Steering Gear Operation: All steering was done from the stern of the ship and a steering mechanism was used to connect the rudder to the ship's wheel, often housed in a box-like construction behind the helm. The rudder was, in turn, mounted on a pintle or stern-post held in place by gudgeon's (sockets). The steering was activated with lines attached to the blocks on the two threads (half left hand, half right hand) of the steering gear. As the helmsman turned the helm in the direction in which he wished the ship to travel, the central screw of the steering gear, which was attached to the back of the helm, turned horizontally. This caused the rods on either side of the gear to move backwards or forwards at the same time, which then turned the pintle and rudder to port or starboard. A brief history of the Newfield (1889-1892): - The Newfield was an iron and steel sailing barque of 1306 tons, built in 1889 by Alexander Stephen & Sons Dundee (Yard No 89) for Brownelles & Co., Liverpool. The Newfield was on a voyage from Sharpness to Brisbane on 29 August 1892, with a cargo of 1850 tons of fine rock salt. The Cape Otway light had been sighted in squally, bumpy weather, but the captain was under the impression it was the King Island light. The ship’s chronometers were wrong, and orders were given to tack the ship away from the light, which headed it straight for the cliffs of the Victorian coast. The vessel struck rocks about 100 yards from shore, and five feet of water immediately filled the holds. The captain gave orders to lower the boats which caused a disorganised scramble for safety among the crew. The panic resulted in the deaths of nine men, including the captain when they drowned after the boats capsized in heavy seas. The seventeen men who regained the ship decided to wait until daylight and rowed to Peterborough in the ship’s jolly boat and gig after locals had failed to secure a rocket apparatus line to the ship. The Marine Board inquiry found the wreck was caused by a "one-man style of navigation" and that the captain had not heeded the advice of his crew.The Newfield wreck and its collection of recovered items are heritage listed and are regarded as historically significant. They represent aspects of Victoria’s shipping history and their potential for us today to interpret the maritime history and social themes of the time. The assemblage of various Newfield artefacts held in the Flagstaff Hill Museum is not only significant for its association with the shipwreck but helps archaeologists when examining the relationship between the objects to better understand our colonial marine past.Ship’s steering gear, cast iron, consists of a long round metal rod into which gears have been machined. The thread of the gear from one end to almost the centre winds in a left hand direction while the thread of the gear from the other end to almost the centre winds in the right hand direction. Each end of the rod has a metal coupler attached and two narrower round rods are also attached to the coupling, one each side of the gear rod, the same length as it and parallel to it. Two more ‘S’ shaped couplers are joined to the gear rod. Each of these have an opening through which the gear rod is threaded and can move along. There is another opening in these couplers through which one of the narrower rods is threaded. The other end of this coupler has half length metal rod attached to it by a bolt through the ring at the end of the rod. One end of the steering gear still has the brass hub of the ship’s wheel solidly attached. The hub no longer has its wooden spokes but the ten holes for the spokes can be easily recognised.Noneflagstaff hill, maritime museum, shipwreck coast, warrnambool, peter carmody, carmody, newfield, shipwreck, peterborough, south west victoria, rocket, rocket crew, shipwreck artefact, flagstaff hil maritime museum, steering, steering gear, screw steering gear, sailing ship

The handmade model in a bottle is the work of a hobbyist, in about the mid-20th century. The word 'Cork" may indicate the location of the maker. The Pamir was a four-masted barque built for the German shipping company F. Laeisz. One of their famous Flying P-Liners, she was the last commercial sailing ship to round Cape Horn, in 1949. By 1957, she had been outmoded by modern bulk carriers and could not operate at a profit. Her shipping consortium's inability to finance much-needed repairs or to recruit sufficient sail-trained officers caused severe technical difficulties. On 21 September 1957, she was caught in Hurricane Carrie and sank off the Azores, with only six survivors rescued after an extensive search.The model represents the work of an individual as a hobby project in the early to mid-20th century.Ship in bottle. The "Pamir", a 4-masted ship, and avsmall motorized vessel the "Theodore Storm" set against a European background inside large bottle. Mounted on varnished wooden stand. "Pamir" "Theodore Storm" "Cork"pamir vessel, flagstaff hill museum, four masted vessel, ship in bottle, theodore storm, ship model, cork, handmade, 20th century handcraft, hobby ship model, hobbyist made

This decorative octagonal inlaid table was made by Johann Landmann as a wedding present to his wife and was donated to Flagstaff Hill by the wife of Landmann's great-grandson. Landmann (or Landman, also known as August Landmann) was born in 1826 in Ganhor, Silesia, Prussia. At the age of 20, he travelled through Europe, working from town to town as a cabinet maker. At 26 years old he returned to Germany, married Anna Rosina in Wahlstatt, Prussia, and on the same day sailed for Australia on the Wilhelmsburg in 1853, the year the ship was registered. The Wilhelmsburg was a three-masted, square-rigged sailing ship built at Reiherstieg, Hamburg, and registered in Hamburg on 27th April 1853. On her maiden voyage in 1853, the ship sailed from Hamburg, Germany, to Australia with 510 passengers on board, including emigrants under the Bounty Scheme. Johan Landmann was one of the passengers. The Wilhelmsburg arrived in Hobson’s Bay, Melbourne after sailing for 100 days. Johann spent a week in Melbourne then travelled to Warrnambool aboard the Merry Kitty, arriving fourteen days later. Johann had landed in Melbourne with only 16 shillings in his pocket and by the time he arrived in Warrnambool, he only had one shilling and sixpence left. He also had very limited ability to speak English. He settled in the Allansford area, near Warrnambool, together with other families from Germany and went on to play a significant role in the history of Warrnambool. Johann worked as a cabinet maker in Warrnambool, making the first coffin in the Warrnambool cemetery. He also worked as a general merchant. He built many of the earliest shops in Warrnambool, and the first paddle boat used on the local Hopkins River. He made models of Warrnambool’s Ozone Hotel and Presbyterian Church; the model of the Hotel is now in the Warrnambool Art Gallery, and the model of the Presbyterian Church has been in the care of the Warrnambool & District Historical Society since around 2017. One of Landmann's residences was a two-storey building in Henna Street Warrnambool where he, lived upstairs and operated his business downstairs. After he retired Landmann built a ‘handsome stone residence’ at 30 Mickle Street, Warrnambool, where he lived until his death in June 1920; he was aged ninety-five. “Landmann Street” in Warrnambool has been named after Johann and appears on a map in 1872. He has also been honoured on Warrnambool’s Pioneer Memorial Board which is displayed at the Warrnambool and District Historical Society. Landmann's son Adolph Fritz Landmann (Fritz Landmann) born in 1861, was a Councillor from 1905 to 1915, and Mayor of Warrnambool from 1912 to 1915. The Wilhelmsburg sailed from Hamburg in 1863 heading for Queensland, Australia, but in December the vessel was wrecked off the coast of Holland during storms, with the loss of 247 lives.The table is significant as an early Warrnambool historical artefact with a connection to the maiden voyage of the ship Wilhelmsburg a vessel that holds the record for the number of passengers carried in one journey on a small vessel. Johann Landmann is regarded as a significant and historical figure in the development of Warrnambool as one of the earliest pioneers, not only as a businessman but the civic duties he undertook. First as a councilman and later the mayor of Warrnambool.Table, wooden, inlaid octagonal, two tiered with eight pillar supports and seven turned legs (one leg missing). Two large cracks in table top. A handwritten inscription is beneath the table top.Inscription is indecipherable. shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, shipwrecked artefact, warrnambool, table, octagonal table, inlaid woodwork, wilhelmsburg, johann landmann, augustus landmann, fritz landmann (warrnambool mayor), ozone hotel warrnambool, inlaid table

