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Flagstaff Hill Maritime Museum and Village
Memorabilia - Wood Sample, about 1871
The American wooden ship Eric the Red was named after the Icelandic Viking Eric 'the Red-Haired' Thorvaldsson, who was the first European to reach the shores of North America in 980 A.D. The ship Eric the Red was owned by the Sewall family of Bath, Maine, between 1873 and 1877 it operated in the coal trade between Britain and America. It then operated on the South American guano/ nitrates trade, before again trading between Europe and New York. On this voyage the Eric the Red had been chartered to carry a full cargo of American merchandise including many exhibits bound for the international exhibition to be held in Melbourne in 1880. Eighty-five days out from New York with 23 crew and two passengers, the Eric the Red approached Cape Otway nearing the end of its long voyage. At 1 am on 4 September the weather was hazy with a moderate north-westerly wind, Captain Jacques Allen had all sail set except for the mizzen-royal and the cross jack sails doing 8 knots, and was steering by the light to keep 5-6 miles offshore and clear of Otway Reef. Returning to the deck after consulting his charts the ship bumped as it ran onto the Otway Reef. It struck a second time and then a heavy sea carried away the wheel ropes and the man at the wheel. A third bump carried away the rudder, and shortly after this the ship completely broke up - within twelve minutes it had disappeared but for floating wreckage and cargo. Captain Jacques Allen recounted that: "The mizzen topmast fell with all the rigging, but strange to say, not a man was hurt by it, although they were all standing about. As soon as I found out there was no hope I said to Ned Sewell, the owner's son, and the third mate on board "Stick to me, and hang on to this mizzen mast". I peeled off everything I had on except my drawers thinking I would be able to swim better without my clothes; and Sewell and myself, clinging to the mast, were washed overboard...It was a fearful sea; I have never seen anything like it". Attempting to swim to a more substantial raft of wreckage, and losing touch with young Sewell in the process, Captain Allen struck out: " Just as I left the spar my drawers got down my legs, and entangled them, and down I went. I managed to clear one of my legs and on coming up I managed to get hold of some floating timber. There was a clear space of water between this timber and the deck, except for the spare royal yard, and I again started, but the surf struck me and I went over and over. I managed to get hold of the spare yard, and after holding on to it for some time I managed to get to the deck. When I was pulled on to it I could not move, being so numb and cramped with the cold. The men had some blankets and other things which they had got from the passengers' room in the deck house, and they wrapped me in these. Shortly after I got onto the wreck we made out the steamer's lights, and as soon as she was within hearing distance the men haled. This must have been about half-past four the Captain of the Dawn sent two of his boats to cruise about, and at daylight, they picked us up off the wreck. We had drifted about four miles from the reef where the ship struck, all those who were rescued were more or less bruised. One man had two or three ribs broken, and another had some fingers crushed off. My left foot is very much hurt, and I am black and blue from head to foot. I never knew such ten minutes as that of the wreck, and I thought the time had come for me to 'hand in my checks'. The ship was worth about £15,000, and neither it nor the freight was insured one dollar". (Argus 14/9/1880). Three of the crew and one of the passengers had been swept away and drowned. Fortunately for those clinging to the remains of the shattered hull and floating wreckage, the steamer SS Dawn passed close by and the crew heard the distressed cries of the survivors. Boats were lowered and the survivors were rescued. The Dawn stayed in the area for several hours searching for more survivors. One body was found washed up at Cape Otway and was buried in the lighthouse cemetery. The captain and crew of the Dawn later received rewards and thanks from the United States consul for their efforts. The hull and cargo were sold for £410, and large rafts of floating wreckage and cargo washed up all over the Victorian coast. A section of the hull lies buried in the sand at the Parker River beach, an anchor is on the rocks at Point Franklin, a second anchor is on display at the Cape Otway lighthouse and parts of the ship are on display at Bimbi Park and the Apollo Bay museum. Various wreckage is located in a concentration off Point Franklin, but suitable diving conditions are rare due to waves and strong currents. At the time of the wreck parts of its were salvaged and used in the construction of houses and sheds around Apollo Bay, including Milford House (since burnt down in bush fires), which had furniture and fittings from the ship, and the dining room floor made out of its timbers. A ketch the Apollo was also built from its timbers and subsequently used in Tasmanian waters.The Eric the Red is historically significant as one of Victoria's major 19th-century shipwrecks. The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse. (Victorian Heritage Database Registration Number S 239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red the wood is dark in colour and is very light in weight. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn -
Flagstaff Hill Maritime Museum and Village
Wood Sample, About 1871
This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Oblong shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn -
Flagstaff Hill Maritime Museum and Village
Domestic object - Wood Stove, circa 1880-1920
