The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Roll of 35mm black and white negative film, 4 of 7 stripsIlford HP4bridge, bridges, fitzsimons lane bridge, infrastructure, shire of eltham infrastructure, yarra river

The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Black and white photographManufacturer's marks: Polaroid, Batch #J62K181 (Sep 1966).infrastructure, shire of eltham infrastructure, bridge, fitzsimons lane bridge, polaroid, yarra river

The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Black and white photographManufacturer's marks: Polaroid, Batch #J62K181 (Sep 1966).infrastructure, shire of eltham infrastructure, bridge, fitzsimons lane bridge, polaroid, yarra river

The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Black and white photographManufacturer's marks: Polaroid, Batch #J62K181 (Sep 1966).infrastructure, shire of eltham infrastructure, bridge, fitzsimons lane bridge, polaroid, yarra river

The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Black and white photographManufacturer's marks: Polaroid, Batch #J62K181 (Sep 1966).infrastructure, shire of eltham infrastructure, bridge, fitzsimons lane bridge, polaroid, yarra river

The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Black and white photographinfrastructure, shire of eltham infrastructure, bridge, fitzsimons lane bridge, yarra river

The bridge over the Yarra River was initially opened September 22nd, 1961. Newspaper reports at the time of opening stated it linked Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. In 1955 the Country Roads Board (CRB) produced survey plans that showed proposed land acquisition for the future bridge and road approaches. The 1955 plan shows that it was proposed to connect Fitzsimons Lane with Bolton Street in Eltham by a diagonal road across the river. The road connection would then continue along Bolton Street to Main Road. Prior to construction of the bridge the CRB modified the proposal significantly so that there was a new road parallel with Bolton Street and then curving to join Main Road at what was then its intersection with Old Eltham Road. This involved significantly more land acquisition and altered the pattern of land subdivision through this corridor. Initially the new road was just a single two-way carriageway as it would have required a significant widening of the cutting on the Shire of Eltham side of the river. The road was officially un-named but was known locally as the Eltham-Templestowe Road. The 1966 Melway street directory and other 1960s editions also listed the road as the Eltham-Templestowe Road. In December 1970, Eltham Shire Council, in pursuance of the provisions of the Local Government Act, named it Templestowe Road. The road was renamed Fitzsimons Lane around 1984 in conformity with the section south of the river. In 1991 a new bridge was built to the west of the original bridge. Fitzsimons Lane was widened to four traffic lanes although on the Eltham side this was done within the limits of the existing cutting. NEW BRIDGE STARTS THEM EXPLORING Without any fanfares, Country Roads Board workmen on Friday afternoon put the finishing touches to the approaches, removed the barricades, and let the traffic roll over the new Yarra bridge linking Bolton Street, Eltham, with Fitzsimons Lane, Templestowe. Over the week-end many “bridge watchers” who were making one of their periodic inspections of the progress on the new bridge found to their surprise that they could drive over it, so that people who had gone for a run out to Eltham suddenly found themselves wandering through Templestowe and Doncaster. By Monday the word of the bridge’s opening had got around sufficiently for many regular travellers to the city from Eltham and beyond to vary the monotony by going to town via Templestowe and Kew instead of through Heidelberg. They were surprised at the distances – about 3 ½ miles from Eltham to Templestowe, 6 miles from Eltham Shire hall to the Lower Heidelberg Road-Banksia Street intersection. NEW NEIGHBOURS For people on both sides of the river, the new bridge has turned distant friends into near neighbours. A Greensborough man on Sunday took 35 minutes to reach the home of a friend in East Doncaster, but the return trip over the new bridge took only 17 minutes. It will be some time yet before most people work out the possibilities in shorter and quicker trips form the north-eastern areas to the eastern and south-eastern suburbs. The coming of the warmer months will soon teach many, though the short cuts to Peninsular beaches and eastern suburban drive-ins. And before very long it is likely there will be a Tramways bus running from Templestowe to Eltham station. NEW BRIDGE STARTS THEM EXPLORING (1961, September 27). The Diamond Valley News (News clipping held in SEA_74-1_047) The previously un-named road between Main Road and Yarra River, Eltham South, east of Bolton Street was named Templestowe Road, December 15, 1970 NAMING OF STREETS AND ROADS. (1970, December 15). The Diamond Valley News (News clipping held in SEA_74-2_022)Black and white photographinfrastructure, shire of eltham infrastructure, bridge, fitzsimons lane bridge, yarra river

The photograph is of the sailing ship Falls of Halladale. The ship is in shallow water at Peterborough where it sank on November 14th 1908. The inscription on the photograph reads "Nov 4th 1908". The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The photograph shows the ship Falls of Halladale in full sail, demonstrating the sails used for power at sea.A sepia landscape photograph; image of a sailing ship in shallow water in full sail. The vessel is the"Falls of Halladale" aground off Peterborough 1908. A figure is in the foreground. Photographed in 1908 by Foyle of Warrnambool. A pencil inscription on the back is underlined. A white sticker is attached.In pencil on reverse "The Falls of Halladale / Wrecked at Peterborough / Nov 4th 1908" [Note: the ship was wrecked on Nov 14th 1908] On white sticker "131"flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, photograph, falls of halladale, sailing ship, vessel, shipwreck, foyle