Pair of two sheave wood blocks; the top block has wooden sheaves and metal straps with bolt thimble, and the lower block has an external metal strap with a forged one-piece ring on top and metal sheaves.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, 2 sheave wood block, wood block, block, marine technology, marine equipment, lifting equipment, ship rigging, rigging, sailing ship

This Bosun's char was part of the equipment on the vessel 'Reginald M. It is typical of items 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 REGINALD M - The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. The vessel had many owners and adventures over the years until it was purchased by Flagstaff Hill Maritime Museum & Village in 1975 from the Melbourne Ferry Company at auction. It was then used as an active display until 2016. Visitors could go aboard, turn the ship's wheel, go below deck and get the feel of the captain's quarters, sailors' quarters and the storage space available. The Reginald M was a popular exhibit for young and old, until 2016.This bosun's chair is significant for its connection to the maritime history. It has been used for rigging, painting, maintenance and importantly for life saving and safety. The bonus's chair is also significant because of its connection to the history of the vessel REGINALD M, the coastal trading ketch from South Australia built in 1922 and in existence until 2016. Its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. The Reginald M is listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Bosun's chair; seat is a rectangular plank of wood with a hole drilled in each corner and three reinforcing wood lengths attached below the plank. The ends of two looped thick ropes have been threaded through the holes in the plank, crossed over then spliced together. The loops of rope above the plank have been tied with light rope. A roughly made wire hook is attached at the base of one length of rope. Top surface reveals indents where the bottom wooden pieces are joined to the top and some of the metal fixtures can be seen along the edge. There are remnants of white paint on the top.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

The original barrel was tapered outwards from top to base. It had three iron bands. Only the top and base remain. Barrels with outward tapering bases are balanced and stable. Barrels contain a wide range of contents, both liquid and dry, from wines and spirits to cement. Ships have used barrels as shipping containers for cargo. Specially made rope slings were used to move the barrels to and from the ships by rope blocks and cranes. A huge quantity of cement was brought to Warrnambool in barrels to construct the Breakwater, which was completed in 1890.This parts of a wooden barrel represent the containers used for cargo imported from England into Australia in the 19th and early 20th centuries. As an example, the vessel Edinburgh Castle was wrecked in Lady Bay, Warrnambool, in 1888. The cargo onboard was a consignment of casks, or barrels of cement for the construction of Warrnambool’s new Breakwater, which was completed in 1890. Barrel; remnants of a tapered wooden barrel that once had three iron bands and removable top with heavy wooden handle. Only the lid remains. flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coas, barrel, cask, cooper, cargo, coopering, storage

This small barrel looks well used. Unfortunately, the inscription on the barrel is indecipherable so its story is a mystery. However, the bungholes on the side are a clue that it was once used for storing liquid, likely to have been liquor. Barrels have been used over many centuries for transporting and storing a wide range of dry and liquid goods. They are made by tradesmen called coopers, who use heat and steam to bend and shape the wood to suit the work in hand. They add metal reinforcing, handles, spouts and suchlike, to complete they process. Their produce also includes buckets, casks and tubs. Ships transported bulk liquor in their cargo, stored in wooden barrels. The barrels' round shape allowed them to be easily moved by rolling them into place. The body's shape gave the barrels added strength and the iron bands helped the wooden sheaves stay in place. The tops and bottoms allowed for easy grip. The bungholes gave access to government representatives, who would sample the contents, measure the alcohol percentage, and charge the appropriate duty or tax; the process was called Ullaging and the instrument they used was a Hydrometer. Hundreds of barrels of cement were imported into Warrnambool in the late 19th century for the construction of the Warrnambool Breakwater. Barrel-shaped concrete blocks are still visible at shipwreck sites such as on the LOCH ARD wreck, which carried cement among its cargo.This small barrel is representative of 19th century containers used for transportation and storage of liquid such as liquor. It is a historic shape that is still used in modern times.Barrel; wooden barrel, cylindrical shape with metal bands or ribs for reinforcement. The side has two bungholes; one has a bung or stopper. Inscription on top (indecipherable). (indecipherable)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, barrel, cask, small barrel, trade, coopering, cooper, casket, transport, storage, bunghole

Handrails are used as a support feature for access ramps and stairs, a handrail helps prevent people from falling off and helps them keep their balance. This feature of handrails is very important, especially for young children, senior citizens, and people with disabilities. These individuals, who usually have mobility issues, benefit from handrails as these objects allow them to get to their destination safely. Handrails are also important equipment to have installed on vessels at sea where a safe footing cannot always be found., Handrails are an important piece of equipment to be fitted on sea vessels. This pair is an example of safety equipment used in the late 19th and 20th centuries. Similar rails continue to be fitted for safety.Handrails; marine safety rails. Two wooden rods painted grey, each with two alloy brackets for screwing to a flat surface. flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, handrails, safety equipment, marine equipment, marine technology, ship fitting

A Fid is a conical tapered wooden tool used for separating the strands of rope for splicing. They were a tool traditionally made of wood or bone used to work with rope and canvas in marlinespike seamanship. A Fid differs from a marlinspike in material and purposes. A marlinspike is used in working with wire rope, natural and synthetic lines also may be used to open shackles, and is made of metal. A Fid is used to hold open knots and holes in the canvas, and to separate the "lays" (or strands) of synthetic or natural rope for splicing. A variation of the Fid, the gripfid, is used for ply-split braiding. The gripfid has a jamming cleat to pull a cord back through the cord split by the fid's point. Modern Fids are typically made of aluminium, steel, or plastic. In addition to holding rope open to assist the creation of a rope splice, modern push fid's have markings for precise measurements in a variety of sizes of rope. The length of these fid’s is typically 21 or 22 times the diameter of rope to be spliced. Fids have been used since sailing vessels were first used to travel the worlds seas the tool was invented to be used to splice rope and with working with canvas sails. A Fid is a sailors tool that has maintained its general design for hundreds of years and gives a snapshot into what the working life was like for sailors on board sailing ships for hundreds of years. The tool in its original design is still in regular use today by recreational sailors all over the world to splice and join lengths of rope.Metal Fid with a wooden bulb on top metal body tapering to a point. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

A Fid is a conical tapered wooden tool used for separating the strands of rope for splicing. They were a tool traditionally made of wood or bone used to work with rope and canvas in marlinespike seamanship. A Fid differs from a marlinspike in material and purposes. A marlinspike is used in working with wire rope, natural and synthetic lines also may be used to open shackles, and is made of metal. A Fid is used to hold open knots and holes in the canvas, and to separate the "lays" (or strands) of synthetic or natural rope for splicing. A variation of the Fid, the gripfid, is used for ply-split braiding. The gripfid has a jamming cleat to pull a cord back through the cord split by the fid's point. Modern fid's are typically made of aluminium, steel, or plastic. In addition to holding rope open to assist the creation of a rope splice, modern push fid's have markings for precise measurements in a variety of sizes of rope. The length of these fid's is typically 21 or 22 times the diameter of rope to be spliced. Fids have been used since sailing vessels were first used to travel the worlds seas the tool was invented to be used to splice rope and with working with canvas sails. A Fid is a sailors tool that has maintained its general design for hundreds of years and gives a snapshot into what the working life was like for sailors on board sailing ships for hundreds of years. The tool in its original design is still in regular use today by recreational sailors all over the world to splice and join lengths of rope.Wooden Fid with 3 rings around base of knob at the top of fid. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