Stoves of this design are used for heating domestic places and were available in many designs and shapes. They commonly used wood as fuel and were not only used for heating but cooking as well. This stove was part of the original furnishings of the 1922 vessel 'Reginald M a South Australian costal trader it was made from material and fittings obtained from salvage yards. The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. On April 9th 1931Reginald M weathered a large storm in St Vincent Gulf, SA. The vessel suffered much damage; mast snapped and the crew labored for four hours to free her by chopping off the past and rigging. The crew patched her up and slowly returned to Port Adelaide with only a portion of the insured cargo being damaged. Her crew members at the time were owner Mr John H Murch of Wells Street Largs Bay, Skipper Mr R Murch John’s brother, Murray – son of Captain Murch and Seaman John Smith. Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph donated to Flagstaff Hill, dating about 1929 - 1942, shows two men on the Reginald M, holding between them their fishing catch of a large hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCOLN PRINT” and titled “hammer shark caught on Reginald M”. The donor’s family lived on the Your Peninsular and dispatched their grain from a chute at Gleeson’s Landing to the awaiting transport vessel. Reg knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel, as one photograph in Flagstaff Hill’s collection shows “H.M.C. No. 3, Pt Adelaide” on the bow. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. In 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant. Flagstaff Hill Maritime Village’s Collection holds several other artefacts associated with Reginald M. They include photographs of the Reginald M, including one photograph of her in Outer Harbour, S.A. dated 1947, with Skipper- R.F. Dale and Owner- John Murch. Another shows her docked at Port Adelaide, with the lettering H.M.C. No. 3 Pt ADEL (standing for His or Her Majesty’s Customs). The stove is significant as it represents the heating and cooking appliances used in late 19th and early 20th century, both on board vessels as well as for domestic purposes. The stove has additional significant for its association with the vessel "REGINALD M" a coastal trading ketch from South Australia built in 1922 at Largs Bay. It is one of very few sailing coastal trading vessels built in Australia with its flat bottom, single chine shape designed for navigating shallow water. See additional comments in the Production section this documents under Comments for further information regards the stove. Stove a cast-iron, rectangular, four-legged stove with a hinged front door. This stove was part of the original furnishings of the vessel 'Reginald M', built in Adelaide 1922. Image of a log cabin with an illegible inscription below it.flagstaff hil, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, coastal trader, trading vessel, vessel reginald m, ketch, john murch ship builder, reg webb, carribie station, mt lyell copper company, queenstown navy league, andrew rennie, melbourne ferry company, r.f. dale, port adelaide vessel reginald m, macquarie training vessel, grenfell studio port lincoln, stove, domestic heating, domestic cooking, heater, cooking unit, wood fired stove, wood stove, wood-burning stove -
Flagstaff Hill Maritime Museum and Village
Machine - Steering Gear, Carron Ironworks foundry, before 1922
The ship's steering gear was used for steering and navigation of a vessel - it was a very important part of the ship's equipment. This steering gear was part of the original vessel 'Reginald M', which became part of the exhibitions at Flagstaff Hill Maritime Village. The steering gear was manufactured by the Carron Company. ABOUT THE CARRON COMPANY The Carron Company established its ironworks on the banks of the River Carron in Stirlingshire, Scotland, in 1759, and became an incorporated company in 1773. One of the notable items produced by the company was the Carronade, a short-barrelled naval cannon, being produced until the 1850s. The company was the largest ironworks in Europe during the 19th century. It supplied ammunition and armaments, steamboat engines, pig iron, cast iron goods such as balustrades fire grates and bath tugs, pillar boxes and telephone boxes, and even cast iron rings for underground tunnels. In 1982 it became insolvent and was taken over by the Franke Corporation, using the brand Carron Phoenix. ABOUT THE 'REGINALD M' The Reginald M’s purpose was to serve the coastal trade of South Australia, to carry cargo cheaply and efficiently. It is believed that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. On April 9th 1931Reginald M weathered a large storm in St Vincent Gulf, SA. The vessel suffered much damage; mast snapped and the crew laboured for four hours to free her by chopping off the past and rigging. The crew patched her up and slowly returned to Port Adelaide with only a portion of the insured cargo being damaged. Her crew members at the time were owner Mr John H Murch of Wells Street Largs Bay, Skipper Mr R Murch – John’s brother, Murray – son of Captain Murch and Seaman John Smith. Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph donated to Flagstaff Hill, dating about 1929 - 1942, shows two men on the Reginald M, holding between them their fishing catch of a large hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCOLN PRINT” and titled “hammer shark caught on Reginald Emm”. The donor’s family lived on the Your Peninsular and despatched their grain from a chute at Gleeson’s Landing to the awaiting transport vessel. Reg knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel, as one photograph in Flagstaff Hill’s collection shows “H.M.C. No. 3, Pt Adelaide” on the bow. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. Also in 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant. Flagstaff Hill Maritime Village’s Collection holds several other artefacts associated with Reginald M. They include photographs of the Reginald M, including one photograph of her in Outer Harbour, S.A. dated 1947, with Skipper- R.F. Dale and Owner- John Murch. Another shows her docked at Port Adelaide, with the lettering H.M.C. No. 3 Pt ADEL (standing for His/Her Majesty’s Customs). There is a black and white photo of her at a wharf and another showing a person on board.The steering gear is significant through its association with the Carron Company, the largest ironworks in Europe in the 19th century, and the manufacture of the short barrel, lightweight naval gun - the Carronade. The steering gear is significant for its association with the vessel REGINALD M is a coastal trading ketch from South Australia built in 1922. It is one of very few sailing coastal trading vessels still extant, and its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. She is now listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.) Ship's steering gear that was part of the original vessel 'Reginald M', which was constructed in 1922. Inscription on both sides. Made by the Carron Company, UK."CARRON COMPANY"flagstaff hil, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, coastal trader, trading vessel, vessel reginald m, ketch, john murch ship builder, reg webb, carribie station, mt lyell copper company, queenstown navy league, andrew rennie, melbourne ferry company, r.f. dale, port adelaide vessel reginald m, macquarie training vessel, grenfell studio port lincoln, ship steering gear, metal steering gear, ship's gear, ship's navigation, carron company -
Flagstaff Hill Maritime Museum and Village
Domestic object - Bottle, 1850's - 1900's
This bottle is sometimes referred to as a black glass 'Gallon' bottle. It is used for storing and transporting liquor such as stout, porter or ale. Glass bottles and glass jars are in many households around the world. The first glass bottles were produced in south-east Asia around 100 B.C. and the Roman Empire around 1 AD. America's glass bottle and glass jar industry were born in the early 1600s when settlers in Jamestown built the first glass-melting furnace. The invention of the automatic glass bottle blowing machine in 1880 industrialized the process of making bottles. In 2019, plans were made to re-introduce milk glass bottle deliveries to Auckland in early 2020. The earliest bottles or vessels were made by ancient man. Ingredients were melted to make glass and then clay forms were dipped into the molten liquid. When the glass cooled off, the clay was chipped out of the inside leaving just the hollow glass vessel. This glass was very thin as the fire was not as hot as modern-day furnaces. The blowpipe was invented around 1 B.C. This allowed molten glass to be gathered at the end of the blowpipe and blown into the other end to create a hollow vessel. Eventually, the use of moulding was introduced, followed by the invention of the semi-automatic machine called the Press and Blow. In 1904 Michael Owens invented the automatic bottle machine. Before this time most glass bottles in England were hand blown. This is one of four bottles in our Collection that were recovered by a local diver from the quarantine area just inside the Port Phillip Heads. Ships were required to pull into this area to check for diseases and other medical issues before they could head up to Melbourne. Quite often they would drink and throw the bottles overboard. Handmade glass bottle, manufactured in the 1850s-1900s. The bottle gives a snapshot into history and a social life that occurred during the early days of Melbourne's development and the sea trade that visited the port in those days. Bottle, glass, solid dark brown (black), round, matt surface. Glass ring below mouth, neck is slightly bulbous, seam line around shoulder, body tapers slightly inward from shoulder to base. Base is concave with pontil mark. Bottle has a white mark down the side. No inscription. Generally used for storing stout, porter or ale.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, handmade bottle, handmade english beer bottle, pontil bottle, black glass, gallon -
Flagstaff Hill Maritime Museum and Village
Functional object - Bottle, c. 1850's - 1900's
This is one of four bottles in our Collection that were recovered by a local diver from the quarantine area just inside the Port Phillip Heads. Ships were required to pull into this area to check for diseases etc before they could head up to Melbourne. Quite often they would drink and throw the bottles overboard. Handmade glass bottle, manufactured in 1850's - 1900's. Glass bottles and glass jars are in many households around the world. The first glass bottles were produced in south-east Asia around 100 B.C. and the Roman Empire around 1 AD. America's glass bottle and glass jar industry were born in the early 1600s when settlers in Jamestown built the first glass-melting furnace. The invention of the automatic glass bottle blowing machine in 1880 industrialized the process of making bottles. In 2019, plans were made to re-introduce milk glass bottle deliveries to Auckland in early 2020. The earliest bottles or vessels were made by ancient man. Ingredients were melted to make glass and then clay forms were dipped into the molten liquid. When the glass cooled off, the clay was chipped out of the inside leaving just the hollow glass vessel. This glass was very thin as the fire was not as hot as modern-day furnaces. The blowpipe was invented around 1 B.C. This allowed molten glass to be gathered at the end of the blowpipe and blown into the other end to create a hollow vessel. Eventually, the use of moulding was introduced, followed by the invention of the semi-automatic machine called the Press and Blow. In 1904 Michael Owens invented the automatic bottle