The photograph represents the original complete landscape (southerly) view of the FALLS OF HALLADALE shipwreck which occurred at 3 am on the 14th of November 1908. This image includes three groups of well-dressed Edwardian sightseers on the clifftop and a rocky headland. Subsequent reproductions of this well-known image have been cropped to a striking portrait view, emphasising the vertical line of the masts and sails of the sailing ship, and excluding the groups of sightseers on the adjoining headland. The small girl in the foreground and the loose topsail on the foremast are common to both the landscape and the cropped portrait images of this memorable scene. The photograph was taken at an early stage of the ship’s final days, somewhere between the date of her grounding in mid-November 1908 and early January 1909, when salvagers began dynamiting her masts to get to the cargo in her holds. The heavily laden FALLS OF HALLADALE was 102 days out of New York when the swell of the Southern Ocean lifted her onto the rocks near Peterborough. At the time she was sailing at six knots in a light breeze, her sails fully set and on an ENE tack. Mist over the land created an optical illusion of a distant horizon and the crew believed they were at least ten miles off the coast. When high cliffs loomed up out of the darkness it was too late in the light conditions to change tack or let go the anchors. Within minutes of running aground, her decks were awash and the holds filling with water. Captain Thomson and his 29 crew took to the boats, leaving the vessel stranded on the reef, looking awkwardly graceful in her predicament, firmly wedged between two parts of the reef and with all her square-rigged sails still set, FALLS OF HALLADALE provided a landmark visible for miles. Over the following two months, she attracted hundreds of sightseers, including contemporary photographers. A Court of Marine Inquiry at Melbourne on 30 November 1908 found Captain Thomson guilty of a gross act of misconduct ― in that he carelessly navigated the ship, neglecting to take proper soundings and failing to place the ship on the port tack before it was too late to do so. His Master’s Certificate of Competency was suspended for six months and he was ordered to pay £15/15/- toward the costs of the inquiry. It was an expensive outcome for the captain but his error provided many weeks of inexpensive entertainment for coastal residents and visitors to Peterborough. To judge from the standard of formal dress in this photograph, visiting the wreck was considered a special occasion as well as a popular one. Falls of Halladale: - The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co. they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29The shipwreck of the FALLS OF HALLADALE is of state significance: Victorian Heritage Register No. S255. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Black and white photograph on cream-coloured backing card and in good condition. Description of Image: Quadrant 01, vessel with full set of sails perched on reef with stern submerged; Quadrant 02, predominantly clear sky over flat calm sea; Quadrant 03, two groups of standing sightseers on rocky promontory with three individuals approaching from far left foreground; Quadrant 04, fifteen well dressed sightseers seated on grassed cliff top including one child and six women. There is a deliberately obscured inscription in white ink along lower border or foreground of photograph.Letters in upper case and white contrast stretching across the grassed foreground of photograph have been smudged over by development process and are largely indecipherable. However rear of backing board of identical but reduced image Reg. No. 3207 bears pencilled words “Mrs Francis” and “Wreck of ‘Falls of Halladale’ Peterborough 1908”, which accords with what remains of the initial inscription.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, shipwreck spectacle, shipwreck photograph, peterborough reef, edwardian sightseers, russell & co.

The photograph was taken towards the ESE from Peterborough headland. It reproduces an original landscape view of the FALLS OF HALLADALE shipwreck which occurred at 3 am on 14 November 1908 (and confirms that the vessel was on an ENE tack at the time of the collision). The image includes three groups of formally dressed Edwardian sightseers on the cliff top and an adjacent rock ledge. Subsequent versions of this well-known image are usually cropped to present a striking portrait view, emphasising the vertical lines of the ship’s masts and sails, and excluding the groups of sightseers on the right hand of the original image. The small girl in the foreground and the loose sail on the foremast are common to both the landscape and edited portrait versions of this memorable scene. The photograph was taken at an early stage of the ship’s final days, somewhere between the date of her grounding in mid-November 1908 and early January 1909 (when salvagers began dynamiting her iron masts so they could get to the valuable cargo still in her holds). Firmly wedged between two parts of the reef and with all of her square-rigged sails fully set, the FALLS OF HALLADALE provided a spectacle for many miles along the coast. Over these weeks she attracted hundreds of sightseers, and photographers, before the pounding seas finally broke her weakened hull and she disappeared back into deeper waters. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29The shipwreck of the FALLS OF HALLADALE is of state significance: Victorian Heritage Register No. S255. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976). The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph; sepia-toned black and white, mounted on grey card. Image of a fully rigged sship, the Falls of Halladale, stranded near the shore with a group of people in the foreground seated on the ground. The photograph is well-worn. Description of Image: Quadrant 01, vessel with full set of sails perched on reef with stern submerged; Quadrant 02, predominantly clear sky over flat calm sea; Quadrant 03, two groups of standing sightseers on rocky promontory with three individuals approaching from left foreground; Quadrant 04, fifteen well-dressed sightseers seated on grassed cliff top including one child and six women. There is a deliberately obscured inscription in white ink along the lower border or foreground of the photograph.Lettering of white uppercase in grassed foreground of initial image is smudged out by subsequent development process and largely indecipherable. However pencilled writing on rear of card ― “Mrs Francis” and “Wreck of ‘Falls of Halladale’ Peterborough 1908”.flagstaff hill maritime village, shipwreck coast, peterborough reef, shipwreck photograph, falls of halladale, warrnambool, flagstaff hill, shipwrecked image, flagstaff hill maritime museum, shipwrecked coast, maritime museum, edwardian sightseers, shipwreck spectacle, photograph, mrs francis, wreck of falls of halladale, peterborough 1908, 1908, peterorough, shipwreck

