, particularly Victoria. A diversity of publications and themes has been amassed, and these provide clues to our understanding of the nature of and changes in the reading habits of Victorians from the 1850s to the middle of the 20th century. The collection also highlights the Warrnambool community’s commitment to the Mechanics’ Institute, reading, literacy and learning in the regions, and proves that access to knowledge was not impeded by distance. These items help to provide a more complete picture of our community’s ideals and aspirations. The Warrnambool Mechanics Institute book collection has historical and social significance for its strong association with the Mechanics Institute movement and the important role it played in the intellectual, cultural and social development of people throughout the latter part of the nineteenth century and the early twentieth century. The collection of books is a rare example of an early lending library and its significance is enhanced by the survival of an original collection of many volumes. The Warrnambool Mechanics' Institute’s publication collection is of both local and state significance. The Logbooks of The Lady Nelson Author: Ida Lee ( Mrs Charles Bruce Marriott) Publisher: Grafton & Co Date: 1915Label on spine with typed text RA 910.994 LEE Inside front cover has a sticker that reads Warrnambool Mechanics Institute and Free Library shipwrecked-coast, flagstaff-hill, warrnambool, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, book, warrnambool library, warrnambool mechanics’ institute, warrnambool city librarian, mechanics’ institute library, victorian library board, warrnambool books and records, warrnambool children’s library, great ocean road, the logbooks of the lady nelson, ida lee, mrs charles bruce marriott, captain john schanck, sliding keels or centreboards, lady nelson, british brig hms lady nelson, lieutennant james grant, bass strait discovery, surveying king island and port phillip bay, philip gidley king, survey map

This compressor was part of the E.G. Ward Collection. It is connected to the diving suit and boots also in our collection. Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe' at 145 High Street Holborn London, but in 1828 new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods including paper-making machinery, measuring machinery, water-pumps, refrigeration equipment and diving apparatus. Augustus Siebe specialised in submarine engineering early on and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12 bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family and a new company 'Siebe Gorman & Co. Ltd.' (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924 Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished and within time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air and under the sea (including mine rescue, tunneling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman fortunes began to decline as an ageing Sir Robert Davis failed to invest, or change the company business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr. E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on fire fighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998).The compressor is a very significant item as it gives a snapshot into marine history and the development of diving equipment generally especially that used for salvage operations before and during WW2. Siebe & Gorman the company that made the equipment was a leading inventor, developer and innovator of marine equipment with its early helmets and other items eagerly sought after today for collections around the world. The items in the Flagstaff Hill collection give us an insight as to how divers operated and the dangers they faced doing a very necessary and dangerous job during the early days of marine exploration.A single cylinder divers' pump by Siebe Gorman & Co Ltd, London, eccentric hand cranked in brass mounted mahogany case with instructions to the underside of the lid, brass covered pressure gauge and air outlet, brass makers plaque to the front, water inlet and outlet to the rear, green painted lifting rings. Machinery has some blue painted areas on the metal.Plate on the back 'WATER SUPPLY" "WATER OVERFLOW" "WATER DRAIN-IN" Pressure gauge dial "BOURDON'S PRESSURE GAUGE" STEBE GORMAN & CO. LONDON", "LBS PRESSURE" "FEET OF SALT WATER" Plate on the front " PATENT, Siebe Gorman & Co Ltd Submarine Engineers" below emblem (Lion, Crown, Horse)flagstaff hill, warrnambool, flagstaff-hill, maritime-museum, diving compressor, london, siebe gorman & co ltd, marine technology, life saving, deep sea diving, maritime museum, maritime village, manine history