machine. Before this time most glass bottles in England were hand blown. This is one of four bottles in our Collection that were recovered by a local diver from the quarantine area just inside the Port Phillip Heads. Ships were required to pull into this area to check for diseases etc before they could head up to Melbourne. Quite often they would drink and throw the bottles overboard. Handmade glass bottle, manufactured in the 1850s-1900s. The bottle gives a snapshot into history and a social life that occurred during the early days of Melbourne's development and the sea trade that visited the port in those days. Bottle, solid colour brown glass,concave base, tapering slightly wider towards shoulder then inwards towards neck; ring of glass just below opening. Base is blown glass; pontil mark on base. Label "c.1850's STUBBY ALE", "ENGLISH HAND MADE, CORK & WIRE SEAL", "PONTIL MARK ON BASE $6" flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, brown glass bottle, handmade glass bottle, handmade beer bottle, handmade late 19th century bottle -
Flagstaff Hill Maritime Museum and Village
Functional object - Bottle, c. 1850's - 1900's
This is one of four bottles in our Collection that were recovered by a local diver from the quarantine area just inside the Port Phillip Heads. Ships were required to pull into this area to check for diseases etc before they could head up to Melbourne. Quite often they would drink and throw the bottles overboard. Handmade glass bottle, manufactured in 1850's - 1900's. Glass bottles and glass jars are in many households around the world. The first glass bottles were produced in south-east Asia around 100 B.C. and the Roman Empire around 1 AD. America's glass bottle and glass jar industry were born in the early 1600s when settlers in Jamestown built the first glass-melting furnace. The invention of the automatic glass bottle blowing machine in 1880 industrialized the process of making bottles. In 2019, plans were made to re-introduce milk glass bottle deliveries to Auckland in early 2020 The earliest bottles or vessels were made by ancient man. Ingredients were melted to make glass and then clay forms were dipped into the molten liquid. When the glass cooled off, the clay was chipped out of the inside leaving just the hollow glass vessel. This glass was very thin as the fire was not as hot as modern-day furnaces. The blowpipe was invented around 1 B.C. This allowed molten glass to be gathered at the end of the blowpipe and blown into the other end to create a hollow vessel. Eventually, the use of moulding was introduced, followed by the invention of the semi-automatic machine called the Press and Blow. In 1904 Michael Owens invented the automatic bottle machine. Before this time most glass bottles in England were hand blown. This is one of four bottles in our Collection that were recovered by a local diver from the quarantine area just inside the Port Phillip Heads. Ships were required to pull into this area to check for diseases etc before they could head up to Melbourne. Quite often they would drink and throw the bottles overboard. Handmade glass bottle, manufactured in the 1850s-1900s. The bottle gives a snapshot into history and a social life that occurred during the early days of Melbourne's development and the sea trade that visited the port in those days. Bottle, opaque brown glass, concave base, tapering slightly wider towards shoulder then inwards towards neck; ring of glass just below opening. Base is blown glass; pontil mark on base. "STUBBY 1850-1900 SMALL SIZE", ENGLISH 3 PIECE MOULD, HAND MADE TOP", "PAPER LABEL, CORK & WIRE SEAL $6flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, brown glass bottle, handmade glass bottle, handmade beer bottle, handmade late 19th century bottle -
Flagstaff Hill Maritime Museum and Village
Domestic object - Bottle, c. 1850's - 1900's
Glass bottles and glass jars are in many households around the world. The first glass bottles were produced in south-east Asia around 100 B.C. and the Roman Empire around 1 AD. America's glass bottle and glass jar industry were born in the early 1600s when settlers in Jamestown built the first glass-melting furnace. The invention of the automatic glass bottle blowing machine in 1880 industrialized the process of making bottles. In 2019, plans were made to re-introduce milk glass bottle deliveries to Auckland in early 2020 The earliest bottles or vessels were made by ancient man. Ingredients were melted to make glass and then clay forms were dipped into the molten liquid. When the glass cooled off, the clay was chipped out of the inside leaving just the hollow glass vessel. This glass was very thin as the fire was not as hot as modern-day furnaces. The blowpipe was invented around 1 B.C. This allowed molten glass to be gathered at the end of the blowpipe and blown into the other end to create a hollow vessel. Eventually, the use of moulding was introduced, followed by the invention of the semi-automatic machine called the Press and Blow. In 1904 Michael Owens invented the automatic bottle machine. Before this time most glass bottles in England were hand blown. This is one of four bottles in our Collection that were recovered by a local diver from the quarantine area just inside the Port Phillip Heads. Ships were required to pull into this area to check for diseases etc before they could head up to Melbourne. Quite often they would drink and throw the bottles overboard. Handmade glass bottle, manufactured in the 1850s-1900s. The bottle gives a snapshot into history and a social life that occurred during the early days of Melbourne's development and the sea trade that visited the port in those days. 1850's Pontiled Black Glass Stout/Porter/Ale Beer Bottle, solid colour brown glass,concave base with Pontil scar, tapering slightly wider towards shoulder then inwards towards neck; ring of glass just below opening cork and wire type.Label "c.1850's "Stubby ale" hand made in England flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, brown glass bottle, handmade glass bottle, handmade beer bottle, handmade late 19th century bottle -