Grey Butcherbirds live in wooded habitats, including suburban areas, from the north of Western Australia, across different parts of the top of the country, through to mid-eastern Queensland, and then south along the eastern side of the country all the way down to Tasmania. They have a 'lovely, lilting song', and are fiercely protective of their nests and chicks, swooping at presumed attackers with enough strength to sometimes draw blood. Adult Grey Butcher Birds are typically a light grey colour with dark heads and white underparts, while their young are typically olive-brown. The mix of these two types of colouring on this animal suggests that it is a younger bird. This bird appears thinner than most Grey Butcher Birds, but it is unclear if this is because of its age or because of inaccurate taxidermy. This specimen is part of a collection of almost 200 animal specimens that were originally acquired as skins from various institutions across Australia, including the Australian Museum in Sydney and the National Museum of Victoria (known as Museums Victoria since 1983), as well as individuals such as amateur anthropologist Reynell Eveleigh Johns between 1860-1880. These skins were then mounted by members of the Burke Museum Committee and put-on display in the formal space of the Museum’s original exhibition hall where they continue to be on display. This display of taxidermy mounts initially served to instruct visitors to the Burke Museum of the natural world around them, today it serves as an insight into the collecting habits of the 19th century.This specimen is part of a significant and rare taxidermy mount collection in the Burke Museum. This collection is scientifically and culturally important for reminding us of how science continues to shape our understanding of the modern world. They demonstrate a capacity to hold evidence of how Australia’s fauna history existed in the past and are potentially important for future environmental research. This collection continues to be on display in the Museum and has become a key part to interpreting the collecting habits of the 19th century. This specimen is particularly special in the Burke Museum Collection as it is part of a male/female pair (see Relationships). Many birds in the collection were originally donated in male/female pairs, but at least one specimen has been lost, leaving these as one of the few surviving sets.This Grey Butcherbird (likely male, based on size) has a bill that is dark grey at the front with a sharp hook but becomes lighter towards the face. The majority of the feathers on its back are light brown with some grey feathers around the lower half. It's crown area is a dark black colour and its tail is a dark grey. The feathers of its underparts and a small patch on either side of the neck are a yellow-white colour. There are also grey feathers coming through on its underparts. The eyes are brown. The bird stands on a brown, wooden perch with a circular bar, curved stand, and circular base. It has an identification tag tied around its left leg.19a / Collared Crow. Shrike / See Catalogue, Page 10 /taxidermy mount, taxidermy, animalia, burke museum, beechworth, australian museum, skin, australian birds, butcher bird, butcherbird, grey butcherbird, collared crow-shrike, australian butcherbird, tasmanian butcherbird, tasmania, bird pair

BHS CollectionBendigo Advertiser ''The way we were'' from 2002. All aboard: a Bendigo tram when the line ran along Mitchell and Carpenter streets to the cemetery, circa 1960. The clip is in a folder.newspaper, bendigo advertiser, the way we were

Postcards began to be produced in Victoria from 1876. Between 1900 and 1920, picture postcards in Australia became an incredibly popular phenomenon. People could cheaply and easily send messages, without the formality of a letter, and they provided a cheap form of souvenir. Eventually, every event of significance was commemorated in some way with a postcard, and this led to the development of a ‘picture on one side and a message/stamp on the other’ postcard we are familiar with today. They were also a popular form of advertising. This postcard appears to be one in a set of postcards promoting the Black Rock area.Postcard with photographic image which appears to have been hand tinted depicting Half Moon Bay beach at Black Rock. In the foreground in tea-tree bush, the foreshore has beach shacks on it, along with many small boats moored in the bay. A long jetty enters the bay. The photograph has been taken from the cliff top. Printed in red ink on the top right hand corner of the image is "Pier, Half Moon Bay".postcard, beach, landscape, holiday

Black and white photograph taken along North Arm near bridge Lakes Entrance Victoria. Also two other black and white photographs taken in North Arm. 04999.3 taken at Mississippi Creek quarry showing transferring rock to trucks on way to be loaded onto barge.waterways, engineering