This diving suit with helmet, boots and weight is part of the E.G.Ward collection, along with the diving compressor and a photograph of a diver in this equipment. Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe' at 145 High Street Holborn London, but in 1828 new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods including paper-making machinery, measuring machinery, water pumps, refrigeration equipment and diving apparatus. Augustus Siebe specialised in submarine engineering early on and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12-bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family and a new company 'Siebe Gorman & Co. Ltd.' (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924 Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished and within time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air and under the sea (including mine rescue, tunnelling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A.Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman fortunes began to decline as an ageing Sir Robert Davis failed to invest, or change the company business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on fire-fighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998).The items are very significant as a snapshot into marine history and the development of diving equipment generally especially that used for salvage operations before and during WW2. The company that made the equipment was a leading inventor,developer and innovator of marine equipment with its early helmets and other items eagerly sought after today for collections around the world. The items in the Flagstaff Hill collection give us an insight as to how divers operated and the dangers they faced doing a very necessary and dangerous job.Diving suit including helmet, boots and a weight. Diving suit is made of canvas with knitted cuffs. The helmet is metal. The boots have a thick sole and thick leather upper that is held on with leather straps and buckles. The toe of the boot is heavy metal. The weight is worn next to the trunk of the diver and it has an inscription to mark the front. It is worn with straps and buckles holding it in place. Royal Navy Admiralty Pattern 6 bolt No 3 light Siebe Gorman light diving helmet circa 1960 used by the Royal Navy before and after World War 2"Siebe Gorman & Co Ltd Marine Engineers London. Patent" with "E G Ward" on front and back plate. On weight "FRONT"flagstaff hill, warrnambool, diving suit, siebe gorman and co ltd., siebe gorman and co ltd marine engineers london, marine engineers, diving helmet, diving boots, diving weight, marine diving, maritimemuseum, maritime village, maritime history, marine technology, life saving, deep sea diving

In 1941, the scientific instrument manufacturing firms of  Henry Hughes & Son Ltd, London, England, and  Kelvin Bottomley & Baird Ltd, Glasgow, Scotland, came together to form Kelvin & Hughes Ltd. Kelvin Company History: The origins of the company lie in the highly successful and strictly informal relationship between William Thomson (1824-1907), Professor of Natural Philosophy at Glasgow University from 1846-1899 and James White, a Glasgow optical maker. James White (1824-1884) founded the firm of James White, an optical instrument maker in Glasgow in 1850 and was involved in supplying and mending apparatus for Thomson university laboratory and working with him on experimental constructions. White was declared bankrupt in August 1861 and released several months later. In 1870, White was largely responsible for equipping William Thomson laboratory in the new University premises at Gilmore hill. From 1876, he was producing accurate compasses for metal ships to Thomson design during this period and this became an important part of his business in the last years of his life. He was also involved in the production of sophisticated-sounding machinery that Thomson had designed to address problems encountered laying cables at sea, helping to make possible the first transatlantic cable connection. At the same time, he continued to make a whole range of more conventional instruments such as telescopes, microscopes and surveying equipment. White's association with Thomson continued until he died. After his death, his business continued under the same name, being administered by Matthew Edwards (until 1891 when he left to set up his own company. Thomson who became Sir William Thomson and then Baron Kelvin of Largs in 1892, continued to maintain his interest in the business after James White's death. In 1884 raising most of the capital needed to construct and equip new workshops in Cambridge Street, Glasgow. At these premises, the company continued to make the compass Thomson had designed during the 1870s and to supply it in some quantity, especially to the Admiralty. At the same time, the firm became increasingly involved in the design, production and sale of electrical apparatus. In 1899, Lord Kelvin resigned from his University chair and became, in 1900, a director in the newly formed limited liability company Kelvin & James White Ltd which had acquired the business of James White. At the same time Kelvin's nephew, James Thomson Bottomley (1845-1926), joined the firm. In 1904, a London branch office was opened which by 1915 had become known as Kelvin, White & Hutton Ltd. Kelvin & James White Ltd underwent a further change of name in 1913, becoming Kelvin Bottomley & Baird Ltd. Hughes Company History: Henry Hughes & Sons were founded in 1838 in London as a maker of chronographic and scientific instruments. The firm was incorporated as “Henry Hughes & Sons Ltd” in 1903. In 1923, the company produced its first recording echo sounder and in 1935 a controlling interest in the company was acquired by S Smith & Son Ltd resulting in the development and production of marine and aircraft instruments. Following the London office's destruction in the Blitz of 1941, a collaboration was entered into with Kelvin, Bottomley & Baird Ltd resulting in the establishing “Marine Instruments Ltd”. Following the formal amalgamation of Kelvin, Bottomley & Baird Ltd and Henry Hughes & Sons Ltd in 1947 to form Kelvin & Hughes Ltd. Marine Instruments Ltd then acted as regional agents in the UK for Kelvin & Hughes Ltd who were essentially now a part of Smith's Industries Ltd founded in 1944 and the successors of S. Smith & Son Ltd. Kelvin & Hughes Ltd went on to develop various marine radar and echo sounders supplying the Ministry of Transport, and later the Ministry of Defence. The firm was liquidated in 1966 but the name was continued as Kelvin Hughes, a division of the Smiths Group. In 2002, Kelvin Hughes continues to produce and develop marine instruments for commercial and military. G. Falconer Company History: G Falconer (Hong Kong Ltd) appear to have had a retail presence in Hong Kong since 1885, according to the company website, and currently have a shop in the Peninsula Hotel. G Falconer was the Hong Kong selling agent for several British companies. Ross Ltd of 111 New Bond St London was one and the other was Kelvins Nautical Instruments. Falconers were primarily watchmakers, jewellers and diamond merchants.They were also agents for Admiralty Charts, Ross binoculars and telescopes, and sold English Silverware and High Class English Jewellery. In 1928 the company was operating from the Union Building opposite the Hong Kong general post office. It is unclear if the item is an original Sextant made by Kelvin prior to his amalgamation with Henry Hughes & Sons in 1941 as Kelvin appears to have only made compasses up to this date. If the Sextant can be established that it was made by Kelvin then it is very significant and a rare item made for and distributed through their Hong Kong selling agents G Falconer Ltd. There are many Sextants advertised for sale stating "Kelvin & Hughes 1917 model sextant". These can be regarded as replicas as the company was not formed until 1941 and production of marine instruments was not fully under way until after the war in 1947. Further investigation needs to be undertaken to accurately determine the provenance of this item. As the writer currently has the impression that the subject object was possibly made by Kelvin and Hughes in the mid to late 20th century or is a replica made by an unknown maker in the late 1970s. Purchased as an exhibition of marine navigational instruments for the Flagstaff Hill museum. The Sextant is a brass apparatus with filters and telescope lens, and comes with a wooden felt lined storage box. It is a doubly reflecting navigation instrument that measures the angular distance between two visible objects. The primary use of a sextant is to measure the angle between an astronomical object and the horizon for the purposes of celestial navigation.G Falconer and Co. Hong Kong (retailers of nautical equipmentflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sextant, kelvin & hughes ltd, hong kong, navigational instrument, g falconer, mariner's quadrants

HMAS Stuart (D00), an Admiralty type destroyer leader, launched in 1918 for the Royal Navy. She was transferred to the RAN in 1933, and served during World War II. The ship was paid off in 1946, and sold for scrap. HMAS Stuart (DE 48), one of six River class destroyer escorts (based on the British Type 12 frigate) built for the RAN. She was commissioned in 1963, paid off in 1991, and sold for scrap. HMAS Stuart (FFH 153), an Anzac class frigate commissioned in 2002 and active as of 2012Wooden Plaque 15cm x 13cmHMAS Stuart

HMAS Stuart (D00), an Admiralty type destroyer leader, launched in 1918 for the Royal Navy. She was transferred to the RAN in 1933, and served during World War II. The ship was paid off in 1946, and sold for scrap. HMAS Stuart (DE 48), one of six River class destroyer escorts (based on the British Type 12 frigate) built for the RAN. She was commissioned in 1963, paid off in 1991, and sold for scrap. HMAS Stuart (FFH 153), an Anzac class frigate commissioned in 2002 and active as of 2012Wooden Plaque 15cm x 13cm with insignia of H.M.A.S. Stuart H.M.A.S. Stuart