Flagstaff Hill Maritime Museum and Village
Functional object - Ship's Wheel, 1871 or earlier
The ship building company E. & A. Sewall, from Bath, Maine, USA, built many ships that had wheels with the same decorative, starburst pattern on them as this particular wheel segment, including the Eric the Red. The wheel was manufactured by their local Bath foundry, Geo. Moulton & Co. and sold to the Sewall yard for $100, according to the construction accounts of the vessel. Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, and was the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows that Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) - about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. On 4th September 1880 the ship had been sailing for an uneventful 85 days and the voyage was almost at its end. Eric the Red approached Cape Otway in a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats, the mizzenmast fell, with all of its rigging, then the mainmast fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Cries were heard coming from out of the darkness. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts and bravery, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and a medal for bravery. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Segment of a ship's wheel, or helm, from the wreck of the sailing ship Eric the Red. The wheel part is an arc shape from the outer rim of the wheel and is made up of three layers of timber. The centre layer is a dark, dense timber and is wider than the two outer layers, which are less dense and lighter in colour. The wheel segment has a vertically symmetrical, decorative copper plate inlaid on the front. The plate has a starburst pattern; six stars decorate it, each at a point where there is a metal fitting going through the three layers of timber to the rear side of the wheel. On the rear each of the six fittings has an individual copper star around it. The edges of the helm are rounded and bevelled, polished to a shine in a dark stain. Around each of the stars, front and back, the wood is a lighter colour, as though the metal in that area being polished frequently. The length of the segment suggests that it has probably come from a wheel or helm that had ten spokes. (Ref: F.H.M.M. 16th March 1994, 239.6.610.3.7. Artefact Reg No ER/1.)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship's-wheel, eric-the-red, helm, shei's wheel, ship's steering wheel -
Flagstaff Hill Maritime Museum and Village
Decorative object - Sword, 1871 or earlier
This wooden sword is said to “possibly be the only remaining part of the figurehead from the sailing ship Eric the Red.” It was previously part of the collection of the old Warrnambool Museum and the entry in its inventory says “Wooden sword, portion of the figurehead, held by “Eric the Red” at the bow.” A large part of the ship’s hull was found on the rocks and a figurehead may have been attached or washed up on the shore. The shipping records for E. & A. Sewall, the builders, owners and managers of Eric the Red, are now preserved in the Maine Maritime Museum. There is no photograph on record of Eric the Red but photographs of other ships built around that time by the same company show that these did not have figureheads, and there is no record found of a figurehead for Eric the Red being ordered or paid for. Further research is being carried out. The ship building company E. & A. Sewall, from Bath, Maine, USA, built Eric the Red, a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, and was the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows that Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) - about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. On 4th September 1880 the ship had been sailing for an uneventful 85 days and the voyage was almost at its end. Eric the Red approached Cape Otway in a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats, the mizzenmast fell, with all of its rigging, then the mainmast fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Cries were heard coming from out of the darkness. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts and bravery, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and a medal for bravery. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse. (Victorian Heritage Database Registration Number S239, Official Number 8745 USA)This carved wooden sword, recovered from the Eric the Red, is possibly the only portion of the figurehead recovered after the wreck. There are spirals carved from the base of the handle to the top of the sword. The hilt of the sword is a lion’s head holding its tail in its mouth, the tail forming the handle. The blade of the sword has engraved patterns on it. Tiny particles of gold leaf and dark blue paint fragments can be seen between the carving marks. There are remnants of yellowish-orange and crimson paint on the handle. At some time after the sword was salvaged the name of the ship was hand painted on the blade in black paint. The tip of the sword has broken or split and the remaining part is charcoal in appearance. On both the tip and the base of the handle are parts made where the sword could have been joined onto the figurehead There is a white coating over some areas of the sword, similar to white lead putty used in traditional shipbuilding. The words “ERIC the RED” have been hand painted on the blade of the sword in black paint sometime after it was salvaged.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, sword, wooden sword, eric the red, carved sword, figurehead, snake head on sword -
Warrnambool and District Historical Society Inc.