Used by the Mah Meri people, Kuala Langat, Selangor (Malaysia), 1936. While Malaysian, this blow-gun is analogous to that used by Indigenous groups from South America with curare. The gun is of bamboo, with a highly polished inner tube of the same. The darts are reeds, made directional by knobs of a tudor wood, with poison made from the ipoh tree and the Strychnos vine The blowpipe examined in this report consists of a long bamboo tube with engraved floral motifs on the outside and a second bamboo tube inside. The mouthpiece is attached to the inner tube and the whole piece can be removed from the outer casing. There is a quiver, filled with darts, a small poisons receptacle, and a single dart and hollow bamboo tube, stored outside the quiver. The objects were donated as a whole to the museum in 1948 by Dr Thomas Edward Marshall. The engravings on the outer case originate from the Mah Meri community in Kuala Langat, Selangor, Malaysia. The floral ‘motif is of a vine with small incisions to reflect the properties/identity of the plant (poisonous/harmful)’. These motifs are generally handed down through the generations and can be used for kinship identification. They are also believed to enhance the performance of the blowpipe. The outer casing is made up of several pieces of bamboo fused together. Broken or damaged blowpipes were not discarded. Broken sections of a pipe could be removed and replaced as required, and the observably different bamboo sections suggest this has taken place at some point. Sap from the perah tree is used to seal or glue the pieces together and the glue is reversible by heating. The Mah Meri created a poison from the ipoh tree for use in hunting. The poison acted swiftly to kill the animal and did not result in secondary poisoning. The way in which the Mah Meri hunted is analogous with other blowpipe hunting practices elsewhere in the world. Blowpipe hunting practices represent a starting point for the introduction of standardised muscle relaxants into surgery during the 20th Century. In parts of South America, plant poisons were used to tip the darts and kill prey. These poisons are known as curare. The crucial ingredient in curare was Chondrodendron tomentosum root. Raw curare formed the basis for Intocostrin, the first standardised, mass produced muscle relaxant. The introduction of muscle relaxants dramatically changed surgery, allowing for more precise surgery and better patient outcomes. Bamboo blowpipes can be found in many museum and heritage collections, particularly those with strong colonial origins or influence. Blowpipes from Borneo seem to be well represented, along with those from Guyana. Blowpipes from Malaysia appear to be less common. More research is required to establish the rarity or representativeness of the blowpipe. Ownership of the blowpipe can be traced back from the museum to Dr Thomas Marshall. It has also been established the blowpipe’s point of origin is among the Mah Meri people of Kuala Langat, near Kuala Lumpur. There is no information regarding the way in which Marshall came into possession of the blowpipe. Provenance cannot be fully established. Despite these difficulties, the blowpipe represents a full set of hunting implements. It is accompanied by a quiver, also decorated with a floral motif, a set of bamboo darts, and a poison receptacle. The quiver also has a waist strap which enabled the owner to strap it to themselves, preventing its loss while hunting. Each object within the set is in good condition, although the inner tubing is beginning to split lengthwise and should not be removed from its outer casing. While the blowpipe and accompanying objects are not of South American origin, the techniques and poisons used are analogous and this object has high interpretative capacity. Hollow bamboo blowpipe with mouthpiece at one end. Two different types of organic fibre have been used at difference points along the shaft to secure different segments of the blowpipe. The item consists of two tubes a thin and unpolished inner tube that has degraded and can no longer be removed, and a polished and decorated outer casing. The outer casing is made up of different sections of polished bamboo, some pieces have developed a deep red hue which is likely the result of prolonged polishing and regular heating over many years, other sections are a lighter yellow indicating that they are newer pieces of bamboo. The entire outer tube is covered in a varied sequence of genomic patterns. The exact meaning of these patterns is unknown however they are passed down through family lineage, the exact family of origin is unknown. Connected to the mouthpiece if it is removed from the inner casing is a piece of cloth with the numbers 2241 written in black ink, their purpose is unknown.curare, malaysia, bamboo

viii, 198 p.; 29 cmnon-fictionWhat were Mechanics Institutes? Every country town seems to have one and they are often impressive 19th century buildings. Free Library is usually emblazoned across the facade, but nowadays there is probably a gallery, museum, or public hall in there. But where are the books? – and more intriguing, where are the mechanics? The answers are here. This book tells the story of one Mechanics Institute that is still operating as a library 136-odd years after being established. Along the way we learn much about how many of the other 1,300 Institutes established in Victoria operated.berwick mechanics institute, free library