The British Royal Navy’s warship HMS Victory was once Lord Nelson’s flagship. The HMS Victory was built in 1765 and after serving active duty is now, in 2019, still a ship of the Royal Navy, in dry dock undergoing continuous restoration to preserve her for display as a museum ship, due to the vessel’s significant naval history. Battle of Trafalgar: On October 21, 1805, twenty-seven British ships of the line, led by Admiral Lord Nelson aboard HMS Victory, defeated thirty-three French and Spanish ships of the line under French Admiral Villeneuve. The battle took place in the Atlantic Ocean off the southwest coast of Spain, just west of Cape Trafalgar, near the town of Los Caños de Meca. The victory confirmed the naval supremacy Britain had established during the course of the eighteenth century and it was achieved in part through Nelson's departure from the prevailing naval tactical orthodoxy of the day. Conventional practice at the time was for opposing fleets to engage each other in single parallel lines, in order to facilitate signalling and disengagement and to maximise fields of fire and target areas. Nelson instead arranged his ships into two columns to sail perpendicularly into the enemy fleet's line. During the battle, Nelson was shot by a French musketeer and he died shortly before the battle ended. Villeneuve was captured, along with his ship Bucentaure. He later attended Nelson's funeral while a captive on parole in Britain. Admiral Federico Gravina, the senior Spanish flag officer, escaped with the remnant of the fleet. He died five months later from wounds sustained during the battle. It was prior to this battle that Nelson had issued his now-famous final orders to his ships in 12 separate flag-hoists “England expects that every man will do his duty”. This wood sample is historically significant for its association with Admiral Lord Nelson the Battle of Trafalgar. Through Nelson’s leadership and unorthodox battle tactics, he secured not only a victory against the French and Spanish but reaffirmed Britain's naval supremacy opening the way for Britain to continuing the policy of colonisation of many countries including Australia.Coloured postcard of sailing ship, warship or battleship, deck cannons on the ship and in the foreground, many signal flags flying from the masts. Printed on the front "H.M.S. Victory Flying Lord Nelson Famous Signal". The signal was given by Lord Nelson in 1805.Printed on the front "H.M.S. Victory / Flying Lord Nelson Famous Signal"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, post card, postcard, sailing ship, vice-admiral lord nelson, horatio nelson, lord nelson, oak piece, piece of oak, nelson, battle of trafalgar, maritime technology, ship relics, 18th century warship, british royal navy, sir home popham’s telegraphic code, admiralty official day signal book, october 21, 1805, admiral lord nelson, french and spanish navies, nelson's famous signal, england expects that every man will do his duty, hms victory, nelson collection at lloyd's, lloyd’s of london, lloyd’s patriotic fund, napoleonic battles, british naval history, 18th century warship, 18th century battleship

The ship “Ellis” started life as the Clementina, launched in America in 1781. The vessel was first listed in Lloyd's Register in 1784 and under this name began serving as a slave ship sailing out of Liverpool. A Lloyd’s database records of slave-trading voyages by vessels from Liverpool makes it clear that Clementina was a slave trader. The next year Captain J. Elworthy sailed her to West Central Africa and St Helena. He transported his slaves to South Carolina. Then in 1785 Elworthy gathered slaves in the Bight of Biafra and the Gulf of Guinea Islands for delivery to Jamaica. In 1786 Bent & Co. purchased the Clementina and renamed her Ellis, presumably after the then owner Ellis Bent. She remained in the slave trade and In 1788 Captain John Ford sailed the now renamed Ellis to the Bight of Biafra and the Gulf of Guinea to gather slaves. He delivered this batch of slaves to the island of Grenada. The next year, 1789 the Ellis was almost completely rebuilt, and from the change in subsequent reports of her cargo loading or (burthen), she was enlarged. In 1791, Captain Joseph Matthews became master and sailed the Ellis to the Gold Coast then delivering his consignment of slaves to the island of St Vincent. During this voyage, some misfortune may have befallen Matthews because records show the Ellis command was transferred to Thomas Given. In 1792, Given sailed to the Bight of Biafra and the Islands in the Gulf of Guinea, again collecting slaves for delivery to Jamaica. There is a parallel record, also for 1793, that the Ellis under the command of Thomas Heart, undertook the same journey and with the same itinerary and cargo. In 1793, Bent & Co. decided to use the Ellis as a privateer with John Levingston as the master. After receiving a letter of "marque” on the 3rd of June 1793, that allowed any armed vessel to commit acts on the high seas which would otherwise have constituted piracy. Thus the Ellis began to operate as a combat ship under the endorsement of the British navy. The Ellis was three times captured first by the French frigate Gracieuse, under the command of Captain Chevillard on 22 July 1793. The French took her into service and renamed her as ”Elise”. Later that summer the Spanish captured her and in November ownership returned to the French who then renamed her the “Esperance”. On the 8th of June 1794, Esperance arrived in Jacmel, Saint-Domingue (present-day Haiti), from France with the official proclamation of the abolition of slavery. Leger-Felicite Sonthonax was one of the Civil Commissioners of Saint-Domingue and he had already unilaterally proclaimed the island for the French colony the year before amid a slave rebellion and attacks from British and Spanish forces. Ironically, Esperance also brought the news to the Civil Commissioners that the National Convention of France had impeached them on 16th July 1793 and ordered them to return promptly to France. On 8 January 1795, HMS Argonaut, under the command of Captain Alexander John Ball, captured Esperance while she was on the North America station. At this time the Esperance was armed with 22 guns (4 and 6-pounders) and had a crew of 130 men. She was under the command of Lieutenant de vaisseau De St. Laurent and had been out at sea for 56 days from Rochfort, bound for the American Chesapeake Bay area.  