An adze is an ancient and versatile cutting tool and has been in use for thousands of years. Adze are similar to an axe but with the cutting edge perpendicular to the handle rather than parallel. They have been used since the Stone Age. Adzes are hand tools used for smoothing or carving wood. The subject item was made by Ward & Payne of the Limbrick Works at Hillsborough, Sheffield England manufacturers of hand-forged tools. Their trademark registered in 1850 was a Letter "W" & "P" stamped into the steel. The firm was established by David Ward (1767-1822) in 1803 the company became David Ward & Sons, in 1837 after Ward's son Edward joined the firm. In 1845 Henry Payne the founder's son-in-law became a partner but died in 1850 after which the company reverted to the Ward family. The business then concentrated on making carving tools, chisels and gouges. In 1882 David Ward's grandson David Ward Jr. (1835-1889) purchased land and built a factory at Sheffield North known as the "Limerick Wheel". For a time Wards operated from both 106-114 West Street Sheffield and at Limbrick Road, Hillsborough on the river Loxley. By 1911 they had expanded into making spades, forks, sheep shears and many other types of edged tools including drills and wood planes. In 1967 Wilkinson Sword purchased all the company's share capital and continued to sell Ward & Payne tools until 1970 when a fire burned the factory down and housing development was built on the site.The subject item is significant as it gives a snapshot of the technological development of sailing ships and their operation before steam-powered vessels took over around the world. Tools such as the subject item demonstrate the traditional craftsmanship and skill of the shipwright and the aesthetic quality of the timber ships designs of the time. Adze with wooden handle curved painted green with patent number and maker's name inscribed on inside curve of blade. Inscribed "Patd 561 Ward" "2w". flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, smoothing tool, hand tool, carpenders tool, adze, coopers tool, woodworking tools

This hand barrow, sometimes called a Welsh hand barrow, was used to transport a load of marine rescue equipment from the beach cart to the rescue site, particularly over hilly, uneven or rough terrain. Hand barrows were in common use in the 19th century. 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 hand barrow 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.Hand barrow; a transporting device carried between two people walking one in front of the other. A wooden ladder-like frame with two handles at each end, blue painted body with unpainted handles. Seven equal-length slats are joined at equal distance between two parallel poles, and two longer slats are attached diagonally between the first and last slats as a brace. 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, hand barrow, manual transport, welsh hand barrow

Half-hull ship models were an important step in the process of building a vessel. Shipwrights or designers would construct a half-hull scale model of a ship before the vessel was built. They used it to ensure that the dimensions would work together and that the ship look balanced. They would often mount the half hull onto a board in their workshop. The half-hull ship models were also used to show prospective buyers how the design would work and look. Given the plywood construction of the model, it is believed to have been made around the 1930s as plywood construction had started in earnest in Queensland around this time and soon became the centre of the industry because of Queensland's attractive rain forest woods used which also included red cedar, silver ash, black bean, Queensland maple and silky oak. It is also believed the model was a design for a clinker-built barge to be built by Peter Payne who operated a boat building works on the Mordialloc Creek, Victoria going out of business in 1973. Records show Peter Paynes' first craft launched in 1962 and the last in 1973 from Mordialloc Creek works. However, he was one of the most prolific builders from the 1930s and produced many more vessels than the records currently show. There is at this point no further record of the subject model or whether a full version was ever built and for whom is not known at this time.A model that demonstrates the boat-building process is believed to have been made by Peter Payne or someone who worked in his yard. P Payne was a very well-known boating personality, vessel captain and boat builder throughout most of the 20th century. Model barge half hull on wooden of plywood laminated construction. Marked "AUXILIARY BARGE 80'x16'x6' 315 TONS 4" - 1 FOOT" "P and H PAYNE?" "22/E/26" flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship model half hull, ship half model, shipbuilding, shipwright, ship design, peter payne, boat builder victoria, clinker design, barge

This ship's wheel was hand made from wood and metal using a recycled cart wheel. It originally belonged to the "Reginald M", a 2 masted, flat bottomed, coastal trading ketch with single chine. The REGINALD M The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. The Reginald M’s purpose was to serve the coastal trade of South Australia, to carry cargo cheaply and efficiently. It is believed that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. On April 9th 1931Reginald M weathered a large storm in St Vincent Gulf, SA. The vessel suffered much damage; mast snapped and the crew laboured for four hours to free her by chopping off the past and rigging. The crew patched her up and slowly returned to Port Adelaide with only a portion of the insured cargo being damaged. Her crew members at the time were owner Mr John H Murch of Wells Street Largs Bay, Skipper Mr R Murch – John’s brother, Murray – son of Captain Murch and Seaman John Smith. Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph donated to Flagstaff Hill, dating about 1929 - 1942, shows two men on the Reginald M, holding between them their fishing catch of a large hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCOLN PRINT” and titled “hammer shark caught on Reginald Emm”. The donor’s family lived on the Your Peninsular and despatched their grain from a chute at Gleeson’s Landing to the awaiting transport vessel. Reg knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel, as one photograph in Flagstaff Hill’s collection shows “H.M.C. No. 3, Pt Adelaide” on the bow. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. Also in 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant. This ship's wheel is significant because of its association with the REGINALD M. REGNIALD M was a coastal trading ketch from South Australia built in 1922. It is one of very few sailing coastal trading vessels still extant, and its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. She is now listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Ship’s wheel, also called a Helm, eight spoke design. Centre of wheel is handmade of wood and has iron rings around each side. The spokes are fitted into this wooden hub. The outer wheel has an iron ring on one side and sections of a wooden ring on the other. There are both original and modern bolt and screw fastenings. The wheel has remnants of black paint. This ship’s wheel was originally fitted to the ketch REGINALD M and removed during its restoration. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship's wheel, hand made ship's wheel, coastal trader, reginald m, ketch, john murch, ch murch, reg webb, carribie station, mt lyell copper company, queenstown navy league, andrew rennie, melbourne ferry company, r.f. dale

This decorative plaque displays the insignia of the Bank of Australasia, which was incorporated by the Royal Charter of England in March 1834. The bank began in Australia on 14th December 1835, opening in Sydney. The Acting Superintendent of the bank at that time was David Charters McArthur. He was Superintendent from 1867-to 1876. The Melbourne branch opened on 28th August 1838 in a two-roomed brick cottage on the north side of Little Collins Street, where two huge mastiff dogs were used at night to guard the bank. The government also provided an armed military sentinel. Due to the bank's rapid growth, a new building for the Melbourne branch was opened in 1840 at 75 Collins Street West. By 1879 the bank had been upgraded to a magnificent two-storey building on the corners of Collins and Queens Streets, with the entry on Collins Street. In 1951 the Bank of Australasia amalgamated with the Union Bank to form the Australia and New Zealand Bank, now known as the ANZ. Then in 1970, the ANZ merged with both the ES&A and the London Bank of Australia to form the ANZ Banking Group Limited. The ANZ Banking Group Ltd kindly donated a variety of historic items from the Bank of Australasia. BANK of AUSTRALASIA, WARRNAMBOOL – In 1854 Warrnambool had two banks, the Union Bank and the Bank of Australasia. Later, completely different bank businesses opened; in 1867 the National Bank of Australasia, then in 1875 the Colonial Bank of Australasia. The original Warrnambool branch of the Bank of Australasia was established in July 1854, and operated from a leased cottage on Merri Street, close to Liebig Street. The bank later bought a stone building previously erected by drapers Cramond & Dickson on the corner of Timor and Gibson Streets. Samuel Hannaford was a teller and then Manager at the Warrnambool branch from 1855 to 1856 and the Warrnambool Council chose that bank for its dealings during 1856-57. In 1859 Roberts & Co. was awarded the contract to build the new Bank of Australasia branch for the sum of £3,000. The land was on a sand hill on the northeast corner of Timor and Kepler Streets and had been bought in 1855 from investor James Cust. The new building opened on May 21, 1860. The bank continued to operate there until 1951 when it merged with the Union Bank to form the ANZ Bank, which continued operating from its Liebig Street building. Warrnambool City Council purchased the former Bank of Australasia building in 1971 and renovated it, then on 3rd December 1973 it was officially opened as the Art Gallery by Cr. Harold Stephenson and Gallery Director John Welsh. The Gallery transferred to the purpose-built building in Liebig Street in 1986 and the old bank building is now the Gallery club. Staff at the Bank of Australasia in Warrnambool included the following men but others were also involved: Samuel Hannaford, Teller then Manager from 1855-1856; W H Palmer, Manager from January 1857 until November 1869 when the Teller Basil Spence was promoted to Manager; H B Chomley, Manager from April 1873 and still there in 1886; A Butt, Manager in 1895-1904; J R McCleary Accountant and Acting Manager for 12 months, until 1900; A Kirk, Manager 1904; J Moore, staff until his transfer to Bendigo in December 1908; J S Bath was Manager until 1915; C C Cox, Manager until April 1923; Richard C Stanley, Manager 1923 to April 1928. The plaque has historical significance as it belonged to the Bank of Australasia which was established in Australia in 1835 by Royal Charter. The plaque is significant for its association with the Bank of Australasia in Warrnambool, the first bank in Warrnambool, established in 1854. The bank continued to operate until its merger in 1951 when it became the ANZ Bank, which is still in operation today. The Bank was an integral part of the establishment and growth of commerce in Colonial Warrnambool and throughout Australia.Plaque with insignia on glass in a rectangular varnished wooden frame. Insignia of the Bank of Australasia has been painted onto the glass in a mirror-like fashion. Insignia depicts a heraldic shield with sheep hung up by their waists and ships in full sail. Inscription on insignia. Stamp and handwritten inscription on the rectangular label with a blue border on the reverse.Insignia: "BANK OF AUSTRALASIA INCORPORATED BY ROYAL CHARTER 1835" Label's red oval stamp with "AUSTRALIA AND NEW ZEALAND BANK UNITED ARCHIVES" Label's handwritten black letters "AM1" flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, commerce, banking, plaque, insignia, bank of australasia, insignia on glass, union bank, australia & new zealand bank, anz bank, david charters mcarthur, d c mcarthur, sydney, new south wales, currency, banknote, legal tender