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

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

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

Initially known as the ‘Kangaroo Hotel,’ this photo shows the sign ‘Kangaroo Ground Hotel’ and William McLaughlin as the proprietor, which dates it between 1871 and 1882. The first hotel known as the Kangaroo Hotel was built at the top of the hill by Andrew Ross in 1864 commencing April; a license was obtained, and the bar opened by Edmund Pickett, the tenant, on 11th of July. The hotel was ready for public accommodation by September, 1864. On June 27, 1864, Edmund Pickett, residing at Kangaroo Ground, gave notice to the Bench of Magistrates at Eltham that it was his intention to apply on July 6th for a certificate authorising the issue of a Publican’s Licence for a house rented and occupied by himself, situated at Kangaroo Ground, containing two sitting rooms and five bedrooms exclusive of those required for the use of his family. On February 7, 1866, Edmund Pickett, publican, residing at Kangaroo Ground, applied at the Court of Petty Sessions held at Eltham for a Publican’s License for a house situated at the Kangaroo Ground, containing six bedrooms and two sitting rooms, rented and occupied by himself and licensed under the sign of the 'Kangaroo Hotel.' In 1866, with few boarders at the school and needing to reduce expenses, Ross had the bedroom house removed from the school and placed in contiguity to the hotel, the occupier to have the post office. The house was re-erected with a kitchen addition and was opened as the Post Office & General Store on April 1st. Throughout 1870 Andrew Ross found himself at odds with Pickett - he "felt much dissatisfaction at my having a hotel especially kept by a man of loose principals and low habits" and so served him notice to vacate by December 31st, occupying it himself on January 1, 1871, calling it Rossville House. William McLaughlin and his wife kept the store and post office. As a hotel was now wanted and McLaughlin was desirous to obtain a license, Ross set about making the Store building suitable which was achieved towards the end of 1871. Ross notes in his diary that the Store hotel was finished January 1, 1872. At the Court of Petty Sessions held at Eltham on 5 December 1871, William McLaughlin applied for a license for the Kangaroo Hotel, Kangaroo Ground. He had previously obtained a wine license, March 28. In June 1882, William McLaughlin of Madeline Street, Carlton, (late of Kangaroo Ground, hotelkeeper) was found insolvent due to losses in connection with the Kangaroo Ground Hotel. The license for the hotel was later transferred from Mr John Donaldson to Mrs Sophia Greenaway. It appears during McLaughlin’s tenure the hotel became known as the Kangaroo Ground Hotel. The hotel was replaced with a new wooden building in 1892, constructed by W.Holland and described as being "of a neat appearance, roomy, and fittled up with all modern requirements necessary in a business of this kind." This building was destroyed by fire in 1930. References: Ross, Andrew, 1814-1895 & Woiwod, Mick & Andrew Ross Museum. (2011). The diary of Andrew Ross 1828-1895 & the reminiscences of Andrew Ross 1851-1864 / edited, annotated and introduced by Mick Woiwod for the Andrew Ross Museum, Kangaroo Ground. Kangaroo Ground, [Vic.] : Tarcoola Press in association with the Andrew Ross Museum The Evelyn Observer, (1892, June 24). Evelyn Observer, and South and East Bourke Record (Vic. : 1882 - 1902), p. 2 (MORNING.). Retrieved May 13, 2025, from http://nla.gov.au/nla.news-article60667494 REMINISCENCES. (1893, April 21). Evelyn Observer, and South and East Bourke Record (Vic. : 1882 - 1902), p. 2 (MORNING.). Retrieved May 10, 2025, from http://nla.gov.au/nla.news-article60669116 REMINISCENCES COUNTY EVELYN. BY Andrew Ross. (No. 41) The summer of 1863-4 may be re membered by many colonists as one of the most enjoyable as regards wet weather, and it was one made remarkable by the enterprise and activity apparent throughout Evelyn County. This spirit was fostered and encouraged by the prospect presented from the opening up of the new route to the Jordan and Wood's Point, and the consequent occupation of lands and special localities along the main track. Accommodation for travellers were established at Yarra Flats, the future Healesville, Fernshaw, Marysville, while the beauties and difficulties of the Black Spur, together with the romantic region of the Stephenson Waterfalls mid the mountain forests attracted visitors other than the gold diggers. Before the end of this year 1863, the new route to Wood's Point by the Dividing Range had been so far improved that a track was laid off by the New Chum Creak, Paradise Plains, and the Springs to Emerald Hill, about half way between Jordan and Wood's Point, and the clearing of this track was looked forward to as enabling drays to be employed. The Government had so far yielded to the demands made upon it, that the work was proceeded with early in 1864. In March of that year the writer was favoured by a visit from Mr. Ligne, Surveyor-General, who was enroute to inspect the progress of the undertaking. He was accompanied by Mr. Collins Levey, his son-in-law, who had been a frequent visitor with his friend Mr. Franklin, of the Melbourne Herald newspaper, These parties, and not a few others, were glad to partake of the hospitality of residents on the Ground or, at Yarra Flats when as yet no public accommodation existed. Horsemen and pedestrians became numerous ere winter set in, and there was obviously the want of the hotel which was planned and commenced late in the autumn. The absence of any endeavour on that score by local proprietors induced the writer to undertake the erection of the Kangaroo Ground Hotel, which he did on his own responsibility. The spot best suited for the hotel being held by him on lease, he was permitted by the landlord to devote the required portion of land for the premises to be erected and occupied. Before this was accomplished the imported houses placed near the schoolhouse which had served for bedroom to boarded pupils were rebuilt near the hotel and served for a general store and post office also. Delay was experienced in procuring all the materials for the new building. After the break in the weather the roads on the Ground became very heavy and as timber had to come from town, it was under difficulties that the supply was procured. Bricks for chimneys were made in a small kiln, and hardwood for joists, &c., provided by sawyers employed for the purpose in the bush. The hotel, in consequence, was not ready for public accommodation until the spring, although a license was obtained, and the bar opened by Mr. Pickett, the tenant, on 11th of July. It may be remarked that the house was rather late in being established; a year earlier it would have secured the benefit of the rush to the new diggings, but in another sense it was rather premature for as yet no steps had been taken by the authorities to stop or even discourage the sale of liquor by unlicensed parties, and the holder of a license had to compete with the class in question. As the season (1864) advanced there were parties anxious to be the pioneers in traversing the whole of the route to Wood’s Point, but it was nigh to summer again before the track was available to vehicular traffic. I believe one of the first to effect the whole passage in this way was Mr. Gillies, some time settled at Mortlake. He drove a buggy and called at the Ground on 9th September, stating his intention to drive through to the Point, and we were subsequently informed that he had accomplished the task. (End of Reminiscences No 41)This photo forms part of a collection of photographs gathered by the Shire of Eltham for their centenary project book,"Pioneers and Painters: 100 years of the Shire of Eltham" by Alan Marshall (1971). The collection of over 500 images is held in partnership between Eltham District Historical Society and Yarra Plenty Regional Library (Eltham Library) and is now formally known as the 'The Shire of Eltham Pioneers Photograph Collection.' It is significant in being the first community sourced collection representing the places and people of the Shire's first one hundred years.Digital image (neg copy missing) Print 21 x 26.5 cmeltham-yarra glen road, kangaroo ground, kangaroo ground hotel, post office, shire of eltham pioneers photograph collection, gas lamp, hotels, kangaroo hotel, william mclaughlin, andrew ross, edmund pickett

