Dick Richards joined the Ballarat School of Mines in 1914, and soon afterwards was granted leave to join an expedition to Antartica. In 1915 he sailed from Australia with the Antartic Exploraton Expedition, led by Sir Ernest Shackleton. Most Antarctic enthusiasts know of Ernest Shackleton's attempt to cross the continent, only to be thwarted by the sinking of the ship 'Endurance'. Dick Richards was the physicist and sled manager for Shackleton's Ross Sea Party - with the task to meet Shackleton on the other side of the continent. When Shackleton planned his transcontinental crossing he decided to use supply depots as loads of supplies were too heavy to pull. The depots would enable Shackleton's party to carry just enough to reach the Pole, relying on the depots which were to be left by the Aurora's crew every 60 miles, stowed in 2 sledge journeys in 1915 and 1916. Dick Richards spent 3 freezing years in Antarctica between 1914 and 1917. Richards' worst experience was when his ship Aurora, tethered offshore, was blown away in a gale leaving Richards marooned for two years with nine other men on the ice floe. The expedition, consisting of two teams, were attempting to cross Antarctica from opposite sides, linking up somewhere near the middle. "That was with pretty poor equipment by today's standards, and we did not make it." (Dick Richards) The Ross Sea Party arrived in McMurdo Sound aboard the Aurora in January 1915. The men planned to make two sledging trips to leave supply depots every 60 nautical miles to Mount Hope about 400 miles away. The going was tough as the sledges were overloaded. Temperatures were as low as minus 68F. In June 1916 the party crossed on foot to Cape Evans, occupied Scott's Hut (from his Terra Nova Expedition, erected in January 1911) in May 1915, for two months. On 10 January 1917 Richards was hunting for seals when he saw a ship on the horizon. It was 'The Aurora'. Picking up the relieved survivors 'The Aurora' arrived in New Zealand on 9 February 1917 to a hero's welcome. Joyce, Wild, Hayward and Richards later won the Albert Medal for their heroic devotion to duty. Later an inlet on the Antartic continent was named after Richards. Dick Richards wrote the following years after the ordeal "To me no undertaking carried through to conclusion is for nothing. And so I don't think of our struggle as futile. It was something the human spirit accomplished." Prime Minister Bob Hawke wrote in 1984 'Your incredible journey of almost 2000 miles across the Antarctic Wastelands - involving some 9 months in the field with makeshift equipment - and you're adherence to duty in the face of enormous difficulty, suffering from scurvy, and the death of comrades, will; be an inspiration to your countrymen of the future as it is to us today." After returning to Australia Dick Richards resumed his work at SMB as Lecturer in Physics and Mathematics, and developed many pieces of experimental equipment. During World War Two he acted as a scientific adviser in the production of optical apparatus in Australia. In 1946 he was appointed Principal and twelve years later he retired after a total of 44 years service. Dick Richards has been honoured through the naming of a Ballarat School of Mines prize - The R.W. Richards Medal. This medal later became a University of Ballarat prize. It has been awarded annually since 1959 to the Bachelor of Applied Science graduate considered to have achieved the most outstanding academic performance of their course. (See http://guerin.ballarat.edu.au/aasp/is/library/collections/art_history/honour-roll/honourroll_Richards,Dick.shtml )A man and lady inspect a bust of Richard (Dick) Richards by sculptor Victor Greenhalgh. The scultpure is at the Ballarat School of Mines. The man is Dick Richards, and the woman is his sister and wife of sculptor Victor Greenhalgh. Both Dick Richards and Victor Greenhalgh were former students and teachers at the Ballarat School of Mines. The bust of Dick Richards was Victor Greenhalgh's last work and was cast in bronze after his death. The bust was presented to the Ballarat School of Mines by Mrs V.S. Greenhalgh (widow of the sculptor and sister of the subject). At the presentation Victor Greenhagh's son said "the two men had been friends as well as brothers-in-law, were of similar age, both enjoyed red wine, beer and cricket and both were educationalists, one an artist the other a mathematician."dick richards, r.w. richards, richards, richard w. richards, victor greenhalgh, bust, sculpture, ballarat school of mines, antarctica, ross shore

This hearth brush section would have had a handle at the top and bristles protruding from the base. It has been hand-crafted, likely by a blacksmith. A hearth brush is used to clean away fine ash from brick, iron and stone fireplaces and stoves after the fire has died. The hearth brush section was recovered from the wreck of the sailing ship Loch Ard, which was wrecked on June 1st 1878 at Mutton Bird Island near Port Campbell, Victoria. There were 54 people on board and only two survived. The cargo included items for Melbourne's International Exhibition.The hearth brush is an example of domestic cleaning equipment from the late 19th century. The brush is significant for its connection to the Loch Ard sailing ship, which is listed on the Victorian Heritage database. Hearth brush section, copper alloy, bullet-head shaped; bristles and handle are missing. It is covered in verdigris. The metal is hand-beaten. Recovered from the wreck of the Loch Ard. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, hearth brush, loch ard, cleaning, fireplace, domestic fireplace, domestic oven, ash, brush, 19th century, victorian era, 1878

