Water is key to a thriving community and it is through the representation of water Flow enlivens the space at Bakery Hill. Historically ‘water races’ ran through the valleys of the Greater Ballarat area unearthing the minerals that forged prosperity and wealth. This water still flows today unearthing new possibilities for the community. Possibilities focusing on sustainability, ecology, health and prosperity. Flowing over the site a series of kinetic turbines flutter in the wind creating a contemporary water race. The interactive elements offer visual stimulation enticing people to connect with the artwork and in turn the surrounding spaces. Bakery Hill has great historical significance. It’s connection to the Eureka Stockade and the series of events that were to unfold during the 1850’s was to become the turning point in Australian political history. The placement of each turbine is to mirror a point of history in the timeline of events that occurred during the Eureka Stockade. The Water Race is a symbol of possibilities, the ones created by history and those of modern society. It is a visual timeline that can be read by traversing the site. The connecting turbines that flow and turn in sync are a representation of time passing and the interconnectedness of history with the community that surrounds it. The gateway to Bridge Mall is framed through the placement of each turbine allowing the sense of prosperity and wealth to flow through to the surrounding community. This gateway also references the significance of Bakery Hill reinvigorating the historical site by reconnecting it back to its town centre. The artwork is of aesthetic and historical significance to the people of BallaratTwelve steel turbines set on poles with dates attached and a large bronze 'timeline' plaqueFLOW/ Plotting the motion of Wind, Water, History and Time/ by Holly Grace and Aaron Robinson/ This site has great historical significance. It’s connection to the Eureka Stockade and the series of events that unfolded in the 1850’s was to become the turning point in Australian history. The placement of each turbine within this artwork mirrors a point of history in the events that led up to the Eureka Stockade. It is a visual timeline that can be read by traversing the site. The connecting turbines that flow and turn in sync are a representation of time passing. They are a symbol of the community’s connection to their history. 1851 June James Esmond makes the first discovery of gold in Victoria at Clunes./ 1st July The Port Phillip District separates from New South Wales and becomes the Colony of Victoria. It is still subject to British rule./ August Gold is discovered at Buninyong and at Golden Point, Ballarat. Lt-Governor La Trobe introduces the Gold Licence system in an attempt to reduce the colony’s debt./ 20th September First gold licences issued in Ballarat. / 1852 August/ Eureka Lead discovered on the Ballarat goldfields. December Charles La Trobe resigns as Lt-Governor but he is not relieved until 1854/ July – December/ Unrest builds on the various goldfields with protest meetings held in Bendigo and Castlemaine. Bendigo’s Red Ribbon Movement is active on the goldfields and the Bendigo Petition is presented to Lt-Governor./ December/ Charles Hotham is appointed Lt-Governor/ 1854 March/ A bill to extend the Elective Franchise is passed by the Legislative Council and sent to London for the assent of the British Parliament. 22nd June/ Lt-Governor Sir Charles Hotham arrives in Victoria. The colony faces mounting debt and Hotham orders weekly licence hunts in an attempt to increase income./ August/ Hotham is acclaimed during his visit to the Ballarat goldfield./ 13th September? Hotham orders twice-weekly licence hunts to further increase revenue./ September – October/ Miners are experiencing problems – no shafts bottomed on the Eureka Lead for five weeks./ 7th October/ James Scobie is murdered outside the Eureka Hotel. Many diggers believe that publican James Bentley is responsible./ 9th October/ At Scobie’s inquest, Bentley is acquitted, despite strong evidence of his guilt./ 10th October/ Father Smythe’s servant is beaten up by authorities and falsely arrested for not holding a licence./ 15th October/ Mass meeting of miners on Bakery Hill. Catholic miners meet after Mass. // 17th October/ A meeting of up to 10,000 Diggers is held near the Eureka Hotel to protest against Bentley’s acquittal. The meeting results in the burning of the hotel. Three diggers, Westerby, Fletcher and McIntyre, are arrested. Hotham dispatches 400 soldiers to Ballarat. 