Booklet, A visit to Warrnambool, Early 20th century
This booklet was produced for Thomas Randall, the proprietor of the Ozone Hotel, Warrnambool, situated at the corner of Kepler and Koroit Streets. It was a publicity booklet given out gratis to prospective clients of the hotel. The Ozone Hotel was originally called the Grand Ozone Coffee Palace and opened in 1890 as a temperance hotel, a splendid building with over 100 rooms. In December 1891 the Coffee Palace was granted a Colonial Wine Licence and in 1895 it was re-named the Ozone Hotel. Thomas Randall was the proprietor from 1894 to 1907. In 1920 the Ozone Hotel, after being closed for some time, was re-opened as the Hotel Mansions and a full liquor licence was obtained in 1923. In 1929 the building was burnt down and the present- day Hotel Warrnambool was built on the site. This booklet is of great significance as it documents the splendor of the Warrnambool Ozone Hotel when it was at its best. This building is regarded as the finest and most elegant building ever built in Warrnambool and this booklet contains the only photographs we have of the interior of a 19th century/early 20th century hotel building in Warrnambool. This booklet is also of interest as it belonged to Henri Worland, the Town Clerk of Warrnambool from 1918 to 1949 and Warrnambool’s best-known historian. This is a soft cover booklet of 64 pages. The cover is blue-grey and has an image of a sailing ship, the logo of the Warrnambool Ozone Hotel and some ornamental scrolls. The printing on the front cover is blue. The back cover has two advertisements for Melbourne businesses. The booklet is stapled and bound with purple tape. The booklet contains black and white advertisements for Warrnambool and Melbourne businesses, an article on the town of Warrnambool and black and white photographs of Warrnambool and district and of the interior and exterior of the Ozone Hotel. Most of the pages contain some ornamental patterns. The front cover is a little ragged and torn. Signature of H.Worland on the front cover and on the first inside page. grand ozone coffee palace/ozone hotel/hotel mansions, history of warrnambool, thomas randall -
Warrnambool and District Historical Society Inc.
Seaman's Hat, H.M.A.S Warrnambool, Early 21st century
In 2005 the H.M.A.S. Warrnambool was de-commissioned in Darwin and the Mayor of Warrnambool, Cr Glenys Phillpot, was present at the ceremonies connected to this event. She obtained this sailor’s hat at that time as a souvenir of the ship. It appears to be brand new. H.M.A.S. Warrnambool was the second ship with this name. The first H.M.A.S. Warrnambool was built in Sydney in 1941 and commissioned for anti-submarine and mine sweeping duties. In 1947 it was struck by a mine in northern Australian waters and sunk with the loss of four lives. The second H.M.A.S. Warrnambool was commissioned in 1981as a patrol boat in northern Australian waters. It had steamed over 500,000 miles before the end of its working life in 2005 and had visited Warrnambool several times. This sailor’s cap is of importance as a memento of the second ship named H.M.A.S. Warrnambool and particularly commemorates the de-commissioning of that ship in 2005 in Darwin. This is a white seaman’s hat with a flat oval-shaped crown made of stiffened white material with two white metal eyelets on each side. The base has a black ribbon with a black bow and lettering in woven gold thread. Inside there is a leather band with a white bow and a navy blue ribbon to act as a chin strap. This is attached on one side only. Inside also is a white label with the maker’s information on it. H.M.A.S. Warrnambool MAPE uniform headwear of the MCH group of companies 3405-66-075-6064 E 5 R.A.N. -
Sunshine and District Historical Society Incorporated
Galvanised Wash Tub, Probably Circa 1940's
Many displaced people who migrated to Australia after World War 2 brought similar tubs with them as part of their luggage. The tubs were valued by the migrants because they were used for washing clothes and other laundry items, and for bathing children and even adults. The tub in our possession was brought out to Australia in 1950 by the Pierzak family who eventually settled in North Sunshine, Victoria. The following story about the Pierzak family has been provided by the daughter Halina Wlodarczyk (nee Pierzak). The father Stanislaw Pierzak was born on the 26th of July 1916 in Zbrza, and the mother Teodozja (Teodozia) Szalas on the 5th of March 1919 in Goleciny, both villages in the Kielce district of Poland. In 1940 they were both taken by the German Army to work as slave labour on farms in Germany. Stanislaw worked in the Saxonia area and Teodozja near Dillingen. The work was hard, and when Teodozja contracted pneumonia she was told that she would not be given any food if she did not work. After the war the displaced persons, as they were called, were settled in various barracks and camps organised by the United States Army. Stanislaw and Teodozja married in Gablingen, Bavaria, Germany, and Halina was born in the camp at Gablingen in 1949. The displaced people were given the choice of several countries if they wanted to migrate from war torn Germany, and so the Pierzak family chose Australia. The Pierzak family set sail from Naples, Italy aboard the ship General M. B. Stewart and arrived in Sydney on the 17th of April 1950. The men and women had to stay in separate quarters, and many passengers were so sick that they did not