This uniform, consisting of 3 pairs of trousers and 1 jacket, was owned by Dr W.R. Angus. Due to the manufacturer's label saying the uniform was made in Glasgow, it is likely that Dr Angus acquired the uniform around the time of his studies in Edinburgh. His name on the uniform suggests that it was part of his usual clothing and it was most likely worn on his homeward passage to Australia in 1928, during which time he worked as a Ship's Surgeon on T.S.S. LARGS BAY.. This uniform was donated to Flagstaff Hill Maritime Village by the family of Doctor William Roy Angus, Surgeon and Oculist. It is part of the “W.R. Angus Collection” that includes historical medical equipment, surgical instruments and material once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. ABOUT THE “W.R.ANGUS COLLECTION” Doctor William Roy Angus M.B., B.S., Adel., 1923, F.R.C.S. Edin.,1928 (also known as Dr Roy Angus) was born in Murrumbeena, Victoria in 1901 and lived until 1970. He qualified as a doctor in 1923 at University of Adelaide, was Resident Medical Officer at the Royal Adelaide Hospital in 1924 and for a period was house surgeon to Sir (then Mr.) Henry Simpson Newland. Dr Angus was briefly an Assistant to Dr Riddell of Kapunda, then commenced private practice at Curramulka, Yorke Peninsula, SA, where he was physician, surgeon and chemist. In 1926, he was appointed as new Medical Assistant to Dr Thomas Francis Ryan (T.F. Ryan, or Tom), in Nhill, Victoria, where his experiences included radiology and pharmacy. In 1927 he was Acting House Surgeon in Dr Tom Ryan’s absence. Dr Angus had become engaged to Gladys Forsyth and they decided he would take time to further his studies overseas in the UK in 1927. He studied at London University College Hospital and at Edinburgh Royal Infirmary and in 1928, was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh. He worked his passage back to Australia as a Ship’s Surgeon on the on the Australian Commonwealth Line’s T.S.S. Largs Bay. Dr Angus married Gladys in 1929, in Ballarat. (They went on to have one son (Graham 1932, born in SA) and two daughters (Helen (died 12/07/1996) and Berenice (Berry), both born at Mira, Nhill ) Dr Angus was a ‘flying doctor’ for the A.I.M. (Australian Inland Ministry) Aerial Medical Service in 1928 . The organisation began in South Australia through the Presbyterian Church in that year, with its first station being in the remote town of Oodnadatta, where Dr Angus was stationed. He was locum tenens there on North-South Railway at 21 Mile Camp. He took up this ‘flying doctor’ position in response to a call from Dr John Flynn; the organisation was later known as the Flying Doctor Service, then the Royal Flying Doctor Service. A lot of his work during this time involved dental surgery also. Between 1928-1932 he was surgeon at the Curramulka Hospital, Yorke Peninsula, South Australia. In 1933 Dr Angus returned to Nhill where he’d previously worked as Medical Assistant and purchased a share of the Nelson Street practice and Mira hospital from Dr Les Middleton one of the Middleton Brothers, the current owners of what was once Dr Tom Ryan’s practice. Dr L Middleton was House Surgeon to the Nhill Hospital 1926-1933, when he resigned. [Dr Tom Ryan’s practice had originally belonged to his older brother Dr Edward Ryan, who came to Nhill in 1885. Dr Edward saw patients at his rooms, firstly in Victoria Street and in 1886 in Nelson Street, until 1901. The Nelson Street practice also had a 2 bed ward, called Mira Private Hospital ). Dr Edward Ryan was House Surgeon at the Nhill Hospital 1884-1902 . He also had occasions where he successfully performed veterinary surgery for the local farmers too. Dr Tom Ryan then purchased the practice from his brother in 1901. Both Dr Edward and Dr Tom Ryan work as surgeons included eye surgery. Dr Tom Ryan performed many of his operations in the Mira private hospital on his premises. He too was House Surgeon at the Nhill Hospital 1902-1926. Dr Tom Ryan had one of the only two pieces of radiology equipment in Victoria during his practicing years – The Royal Melbourne Hospital had the other one. Over the years Dr Tom Ryan gradually set up what was effectively a training school for country general-practitioner-surgeons. Each patient was carefully examined, including using the X-ray machine, and any surgery was discussed and planned with Dr Ryan’s assistants several days in advance. Dr Angus gained experience in using the X-ray machine there during his time as assistant to Dr Ryan. Dr Tom Ryan moved from Nhill in 1926. He became a Fellow of the Royal Australasian College of Surgeons in 1927, soon after its formation, a rare accolade for a doctor outside any of the major cities. He remained a bachelor and died suddenly on 7th Dec 1955, aged 91, at his home in Ararat. Scholarships and prizes are still awarded to medical students in the honour of Dr T.F. Ryan and his father, Dr Michael Ryan, and brother, John Patrick Ryan. ] When Dr Angus bought into the Nelson Street premises in Nhill he was also appointed as the Nhill Hospital’s Honorary House Surgeon 1933-1938. His practitioner’s plate from his Nhill surgery states “HOURS Daily, except Tuesdays, Fridays and Saturday afternoons, 9-10am, 2-4pm, 7-8pm. Sundays by appointment”. This plate is now mounted on the doorway to the Port Medical Office at Flagstaff Hill Maritime Village, Warrnambool. Dr Edward Ryan and Dr Tom Ryan had an extensive collection of historical medical equipment and materials spanning 1884-1926 and when Dr Angus took up practice in their old premises he obtained this collection, a large part of which is now on display at the Port Medical Office at Flagstaff Hill Maritime Village in Warrnambool. During his time in Nhill Dr Angus was involved in the merging of the Mira Hospital and Nhill Public Hospital into one public hospital and the property titles passed on to Nhill Hospital in 1939. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station. ). The Angus family was able to afford gardeners, cooks and maids; their home was a popular place for visiting dignitaries to stay whilst visiting Warrnambool. Dr Angus had his own silk worm farm at home in a Mulberry tree. His young daughter used his centrifuge for spinning the silk. Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940’s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (The duties of a Port Medical Officer were outlined by the Colonial Secretary on 21st June, 1839 under the terms of the Quarantine Act. Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and surgeon at the Warrnambool Base Hospital 1939-1942, He served as a Surgeon Captain during WWII1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., completing his service just before the end of the war due to suffering from a heart attack. During his convalescence he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He then studied ophthalmology at the Royal Melbourne Eye and Ear Hospital and created cosmetically superior artificial eyes by pioneering using the intrascleral cartilage. Angus received accolades from the Ophthalmological Society of Australasia for this work. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering in artificial eye improvements. He was Honorary Consultant Ophthalmologist to Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. In 1968 Dr Angus was elected member of Spain’s Barraquer Institute of Barcelona after his research work in Intrasclearal cartilage grafting, becoming one of the few Australian ophthalmologists to receive this honour, and in the following year presented his final paper on Living Intrasclearal Cartilage Implants at the Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne In his personal life Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and to visit with him. Sunday evenings he would play the pianola and sing Scottish songs to his family. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eye witness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. Their interests included organisations such as Red Cross, Rostrum, Warrnambool and District Historical Society (founding members), Wine and Food Society, Steering Committee for Tertiary Education in Warrnambool, Local National Trust, Good Neighbour Council, Housing Commission Advisory Board, United Services Institute, Legion of Ex-Servicemen, Olympic Pool Committee, Food for Britain Organisation, Warrnambool Hospital, Anti-Cancer Council, Boys’ Club, Charitable Council, National Fitness Council and Air Raid Precautions Group. He was also a member of the Steam Preservation Society and derived much pleasure from a steam traction engine on his farm. He had an interest in people and the community He and his wife Gladys were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After his death (28th March 1970) his family requested his practitioner’s plate, medical instruments and some personal belongings be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The collection of medical instruments and other equipment is culturally significant, being an historical example of medicine from late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery. Trousers (3) white uniform with silver buttons, buttons inscribed "V.Falzon Malta". On inside - W R Angus, R Poore. Tailored in Glasgow, Scotland 1900s by Paislyo Ltd Glasgow. (said to be a Cadet naval officer's uniform)Inscribed on buttons "V.Falson Malta". Marked on fabric "W R Angus, R Poore" and "Paislyo Ltd Glasgow"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, uniform trousers, silver button trousers, v.falzon malta, w r angus, paislyo ltd

This uniform, consisting of 3 pairs of trousers and 1 jacket, was owned by Dr W.R. Angus. Due to the manufacturer's label saying the uniform was made in Glasgow, it is likely that Dr Angus acquired the uniform around the time of his studies in Edinburgh. His name on the uniform suggests that it was part of his usual clothing and it was most likely worn on his homeward passage to Australia in 1928, during which time he worked as a Ship's Surgeon on T.S.S. LARGS BAY.. This object was donated to Flagstaff Hill Maritime Village by the family of Doctor William Roy Angus, Surgeon and Oculist. It is part of the “W.R. Angus Collection” that includes historical medical equipment, surgical instruments and material once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. ABOUT THE “W.R.ANGUS COLLECTION” Doctor William Roy Angus M.B., B.S., Adel., 1923, F.R.C.S. Edin.,1928 (also known as Dr Roy Angus) was born in Murrumbeena, Victoria in 1901 and lived until 1970. He qualified as a doctor in 1923 at University of Adelaide, was Resident Medical Officer at the Royal Adelaide Hospital in 1924 and for a period was house surgeon to Sir (then Mr.) Henry Simpson Newland. Dr Angus was briefly an Assistant to Dr Riddell of Kapunda, then commenced private practice at Curramulka, Yorke Peninsula, SA, where he was physician, surgeon and chemist. In 1926, he was appointed as new Medical Assistant to Dr Thomas Francis Ryan (T.F. Ryan, or Tom), in Nhill, Victoria, where his experiences included radiology and pharmacy. In 1927 he was Acting House Surgeon in Dr Tom Ryan’s absence. Dr Angus had become engaged to Gladys Forsyth and they decided he would take time to further his studies overseas in the UK in 1927. He studied at London University College Hospital and at Edinburgh Royal Infirmary and in 1928, was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh. He worked his passage back to Australia as a Ship’s Surgeon on the on the Australian Commonwealth Line’s T.S.S. Largs Bay. Dr Angus married Gladys in 1929, in Ballarat. (They went on to have one son (Graham 1932, born in SA) and two daughters (Helen (died 12/07/1996) and Berenice (Berry), both born at Mira, Nhill ) Dr Angus was a ‘flying doctor’ for the A.I.M. (Australian Inland Ministry) Aerial Medical Service in 1928 . The organisation began in South Australia through the Presbyterian Church in that year, with its first station being in the remote town of Oodnadatta, where Dr Angus was stationed. He was locum tenens there on North-South Railway at 21 Mile Camp. He took up this ‘flying doctor’ position in response to a call from Dr John Flynn; the organisation was later known as the Flying Doctor Service, then the Royal Flying Doctor Service. A lot of his work during this time involved dental surgery also. Between 1928-1932 he was surgeon at the Curramulka Hospital, Yorke Peninsula, South Australia. In 1933 Dr Angus returned to Nhill where he’d previously worked as Medical Assistant and purchased a share of the Nelson Street practice and Mira hospital from Dr Les Middleton one of the Middleton Brothers, the current owners of what was once Dr Tom Ryan’s practice. Dr L Middleton was House Surgeon to the Nhill Hospital 1926-1933, when he resigned. [Dr Tom Ryan’s practice had originally belonged to his older brother Dr Edward Ryan, who came to Nhill in 1885. Dr Edward saw patients at his rooms, firstly in Victoria Street and in 1886 in Nelson Street, until 1901. The Nelson Street practice also had a 2 bed ward, called Mira Private Hospital ). Dr Edward Ryan was House Surgeon at the Nhill Hospital 1884-1902 . He also had occasions where he successfully performed veterinary surgery for the local farmers too. Dr Tom Ryan then purchased the practice from his brother in 1901. Both Dr Edward and Dr Tom Ryan work as surgeons included eye surgery. Dr Tom Ryan performed many of his operations in the Mira private hospital on his premises. He too was House Surgeon at the Nhill Hospital 1902-1926. Dr Tom Ryan had one of the only two pieces of radiology equipment in Victoria during his practicing years – The Royal Melbourne Hospital had the other one. Over the years Dr Tom Ryan gradually set up what was effectively a training school for country general-practitioner-surgeons. Each patient was carefully examined, including using the X-ray machine, and any surgery was discussed and planned with Dr Ryan’s assistants several days in advance. Dr Angus gained experience in using the X-ray machine there during his time as assistant to Dr Ryan. Dr Tom Ryan moved from Nhill in 1926. He became a Fellow of the Royal Australasian College of Surgeons in 1927, soon after its formation, a rare accolade for a doctor outside any of the major cities. He remained a bachelor and died suddenly on 7th Dec 1955, aged 91, at his home in Ararat. Scholarships and prizes are still awarded to medical students in the honour of Dr T.F. Ryan and his father, Dr Michael Ryan, and brother, John Patrick Ryan. ] When Dr Angus bought into the Nelson Street premises in Nhill he was also appointed as the Nhill Hospital’s Honorary House Surgeon 1933-1938. His practitioner’s plate from his Nhill surgery states “HOURS Daily, except Tuesdays, Fridays and Saturday afternoons, 9-10am, 2-4pm, 7-8pm. Sundays by appointment”. This plate is now mounted on the doorway to the Port Medical Office at Flagstaff Hill Maritime Village, Warrnambool. Dr Edward Ryan and Dr Tom Ryan had an extensive collection of historical medical equipment and materials spanning 1884-1926 and when Dr Angus took up practice in their old premises he obtained this collection, a large part of which is now on display at the Port Medical Office at Flagstaff Hill Maritime Village in Warrnambool. During his time in Nhill Dr Angus was involved in the merging of the Mira Hospital and Nhill Public Hospital into one public hospital and the property titles passed on to Nhill Hospital in 1939. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station. ). The Angus family was able to afford gardeners, cooks and maids; their home was a popular place for visiting dignitaries to stay whilst visiting Warrnambool. Dr Angus had his own silk worm farm at home in a Mulberry tree. His young daughter used his centrifuge for spinning the silk. Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940’s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (The duties of a Port Medical Officer were outlined by the Colonial Secretary on 21st June, 1839 under the terms of the Quarantine Act. Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and surgeon at the Warrnambool Base Hospital 1939-1942, He served as a Surgeon Captain during WWII1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., completing his service just before the end of the war due to suffering from a heart attack. During his convalescence he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He then studied ophthalmology at the Royal Melbourne Eye and Ear Hospital and created cosmetically superior artificial eyes by pioneering using the intrascleral cartilage. Angus received accolades from the Ophthalmological Society of Australasia for this work. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering in artificial eye improvements. He was Honorary Consultant Ophthalmologist to Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. In 1968 Dr Angus was elected member of Spain’s Barraquer Institute of Barcelona after his research work in Intrasclearal cartilage grafting, becoming one of the few Australian ophthalmologists to receive this honour, and in the following year presented his final paper on Living Intrasclearal Cartilage Implants at the Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne In his personal life Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and to visit with him. Sunday evenings he would play the pianola and sing Scottish songs to his family. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eye witness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. Their interests included organisations such as Red Cross, Rostrum, Warrnambool and District Historical Society (founding members), Wine and Food Society, Steering Committee for Tertiary Education in Warrnambool, Local National Trust, Good Neighbour Council, Housing Commission Advisory Board, United Services Institute, Legion of Ex-Servicemen, Olympic Pool Committee, Food for Britain Organisation, Warrnambool Hospital, Anti-Cancer Council, Boys’ Club, Charitable Council, National Fitness Council and Air Raid Precautions Group. He was also a member of the Steam Preservation Society and derived much pleasure from a steam traction engine on his farm. He had an interest in people and the community He and his wife Gladys were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After his death (28th March 1970) his family requested his practitioner’s plate, medical instruments and some personal belongings be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The collection of medical instruments and other equipment is culturally significant, being an historical example of medicine from late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery. Coat, white linen jacket, brass buttons, epaulets and collar badges have been removed, holes remain. Tailored in Glasgow, Scotland 1900s by Paislyo Ltd Glasgow. (said to be the uniform of a Cadet naval officer).flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, dr w r angus, t.s.s. largs bay, uniform jacket, ship's surgeon