192 p.; 26 cmnon-fictionthis book cover the Dandenong Ranges with references to the bullock trains in the forest to Puffing Billy at Belgrave and many people along the waypuffing billy, rose charman's cottage, nobelius nursery emerald

The letter to William Ferrier of South Warrnambool from the Prime Minister and the Parliament of the Commonwealth recognised the significance of William’s brave and courageous lifesaving act to the people of Australia; “They all feel that your conduct was worthy of the best deeds done by British sailors in the past and they are proud to know that Australia can produce such as you.” The story of that brave rescue follows on below … The ship from which the sailors were rescued was the three-masted, iron and steel barquentine the La Bella, built in Norway in 1893. She was one of two iron and steel ships by Johan Smith, The company was one of the leading shipping families in Tvedestrand, Norway. She was significant to Norwegian shipping, being one of only 27 iron and steel ships ever built in Norway. She was registered in New Zealand and engaged from 1902 in inter-colonial trading of timber in the Pacific, between New Zealand and Australia and was often in Port Phillip Bay, Victoria. On 5th October 1905, the twelve-year-old La Bella left Lyttleton, New Zealand carrying a cargo of timber bound for Warrnambool, Australia. She was manned by a crew of twelve: the Master, (Captain Mylius, previously 1st Mate of La Bella, appointed Captain to La Bella on 6th February 1903) 2 Mates, Cook, six able seamen, one ordinary seaman and a boy. Bad weather en route caused her to shelter at Burnie on Tasmania's North West coast. On November 10th, the 37th day of her journey, La Bella approached Warrnambool. Captain Mylius steered her towards Lady Bay Channel in heavy south-west seas and evening mist. He ordered the helmsman to steer for the light. As the ship came round, a tremendous sea struck her on the port quarter, causing her to breach broadside in a north-westerly direction into breakers. The helm was brought round twice more, but each time heavy seas broke over her, the third time throwing the La Bella on to a submerged reef in Lady Bay now known as La Bella Reef (about 100 yards from the Warrnambool breakwater). The sea was so rough that it even wrenched a one-and-a-half ton anchor from its fastenings and into the sea. As Captain Mylius headed to the steel wheelhouse, intending to send up a rocket flare, a huge sea slammed the steel door into him (resulting in massive bruising front and back) Despite his injuries he still managed to set off a blue light, which he held up in his hands. La Bella’s lifeboats were filled with seawater and broke up on their chocks. The blue light was the first indication to people on the shore that there was a ship in distress. The Harbour Master, Captain Roe (who lived in the Harbour Master’s House opposite Flagstaff Hill), organised a group of volunteers to crew the lifeboat because the trained crew was unavailable; the crewmen were working on a steamer in Port Fairy at the time. He then poured oil onto the water to try and smooth the sea. At around 11 pm three of the crew took shelter in the steel forecastle but the sea crashed into it and broke it up. While the rest of the crew and onlookers watched helplessly in the moonlight the bodies were washed away into the sea, never to be seen again. Some of the crew lashed themselves to the weather rail to keep from being washed away. Watson, the ordinary seaman, became tangled in the rigging lines and was too weak to move, so the 2nd Mate, Robertson, put a line onto him so that he wouldn’t wash off. Around 11 pm three of the crew were unconscious from exhaustion. The situation on La Bella was becoming dangerous. The 2nd Mate moved to the ‘house’ and soon afterwards the ship slipped in the heavy sea. The lashings of the 1st Mate and the ‘boy’ Denham had kept them safe until about 2 am when they were washed overboard; no one was able to help. One by one, the exhausted crew were being washed overboard, too weak to hold on any longer. During the night the La Bella had broken into two and the deckhouse ran out towards the sea. Two more men drowned when trying to reach the lifeboat. By sunrise, the only survivors of the twelve were the Master, 2nd Mate and three seamen. Early in the morning, Captain Roe used the rocket apparatus on shore to try and shoot a line to the ship for a safer rescue but each attempt fell short of the target. Several attempts were made by the lifeboat to rescue the stricken sailors, but the rough conditions made this difficult for the boat to get close enough to the ship and the lifeboat had to return to shore. During a final attempt to reach the ship Captain Mylius ordered his men to jump into the sea. Leonard Robertson, 2nd mate, jumped and swam towards the lifeboat, taking hold of the boat hook offered to him. Oscar Rosenholme managed to reach the boat floating on a piece of timber from the ship’s load and a third survivor, Noake, also made the boat. Along with the lifeboat rescue crew, 25-year-old William Ferrier rowed his small dingy through the heavy seas and managed to rescue the Captain, whom he landed on the breakwater. Ferrier then returned to the ship to attempt a final rescue, losing his oars and rowlocks into the high sea. Using just a spare paddle he skulled towards the La Bella, reaching her stern in time to cut loose the lone surviving sailor, Payne, from the lashing that held him to the ship; the terrified sailor dropped from the ship and into the dingy. Shortly after the last man was rescued, the La Bella was lifted by a huge wave and crashed back down on the reef; she broke up and sank. The ordeal had lasted ten hours. The survivors were taken to the nearby Bay View Hotel and gratefully received warm food and clothing, medical attention and a place to sleep. In the following days, an unidentified body of a young person has washed ashore; it was either Watson or Denham. The body was buried in the Warrnambool cemetery with an appropriate gravestone and inscription. William Ferrier became a national hero as news of the daring rescue spread. In recognition of his bravery in the two daring rescues, he was awarded the Silver Medal for Bravery by the Royal Humane Society and was honoured in the letter from the Prime Minister and the Parliament of the Commonwealth, telegrams and a cheque for £20 from the Governor-General, over £150 subscribed by the public, including Warrnambool