think they would survive the journey. In Australia they lived in migrant camps in NSW at Bathurst, Orange, Parkes and Cowra. To pay off their fares to Australia migrants were required to work under contract for 2 years. Stanislaw Pierzak worked in Broken Hill NSW returning to visit his family every 3 to 4 months. The son John was born in the Red Cross building at the Parkes camp in 1952. In 1953 the whole family moved to Melbourne and lived in a converted garage in Victor Street, North Sunshine. In 1954 the family bought a bungalow on a block of land in Compton Parade, North Sunshine, where eventually they built a house. Stanislaw Pierzak worked at Steelweld in Ashley Street, Braybrook travelling there on his bicycle, while Teodozja Pierzak found work at Smorgon in West Footscray. Stanislaw and Teodozja Pierzak lived in North Sunshine for the rest of their lives, and Mrs Pierzak always said that Sunshine was the best place in the world.Tubs like this which belonged to displaced people were highly valued possessions and are of historic significance. They were brought out to Australia after World War 2 by many migrating displaced families. The tubs were used for washing activities in the camps in Germany, and the migrant camps in Australia, and also when people lived in bungalows in Australia before they built houses with laundries and bathrooms.Oval shaped galvanised iron tub with two rigid handles, one at each end. The top of the tub is larger than the base. The galvanising is deteriorating in some parts which show a whitish appearance. There are some small dents, and a few chips in the galvanising where surface rust has appeared.The number 70 is stamped on both sides.washing tub, galvanised tub, laundry, bath, displaced persons, immigration, general m. b. stewart, galvanized tub, pierzak, galvanised wash tub -
Anglesea and District Historical Society
Medal, Prince of Wales, 1920
Gilt bronze Australian Commemorative Medal with red, white and blue ribbon. In 1920 the Prince of Wales visited Australia to extend official thanks for its support during WW1 and to strengthen links to the Empire.Obverse: 3/4 left bust of Prince in uniform wearing cap; around in 2 lines, HRH PRINCE OF WALES/ WELCOME TO AUSTRALIA; in small letters below bust, STOKES. Reverse: Shield of Geelong featuring kangaroo on central shield surrounded by sheep, sailing ship and grapes 1/2 wine barrel. Above: GEELONG JUNE 1920. Below : ribbon with motto - "BY THE RIGHT USE OF GOD'S GIFTS".royal visits, wars and conflicts, white australia policy, wine, ww1 1914 to 1918, prince of wales visit to australia - commemorative medal -
Port Fairy Historical Society Museum and Archives
Photograph
2107 ton iron clad monitor vessel with 4'10" loading muzzle. Built in Newcastle, UK in 1868. and arrived in Melbourne in 1870 Harbour service from 1906. Scuttled at Sandringham September 1921Visited Port Fairy 18th April 1871Black & white photograph of HMVS Cerberus and other naval vessels ship, coastal steamer -
Port Fairy Historical Society Museum and Archives
Photograph
Victoria (580 tons) was the first warship to be built in England for a British colony. Designed by the British naval architect Oliver Lang she was launched in London on 30 June 1855 by Lady Constance Talbot. Arrived in Australia 1856. Out of service 1882 and broken up in 1895 Visited Port Fairy 1859, 1862 and 1873 (twice) Black & white photographvictoria, war ship, ship, navy, lady constance talbot -
Port Fairy Historical Society Museum and Archives
Photograph, c.1979
Builder: Evans Deakin and Company. Launched: 8 April 1967. 146 tons. Patrol boat visited Port Fairy in 1979 & 1980First boat in its class for RANColoured photograph of Ship moored in Port Fairy baydefence force, patrol boat, hmas attack, port fairy -
Port Fairy Historical Society Museum and Archives
Photograph
Builder: Evans Deakin and Company. Launched: 8 April 1967. Patrol boat visited Port Fairy in 1979 & 1980First of class commissioned Coloured photograph of Naval ship moored in Port Fairy baypatrol boat, royal australian navy, defence force, hmas attack, port fairy -
Port Fairy Historical Society Museum and Archives
Photograph
Coastal Steamer which occasionally visited Port Fairy DINGADEE 640 gross tons. Lbd: 180'4" x 28'1" x 13'6". Built by Queenstown & Passage West Dock Co., Queenstown Ireland. Acquired 1883 ASN Co. Of AUSN Co 1887 and sold 1890 to Union Steamship Co., New Zealand. October 1900 owned by Black Ball Coal Co. 1903 owned by Dingadee Steamship Co. 1906 owned by T Tanaka of Tokyo and renamed Chokyu Maru No 3. 1924 owned by Taiwan Setofuku. Hayashi Kozo owned from January 1924 until scrapped 1926Black and white photograph of Ship with derrick and masts ship, boat, sea, river, ss dingadee -
Port Fairy Historical Society Museum and Archives
Photograph, HMAS Yarra
H.M.A.S. Yarra on goodwill visit to Port Fairy 1921A rare image of a war ship anchored at the Moyne river wharfBlack& White photographship, boat, sea, river, hmas yarra, moyne river -
Vision Australia
Administrative record - Text, Royal Victorian Institute for the Blind annual report 1963-1964, 1966
Overview of events that occurred in 1963-4 : six children in residence at Deaf-Blind unit, a Residential Rehabilitation Centre for blind adults was opened and has catered for more than 20 clients, visit from Dr Richard Hoover, school children have participated in camps, visiting a Russian whaling ship and a poultry farm, and performing in a radio program, 10 students gained Honours in pianoforte AMEB, and one former student graduated with a Bachelor of Law from Melbourne University. Everton Soccer team visited the school, Swish was introduced and APEX adopted talking books as it's Association Service.1 volume of text and illustrationsannual reports, royal victorian institute for the blind -