This brass porthole frame was one of the ship's fittings recovered from the wreck of the sailing ship Falls of Halladale. "Falls of Halladale" (1886 to 1908) The Falls of Halladale was an iron-hulled, four-masted barque, used as a bulk carrier of general cargo. She left New York in August 1908 bound for Melbourne and Sydney. In her hold was general cargo consisting of roofing tiles, barbed wire, stoves, oil, benzene, and many other manufactured items. After three months at sea and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland on the 15th of November, 1908. The captain and 29 crew members survived, but her cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson's navigational error, not too technical failure of the Clyde-built ship. The Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. She was one of several designs of the Falls Line of ships named after waterfalls in Scotland. The company was founded between 1870- 1873 as a partnership between Joseph Russell, Anderson Rodger, and William Todd Lithgow. During 1882-92 Russell & Co. standardised designs sped up their building process so much that they could build 271 ships during that time. 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. Previously, 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 artefact is important as it is an example of the materials and design of late-19th century ship’s equipment. The object is also significant for its association with the historic sailing ship Falls of Halladale, wrecked in local waters in the early 20th century. The clipper ship Falls of Halladale shipwreck is of historical significance and is listed on the Victorian Heritage Register, No. S255. She was one of the last ships to sail the Trade Routes. She was one of the first vessels to have fore and aft lifting bridges. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act 1976. The vessel is an example of an International Cargo Ship's remains and represents aspects of Victoria’s shipping industry. Porthole frame and porthole, brass; the glass missing, recovered from the wreck of the Falls of Halladale. One screw dog intact. There are nine bolt holes in the frame. The frame has been restored.flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, shipwreck coast, falls of halladale, shipwreck, peterborough, 1908 shipwreck, russell & co., greenock, wright breakenridge & co. glasgow, clipper ship, porthole, porthole frame, ship’s fitting, brass porthole, reconditioned porthole

This ship's pully sheave was part of the Antares rigging. A pulley sheave is a circle on a shaft that is manufactured to hold up movement and change of way of a cable or/and rope, or transfer of power between the shaft and cable or/and rope. A pulley is a unique mechanism that is used to leverage the lifting of heavy loads to required heights. The Italian barque Antares was an iron three-masted sailing clipper built in 1888 by Russell & Co of Port Glasgow originally named the “Sutlej” and renamed in 1907 the “Antares” when sold to the Semider Bros of Genoa Italy. The vessel left Marseilles on the 18th of December 1913 with its master captain Gazedo destined for Mullaly & Byrne of Melbourne with a cargo of roofing tiles but failed to arrive. The wreckage was found near the Bay of Islands twenty-two miles east of Warrnambool after a body had washed ashore. Some of the timbers washed up were charred by fire, and a small boat's stern board with the name "Sutlej" led to the identification of the wreck as Antares which had been reported missing. According to later reports, the Antares wrecking was overshadowed by war news at the time. A young local boy had remarked that the Germans had arrived off the coast as he had seen them firing off shells and rockets, but his story was passed off as a joke. These rockets were most likely the distress signals from the stricken ship. The Italian barque/clipper Antares was sometime later reported as overdue. The wreck of the ship was later found at the base of a cliff at the Bay of Islands near Warrnambool in November 1914, there were no survivors.The Antares is significant as it was a sail trader carrying an international inbound cargo during the early part of the 20th century. It is part of the Great Ocean Road Historic Shipwreck Trail and as such is registered as a protected wreck in the Victorian Heritage Database VHS S34.Pulley sheave; brass, with recesses full of concretion. The metal has some blue-green colouration due to exposure to sea water. Recovered from the wreak of the Antares. Noneflagstaff hill, warrnambool, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, pulley sheave, antares, tall ship, peterborough, 1914 shipwreck, phillip le couteur, peter mathieson, constable stainsbury, sutlej, bay of islands, pully sheave, pulley, lifting equipment