The biscuit locker came from the vessel the "City of Rayville", an American motor-driven freighter constructed in 1920. The ship was the second victim within 24 hours of an extensive minefield laid by German raiders in October 1940, during World War Two and the first American ship to be sunk in world war II. She was under the command of Captain Cronin and bound from Adelaide via Melbourne to New York, carrying a cargo of 1500 tons of lead from Port Pirie along with a cargo of wool and copper from Adelaide, when she struck a mine in the Bass Strait, six miles south of Cape Otway at 7:45 pm on 8th November 1940. The explosion was heard on shore at Apollo Bay; the force of it tore out the foremast and the ship sank within 25 minutes. There was a crew of 38 and all but one survived. A rescue crew of fishermen from Apollo Bay left shore in the dark and picked up the survivors from the dangerous sea taking them back to safety. The US Secretary of State Cordell Hull at the time wrote individual letters of thanks to all the rescuers involved. The biscuit locker is of historical and marine archaeological significance because of its association with the wreck of the City of Rayville. The vessel is listed on the Victorian Heritage Register No VHR S126. Additional significance is that the ship was the first American vessel sunk in the second world war and is still socially significant to the descendants of the City of Rayville crew and the Apollo bay fishermen who took part in the rescue.The external surfaces of the cupboard and the inside of the door are painted brown. The interior is painted blue the door has 2 metal hinges attached on the outside, each with 6 single-slotted screws and a wooden rotating door latch attached to the side of the door. There is a round eyelet on the door near the latch, the cupboard sides are each made from wood joined vertically and sit within a slightly wider, flat base and top. The frame of the cupboard is split with the paint on the outside of the cupboard scratched and chipped revealing a darker paint underneath. There is also a rough slash of white paint from the side of the cupboard going to about the Centre of the door. “PI/298” is hand written in black pen, paint or ink on the inside panel of the door in neat letters. "MS CITY OF RAYVILLE" stamped on back of cupboard in black paintcity of rayville, cupboard, locker, biscuit locker, 1940, world war ii, wwii, cape otway, german mines, american ship, flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, rayvill

A ship's rudder indicator is used for measuring the angle of slope or pitch of the vessel. The information can be used to adjust the steering of the ship to give safe navigation. The rudder indicator transmitter once contained in this box was battery operated, according to the label inside this box. Box, wooden, used to store a battery operated Siemen's ship's rudder indicator. Made in the United Kingdom. Descriptive leaflet glued inside hinged lid. Lid secured by hooked catch. Brass latch. Metal mounting plate. Hole drilled in back. Dovetail joints. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, siemen's brothers london, siemen's rudder indicator box, nautical instrument for measuring pitch or slope, scientific instrument box, navigational instrument box

Ship model Eumeralla steamship with one funnel, two masts portholes in hull, set against a coastal scene with lighthouse. Ship is painted green. Model is in a wooden framed glass case. Split on background scene. Case strengthened by metal brackets at top corners and bottom front corners. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

This handmade rope ladder is an example of maritime equipment. It could be easily folded and stored and was useful for many purposes including fixing the ship's rigging.The rope ladder is an example of handmade maritime equipment using the shills of a ship's carpenter or sailmaker. It was simple to make, easily stored and useful for many purposes including the ship's rigging. The rope ladder is significant for being the only rope ladder in our collection of maritime equipment. Rope ladder. Handmade ladder with three wooden steps joined by thick rope lengths between them. Each step has rounded corners and a large hole near each corner. The tope is threaded and knotted to create an equal distance between the upper, centre and lower steps. flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, ladder, rope ladder, handmade ladder, ship's ladder, maritime equipment, rigging, ropework

This chart shows a possible site for the fabled wreck called the 'Mahogany Ship'. Flagstaff Hill’s collection includes other objects that some say could be relics from this Ancient Wreck, (also called the Gold Ship, or the Ancient Vessel). The chart shows the coordinates for the Summits of Griffith Island and of Middle Island. It also has the depths of the sea at various intervals and shows the shore and sand dunes, lighthouses and other reference points. The mystery of the Mahogany Ship began in 1836 when two shipwrecked sealers discovered the remains of an “ancient vessel” in the sand dunes about four miles west of Warrnambool. Since the last recorded sightings in the 1880’s the true origin of the Mahogany Ship has remained one of Australia’s most famous historical mysteries or fables. One of the more recent theories is that the vessel was one of the Portuguese ships exploring the Australian coast in 1522. For over one hundred years searchers have attempted to locate and identify the wreck. The search continues for the tangible evidence which will once and for all establish the Mahogany Ship’s place in Australia’s History.The chart represents the worldwide interest in locating the wreck of the Mahogany Ship. Locating the actual wreck or proving the existence of a Portuguese ship's wreck could change the history of the discovery of Australia. A Mahogany Ship committee was formed to gather and research information about the discovery of the wrecked ship. A large amount of money was offered as a prize for finding the wreck or parts of it. People have written books, painted images, made videos and told tales of the ship but it continues to remain a mystery or even a fable. The chart is significant for its possible link to one of Victoria’s and Australia’s maritime mysteries, the Mahogany Ship (also known as the Ancient Wreck). It is one of very few known relics that could give evidence of the existence and history of the vessel. It is listed on the Victorian Heritage Register S438 as it is one of Victoria’s oldest recorded shipwrecks. The identity of the vessel has the potential to change Australia’s history.A chart in a wooden frame, behind glass. The chart shows the approximate position of the mystery Ancient Wreck, later called the "Mahogany Ship". The chart is a copy and is based on the Admiralty Chart by Lieut. Stanley, dated 1872. Lower left: "THE MAHOGANY SHIP" "LOCALITY PLAN, ENLARGED FROM LIEUT. STANLEY'S ADMIRALTY CHART 1872" "APPROXIMATE POSITION OF WRECK MARKED [symbol of a Portuguese cross]" Other labels on chart: "BELFAST" "PORT FIARY" "GRIFFITHS I" "RIVER MOYNE" "RIVER MERRI" "ARMSTRONG BAY" " GORMANS LANE" "TOWER HILL" "KOROIT" "HELEN ROCK" "WARRNAMBOOL" "LADY BAY" "MIDDLE I" "LIGHT HO." Lower right: "G 410 B" Label on the back; "This chart presented to the Mahogany Ship Committee and Flagstaff Hill by Avis Quarrell, April 2007"warrnambool, shipwrecked coast, flagstaff hill maritime museum, shipwreck coast, mahogany ship, ancient vessel, ancient wreck, portuguese ship, coastal reserve, fabled wreck, gold ship, griffiths island, belfast (now port fairy), koroit, location plan, leuit. stanley, admiralty chart 1872, tower hill, merri river, moyne river, middle island, helen rock, armstrong bay, griffiths land