22nd October/ Another large meeting is held to address grievances. The Catholics send their leaders, Hayes, Kennedy and Manning to meet Rede. The Government Camp is under siege 11th November/ A public meeting on Bakery Hill results in the formal establishment of the Ballarat Reform League and adoption of the League’s proposals./ 21st November/ The enquiry into the Bentley affair is published. It recommends the dismissal of the judge and the establishment of a Royal Commission. 23rd November/ Westerby, Fletcher and McIntyre are convicted of burning the hotel. The Ballarat Reform League demands their release. 27th November/ A deputation from The Ballarat Reform League, including Humffray, Black and Kennedy, meet with Hotham to demand the release of the three prisoners. Hotham does not believe the diggers have the right to “demand anything”, Rede requests reinforcements in Ballarat. 28th November/ Miners attack the troop reinforcements and wagons passing near the Eureka diggings. A drummer boy is seriously wounded. 29th November/ A “Monster Meeting” attended by more than 10,000 diggers is held on Bakery Hill. The Southern Cross flag is flown for the first time. Peter Lalor addresses the miners and a number of diggers burn their licences. 30th November/ A licence hunt occurs in the morning at the order of Commissioner Rede. Another meeting of radical miners is held on Bakery Hill. Peter Lalor becomes leader of the diggers and calls for volunteers. Many diggers wear an oath to defend their rights and liberties under the Southern Cross flag. A number of diggers move to the Eureka Lead and start to erect a stockade. 3rd December In the early hours of Sunday morning 296 soldiers and police led by Captain Thomas proceed from the Government Camp to the Eureka Lead and attack the Stockade. 22 diggers and 7 military are officially listed as being killed. Many others are wounded. Approximately 120 diggers are arrested and marched to the Government Camp. 4th December/ Funeral of some of the fallen diggers and soldiers. Martial Law is proclaimed in Ballarat. Henry Seekamp, editor of the Ballarat Times is charged with seditious libel. 6th December/ Major General Sir Robert Nickle, commander-in-chief of the military forces in the Australian colonies, arrives in Ballarat. 9th December/ General Nickle repeals martial law. 14th December/ The Gold Fields Commission sits for the first time. 18th December/ The first Ballarat sitting of the Gold Fields Commission is held at Bath’s Hotel. 1855 23rd January/ Henry Seekamp is found guilt of sedition and sentenced to three months in prison. 22nd February/ The Eureka trials starts in Melbourne. February to March/ 13 prisoners are tried and acquitted amid great public rejoicing. 27th March Report of the Royal Commission recommends miners’ rights and significant reforms. 10th November/ Peter Lalor and John Basson Humffray are nominated for seats in the legislative Council. 31st December Sir Charles Hotham dies before his resignation takes effect. flow, aaron robinson, holly grace, public art, eureka stockade, bakery hill

Deep Lead Church (Methodist) A set of six photos taken between 1927 and 1930. The site where this weather board church was situated is directly opposite the brick Deep Lead school on the Western Highway. The sugar gums still remain. At previous times other denominations used the building. 113 Methodist Weatherboard church, Deep Lead with people in the doorway. Out the front is a car parked in front of a picket fence. Printed on back of photo "These photographs were taken between 1927 & 1930. At this time Methodist Church services were conducted there; Sunday school was also held there until about 1936. The church building was sold to the Anderson Family of Dadswell's Bridge and rebuilt into a private home". 113.01 Group of children. Back row Amy Rogers (Cray), Laura Rogers (Raeburn), Annie Rogers (Richards). Middle row Thelma Cray, Sylvia Cray (North), Alf Cray, Jack or George Cray, Charlie Bennett. Front row Pat Bennett (Peacock), Kit Wilson (Richards), Laurie Bennett, Lesley Bennett, Ken Bennett, Neil Bennett. 113.02 Deep Lead Service March 1930. Included in the photo are the following, Kit Wilson (Richards), Ruth Allen, Madge Hutley, Nell Lemin. 113.03 Congregation outside church with picket fence on the left. 113.04 Rev. F.C. Bremer Methodist Minister pictured with car. 113.05 last Methodist Service Deep Lead March 1930. Set of six black & white photographs. 113- Wooden church with people in the doorway & car in front of the picket fence. 113.01 group of children trees in the background. 113.02 group of 4 women standing at side of church. 113.03 group of people standing out the front of the church. 113.04 Minister in dust coat standing by car. 113.05 group of people stand in front of church.