The life saving breeches buoy was attached to a traveller block such as this one. The assembly was sent from shore to ship and back to transport the stranded people and goods safely to shore. Saving lives in Warrnambool – The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. Rocket Rescue Method - Rocket rescue became the preferred lifesaving method of the rescue crews, being much safer that using a lifeboat in rough seas and poor conditions. The Government of Victoria adopted lifesaving methods based on Her Majesty’s Coast Guard in Great Britain. It authorised the first line-throwing rescue system in 1858. Captain Manby’s mortar powered a projectile connected to rope, invented in 1808. The equipment was updated to John Dennett’s 8-foot shaft and rocket method that had a longer range of about 250 yards. From the 1860s the breeches buoy and traveller block rocket rescue apparatus was in use. It was suspended on a hawser line and manually pulled to and from the distressed vessel carrying passengers and items. In the early 1870s Colonel Boxer’s rocket rescue method became the standard in Victoria. His two-stage rockets, charged by a gunpowder composition, could fire the line up to 500-600 yards, although 1000 yards range was possible. Boxer’s rocket carried the light line, which was faked, or coiled, in a particular way between pegs in a faking box to prevent twists and tangles when fired. The angle of firing the rocket to the vessel in distress was measured by a quadrant-type instrument on the side of the rocket machine. Decades later, in 1920, Schermuly invented the line-throwing pistol that used a small cartridge to fire the rocket. . The British Board of Trade regularly published instructions for both the beach rescue crew and ship’s crew. It involved setting up the rocket launcher on shore at a particular angle, determined by the Head of the crew and measured by the quadrant, inserting a rocket that had a light-weight line threaded through its shaft, and then firing it across the stranded vessel, the line issuing freely from the faking board. A continuous whip line was then sent out to the ship’s crew, who hauled it in then followed the instructions – in four languages - on the attached tally board. The survivors would haul on the line to bring out the heavier, continuous whip line with a tail block connected to it. They then secured the block to the mast or other strong part the ship. The rescue crew on shore then hauled out a stronger hawser line, which the survivors fixed above the whip’s tail block. The hawser was then tightened by the crew pulling on it, or by using the hooked block on the shore end of the whip and attaching it to a sand anchor. The breeches buoy was attached to the traveller block on the hawser, and the shore crew then used the whip line to haul the breeches buoy to and from the vessel, rescuing the stranded crew one at a time. The rescue crew wore scarlet, numbered armbands and worked on a numerical rotation system, swapping members out to rest them.This traveller block is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost. Wood and brass pulley block or 'traveller', used in conjunction with the Breeches Buoy. The block has double brass inline sheaves and brass rollers on each cheek of the pulley. Each shell is scored for the strop. The thimble on the strop has a wooden slat attached for quick release of the Breeches Buoy. A portion of rope is connected.flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, marine technology, rescue boat, lifeboat, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, rocket rescue method, shore to ship, rocket apparatus rescue, stranded vessel, line throwing mortar, mortar, rocket rescue apparatus, line thrower, line throwing, lifeboat warrnambool, beach apparatus, breeches buoy, petticoat breeches, petticoat buoy, traveller chair, life jacket, traveller, traveller block, running block, block, pulley, hawser, faking, faking box, faked line, faking board, italian hemp, quadrant, protractor, tally board, light line, whip line, endless whip, beach cart, hand barrow, sand anchor, welsh hand barrow, her majesty’s coast guard, harbour board, government of victoria, harbour master, l.s.r.c., lsrc

In times past the only way to measure a ship’s speed was to throw a wood log into the water and observe how fast it moved away from the ship. In the 16th century, the log was fastened to a rope knotted at set intervals. The log was thrown over the stern (back) of the vessel and a crew member counted the number of knots that were paid out in a set time. From this, they could estimate the vessel's speed through the water. This was known as streaming the log and is also the derivation of the knot as a measurement of nautical speed. Various manufacturers of nautical equipment had sought over the years to perfect the operation of determining a ship's speed and it wasn't until Thomas Walker and his son Ferdinand developed a mechanical system that eventually made this task became easy for marine navigators. Thomas Walker & Son were internationally renowned in the manufacturing of ship logs the founding father, Thomas Walker (1805–1871), an engineer in Birmingham, patented his mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial then recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kickstarting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ship’s log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (a British-based organisation promoting ties and trade with the British Caribbean), being the most common log in use for two generations. It took until 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log (Trident) and the Walker factory was one of the first to introduce the 48-hour work week for employees.The ship log was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades.Ships Log, Walker Trident electric motor, in wooden box with instructions inside box. The motor dial with electric cord is still inside box.Inscription "Admiralty patent number 3332" and "Walker Trident Electric Ship Log (Mark III), 15-25 volt". On top of lid, hand written, is "G TAYLOR"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ships log, thomas walker & son, electric ships log, marine navigation, thomas ferdinand walker, ship log

This small case is lined with a metal insert and shows remnants of a carry strap. It could have been used for storing and carrying fuses or cartridges for the life saving Rocket Launcher machine. The protective metal insert would help keep the contents dry or cool and protect from flame. It is part of the collection of rescue equipment in the Rocket House used by the life saving rescue crew. Saving lives in Warrnambool – The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. Rocket Rescue Method - Rocket rescue became the preferred lifesaving method of the rescue crews, being much safer that using a lifeboat in rough seas and poor conditions. The Government of Victoria adopted lifesaving methods based on Her Majesty’s Coast Guard in Great Britain. It authorised the first line-throwing rescue system in 1858. Captain Manby’s mortar powered a projectile connected to rope, invented in 1808. The equipment was updated to John Dennett’s 8-foot shaft and rocket method that had a longer range of about 250 yards. From the 1860s the breeches buoy and traveller block rocket rescue apparatus was in use. It was suspended on a hawser line and manually pulled to and from the distressed vessel carrying passengers and items. In the early 1870s Colonel Boxer’s rocket rescue method became the standard in Victoria. His two-stage rockets, charged by a gunpowder composition, could fire the line up to 500-600 yards, although 1000 yards range was possible. Boxer’s rocket carried the light line, which was faked, or coiled, in a particular way between pegs in a faking box to prevent twists and tangles when fired. The angle of firing the rocket to the vessel in distress was measured by a quadrant-type instrument on the side of the rocket machine. Decades later, in 1920, Schermuly invented the line-throwing pistol that used a small cartridge to fire the rocket. . The British Board of Trade regularly published instructions for both the beach rescue crew and ship’s crew. It involved setting up the rocket launcher on shore at a particular angle, determined by the Head of the crew and measured by the quadrant, inserting a rocket that had a light-weight line threaded through its shaft, and then firing it across the stranded vessel, the line issuing freely from the faking board. A continuous whip line was then sent out to the ship’s crew, who hauled it in then followed the instructions – in four languages - on the attached tally board. The survivors would haul on the line to bring out the heavier, continuous whip line with a tail block connected to it. They then secured the block to the mast or other strong part the ship. The rescue crew on shore then hauled out a stronger hawser line, which the survivors fixed above the whip’s tail block. The hawser was then tightened by the crew pulling on it, or by using the hooked block on the shore end of the whip and attaching it to a sand anchor. The breeches buoy was attached to the traveller block on the hawser, and the shore crew then used the whip line to haul the breeches buoy to and from the vessel, rescuing the stranded crew one at a time. The rescue crew wore scarlet, numbered armbands and worked on a numerical rotation system, swapping members out to rest them. This small leather carrying case is significant for its connection with the rocket rescue equipment, local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Leather case, brown with contrasting stitching, protective metal insert divided into two compartments. Rectangular shape. Roller buckle on front with remnants of the matching strap. Also remnants of a leather strap on the side, possibly a shoulder strap.flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, marine technology, rescue boat, lifeboat, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, rocket rescue method, shore to ship, rocket apparatus rescue, stranded vessel, line throwing mortar, mortar, rocket rescue apparatus, line thrower, line throwing, line-firing pistol, line throwing gun, schermuly pistol, pistol rocket apparatus, line throwing cartridge, l.s.r.c., lsrc, leather case, cartridge case, fuse case, ammunition case