This early 20th-century chest of drawers is unique. It was made from recycled timber kerosene boxes and metal tins. The case was made in South Australia between 1905 and 1927 by the British Imperial Oil Company Ltd, which was the first business to import bulk petroleum products into Australia. Before this, ships carried crates of kerosene as cargo. Items salvaged from the 1880 wreck of the vessel Eric the Red included kerosene boxes. Kerosene replaced plant and animal-based fuel, such as whale oil, for lighting in homes and for the lamps in lighthouses and on marine vessels. It was also used for cooking and heating and as engine fuel. The last kerosene-fueled lighthouse lamp was transferred to solar power in 1985. The chest of drawers is one-of-a-kind. The original uses for the components of the chest of drawers, the wooden box and metal tins were for containing and transporting kerosene. Kerosene was used from the late 19th century for fuel in lamps, heating, and cooling. Previously whale oil was used for the lamps in lighthouses. The company providing the kerosene was the first to import it into Australia in bulk quantities. The set of drawers is one of the many ways that inventive Australians were able to repurpose materials.Chest of drawers; wooden frame and rails, metal drawers with vertical metal handles. The frame has been constructed from the wooden panels of a vintage oil and kerosene box. The three drawers have been created from empty kerosene cans that were cut in half from top to bottom, some with the round opening closed over. Inscriptions from the original box and cams are stencilled on the top and base of the frame and impressed or painted on the metal cans. The frame has provision for a further drawer. The wooden case and metal tins were made in Australia.Top and base of frame; "THE BRITISH IMPERIAL OIL CO. LTD." "OIL ENGINE KEROSENE" "CASE ANDTINS AUSTRALIAN MADE" On tin; "POWIRIN" "BIOCO LTD" Logo [cross} with inscription on horizontal bar "CROSS" Impressed in timber drawer dividers (indecipherable text) Side of drawer, painted in orange on black; "TY -, REG U S - TIDE - "flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, antique, domestic equipment, chest of drawers, tool box, furniture, storage, recycled tin, recycled box, kerosene, fossil fuel, lighthouse lamp fuel, british imperial oil company ltd.

The horizontal water canteen has been carefully designed to fit snugly on the hip when worn with the straps diagonally across the body. The ladle allows quick and easy scooping of the contents to refresh the lifeboat and rocket launching crew, and the survivors of the disaster 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 - 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 a 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 apparatus was in use. The apparatus 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 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 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 measured by the quadrant, inserting a rocket that had a lightweight line threaded through its shaft, and then firing it across the stranded vessel, the line issuing freely from the faking board. A tally board was then sent out to the ship with instructions in four languages. The ship’s crew would haul on the line to bring out the heavier, continuous whip line, then secure the attached whip block to the mast or other sturdy part of the ship. The rescue crew on shore then hauled out a stronger hawser line, which the ship’s crew fixed above the whip block. The hawser was then tightened using the block on the shore end of the whip. The breeches buoy and endless whip are then attached to the traveller block on the hawser, allowing the shore crew to haul the breeches buoy to and from the vessel, rescuing the stranded crew one at a time. Beach apparatus equipment - In the mid-1800s the equipment could include a line throwing set, coiled line in wooden carrying case, rockets, cartridges, breeches buoy, hawser and traveller block, line-throwing pistol, beach cart, hand barrow, sand anchor, crotch pole, and tools such as spade, pick, mallet and hawser cutter. Around the 1860s Warrnambool had a Rocket House installed beside the Harbour. This water canteen 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.Water canteen and ladle; blue painted oval metal cylinder with a removable round threaded lid. Two adjustable leather shoulder straps are attached to the canteen through metal rings on the sides of the lid. A blue-painted copper ladle with a fixed, 45-degree angled handle is attached to the canteen with a length of string. The water canteen is designed to be carried horizontally.flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, lady bay, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, survival canteen, rescue canteen, dipper, cup, canteen and dipper, canteen and ladle, water canteen

This drawstring canvas bag is amongst the Rocket Rescue equipment. It could have been used to carry equipment, clothing or provisions between the crew on the shore and the victims of a shipwreck or other rescue need. It could be worn on the shoulder or as a backpack or winched out to a vessel on the block and pulley system. The strong canvas could be weatherproof and waterproof to a large extent, provided the drawstring was pulled tight. 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 - 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 a 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 apparatus was in use. The apparatus 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 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 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 measured by the quadrant, inserting a rocket that had a lightweight line threaded through its shaft, and then firing it across the stranded vessel, the line issuing freely from the faking board. A tally board was then sent out to the ship with instructions in four languages. The ship’s crew would haul on the line to bring out the heavier, continuous whip line, then secure the attached whip block to the mast or other sturdy part of the ship. The rescue crew on shore then hauled out a stronger hawser line, which the ship’s crew fixed above the whip block. The hawser was then tightened using the block on the shore end of the whip. The breeches buoy and endless whip are then attached to the traveller block on the hawser, allowing the shore crew to haul the breeches buoy to and from the vessel, rescuing the stranded crew one at a time. Beach apparatus equipment - In the mid-1800s the equipment could include a line throwing set, coiled line in a wooden carrying case, rockets, cartridges, breeches buoy, hawser and traveller block, line-throwing pistol, beach cart, hand barrow, sand anchor, crotch pole, and tools such as spade, pick, mallet and hawser cutter. Around the 1860s Warrnambool had a Rocket House installed beside the Harbour. This canvas bag 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.Canvas bag; thick beige canvas bag, cylindrical with a round base. The top has a thin rope in a drawstring closure. flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, lady bay, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, survival kit, rescue kit, canvas bag, storage bag, carry bag, equipment bag, drawerstring bag