The town borrows its name from the Koroitch Gundidj people who occupied the area prior to European settlement. (https://en.wikipedia.org/wiki/Koroit, accessed 21 December 2016) Koroit was first surveyed as a township in 1847. Around the 1850 the district had the highest population of Irish immigrants in rural Australia. The Koroit Post Office was designed by architect and engineer John Mason of Port Fairy. (Moyne Shire Heritage Study 2006 Stage 2, Volume 2: Environmental History, Prepared for Moyne Shire Council Helen Doyle in association with Context Pty Ltd, 2006.) Rosebrook Bridge, Rosebrook (1853; replaced) Post Office buildings, Bank Street, Port Fairy (c.1857) The author Henry Handel Richardson lived in the Koroit Post Office as a child after her family moved to Koroit in 1878. Remembering Koroit from her youth, the third volume in her The Fortunes of Richard Mahony trilogy is set in the town. When the author was six, her father Walter died in Koroit on 1 August 1879 and was buried at the Koroit cemetery. (https://en.wikipedia.org/wiki/Koroit, accessed 21 December 2016) In 1878 Mary Richardson was appointed postmistress of the Koroit Post Office at a salary of 72 pounds with free quarters, firewood and kerosene. She lived at the back of the Post Office. (From a Green and Pleasant Land by H. McCorkell and P. Yule.) Photographs showing the bluestone Koroit Post Office, phone box and postbox. It is located at 99 Commercial Road, Koroit. "Historic Area Statement of Significance: The significance of Koroit derives from its role as the urban centre of one of the most concentrated Irish Roman Catholic rural districts in Australia, noted for its mixed livestock and cropping argicultural patterns. This is reflected in two separate and distinctive areas in the town - the administrative/commercial area and the church precinct. The administrative and commercial area (focussing on the Boundary-Commercial Road/High Street intersection and the Koroit Hotel) consists of a number of significant public buildings and leads to a street of relatively intact humble shopfronts and kerbline verandahs, visually punctuated by opposing bank facades. The church precinct is dominated by a group of Catholic buildings larger in scale and more complete in range than those in any comparably sized Victorian town." http://vhd.heritagecouncil.vic.gov.au/places/69338#sthash.ELLuSMvg.dpuf, accessed 21 December 2016."koroit, post office, phone box, payphone, bluestone, henry handel richardson, koroit post office

Col. Harley Tarrant was an astute businessman and a part-time soldier. He was born at Clunes in 1860 and as a young man worked with an engineering firm in Sydney. He later joined the Board of Works in Melbourne. and later entered the early car manufacturing and retailing trade. In 1905 Harley Tarrant built the first car to be built and sold in Australia. For a time he was a surveyor and worked in Surrey Hills but motoring became his prime interest. In the early 1890s he set up a workshop in what was then Post Office Place, Melbourne. He built stationary engines which ran on kerosene and in the first years of the twentieth century, with partner W Howard Lewis, built the first petrol driven car in Australia. This photo is of his sixth car and was taken after the finish of the 1st Sydney to Melbourne Dunlop Reliability Trial, which Tarrant won. Harley Tarrant produced cars between 1901 and 1907 at the Tarrant Motor and Engineering Company in Queen's Bridge Street, South Melbourne. The first car had a rear-mounted two-horse power Benz engine. Two-cylinder models were later produced followed by 4-cylinder models. The only Tarrant car in existence in 1984 was owned by Harley Tarrant's grandsons, Kenneth and Peter Holmes of Melbourne. The 1906 Tarrant car featured on an Australia Post stamp in 1984. It was one of a series of 5 stamps featuring Australian veteran and vintage cars.Black and white photo of a car without a hood in the driver's seat of which is a man with cap, driving dust coat and goggles, identified as Harley Tarrant. Beside him is a young girl in a large frilly; she is identified as Doreen Tarrant, his daughter. Another man with cap and goggles is talking to him and a gentleman in a bowler hat looks on. There is a women and 2 children in the background in front of a large brick wall decorated in two coloured bricks. cars, inventions, dunlop reliability trial, tarrant motor and engineering company, mr harley tarrant, miss doreen tarrant, mrs doreen holmes, col harley tarrant