This pump is an Ajax Type L2 Series A model, made and sold by McPherson’s Pty Ltd of Melbourne circa 1930’s to 1940’s, is a mechanical, hand operated, constant flow pressure pump. It would have been used to pump fluids from one area to another, for example from a dam to a tank or used as a bilge pump on a small vessel, mounted on the vessel’s bulkhead, floor or deck. This type of hand pump is sometimes called a ‘Reciprocating Suction Pump’. It has a mechanical pumping action of the lever moves the piston inside the pump up and down. The water is lifted from below the pump through the inlet pipe and into the pump’s cylinder. This action causes the lower valve to close and the piston’s valve opens and the pressure within the pump forces the water out of the pump through the exit pipe. The limitation of this type of pump is that it can only raise the water a maximum of about 7 metres from beneath the ground and yields 24-26 Litres per minute. This type of pump could be used for many purposes such as pumping water or fuel. McPherson’s 1940’s advertisement proclaims “For all jobs on the land – irrigation, spraying, tank, plumbing, fire-fighting – there’s a suitable “Ajax” pump. Send us the details of you pumping problem. Our Expert’s advice will help you choose the right pump – the one that will give you most years of PROFITABLE PUMPING.” (The Australasian (Melbourne) Sat. 26th October 1940.) McPherson’s Pty Ltd, the manufacturer, advertised a similar pump to this one in The Australasian (Melbourne) in 1936, calling it the Ajax Double Acting Hand Pump. In 1942 another advertisement advised that a representative for a fire-fighting equipment supplier was visiting the western district of Victoria. The company could now supply double-action two-spray Ajax pumps at lower prices than similar pumps the district had recently purchased from Adelaide. McPHERSON’S FOUNDER and COMPANY TIMELINE 1860 – Thomas McPherson, a Scottish immigrant (c. 1853 ), founded McPherson’s in Melbourne, supplying pig iron (lead ingots imported as ballast in ships) to local manufacturers. 1882 – Thomas McPherson established a warehouse in Collins St Melbourne and included tools, steam fittings and machinery in his wares. The business expanded to include steam saw mills and became known as Thomas McPherson and Sons (William Murray and Edward). 1888 – Thomas passed away and his sons inherited the business. In 1896 William Murray became the sole proprietor after his brother Edward’s death. 1900 – The firm expanded, establishing Acme Bolt Company to manufacture nuts and bolts. 1912 – McPhersons Pty Ltd established a machinery warehouse and showroom in 554-556 Collins St Melbourne. McPherson’s went on to establish branches in Sydney (1911), Adelaide (1921) and Perth (1930) 1917 - McPherson’s supplied ‘dog spikes’ for the transcontinental railway, running from Eastern to Western Australia. 1918 – A tool works set up in Kensington, Melbourne, manufacturing Macson lathes and made machine tools that previously had to be imported. 1924 – The Bolt Works was transferred to a new building in Melbourne. McPhersons began making pumps. 1929 – McPherson retired. His son (Sir) William Edward McPherson (known as ‘WE’), was born in Hawthorne, Melbourne, in 1898. After his education he began work in his father’s Melbourne hardware and machinery business He took over as governing director when his father retired. 1929-1932 – McPherson’s supplied thousands of tons of rivets from its Richmond (Melbourne) Bolt Works for the construction of the Sydney Harbour Bridge. 1936 – McPherson’s Pty Ltd is advertising Ajax Pumps in newspapers 1934 – McPhersons purchased the property adjoining the warehouse in Collins Street, and during 1935-1936 built a new office and showrooms on the site of 546-445 Collins St. 1939 - McPherson’s acquired the Tool Equipment Co. Pty. Ltd and Associated Machine Tools Australia Pty Ltd was formed to separate McPherson’s machine-tool manufacturing and merchandising interests. 1939 – Ajax Pump Works, a foundry and pump manufacturing plant, was established in Tottenham, Melbourne, and the Ajax Bolt and Rivet Co Pty Ltd began manufacturing in New Zealand. 1944 - McPherson’s became a public company, McPherson’s Ltd. 1948 - The Ajax Pump Foundry opened at Kyneton, Victoria and in the post war years it grew to became a large manufacturer. 1980’s – Ajax Pumps brochure lists the address as 6 Buckhurst St, South Melbourne, Vic 3205 with the Telephone number 03 669 3588 1988 - Ajax Pumps acquired the Forrers Company, which was established in 1921. Manufacturing in Ipswich, Queensland, specialising in submersible sewage pumps. 1991 – KSB Ajax was formed, bringing together the companies KSB and Ajax Pumps 1993 – Manufacturing was moved to state-of-the-art premises in Tottenham, Victoria 2001 - The Forrers facility was moved to Tottenham. 2007 - Company name KSB Ajax Pumps was changed to KSB Australia Pty Ltd. 2009 - KSB Australia opened a branch in Townsville, Queensland. 2011 - KSB Australia moved to its dedicated Water and Waste Water Competence Centre in Bundamba, Queensland. DISPLAY OF THIS AJAX PUMP This pump was installed at Flagstaff Hill Maritime Village as part of a working display in the village by the Friends of Flagstaff Hill, in acknowledgement of the dedicated involvement of one of its long serving members, Bob Crossman. The display was officially opened 31st March 2018 and incorporates a restored Furphy Tank and Water Pipe Stand. The pump is used to draw water from the lake, through the water stand pipe and into the reconditioned Furphy Tank. This Ajax pump made by McPherson’s Pty Ltd is significant for its association with McPherson’s, a prominent manufacturer of hardware in Victoria. McPherson’s is famous for supplying ‘dog-spikes’ for the transcontinental railway (eastern to western Australia, 1917) and rivets for the Sydney Harbour Bridge (1929-1932). The Ajax pump is also of significance because of its association with McPherson’s Governing Director (Sir) William McPherson, former premier and treasurer in Victoria 1928-1929. The former McPherson’s Pty Ltd building in Collins Street Melbourne is now on the Victorian Heritage Register VHR H0942 This pump is representative of mechanical pumps popular in the early to mid-1900’s and still used today. Hand operated pressure pump, double acting. Cast metal case, painted red, with steel hose attachments and long metal lever. Pump is bolted to wooden plank. Model of pump is AJAX, Type L2, Series A pump. Embossed on lower section of pump "L2 - 10", "L2 - -1", "AJAX" “(?) –2-1” Embossed on lower handle “3-7” “L – 4” Embossed on attached plate “FOR SPARE PARTS / TYPE L2 / SERIES A / PUMP ASSEMBLED BY T R” Manufactured by McPherson’s Pty Ltd of Melbourne circa 1930’s - 1940’s.flagstaff hill, warrnambool, flagstaff hill maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, ajax pump works tottenham melbourne, ajax pump factory kyneton, william edward mcpherson, thomas mcpherson of melbourne, mcpherson’s pty ltd melbourne, acme bolt company, tool equipment co. pty. ltd, associated machine tools australia pty ltd, ajax bolt and rivet co. pty ltd new zealand, forrers company ipswich queensland, ksb ajax pumps, ksb australia pty ltd, macson lathes, tool manufacturer early to mid- 20th century, ajax double acting hand pump, ajax type l2 series a pump, qisjax pumps, water pump 1940’s, fuel pump 1940’s, hand operated constant flow pressure pump, reciprocating suction pump, agricultural hand pump, plumber’s hand pump, portable hand pump

Emergency survival kit made safe and watertightThe kit represents equipment used around the time of World War II to aid the safety and survival of seafarers.Survival kit, 1973. Rectangular metal box with round screw top lid that has wing handles with a red cross on both ends of box (one end is heavily rusted). Contents of box includes booklet 1943 "Advice to Those in Lifeboats and Rafts of Merchant Ships" and one rectangular piece of water resistant paper with "Advice-books" written on it (separated from booklet), cylindrical stainless steel container with wire handle, cotton bandage. Also inside, one Sun-flash Distress Signal Mirror (instructions adhered to back) with padded pouch, labelled "MIRROR" in white paint, and a card inside pouch, adhering to insides. Metal is corroding.White painted label on pouch 'MIRROR". Paper instructions on back of mirror headed "_ _ FSON SUN-FLASH DISTRESS, SIGNAL DEVICE". Printed on waterproof cover "ADVICE BOOKS". warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, survival kit, commonwealth of australia, sun-flash distress signal mirror, survival advice book, military supplies, emergency kit, survival kit.

Members of the Life Saving Rescue Crew would wear scarlet arm bands such as these as part of their uniform, with each member having a different number. The crew would work as a team to haul in the victims of the shipwreck. The leader of the crew would call out one or several member's numbers to give them a break during the rescue, while other members took their place. All members would then be relieved at some time during the rescue. Saving lives in Warrnambool – The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. Rocket Rescue Method - Rocket rescue became the preferred lifesaving method of the rescue crews, being much safer that using a lifeboat in rough seas and poor conditions. The Government of Victoria adopted lifesaving methods based on Her Majesty’s Coast Guard in Great Britain. It authorised the first line-throwing rescue system in 1858. Captain Manby’s mortar powered a projectile connected to rope, invented in 1808. The equipment was updated to John Dennett’s 8-foot shaft and rocket method that had a longer range of about 250 yards. From the 1860s the breeches buoy and traveller block rocket rescue apparatus was in use. It was suspended on a hawser line and manually pulled to and from the distressed vessel carrying passengers and items. In the early 1870s Colonel Boxer’s rocket rescue method became the standard in Victoria. His two-stage rockets, charged by a gunpowder composition, could fire the line up to 500-600 yards, although 1000 yards range was possible. Boxer’s rocket carried the light line, which was faked, or coiled, in a particular way between pegs in a faking box to prevent twists and tangles when fired. The angle of firing the rocket to the vessel in distress was measured by a quadrant-type instrument on the side of the rocket machine. Decades later, in about 1920, Schermuly invented the line-throwing pistol that used a small cartridge to fire the rocket. . The British Board of Trade regularly published instructions for both the beach rescue crew and ship’s crew. It involved setting up the rocket launcher on shore at a particular angle, determined by the Head of the crew and measured by the quadrant, inserting a rocket that had a light-weight line threaded through its shaft, and then firing it across the stranded vessel, the line issuing freely from the faking board. A continuous whip line was then sent out to the ship’s crew, who hauled it in then followed the instructions – in four languages - on the attached tally board. The survivors would haul on the line to bring out the heavier, continuous whip line with a tail block connected to it. They then secured the block to the mast or other strong part the ship. The rescue crew on shore then hauled out a stronger hawser line, which the survivors fixed above the whip’s tail block. The hawser was then tightened by the crew pulling on it, or by using the hooked block on the shore end of the whip and attaching it to a sand anchor. The breeches buoy was attached to the traveller block on the hawser, and the shore crew then used the whip line to haul the breeches buoy to and from the vessel, rescuing the stranded crew one at a time. The rescue crew wore scarlet, numbered armbands and worked on a numerical rotation system, swapping members out to rest them. This set of scarlet arm bands is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Arm bands; three scarlet flannel arm bands with black cotton backing and a metal buckle on one end. White cotton embroidery forms letters and numbers, with each arm band having a different number. Part of the uniform of the Life Saving and Rescue Crew.Embroidered on front "L.S. 1 R.C." "L.S. 8 R.C." "L.S. 13 R.C." flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, lady bay, warrnambool harbour, port of warrnambool, tramway jetty, breakwater, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, marine technology, rescue boat, lifeboat, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, rocket rescue method, shore to ship, rocket apparatus rescue, stranded vessel, line throwing mortar, mortar, rocket rescue apparatus, line thrower, line throwing, lifeboat warrnambool, arm band, armband, scarlet arm band, l.s.r.c., lsrc, red arm band