This is an original propeller included with the steamer, the 1909 ferry SS Rowitta, which was installed at Flagstaff Hill in 1975 and was enjoyed by many visitors for 40 years. The wooden steam ferry Rowitta was built from 1909 to 1910 at Battery Point, Hobart, by Purdon & Featherstone using planks of Huon and Karri timber. It was owned and operated by the Tamar Trading Company and navigated the Tamar River from Launceston to George Town for many years. The ferry trip became a favourite activity for sightseeing passengers along Tasmania’s Tamar and Derwent rivers for 30 years. Rowitta also worked as a coastal trading vessel between Devonport and Melbourne as well as along the southern coast of Australia. The ship had served as a freighter, an army supply ship, a luxury charter ferry and a floating restaurant as well as a prawn boat at Lakes Entrance. It was also previously named the Sorrento by Port Phillip Ferries Pty Ltd of Melbourne and had at one time carried the name Tarkarri. The ferry was originally purchased by the Flagstaff Hill Museum in 1974 for converting into the historic and significant sailing ship the Speculant, but this didn’t eventuate due to the unavailability of funding. It was renovated it and renamed as the original Rowitta, to be used as an exhibit.The propeller represents a step in the evolution of ways that vessels were powered. It is also a record of the Rowitta, a large exhibit at Flagstaff Hill Maritime Village from the museum’s early beginnings until the vessel’s end of life 40 years later. The Rowitta represents the importance of coastal traders to transport, trade and communication along the coast of Victoria, between states, and in Australia before rail and motor vehicles. The vessel was an example of a ferry built in the early 20th century and serving many different purposes over its lifetime of over 100 years. Propeller, three metal blades that meet in a central boss fitting that has a pointed cap. The blades have rounded edges and tips. This is an original propeller from the 1909-1910 steam ferry, ROWITTA, built in Hobart, Tasmania.flagstaff hill, warrnambool, maritime village, maritime museum, liverpool, ss rowitta, navigation, marine technology, steam driven, propeller, hobart, tasmania, devonport, tasmanian-built, ferry, steam ferry, steamer, 1909, early 20th century, passenger vessel, tamar trading company, tamar river, launceston, george town, tarkarri, speculant, port phillip ferries pty ltd, melbourne, coastal trader, timber steamer, huon, karri, freighter, supply ship, charter ferry, floating restaurant, prawn boat, lakes entrance, sorrento

Context: A deadeye or bullseye is an item used in the standing and running of sail rigging in traditional sailing ships. It is a smallish round thick wooden disc (usually lignum vitae) with one or more holes through it, perpendicular to the plane of the disc. History of the Loch Ard: The Loch Ard got its name from ”Loch Ard” a loch which lies to the west of Aberfoyle, and the east of Loch Lomond. It means "high lake" in Scottish Gaelic. The vessel belonged to the famous Loch Line which sailed many vessels from England to Australia. The Loch Ard was built in Glasgow by Barclay, Curdle and Co. in 1873, the vessel was a three-masted square-rigged iron sailing ship that measured 79.87 meters in length, 11.58 m in width, and 7 m in depth with a gross tonnage of 1693 tons with a mainmast that measured a massive 45.7 m in height. Loch Ard made three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of 29-year-old Captain Gibbs, who was newly married. The ship was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were other items included that were intended for display in the Melbourne International Exhibition of 1880. The voyage to Port Phillip was long but uneventful. Then at 3 am on June 1, 1878, Captain Gibbs was expecting to see land. But the Loch Ard was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4 am the fog lifted and a lookout aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head-on into the wind, the ship lost momentum, the sails fell limp and Loch Ard's bow swung back towards land. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time the ship was among the breakers and the tall cliffs of Mutton Bird Island rose behind. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves subsequently broke over the ship and the top deck became loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of Loch Ard and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as recovered from the wreck of the Loch ArdGorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael a passenger had raced onto the deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke the open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a complete state of exhaustion, he told the men of the tragedy. Tom then returned to the gorge while the two men rode back to the station to get help. By the time they reached Loch Ard Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost her family in the tragedy. Ten days after the recovered from the wreck of the Loch Ardtragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of recovered from the wreck of the Loch Ard still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some items were washed up into recovered from the wreck of the Loch Ard Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced in March 1982. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton majolica peacock- one of only nine in the world. The peacock was destined for the Melbourne 1880 International Exhibition in. It had been well packed, which gave it adequate protection during the violent storm. Today the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artifact and is one of very few 'objects' on the Victorian State Heritage Register. The shipwreck of the Loch Ard is of significance for Victoria and is registered on the Victorian Heritage Register ( S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard and its collection is significant for being one of the largest accumulation of artefacts from this notable Victorian shipwreck. The collections object is to also give us a snapshot into history so we can interpret the story of this tragic event. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allows us to interpret Victoria's social and historical themes of the time. The collections historically significance is that it is associated unfortunately with the worst and best-known shipwreck in Victoria's history. Ship’s deadeye comprising a thick round wooden disc, pierced by 3 similarly sized and shaped holes from one flat side through to the other, in a triangle formation. It has been polished a rich dark colour and a crude mouth has been carved below the 'eyes' to create a curio effect. These alterations are most likely to have been made after the object was retrieved from the sea, (when it was used as a doorstop).Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, deadeye, loch ard, rigging

This brass bell bracket has been carefully shaped to fit around the shape of a bell. Its fitting allows it to swing freely. The bracket allows the bell to be fixed to a horizontal surface such as a s wooden frame, post or base. It may have been portable or fixed to a counter, desk or table. The bell may have been used to sound the time, to draw attention to an event such as a church surface, to signal a time to start or stop, or even as a percussion instrument.This metal bell bracket appears to be handmade and may have been used as a portable signal for a school or public meeting. It could have been used on a ship to signal the watch or the time.Bell bracket; the brass, bracket is bell-shaped with a removable hinged section across the top where the bell swung. The base is composed of a curved and shaped base stand. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, bell bracket, bell stand, bell frame, swinging bell, portable bell, bell ringing, signal

This example of a sailing ship’s ‘dead-eye’ is from the wreck of the LOCH ARD, which sank near Port Campbell in 1878. The vessel was an iron hulled clipper ship constructed for the Loch Line in 1873. It was part of a fleet of similar merchant ships owned by that company, which specialised in bringing passengers and goods from London via the Great Circle route to Melbourne, and returning to Britain via Cape Horn with the colony’s wool clip. Deadeyes were a common feature of sailing ship technology in the nineteenth century. They were a simple, cheap, and hard-wearing device that, in conjunction with another deadeye, provided an effective means of levering, or tightening, attached ropes and stays. Lower deadeyes were fixed to the sides of the ship by an encircling metal collar (inset in a flattish groove chiselled around the outer circumference of the disc), which was bolted to iron bars attached to the hull (called chain-plates). Upper deadeyes were looped by a strong hemp or wire rope (inset in a rounded groove carved around the outer circumference of the disc), which was joined to the bottom ends of the rigging which reached up to secure the masts into position (called shrouds or stays). Connecting a Lower deadeye to its corresponding Upper deadeye was a rope (called a lanyard) which looped up and down through the three “eyes” of each disc, to form a pulley system. The hitching of the two deadeyes with a looped lanyard provided the means of tightening, or loosening, the tension on the mast rigging ― essentially by pulling against the chain-plates bolted to the outside of the hull. It was a procedure that could be performed by sailors at sea and in emergencies. For example, after a gale the stays may have stretched and the masts worked loose, requiring retightening. Or, in the extreme circumstance of shipwreck, the lanyards might need to be released on the weather side, so that the masts fall away from the stricken vessel. The shipwreck of the LOCH ARD is of State significance. Victorian Heritage Register S417.A well-preserved ship’s deadeye with wire loop rope still attached. The original tar coating for water-proofing still remains, colouring the entire artefact black. It is wrapped in hessian cloth and hemp cord and is currently in storage under secure and stable conditions. This deadeye was recovered from the wreck of the LOCH ARD. The artefact is a typical deadeye, comprising a thick round wooden disc, pierced by 3 similarly sized and shaped holes from one flat side through to the other, in a triangle formation. The survival of the wire cable loop-rope suggests it was an Upper Deadeye, connected to the shrouds (mast rigging). Previous number PWO 2388.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, deadeye, loch ard, rigging