The French ambassador to the United States registered a complaint with the President of the United States that Argonaut, by stating that by entering Lynnhaven bay, either before she captured Esperance or shortly thereafter, had violated a treaty between France and the United States. The French also accused the British of having brought the Esperance into Lynnhaven for refitting for a cruise. The British Consul replied that the capture had taken place some 10 leagues offshore as the bad weather had forced Argonaut and her prize to shelter within the Chesapeake area for some days, but that they had left as soon as practicable. Furthermore, Argonaut had paroled her French prisoners on arrival at Lynnhaven, and if she had entered American territorial waters solely to parole her French prisoners no one would have thought that objectionable. Royal Navy Service: Because the Esperance was captured in good order and sailed well, Rear Admiral George Murray, the British commander in chief of the North American station, put a British crew aboard and sent the Esperance out on patrol with HMS Lynx, under the command of John Poo Beresford, on 31st January. On 1st March the two vessels captured the Cocarde Nationale (or National Cockade), a privateer from Charleston, South Carolina, of 14 guns, six swivel cannons and a crew of 80 men. Esperance and the lynx went on to recaptured the ship Norfolk, of Belfast, and the brig George, of  Workington. On 20 July, Esperance, in company with frigates Thetis and Hussar, intercepted the American vessel Cincinnatus, of Wilmington, sailing from Ireland to Wilmington. They pressed many men on board into service, narrowly missing the Irish revolutionary Wolfe Tone, who was on his way to Philadelphia. Esperance was formally commissioned in 1795 into the Royal Navy in August under the Command of Jonas Rose. On 4 May 1796 Esperance was sailing in company with HMS Spencer and Bonetta when they sighted a suspicious vessel. Spencer set off in chase while shortly thereafter Esperance saw two vessels, a schooner and a sloop, and she and Bonetta set off after them. Spencer sailed south by south-east and the other two British vessels sailed south-west by west, with the result that they lost sight of each other. Spencer captured the French gun-brig Volcan, while Bonetta and Esperance captured the French schooner Poisson Volant.   The Esperance eventually arrived at Portsmouth on the 3rd of November 1797, the crew was paid off and on 31st May 1798 the Admiralty listed the Esperance for sale and she was sold in June 1798 for £600.The subject scrimshaw is a modern reproduction crudely done of a historic vessel and the scene is believed to be engraved onto a synthetic substance. Scrimshaw art crudely carved into non-natural material in the shape of a tooth. The line artwork is an image of a three-masted sailing ship with a poop deck, and anchors, are coloured black. Inscription is engraved into tooth.Engraved "Man o War Ellis" warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, scrimshaw, ellis, esperance, clementina, elise, hms ship, man of war, leter of marque, privateer, slave ship, slavery, ellis bent, american war of inderpendance, marine art, marine artifact, whale tooth, ivory tooth, resin, plastic, craft, engraving, carving

Erin's Isle was a paddle steamer built in 1912 by Messrs. A. & J. Inglis Pointhouse, Glasgow, for the Belfast and County Down Railway Company. It provided a regular service between Belfast Lough and Bangor, County Down in the summer season. In November 1915 it was requisitioned by the Admiralty, initially for transport purposes, and later as an auxiliary mine sweeper. Surviving World War One, this vessel as lost on 7 February 1919 after hitting a stray mine at the entrance of the Thames Estuary and immediately sank. There were 23 lives lost, and 28 survivors. Bangor is a city in Gwynedd Unitary Authority, north west Wales, and one of the smallest cities in Britain. This postcard was sent home to Australia by a six bob a day tourist, and member of the Australian AIF on active service. During leave soldiers often visited tourists sites, family, or towns important to their ancestral heritage.A view of paddle steamer with three moored mail steamers are visible to the left, and a pier and lamp on right. A ship can be seen iin distance on right. S.S Erin's Isle off down to Bangorchatham-holmes family collection, bangor, belfast, mail ships, steam ship, six bob a day tourist