This rocket launcher key was used with the Dennett's Rocket Launcher system to remove the end cap of the Dennett's Rocket to expose the propellant to be fused . Saving lives in Warrnambool – The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. Rocket Rescue Method - Rocket rescue became the preferred lifesaving method of the rescue crews, being much safer that using a lifeboat in rough seas and poor conditions. The Government of Victoria adopted lifesaving methods based on Her Majesty’s Coast Guard in Great Britain. It authorised the first line-throwing rescue system in 1858. Captain Manby’s mortar powered a projectile connected to rope, invented in 1808. The equipment was updated to John Dennett’s 8-foot shaft and rocket method that had a longer range of about 250 yards. From the 1860s the breeches buoy and traveller block rocket rescue apparatus was in use. It was suspended on a hawser line and manually pulled to and from the distressed vessel carrying passengers and items. In the early 1870s Colonel Boxer’s rocket rescue method became the standard in Victoria. His two-stage rockets, charged by a gunpowder composition, could fire the line up to 500-600 yards, although 1000 yards range was possible. Boxer’s rocket carried the light line, which was faked, or coiled, in a particular way between pegs in a faking box to prevent twists and tangles when fired. The angle of firing the rocket to the vessel in distress was measured by a quadrant-type instrument on the side of the rocket machine. Decades later, in about 1920, Schermuly invented the line-throwing pistol that used a small cartridge to fire the rocket. . The British Board of Trade regularly published instructions for both the beach rescue crew and ship’s crew. It involved setting up the rocket launcher on shore at a particular angle, determined by the Head of the crew and measured by the quadrant, inserting a rocket that had a light-weight line threaded through its shaft, and then firing it across the stranded vessel, the line issuing freely from the faking board. A continuous whip line was then sent out to the ship’s crew, who hauled it in then followed the instructions – in four languages - on the attached tally board. The survivors would haul on the line to bring out the heavier, continuous whip line with a tail block connected to it. They then secured the block to the mast or other strong part the ship. The rescue crew on shore then hauled out a stronger hawser line, which the survivors fixed above the whip’s tail block. The hawser was then tightened by the crew pulling on it, or by using the hooked block on the shore end of the whip and attaching it to a sand anchor. The breeches buoy was attached to the traveller block on the hawser, and the shore crew then used the whip line to haul the breeches buoy to and from the vessel, rescuing the stranded crew one at a time. The rescue crew wore scarlet, numbered armbands and worked on a numerical rotation system, swapping members out to rest them. This rocket launcher key is a necessary part of the equipment for the the rocket launcher, which is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Key, part of the Rocket Rescue equipment. T shaped metal key, round handle across the top and hexagonal shaped shaft and square end. Used to remove the end cap of the Dennett's Rocket to expose the propellant to be fused . Donation from Ports and Harbour.flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, lady bay, warrnambool harbour, port of warrnambool, tramway jetty, breakwater, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, marine technology, rescue boat, lifeboat, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, rocket rescue method, shore to ship, rocket apparatus rescue, stranded vessel, line throwing mortar, mortar, rocket rescue apparatus, line thrower, line throwing, lifeboat warrnambool, rocket house, rocket shed, rocket machine, rocket head, rocket launcher, rocket line, beach rescue set, rocket set, john dennett, rocket key, rocket launcher key, life saving

This ship model is of the sailing brigantine MARY CAMPBELL, which once belonged to Captain James Arthur Robilliard. The model was made by Harry McKenna, a well-known ship model maker and Warrnambool resident. CAPTAIN ROBILLIARD James Arthur Robilliard, sea captain and tent maker, was born in 19th April 1843 in St. Helier, Jersey, Channel Islands. He trained there in his father’s sail loft as a sail maker. He later became a skipper. His first job as a sailor was achieved in Liverpool, England. In 1875 James Robilliard migrated to Australia as mate on the “E.M. Young”. Captain Robilliard and his family were amongst the early settlers along the Curdies River in the Heytesbury district. In 1877 he became a Captain. On 14th November 1879 Captain Robilliard married Helen Beckett. James and Helen had ten children; James Arthur (Jnr), Henry William, Nellie Jessie, Alfred Albert, Rubena Nellie, De Jersy Norman, Clifford Beckett, Olive Ida, Frances Ridley Havergal and Nellie Elvie, all born in Victoria. THE MARY CAMPBELL The ship “Mary Campbell” was built by Alexander Newton Jnr. She was carvel planked, of iron bark and blue gum timber. The family shipyard was at Pelican, on the Manning River, NSW, and “Mary Campbell” was first launched by her builder in 1869 as “The Son”. Three months later she was renamed “Mary Campbell’ by her purchaser J. Campbell in Sydney. She was used to carry equipment for the Sydney Sugar Refinery’s Mill in Southgate, NSW. She then traded for the next 20 years between Australian ports and rivers along the east coast as well as regular ports in New Zealand. She was “recognised as one of the best carrying little vessels in the timber trade” (Sydney Morning Herald). She had several owners over this time, the last one being Captain James A. Robilliard. On 29th April 1889 “Mary Campbell”, in the charge of her owner, Captain James A Robilliard, was on her way from Clarence River, NSW to Melbourne, Victoria with a cargo of railway girders for the Melbourne Harbour Trust. Captain Robilliard encountered a storm off Port Macquarie. He sailed the vessel south to 25 miles (about 40km) east of Cape Hawke, near Tuncurry and Forster. At 7pm, he discovered that the cargo had shifted during the stormy seas and the heavy girders had damaged the hull, causing a leak. The pumps were inadequate to stem the fast flowing leak and over a meter of water filled the hull during the next 2 hours. Some of the crew began throwing the cargo overboard to lighten the vessel, hoping to keep it afloat until daylight. When the water reached over 2 meters in the hull they realised their efforts were in vain. At 1:30am on 30th April 1889 the crew left the vessel. They stood by in the lifeboat until 3am. The ship was sinking fast, so they left for the shore, looking for a safe place to beach their boat. While still miles off Cape Hawke all 7 crew members, including the Captain, were rescued by the Government Tug “Rhea” and taken to Port Macquarie hospital then returned to Sydney in the “Wellington”. Captain Robilliard managed to rescue his ship’s compass but no cargo was saved from the vessel. It had been under-insured, only covered for half its value, due to lack of funds. Many years later, in 1976, an anchor was caught up in the net of a trawler south of Forster and thought to be from the “Mary Campbell”. It was donated and installed in the Great Lakes Museum, Tuncurry, NSW. (The same museum also has a half-model of the hull of “Mary Campbell”.) The name of the last ship Captain Robilliard sailed is currently unknown, however he sailed that ship from the port of Marlborough, Queensland, carting steel railway girders for the Geelong-to-Camperdown line. On one trip it hit a storm, the cargo shifted and the ship was wrecked along the NSW coast. After this, Captain Robilliard exchanged sea life for farming in Peterborough. In about 1897, verging on retirement, Capt. Robiilliard superintended the Melbourne Sailors’ Home in Spencer Street, Melbourne, before being asked to leave this position in 1902 for trying to shut down the local hotel! At this time the Melbourne Sailors’ Home was about to change its location. On 6th May 1917 Captain James Arthur Robilliard J.P. died at Blackwood Park, in the Cobden district of Brucknell, which is now considered the first official Robilliard family homestead in Australia. He was buried in the Melbourne General Cemetery, Victoria. His wife Helen passed away in 1947. The Becket and Robilliard family names continue to be well known in the Western District Flagstaff Hill Maritime Village also has a ship’s compass in the collection that was also owned by Capt. J. Robilliard and was used on the ship Mary Campbell.This ship model of the MARY CAMPBELL is of local significance for its association with well known Warrnambool resident and ship model maker. The model is also significant for its association with the brigantine MARY CAMPBELL, a trading vessel that brought railway girders to the Melbourne Harbour Trust.Ship model "Mary Campbell", a two-masted vessel with black hull, brown masts and black rigging. In glass case with timber frame painted green. Painted on the bow in white “MARY CAMPBELL” Gold label with black print attached to display case “MODEL BY THE LATE HARRY McKENNA OF WARRNAMBOOL”flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, marine artwork, model making, captain james arthur robilliard, j.a. robilliard, vessel mary campbell, ship mary campbell, melbourne sailors home, vessels, harry mckenna