City of Ballarat
Artwork, other - Public Artwork, Angelo Bertozzi, Mercury by Angelo Bertozzi, Circa 1880
Thomas Stoddart (1828 - 1905) bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. Mercury is the messenger of the gods and is represented with a winged helmet and pouch.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure shown with winged helmet and pouch.Mercurymercury -
City of Ballarat
Artwork, other - Public Artwork, Angelo Bertozzi, Summer by Angelo Bertozzi, Circa 1880
Thomas Stoddart, 1828 - 1905, bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. Summer is portrayed with the handle of a sickle and holding a sheaf of grain, symbolising harvest time.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure shown with handle of sickle and holding a sheaf of grain, symbolising harvest time.Summersummer, stoddart -
City of Ballarat
Artwork, other - Public Artwork, Angelo Bertozzi, Spring by Angelo Bertozzi, Circa 1880
Thomas Stoddart (1828 - 1905) bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. Spring is represented by the image of a young woman who is crowned with a floral wreath and carrying a posy. Her dress is a one-shoulder toga dress in the Greco-Roman style. In ancient times the welcome return of spring was celebrated with lengthy pagan festivals this tradition was adapted into Christians cultures.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure of a woman wearing a toga dress, floral wreath headress and carrying a posy.Springspring, stoddart, botanic gardens -
City of Ballarat
Artwork, other - Public Artwork, Angelo Bertozzi, Hercules by Angelo Bertozzi, circa 1880
Thomas Stoddart (1828 - 1905) bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. Stoddart's gift inspired the moves to make Ballarat a "City of Statues". Hercules was is one of the best-known heroes in Greek and Roman mythology. Hercules was renown for his great strength and courage, here he is depicted raising his mighty club and wearing a lion skin as a trophy.The artwork is of aesthetic and historic significance to the people of BallaratMarble figure of a man with raised club and wearing a lion skin around his loinsHerculeshercules, stoddart, botanic gardens -
City of Ballarat
Artwork, other - Public Artwork, Flora by Angelo Bertozzi, circa 1880
Thomas Stoddart (1828 - 1905) bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. Roman goddess of flowers is watering flowers at her feet and is dressed in a classical garment. Flora is considered by many to be the masterpiece of the twelve because of the fi ne detail which creates such a pretty picture in stone. This portrayal of the Roman goddess of flowers shows her watering a pot of luscious blooms with a basket of flowers on her arm. Her position is a highly visible one between the Statuary Pavilion and the fernery pond.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure of a woman who is watering flowers at her feet and is dressed in a classical garmentFloraflora, stoddard -
City of Ballarat
Artwork, other - Public Artwork, Giovanni Udny, Bacchante by John Udny, circa 1880
Thomas Stoddart (1828 - 1905) bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. Bacchante, Priestess to Bacchus the God of wine and good times, is depicted here wearing jewellery and playing a tambourine. The artwork is of aesthetic and historic significance to the people of BallaratWhite marble figure of a woman playing a tamborineBacchantebacchante, botanic gardens, stoddard, ballarat -
City of Ballarat
Artwork, other - Public Artwork, B. Raggi, Pomona, Circa 1880
Thomas Stoddart (1828 - 1905) bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. The Roman Goddess of fruit trees, Pomona, is shown holding a vessel and fruit to illustrate her care and cultivation of trees and the bearing of fruitful abundance.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure of a woman holding a vessel and fruitPomona by B. Raggipomona, stoddard, botanic gardens -
City of Ballarat
Artwork, other - Public Artwork, Angelo Bertozzi, Autumn, Circa 1880
Thomas Stoddart, 1828 - 1905, bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. The figure of Autumn is holding a bunch of grapes symbolic of the vintage.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure of a man holding a bunch of grapes Autumn by Angelo Bertozziautumn -
City of Ballarat
Artwork, other - Public Artwork, B. Raggi, Hebe, Circa 1880
Thomas Stoddart, 1828 - 1905, bought 12 white marble statues during a visit to Italy. Stoddart arranged for them to be shipped to Victoria and placed on pedestals of Sicilian marble and on bases of Victorian granite. These statues were unveiled in the gardens on Queen Victoria's birthday, 24th May, 1884. His intention was for the statues to adorn and add interest to the gardens. The Greek goddess of eternal youth, Hebe, was famed for having the power to restore to age the vigour of youth and was cup-bearer to the gods.The artwork is of historic and aesthetic significance to the people of BallaratWhite marble figure of a woman holding a cup in one handHebe/ Presented by Thomas Stoddart 1884hebe, stoddart, botanic gardens