and district and readers of The Argus, and a gold medal from the Glenelg Dinghy Club of South Australia. Ferrier’s rescue efforts are one of the most heroic in Victoria’s shipwreck history. (William Ferrier’s son, Frank, received a similar award almost fifty years later when he helped rescue four members of the crew on the yacht Merlan after it ran on to a reef near the Point Lonsdale Lighthouse. ) The wreck of La Bella now lies on her port side in 13 metres of sheltered water inside the reef she struck. The bow section is relatively intact and part of the stern has drifted north-easterly towards the mouth of the Hopkins River. The reef the La Bella struck now bears its name. Those five rescued from the La Bella were Captain George Mylius, Leonard Robertson (2nd Mate, 21 years old), R. Payne, Oscar Rosenholme and Jack Noake. Those seven who lost their lives were Mr Coulson (1st mate), Charles Jackman (cook) Gustave Johnson, Pierre Johann and Robert Gent (all able seamen), Harry Watson (ordinary seaman) and Jack Denham (ship’s boy), Captain Mylius was found guilty of careless navigation; he had sailed into the bay without the services of a pilot. His Master Certificate was suspended for twelve months. Later he was also charged with the manslaughter of one of the crew who had died when the La Bella was wrecked but found not guilty. The event’s adverse publicity and damage to his career took a toll on his health and he died of a heart attack six months after the wreck; he was only thirty-seven. His body was buried in the Melbourne General Cemetery. The La Bella was “the best documented of all sailing ships owned in New Zealand”. Her record books, ship logs, correspondence and supporting papers are still available. At the time of the tragedy, she was owned by Messers David C.Turnbull and Co. of Timaru, New Zealand timber merchants and shipping agents, who had purchased her on 13th December 1901. A detailed account of the last journey of La Bella can be read in “Leonard Robertson, the Whangaroa & La Bella” written by Jack Churchouse, published in 1982 by Millwood Press Ltd, Wellington, NZ. As well as this letter, Flagstaff Hill’s La Bella Collection includes a photograph of the wrecked La Bella, a brass rail holder and a postcard of William Ferrier with four of the survivors. Some 15 – 17 ships are believed to have sunk in Lady Bay, but only two have been discovered on the seafloor; the “La Bella” and the “Edinburgh Castle”. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. This original congratulatory letter sent to William Ferrier by the Prime Minister and Government of Australia demonstrates the importance attached to his efforts for Victoria and to Australia. The letter is part of the La Bella Collection and is significant at both a local and state level. Its connection to the La Bella shipwreck and the rescue of five survivors highlights the dangers of Victoria’s Shipwreck Coast. The letter to William Ferrier from the Australian Government acknowledges the bravery of ordinary Australians who risked their lives to save victims of shipwrecks along the coast. The letter is significant to the history of Warrnambool as it honours William Ferrier, a local fisherman whose descendants continue to live in the area. It highlights the way of life of people who lived in coastal towns in 19th century Victoria and the effects of shipwrecks upon them. The letter connects to the postcard of William Ferrier with four of the five rescued crew, the photograph of the wreck of the La Bella and the artefact from the wreck, the rail holder. This letter is significant because of its association with the sailing ship “La Bella”. The “La Bella” is of local and state and national significance. It is one of the only two shipwrecks discovered in Lady Bay, Warrnambool, out of the 15-17 shipwrecks in the bay. Letter to William Ferrier of South Warrnambool from the Prime Minister and Members of Parliament commending him on his bravery. The printed letterhead includes a coat of arms in the top centre and the official address. The letter is very neatly hand written in black pen and includes 4 signatures of Members of Parliament. The rectangular paper is cream coloured with some yellow/brown discolouring. It has the letterhead on the right hand side of it and the written letter begins below the letterhead. The paper has been folded so that the right side becomes the cover page of the letter. The writing is continued onto the inside right hand page of the folded paper and the writing ends here. There is more recent writing on the bottom right hand corner of the back page. The paper has been officially folded in half a total 3 times and there is heavy discolouration on the sections that form the front and back of the folded letter. There is a 4th fold line that is less pronounced that the other folds and would make the paper the size to fit into a pocket. At several fold creases the paper has worn through. The edges of the paper have minor tears. The printed coat of arms is that of the House of Representatives. Underneath is printed “The Parliament of the Commonwealth, / Parliament House / Melbourne”. The hand written, letter is dated “14th November, 1905” and addressed to “Mr. William Ferrier / South Warrnambool” The letter begins “The Speaker, the Prime Minister and Members of the Ministry and its supporters, the Leader and Members of the Opposition, the Leader and Members of the Labour Party, being all the Members of the House of Representatives of the Federal Parliament of Australia” … It continues “desire to express to you their appreciation of your bravery in skulling out to the wreck of the “La Bella” at Warrnambool on Saturday, 11th November, 1905, and recovering therefrom two of the crew who were in imminent danger of their lives. They all feel that your conduct was worthy of the best deeds done by British sailors in the past and they are proud to know that Australia can produce such as you.” The letter is “Signed on behalf of the Members – Speaker (Frederick Holder ), Deputy Leader of the Opposition (Joseph Cook ), Prime Minister (Alfred Deakin), Leader of the Labour Party ( J.C. Watson)” On the back of the letter is blue ink handwriting “OWNER / G. FERRIER / TO. BE. PHOTOGRAPHED / 27-4-76”la bella, william ferrier, bill ferrier, lady bay, 1905, 10th november 1905, 11th november 1905, parliament of the commonwealth, prime minister, australian government, new zealand, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village