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

Boat fenders are designed to protect against damage caused by boats, docks or moorings knocking into other objects. The Coir boat fenders can absorb the impact, acting as a bumper. The design is similar to fenders used for narrow boat fenders or on canal boats, barges, workboats and moorings. Feners are available in round and oblong boat shapes in many sizes today.Fenders are marine equipment used to protect the sides of water vessels and to buffer them against daming from their moorings or each other. The knot and rope work used to make the covers of these fenders is a skill learned by many mariners and passed down through generations. Seafarers on 18th-to-20th-century sailing ships found many uses for this handcraft.Fenders, set of four; balls made from Coir or hessian material and covered with knotted rope. Each has a rope loop..warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, fender, knotted rope, buffer, coir, rope fender, round fender, boat protection, marine equipment, handmade fender, rope work, knot making

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

The bosun’s chair is a typical piece of equipment included on board a vessel in the late 19th and early 20th century. The nautical word 'bosun' is an abbreviation of the word 'boatswain' who is the person responsible for the repair and maintenance of the vessel. It could be used when rigging the sails and for rescue at sea, along with a thick rope anchored on shore or a rope between ships. It could also be used to move passengers to and from a ship as well as cargo on, to and from the vessel. A bosun's chair is a simple piece of equipment made from a short plank of wood and a sturdy piece of rope. It looks a little like a child's swing but usually has a pulley system that allows the user to adjust the length of the hanging piece of rope, and in so-doing adjusts the height above the floor or ground or sea. In modern times a harness would also be worn by the bosun’s chair user for safety reasons. Bosun's chairs are also used by window cleaners, construction workers and painters. The bosun’s chair is sometimes just a short plank, or even a canvas sling. The bosun's chair is significant for its association with maritime equipment carried on board a vessel in the late 19th and early 20th century for maintenance and safety purposes. It was occasionally used to save lives. The bosun's chair is also significant as an early version of equipment still used today. Since its invention there have been many safety features added in certain industries such as window cleaning and painting.Bosuns chair, rectangular slab of wood with two holes at both ends through which rope ends are threaded for support and the loops above the seat are tied with sailor's knotting to form a triangle. flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, bosun's chair, bosuns chair, boatswains chair, rigging, maritime equipment, bosun's seat, life saving, marine technology, ship rigging

Rudder from the tug boat YORK SYME, built in 1961 by ADELAIDE SHIP CONSTRUCTION INTERNATIONAL - PORT ADELAIDE, AUSTRALIA. It is sailing under the flag of the Cook Islands. Its gross tonnage is 149 tons. The rudder is believed to come from a lifeboat previously attached to the Tug. The tug York Syme operated in various ports in New Zealand until around 2011. It is believed this is when it went to the Cook Islands. The registered owner is unknown at this time.The rudder is from the 1961 Tug York Syme. Its size suggests it was from the tug's lifeboat or ancillary boat. It is an example of marine technology from the mid-20th century. Although small, it works on similar principles to 19th-century rudders from the large sailing ships. A comparison of size and construction can be made between the various rudders from different eras in our collection.Rudder; small blonde wooden rudder from a small boat. It has two brass fittings. A thin spliced rope has been passed through a hole near the rudder's neck. A stamped inscription is located just below the rope.Stamped in black; "YORK SYME"warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, marine equipment, steering, navigation, rudder, adelaide ship construction international, tug boat, york syme, cook islands, marine technology, ship fitting

The Lightning was an American-built sailing ship and it is believed the rope block was part of the ship’s rigging or included as cargo. The plaque on the block mentions that the item was, “as supplied by Burrows Ship Chandlers” in 1869. The plaque could also mean that the rope block was supplied by the firm Burrows, Ship Chandler and Shipping Stock, as a replacement block for the Lightning. The American vessel named “Lightning” was a 3-masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her load listed on early consignments included livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria, where the challenging association between Australia's agriculture and the imported rabbits started. The Lightning was built in 1854 by shipbuilder Donald McKay, in East Boston, USA. She was described as spacious and comfortable and regarded as one of the smartest ships of the time. The vessel set many speed records for her voyages and became one of the most famous of racing clippers and one of the fastest ever launched. In 1854, with Captain 'Bully' Forbes and Mate 'Bully' Bragg, Lightning made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record. Captain Enright became the new Master of LIGHTNING soon after this record was established and was regarded as one of the finest mariners in the Australian trade. One of Captain Enright's innovations was to publish a ship's paper called "The Lightning Gazette". What is of additional historic interest is that captain "Bully Forbes" had left the Lightning to captain the ill-fated Schomberg. In 1857, for a very brief time under Capt. Byrne the Lightning was used as a troopship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her normal route between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the Lightning was sold to Thomas Harrison of Liverpool, and continued to sail for the Black Ball Line. Master of Lightning, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1 am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the vessel. Efforts to extinguish the fire were unsuccessful, so she was towed to the "Lightning Shoals" in Corio Bay, where she eventually sank, losing all cargo but no lives. The Lightning is listed on the Victorian Heritage Register (Ref S 415). The vessel is historically significant for being one of the fastest wooden ships ever built. it was notable as the first clipper built in the USA for British owners and as a shipping disaster in Geelong's history. The Lightning spent its whole career carrying cargo and immigrants from England to Australia. Its documented voyages give us a snapshot into shipping history, not only of Australia in the mid-19th century but how the world's commercial transport functioned o promote trade and emigration during this time.Large ship's block, wood, with two wooden sheaves and fibre straps, eye and thimble. The metal plaque attached to the block has an inscription. The block was used on the ship "Lightning".Plaque inscription: "BLOCK OFF THE LIGHTNING / AS SUPPLIED BY / BURROWS SHIPS CHANDLERS / & SHIPPING STOCK CORIO BAY / 1863" (or 1869)flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, corio bay geelong, lightning shoals geelong, rabbits introduced to australia, burrows and bascombe, burrows, ship chandler, corio bay, burrow's ship chandlers and shipping stock,

A snatch block is a heavy-duty pulley inside a metal casing. It is primarily designed for handling heavy goods, working as a pulley point that can redirect the course of a winch line. Snatch blocks are also used to increase the lifting or pulling capacity of wire hoists and winches. There is no history or manufacturing provenance currently available.The subject item at this time cannot be associated with an historical event, person or place, provenance is unknown, item is believed to have been produced in the first quarter of the 20th century.Snatch block, metal, one sheave, with a large hook that has a hole drilled through its tip.flagstaff hill, warrnambool, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, snatch block, metal snatch block, lifting gear, rope pully, marine technology, ship rigging

The kerosene lamp was one of the most common oil lamps used and was manufactured until the 1980s. An anchor lamp like the lamps in this pair would be raised on the highest ship mast at night to signal other seafarers that the ship was at anchor or sailing at night. The metal loops on opposing sides of the lamp could hold a pair of rods or ropes. and be used to raise the lamp.The lamp is made to the design of a 19th and early 20th-century kerosene anchor lamp carried as essential marine equipment and used as a signal lamp on sailing ships. Lamps; a pair of cylindrical kerosene anchor lamps. Each has a flat back, a hinged door, a metal handle and two metal loops or guides fixed on each side. The glass window is convex and inside the lamp is a wick in an enamel wick holder.brass lamp, lamp, anchor kerosene lamp, kerosene lamp, marine equipment, marine lamp, navigation, light, ship light, ship lamp, lantern, maritime, nautical, safety lamp

A mass-produced brass marine or ship's fitting made for water drainage from a ship's deck or elsewhere on a marine vessel or for covering a ventilation hole. The brass marine fitting is significant as an example of equipment or furnishing used on a marine vessel in colonial times that is still made in modern times. Brass marine drainage cover, circular; Perforated convex cover with eight drilled screw holes around its wide collar. warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, ventilator cover, ventilator, drain cover, drain, marine fitting, ship's fitting, perforated brass cover

A dorade is a type of ventilator that permits the passage of air in and out of the cabin or engine room of a boat while keeping rain, spray, and sea wash out. The basic form is a low, rectangular box fixed to the deck or cabin top, fitted with interleaving vertical baffles. The baffles alternate to be free at the floor of the box, or free at the ceiling, forming a series of chambers. A horn-shaped ventilation cowl is usually fitted facing forward to a large hole at the top of the chamber at one end of the box with another large hole opening down into the boat from the chamber at the other end. Limber holes perforate the wall of the box at the floor of each chamber. Dorade boxes operate on the principle that air can pass relatively freely through the chambers, yet rain or sea wash will be trapped in successive chambers and drain out the small holes in the sides of the box. The first appearance of Dorade boxes was on the Olin Stephens-designed Dorade, a yacht built in 1929 for ocean racing. As originally built, the Dorade's vents led directly below, but this was found to allow water below, and the vents were modified in the early 1930s.An early piece of marine equipment from the 1930s and 40s that still is in use today on smaller vessels and ships.Dorade Cowl (Ventilator), brass casting with wide open mouth twisted to side. Painted red inside.warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, dorade (ventilator), dorade, ventilator, marine equipment, ships fittings