When the Schomberg was launched in 1855, she was considered the "Noblest” ship that ever floated on the water. Schomberg's owners, the Black Ball Line had commissioned the ship for their fleet of passenger liners. She was built by Alexander Hall of Aberdeen for £43,103 and constructed with 3 skins. One planked fore and aft and two diagonally planked, fastened together with screw-threaded trunnels (wooden rails). Her First Class accommodation was simply luxurious with velvet pile carpets, large mirrors, rosewood, birds-eye maple and mahogany timbers throughout, soft furnishings of satin damask, and oak-lined library with a piano. Overall she had accommodation for 1000 passengers. At the launch, the Schomberg's 34-year-old master, Captain 'Bully' Forbes, had promised to reach Melbourne in sixty days stating, "with or without the help of God." Captain James Nicol Forbes was born in Aberdeen in 1821 and rose to fame with his record-breaking voyages on the famous Black Ball Line ships; Marco Polo and Lightning. In 1852 in the Marco Polo, he made the record passage from London to Melbourne in 68 days. Unfortunately, there were 53 deaths on the voyage, but the great news was off the record passage by Captain Forbes. In 1854 he took the clipper “Lighting” to Melbourne in 76 days and back in 63 days, this record was never beaten by a sailing ship. He often drove his crew and ship to breaking point to beat his previous records. He cared little for the comfort of the passengers. On this, the Schomberg's maiden voyage, he was determined to break existing records. Schomberg departed Liverpool on her maiden voyage on 6th October 1855 flying a sign that read "Sixty Days to Melbourne". She departed with 430 passengers and 3000 tons cargo including iron rails and equipment intended to build the Melbourne to Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. She also carried a cow for fresh milk, pens for fowls and pigs, 90,000 gallons of water for washing and drinking. She also carried 17,000 letters and 31,800 newspapers. The ship and cargo were insured for $300,000 a fortune for the time. The winds were poor as she sailed across the equator, slowing Schomberg's journey considerably. The land was first sighted on Christmas Day, at Cape Bridgewater near Portland, Captain Forbes followed the coastline towards Melbourne. Forbes was said to be playing cards when called by the third mate Henry Keen, who reported land about 3 miles off. Due in large part to the captain's regarding a card game as more important than his ship, it eventually ran aground on a sand spit near Curdie's Inlet (about 56 km west of Cape Otway) on 26th December 1855, 78 days after leaving Liverpool. The sand spit and the currents were not marked on Forbes's map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted the SS Queen at dawn and signalled the steamer. The master of the Queen approached the stranded vessel and all of Schomberg’s passengers and crew disembarked safely. The Black Ball Line's Melbourne agent sent a steamer to retrieve the passengers' baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Later one plunderer found a case of Wellington boots, but alas, all were for the left foot. Local merchants Manifold & Bostock bought the wreck and cargo but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. In 1864 after two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1870, nearly 15 years after the wreck parts of the Schomberg had washed ashore on the south island of New Zealand. The wreck now lies in 825 metres of water and although the woodwork is mostly disintegrated the shape of the ship can still be determined due to the remaining railway irons, girders and the ship’s frame. A variety of goods and materials can be seen scattered about nearby. There have been many other artefacts salvaged from the wreck include ship fittings and equipment, personal effects, a lithograph, tickets and photographs from the Schomberg. This ceramic container was retrieved from the shipwreck site during early salvage efforts on the vessel. And was donated to the Flagstaff Hill collection of Schomberg shipwreck artefacts.The ceramic container is particularly significant in that along with other items from the wreck have helped in part to having legislation changed to protect shipwrecks, with far tighter controls being employed to oversee the salvaging of wreck sites. This item forms part of the Schomberg collection at Flagstaff Hill maritime museum. The collection as a whole is of historical and archaeological significance at a State level. Flagstaff Hill’s collection of artefacts from the Schomberg is also significant for its association with the Victorian Heritage Registered Schomberg shipwreck (VHR S 612). The collection is of additional significance because of the relationship between the objects salvaged, as together they help us to interpret the story of the Schomberg. The collection as a whole is historically significant for representing aspects of Victoria's maritime history and its potential to interpret social and historical themes from society at the time of the wreck.Stoneware Container with lid, white in colour,Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, container, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen

This coloured photograph of the ketch Reginald M was taken when she was docked at Port Adelaide. The side of the vessel shows the letters "REGINALD M / H.M.C. No. 2 Pt ADEL" - (abbreviation H.M.C. meaning His/Her Majesty's Customs. HISTORY The Reginald M, a two-masted coastal ketch, was owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia to serve the coastal ports of South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. Its purpose was to carry cargo cheaply and efficiently, and tradition has it that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. The Reginald M had a very shallow draft and a flat bottom that enabled it to sit high and dry at low tide. The flat bottom was also to make the ship able to skim over reefs. Wagons were able to load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. In 1931 she weathered a large storm in St Vincents Gulf, SA. Her crew at the time were Owner Mr John H Murch, Wells St, Largs Bay, Skipper, John’s brother Mr R Murch, Murray, son of Mr R Murch and Seaman John Smith Reg Webb purchased Carribie Station, at Marion in the Warooka District, south of Adelaide, in 1921. He cleared the land and farmed sheep and grain. In 1923 he shipped his own wool and grain from Marion Bay, having first carted 300 bags of the barley grain, 12 bags at a time, along the unmade track to the jetty. A photograph dating about 1929 -1942 shows 2 men on the Reginald M, having just landed their fishing catch of a hammer shark. The photograph is stamped “GRENFELL STUDIO PORT LINCLON PRINT” and titled “hammer shark caught on Reginall Emm”. Reg Webb knew the Murch Brothers from Port Adelaide. The brothers had been using their ketch REGINALD M to ship Guano from the Islands, led by Captain Richard Murch. Reg approached them in 1934 about shipping grain from Marion Bay. The brothers visited the bay and thought it was an ideal place. They showed Reg where to stack his grain and they measured up the cliffs. When Reg was ready, they brought down and installed a ninety foot wooden chute. The bags of grain were then individually sent down the chute, landing in a waiting small boat then rowed to REGINALD M, 14 bags at a time. After 10 hours REGINALD M would be fully loaded with 1300 bags of grain and shipped to waiting ports. At one time a wild storm destroyed the chute but it was rebuilt and strengthened. REGINALD M was involved in shipping the grain from there until 1938. In 1940 Able Seaman Allan H Lucas served on Reginald M between September and December, being engaged and discharged from Port of Adelaide. His Certificate of Discharge was signed by ship’s Master W S Murch. It seems that at some stage Reginald M was used as a Customs vessel because a photograph in Flagstaff Hill’s collection shows the text “H.M.C. No. 3, Pt Adelaide” on the bow, the abbreviations standing for “His/Her Majesty’s Customs”. In 1969 the last freight left Marion Bay on the ketch REGINALD M carrying grain, wool and explosives. In late 1970 she was sold to the Mt. Lyell Copper Company, based in Queenstown, Tasmania, to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit and renamed her T.S. Macquarie. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her, paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. In 1975 Reginald M was sold to Melbourne Ferry Company at auction. In 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000. She has been restored and is now one of the exhibits, tied up at the dock. Flagstaff Hill Maritime Village’s Collection holds several other artefacts associated with Reginald M. They include - Photographs of the Reginald M, including one photograph of her in Outer Harbour, S.A. dated 1947, with Skipper- R.F. Dale and Owner- John Murch. Another shows her docked at Port Adelaide, with the lettering H.M.C. No. 3 Pt ADEL (standing for His/Her Majesty’s Customs). There is a black and white photo of her at a wharf and another showing a person on board. - a lifebuoy, with Pt Adelaide on it. - a bullet found in pieces of timber when Reginald M was restored in 1979 (References: Flagstaff Hill Fact Sheet “Reginald M”, the book “The Reg Webb Story” compiled by the Warooka & District Museum. Reg Webb’s daughter Lily Ramsay (nee Webb) and her husband Howard, Lizzie Rennie (daughter of owner Andrew Rennie), brochure “Discover the Yorke Peninsula South Australia”, Ketch in Peril; Adelaide Chronicle 9 April 1931, K Gordon & Mary Filmer of Warooka; South Australian Maritime Museum) Thiis photograph is significant because of its connection to the history of the vessel REGINALD M is a coastal trading ketch from South Australia built in 1922. It is one of very few sailing coastal trading vessels still extant, and its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. She is now listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Photograph of Reginald M at Port Adelaide. The side of the vessel shows the letters "REGINALD M / H.M.C. No. 2 Pt ADEL" - (abbreviation H.M.C. meaning His/Her Majesty's Customs. Painted on the side of the vessel "REGINALD M / H.M.C. No. 2 Pt ADEL" - flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, reginald m, coastal trading ketch, trading vessel, john murch ship builder, port adelaide vessel reginald m, andrew rennie, macquarie training vessel, mt lyell copper company, queenstown navy league, ch murch, reg webb, carribie station, melbourne ferry company, grenfell studio port lincoln, vessel reginald m