Joseph Butterworth COOMBS (1842-1901), was an accountant who founded a successful mercantile trading company. At the time of his marriage to Caroline Mary MICHEL in 1869, Coombs had already purchased ten acres of Studley Park. The acreage included land on the west of Fenwick Street that extended along lower Stawell Street to the corner of Yarra Street, all of it connected directly to the Yarra environs. A right of way to Studley Park Road was on the title, though Coombs went on to purchase more land, some of which faced Studley Park Road. In addition to owning the Studley Park acreage, Coombs later acquired 1,201 acres of land abutting the Acheron River. While retaining the Kew property he became a Taggerty Councillor and was Shire President for a time. J.B. Coombs died at Acheron Station in 1901 (aged 59 years). A few months after, tenders were called to repair the Kew dwelling, the Fenwick Street property now appearing in records with the name ‘Hope Mansell’. Caroline Coombs remained at Hope Mansell until she died in 1924, survived by three sons and five daughters. Not long after her death, advertisements appeared for the sale of the Studley Park land. The sale seems to have been a mechanism for distribution of the Estate, as the following year the original ten acre holding was transferred to members of the family. The eldest daughter Mabel married William Younger who, with his brother Alexander, developed Younger and Mackie Courts, both south of Studley Park Road. [Research: Kerry Fairbank]In 1961, the granddaughter of Joseph and Caroline Coombs, Mabel Isola (Younger) Grattan, donated ten 19th century dresses and parasols to the Kew Historical Society. The costumes, now known as the 'Coombs Collection', were the earliest recorded items of clothing to enter the Society's collection. Each of the items in the Coombs Collection, of which this item forms a part, is historically, aesthetically and socially significant. As a collection, the costumes includes outstanding examples of morning wear, day dresses, wedding dresses, and clothing accessories, providing evidence of outstanding dressmaker skills in Victoria during the mid to late Victorian period. Two-piece white silk wedding dress comprised of a short tailored bodice and a bell shaped skirt. The most prominent feature of the bodice is the wide pagoda sleeves, with false undersleeves of muslin. The edge of the sleeves includes small posies of orange blossom. Separate panels of lace, dropping from the waist are the only form of decoration on the skirt. The round high neckline was later converted to v-line in the 19th century.coombs collection, women's clothing, australian fashion, fashion & design collection, costumes, wedding dresses

A property illustration by Margaret Picken Commissioned by a real estate agency for the purpose of advertising 3 Madonna Crt., Vermont This property has been subdivided into three, and 1/3 Madonna Crt., Vermont is listed as having sold for $1,100,000 in 2018 Made by using Rotring ‘Rapidigraph’ drafting pens with Rotring ink on Rapidigraph polyester drafting film, double matte. Trained as a cartographic draftsman within the mining industry, Margaret Picken is an artist who worked producing property illustrations for real estate agencies in eastern suburbs of Victoria from 1983-2005. Retiring from the industry as technological changes favored coloured photography over illustrations, and commissioning companies over sole contractors.This artwork is of Historical Significance as a record of local domestic architecture.A black ink line drawing on drafters film by Margaret Picken, of a single story house stretching from the left to the right along the center of the drawing. In the foreground a drive curves up to a connected garage. To the left and right are gardens, all the way up to the house. There are two hole punch holes just below centre of the upper edge3 Madonna Crt., Vermont Margaret Picken - 99 Woodards Balwynwhitehorse historical society, schwerkolt cottage, housing, architecture, margaret picken, house, garden, real estate, vermont, vermont south

index, ill, maps, p.157.non-fictionA look at 35 trips that highlight some of the most interesting, scenic and rewarding railway journeys in Australia and New Zealand. They include the renowned long-distance journeys, such as The Indian Pacific in Australia that takes travellers on a three-day trip from Perth to Sydney or the The Northern Explorer in New Zealand’s North Island that stretches from Wellington to Auckland, as well as those that traverse stunning scenery, such as New Zealand’s TranzAlpine train or the Spirit of the Outback in Australia. There are also routes on which restored steam locomotives operate and other lines included for the wonder of their engineering. Trains are a great way to travel in these countries, taking you at ground level past superb scenery that often cannot be seen by any other means of transport. David Bowden’s entertaining text describes the route, the major features of interest along the way and any special technical details about the locomotive or the track.railroad travel - australia, railroad travel - new zealand