William Harvie was granted a patent in 1868 for improvements in the manufacture of lamps, lanterns and lenses for ships navigation and signal lamps 1868. Production began at 222 Broomielaw street Glasgow Scotland. Another patent was issued in 1873 for additional improvements to the companies lamps. Records show that in1873 William Harvie was in partnership with Malcolm Graham & Co, grease manufacturers and rosin distillers at 50 Anderson Street Gallowgate Glasgow. It appears around this time the business was transferred to George Moffat of 128 Garthland Drive Dennistoun Glasgow to continue under the same name (William Harvie & Co at premises situated at 100 East John St Gallowgate Glasgow. It is unclear but at some point W T George & Co were one in the same with William Harvie & Co. W T George made lamps with the trade name “Meteorite” and after gaining a patent for improvements to his lamps in 1941 the patent numbers were affixed to his lamps. In the Scottish Post Office annual Glasgow Directory 1900-1902 William Haveie & Co. Ltd is listed with two addresses; 222 Broomielaw and 24 McAlpine Streets, Glasgow. In the early 20th century the business moved to Birmingham until 1983 when the company went into voluntary liquidation after a meeting was held at Newhall Street Birmingham on the 10th January 1983 for WT George and William Harvie. This meeting was for the purposes regarding the insolvency of a company as set out in Sec 294 & 295 of the companies Act 1948 as a result Harvie & Co cease production of their products.An item made by a company that was an innovator of significant improvements in the manufacture of marine signal and navigation lamps during the late 19th and 20th centuries. Lamps made by this manufacturer are now sought after collector's items that are of significant value. Navigation lamp, round ship's lamp with clear glass and a red filter, handle at top, fitted with hinged and catch section at top to service lamp. Bracket at back for hanging lamp item painted red with black handles.Black nameplate is unreadable. Front reference plate reads " Meteorite" then "Meteorite No. 92276" warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lamp, meteorite, william harvie, navigation lamp, kerosene lamp, signal lamp, marine equipment, marine navigation, w t george & co, george bocock & co, william harvie & co. ltd.

In 1832 William McGeoch & Co., Ltd was established, by William McGeoch senior at 113 Argyle St Glasgow as hardware merchants and exporters, and later were manufacturers of lamps and electrical fittings for ship, railway and domestic use. In the 1900s the company had expanded and had offices at 28 West Campbell Street Glasgow with a factory and warehouse located at the Warwick Works, 46 Coventry Rd, Birmingham. In 1922 the company had expanded and were employing 400 to 500 people. William seniors three sons had joined their father in establishing the business around 1888. The business was run by William McGeoch senior with Williams three sons Alexander, William and Andrew also taking an active part in the day to day running of the company. The company had expanded to such a degree that they were now manufacturing a variety of ships' hardware. This included metal cabin furnishings, signal lamps, ships' oil and candle lamps, motor lamps, switches, switchboards, electrical accessories and fittings. In 1982 William McGeoch & Co., Ltd was acquired by Bowthorpe Holdings Ltd.A lamp made by a significant manufacturer of marine equipment that made fittings for many famous ships including the Titanic.Marine oil Lamp with glass panels. Front panel missing. Access through glass panel door at side flat metal back. Metal fuel reservoir and no burner. Metal rounded chimney on top. Embossed McGeogh Maker Glasgowwarrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lamp, ships lamp, wm mc geoch ltd, hardware merchants, ships outfitters

Kempthorne Lighting Pty. was established as Coffey Lanterns in East Malvern, Melbourne Victoria in 1931 by brothers Selwyn and Owen Coffey. They manufactured lighting fixtures and fittings including oil lamps for marine use as well as for the domestic market. In early 1936 two other brothers, Erle and Terence had joined the company which was renamed Kempthorne Lantern Works Pty., Ltd. In 1946 Kempthorne joined with a small design team who had developed a domestic fan to form the subsidiary, Mistral fans. The company previously known as Kempthorne Holding Ltd was listed on the stock exchange in 1968. In 1977-1979 Kempthorne Mistral Ltd. Was a holding company comprising of Kempthorne Lighting Pty., Ltd. & Mistral Fans Pty., Ltd. An early Australian made marine lamp by a significant manufacturer that is still in business today making electrical equipment. The item is an important artefact that was made by an early Australian business that started in the 1930s. Over the years this company has demonstrated many innovations to the manufacturer of electrical items. Marine copper Lamp, round with brass makers lozenge and rounded hollow lugs set on either side of the lamp. Heavy metal handle with brass locking pin. Lid with catch on top. Made by Kempthorne Pty Ltd Melb. 1941flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lamp, copper ship lamp, ship lamp, kempthorne pty ltd

Caulking is a process used by shipwrights and other tradespeople to seal the gaps and cracks in boats and ships, buildings and plumbing fittings. It prevents water, air and pests from entering the through the gaps. The shipwright’s caulking box and a display of shipwright's tools are connected to the maritime history of Victoria through their past owner, user and donor, Laurie Dilks. Laurie began his career as a shipwright in the mid-1900s, following in the wake of the skilled carpenters who have over many centuries used their craft to build and maintain marine vessels and their fittings. Laurie worked for Ports and Harbours, Melbourne, for over 50 years, beginning in the early 1960s. He and a fellow shipwright inscribed their names on a wheelhouse they built in 1965; the inscription was discovered many decades later during a repair of the plumbing. Many decades later Laurie worked on the Yarra River moving barges up and down the river and was fondly given the title ‘Riverboat Man’ His interest in maritime history led him to volunteer with the Maritime Trust of Australia’s project to restore and preserve the historic WWII 1942 Corvette, the minesweeper HMAS Castlemaine, which is a sister ship to the HMAS Warrnambool J202.The shipwright’s caulking box containing caulking tools is an example of the equipment used by shipwrights in the early to mid-20th centuries. This box is connected to the maritime history of Victoria through its past owner, user and donor, Laurie Dilks. Laurie began his career as a shipwright at Ports and Harbours in Melbourne in the mid-1900s, following in the wake of the skilled carpenters who have over many centuries used their craft to build and maintain marine vessels and their fittings.Shipwright's caulking box, green wooden exterior with green and cream interior. Box has a Perspex face. A rope handle, knotted on each end, extends from one side to the other. A white rectangular plaque with rounded corners is screwed to the top and has yellow and black printed text. The donor was shipwright Laurie Dilks.Printed on plaque "SHIPWRIGHTS / CAULKING BOX / DONATED BY LAURIE DILKS [SHIPWRIGHT]'"flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, caulking tools, caulking equipment, caulking box, shipwright's tools, laurie kilks, ports and harbours

A hand lance with a long iron shaft and a small oval or leaf-shaped tip was also known as a killing iron. It was designed to dispatch a whale quickly and efficiently, once the mammal came to the water surface for the last time. The hand lance was stabbed repeatedly into a whale’s thick neck arteries. The sharp leaf-shaped tip allowed easy removal for another thrust. Cutting these arteries prevented the whale from deep dives and hastened its bleeding to death. Normally, multiple hand lances were carried aboard a whaleboat, so that if one was lost it could be easily replaced without returning to the mother ship for a spare one. By the late 19th century, guns had replaced most hand-thrown harpoons and lances. They were more efficient, more accurate, and safer, for a whaler could shoot a dart at a greater distance from the dangerous whale than a harpoon could be thrown.An item that gives an insight into 19th century whaling practices that were carried out all along the southern coasts of Australia.Hand Lance or Killing Iron Noneflagstaff hill, warrnambool, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whaling equipment, whaling, killing lance, whaling lance, harpoon

This ship's boiler pipe brush would have been used to keep the steam boiler pipes in good working order. The bristles are arranged in a round shape to fit against the sides of the boiler pipe and clear away debris. The brush has a loop for storing it on a hook so the bristles won't become damaged. The ship's boilers created steam to power the ship's engines. Some larger steamships had several boilers and therefore several funnels. Early steamships also have masts and sails, giving them the option of steam power or wind power. The first successful steamboat trial in America was in 1787 when John Finch displayed its features on the Delaware River in Philadelphia. The first steamboat in Australia was the Sophia Jane, which arrived in Sydney in 1831. The ship traded cargo and passengers between Sydney and Newcastle. This ship's boiler pipe brush is unique in our collection and an essential item in the maintenance of steam boilers. It is connected to the era of steamships, which in Australia began in 1831 with the arrival of the first steamship in Sydney. Pipe brush; long twisted wire handle with stiff bristles around the base section, arranged in a cylindrical shape, and a loop at the other end. Used for cleaning pipes of a ships boiler.warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, steam boiler, steam boiler brush, boiler maintenance, boiler brush, pipe brush, steam boiler pipe, steamship, steamboat, steam power