A “Bill of Fare” is a menu or list of food offered for a meal. This Bill of Fare from the sailing ship Schomberg is handwritten in pen in hard-to-read script on the printed pages specifically for the Schomberg ship, of the Black Ball Line of Australian Packets. (‘Packets’ were vessels that had a regular trade run of cargo, passengers and mail; the sailing ship Schomberg was designed for long voyages between England and Australia.) These menus posed a puzzle as they have the handwritten dates of, May 10 and 12, 1856, by which time the Schomberg had sunk (she sunk on December 26, 1855). The donor of these pages of Bill of Fare is a stamp collector from Melbourne. He came across the menus in a package that he bought in 1980 at a stamp auction in Tasmania. He decided to give the menus to Flagstaff Hill this year during his annual family holiday in Warrnambool. A 1981 newspaper article about this donation included an interview with Flagstaff Hill’s curator Mr Peter Ronald, who said that the stationery of these menus is genuine. He went on to say that there would have been much stationery printed for use on the Schomberg although she sank on her maiden voyage. These menus could have been written at a dated late because the surplus Schomberg stationery could have been used for menus on other ships. We will probably never be sure of the answer but none-the-less the pages are still connected to the Schomberg. Below is what we believe the menu consists of although some of the writing is indecipherable - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - (first menu) Roast Mutton Boiled Mutton? Ox Tail Mulligatawny? Or possibly Ox Tail Vegetables? Mutton Pies? ------------------------------- Vegetables Potatoes ---------------------------------- Dessert Fruit Puddings? Saturday May 10, 1856 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - AND - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - (second menu) Boiled Mutton Roast Mutton? Roast Geese? Ox Tail?? Calves Head Broth? ------------------------------- Vegetables Potatoes ------------------------------- Dessert Tarts? Rice Pudding? ?...Maids?? Monday May 12, 1856 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Background of “SCHOMBERG” When SCHOMBERG was launched in July, 1855, she was considered the “Noblest ship that ever floated on water.” SCHOMBERG’s owners, the Black Ball Line (one of three companies by that name), commissioned the ship for their fleet of passenger liners. She was built by Alexander Hall of Aberdeen, UK at a cost of £43,103. She was constructed with 3 skins: one planked fore and aft, and two diagonally planked, fastened together with screw threaded trunnels (wooden rails). Her first class accommodation was luxurious: velvet pile carpets; large mirrors; rosewood; birds-eye maple; mahogany; soft furnishings of gold satin damask; an oak-lined library; and a piano. Overall she had accommodation for 1000 passengers. SCHOMBERG’s 34 year old master, Captain James ‘Bully’ Forbes, had promised Melbourne in 60 days at the launch, "with or without the help of God." James Nicol Forbes was born in Aberdeen in 1821 and rose to fame with his record-breaking voyages on the famous Black Ball Line ships MARCO POLO and LIGHTNING. In 1852 in the MARCO POLO he made the record passage from London to Melbourne in 68 days. There were 53 deaths on the voyage but the great news was of the record passage by the master. In 1954 Captain Forbes took the clipper LIGHTNING to Melbourne in 76 days and back in 63 days, this was never beaten by a sailing ship. He often drove his crew and ship to breaking point to beat his own records. He cared little for the comfort of the passengers. On this, the SCHOMBERG’s maiden voyage, he was going to break records. SCHOMBERG departed Liverpool on her maiden voyage on 6 October 1855 flying the sign “Sixty Days to Melbourne”. She departed with 430 passengers and 3000 tons cargo including iron rails and equipment intended to build the Melbourne to Geelong Railway as well as a bridge over the Yarra from Melbourne to Hawthorn. She also carried a cow for fresh milk, pens for fowls and pigs, and 90,000 gallons of water for washing and drinking. SCHOMBERG also carried 17,000 letters and 31,800 newspapers. The ship and cargo was insured for $300,000, a fortune for the time. The winds were poor as she sailed across the equator, slowing SCHOMBERG’s journey considerably. Land was first sighted on Christmas Day, at Cape Bridgewater near Portland, and Captain Forbes followed the coastline towards Melbourne. Forbes was said to be playing cards when called by the Third Mate Henry Keen, who reported land about 3 miles off. Due in large part to Forbes regarding a card game as more important than his ship, SCHOMBERG eventually ran aground on a sand spit near Curdie's Inlet (about 56 km west of Cape Otway) on 26 December 1855, 78 days after leaving Liverpool. The sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to SCHOMBERG and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted the steamer SS QUEEN at dawn and signalled it. The master of the SS QUEEN approached the stranded vessel and all of SCHOMBERG’s passengers and crew were able to disembark safely. The SCHOMBERG was lost and with her, Forbes’ reputation. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the SCHOMBERG. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Later one plunderer found a case of Wellington boots, but alas, all were for the left foot! Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. In 1864 salvage efforts were abandoned after two men drowned when they tried to reach SCHOMBERG. Parts of the SCHOMBERG were washed ashore on the south island of New Zealand in 1870, nearly 15 years after the wreck. The wreck of the SCHOMBERG lies in 825 metres of water. Although the woodwork is mostly disintegrated, the shape of the ship can still be seen due to the remaining railway irons, girders and the ship’s frame. A variety of goods and materials can be seen surrounding the wreck, by divers. Flagstaff Hill holds many items salvaged from the SCHOMBERG including a ciborium (in which a diamond ring was concealed in concretion), communion set, ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the SCHOMBERG. These Bills of Fare are significant due to their connection to Flagstaff Hill’s collection of artefacts from the Schomberg, which is significant for its association with the Victorian Heritage Registered shipwreck S612. The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. The Schomberg collection is archaeologically significant as the remains of an international passenger ship. The shipwreck collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day. The Schomberg collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history. Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. Menu, or Bill of Fare, on cream coloured stationery from the sailing vessel “Schomberg”. Two rectangular pieces of paper, each bears the printed words “Black Ball Line of Australian Packets, Bill of Fare, Ship, Schomberg”, a printed symbol of the Black Ball line (a black ball on a red flag) and a decorative border. Both pages are handwritten, in similar but different sized writing, with a Bill of Fare and a date, Page (1) dated May 10th 1856 and (2) dated May 12th ’56, (Both dates are AFTER the Schomberg sank in December 26th 1855.) Both pages have three fold lines spaced across their width. To be used for the return voyage.Printed on the pages ““BLACK BALL LINE OF AUSTRALIAN PACKETS.” “Bill of Fare, / SHIP / “SCHOMBERG”.” Handwritten list of food, and on one page “Saturday May 10 1856” and on the other page “Monday May 12” warrnambool, peterborough, shipwrecked coast, shipwreck coast, flagstaff hill maritime museum, flagstaff hill maritime village, maritime museum, great ocean road, flagstaff hill, sailing ship schomberg, shipwreck schomberg, black ball line of australian packets, bill of fare schomberg, menu schomberg 1856, food mid-1800’s, food on ships mid-1800’s, menu, may 10, 1856, may 12, 1856