Gwyn HANSSEN PIGGOT (1935-11.07.2013) Born Ballarat Gwyn Hanssen Piggot completed a Bachelor of Fine Arts at Melbourne University in 1954. She spent three years apprenticed to Ivan McMeekin at Sturt Pottery, Mittagong, New South Wales. Between 1958 and 1965 Gwyn Hanssen Piggot worked at various potteries in the United Kingdom, including Winchcombe Pottery in Gloucestershire, Leach Pottery at St Ives, and Wenford Bridge Pottery and Aldermaston Pottery in Berkshire. In 1960 she established her own studio in London. The essence of her work is purity, simplicity and form. She worked with porcelain for strength and for its translucent nature, and fired with wood to add a dine ash bloom to glazes. In 1992 Gwyn Hanssen-Piggott visited the Ballarat School of Mines Ceramics students, under the direction if lecturers Neville French and Prue Venables In 1994 she was artist in residence at the Ballarat School of Mines for six months. Gwyn Hanson Piggott received the Order of Australia Medal in 2002. Born Gwynion Lawrie John at Ballarat on 01 January 1935, Gwyn Hanssen Pigott died in London on 11 July 2018 London where she was for a solo exhibition of her new work. This item was purchased by the Ballarat University College Acquisition Committee. It is part of the Federation University Art Collection. The Art Collection features over 2000 works and was listed as a 'Ballarat Treasure' in 2007. A bowl by internationally renowned ceramicist Gwyn Hanssen-Piggott. Photograph: HStudioart, artwork, ceramics, bowl, ballarat, gwynn hanssen piggot

Photo of a horse tram at the Kew Cemetery terminus with a uniformed MTOC. employee, two horses and the Cemetery buildings in the background. Has Victoria Bridge & Cemetery written on the side of the tram. 2nd copy added with different crop. Photo from the Collection of the Department of Infrastructure now with the Public Records Office - image number H1. Note: this photo is now out of copyright and was not an original VR photograph, but one copied from another source and collected as their Heritage series. From an email from Rod Atkins 29/7/2019: This Stevenson six widow saloon horse tram No 46 is fairly standard. The horse cars did not have wheel skirts like the cable trams 6 and 8 window cars. Sitting at the terminus in High Street at Parkhill Road at the gates of the Boroondara General Cemetery ready for its return trip to Richmond. The tram is being run one man. Note the location of gates, pay as you enter the front step. The driver has a conductors bag around his neck and waist. No conductor present in the photo. His uniform is classic Company issue. He is wearing a Tunic and vest! And early issue cap with a white band. Date: around circa 1900 as the clock tower, brick wall and cast iron fence are all in place and the car number is faded out. I have seen a photo of a tram there with no clock tower from around the opening of the line. Yields information about the Kew Horse tram and its tramcars.Black and white photograph with source notes on rear.Has part of the Department of Infrastructure copy right stamp on rear and number in ink on rear and "1-5"trams, tramways, horse trams, kew, mto co, cemetery, uniforms

This wooden sword is said to “possibly be the only remaining part of the figurehead from the sailing ship Eric the Red.” It was previously part of the collection of the old Warrnambool Museum and the entry in its inventory says “Wooden sword, portion of the figurehead, held by “Eric the Red” at the bow.” A large part of the ship’s hull was found on the rocks and a figurehead may have been attached or washed up on the shore. The shipping records for E. & A. Sewall, the builders, owners and managers of Eric the Red, are now preserved in the Maine Maritime Museum. There is no photograph on record of Eric the Red but photographs of other ships built around that time by the same company show that these did not have figureheads, and there is no record found of a figurehead for Eric the Red being ordered or paid for. Further research is being carried out. The ship building company E. & A. Sewall, from Bath, Maine, USA, built Eric the Red, a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, and was the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows that Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) - about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. On 4th September 1880 the ship had been sailing for an uneventful 85 days and the voyage was almost at its end. Eric the Red approached Cape Otway in a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats, the mizzenmast fell, with all of its rigging, then the mainmast fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Cries were heard coming from out of the darkness. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts and bravery, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and a medal for bravery. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse. (Victorian Heritage Database Registration Number S239, Official Number 8745 USA)This carved wooden sword, recovered from the Eric the Red, is possibly the only portion of the figurehead recovered after the wreck. There are spirals carved from the base of the handle to the top of the sword. The hilt of the sword is a lion’s head holding its tail in its mouth, the tail forming the handle. The blade of the sword has engraved patterns on it. Tiny particles of gold leaf and dark blue paint fragments can be seen between the carving marks. There are remnants of yellowish-orange and crimson paint on the handle. At some time after the sword was salvaged the name of the ship was hand painted on the blade in black paint. The tip of the sword has broken or split and the remaining part is charcoal in appearance. On both the tip and the base of the handle are parts made where the sword could have been joined onto the figurehead There is a white coating over some areas of the sword, similar to white lead putty used in traditional shipbuilding. The words “ERIC the RED” have been hand painted on the blade of the sword in black paint sometime after it was salvaged.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, sword, wooden sword, eric the red, carved sword, figurehead, snake head on sword

This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Triangular shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Oblong shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

This photograph was taken in the 1960s at Lake Sambell and is a view across the lake from the east side, the photo was taken during a period of improvements to the lake and surrounding area. Lake Sambell is an artificial lake that was created on the site of the old Rocky Mountain Mining Company workings and was officially opened by Minister for Lands, Mr Baily, on October 5, 1928. The disused and unattractive remains of the mine were converted into a recreational area intended for swimming, boating, and fishing. The lake is named after Mr L.H. Sambell, shire engineer and secretary of the Forward Beechworth Committee, who advocated for the enhancement of Beechworth into a tourist destination and was central to the planning and establishment of the lake. Funding for the project was raised through both competition funds and donations. Since the construction in 1928 several engineering issues have arisen. In 1939 the water levels were low, and the lake was considered both an eyesore and ‘mudhole’, Beechworth Shire Council sort funding to raise the height of the lake six feet to improve the quality of water. Throughout the 1940s the Beechworth Swimming Club sort to address the structural engineering issues and improve swimming facilities at the lake. R.E. Carter, similar to L.H. Sambell, was a shire engineer who advocated the importance of positioning Beechworth as a tourist destination. Carter held the position of shire engineer from 1954-63 and organised many improvements to the Lake Sambell area including the caravan park in 1959, the lake swimming pool in 1961, water skiing and boating facilities, and increased the lake surface area in 1964. These improvements to the lake also reflect an increase in leisure time and access to travel during a period of post-war prosperity in Australia during the 1950s and 60s. This photograph is of historical significance as it documents Lake Sambell in the 1960s after a series of enhancements to the lake area to improve its appearance and usability for both the people of Beechworth and tourists. It is also of social significance in providing an insight into the increase in leisure time and access to travel during a period of post-war prosperity. Black and white rectangle photograph printed on photographic paper and unmounted.Reverse: 3534 C798lake sambell, l.h. sambell, r.e. carter, rocky mountain mining company, forward beechworth committee, beechworth swimming club, wallace park lake sambell development scheme, lake sambell caravan park, beechworth 1960s, lake sambell swimming pool, lake sambell boating, lake sambell fishing, swimming, boating, water skiing, fishing, post-war prosperity, minister of lands, artificial lake, open cut sluice mine, lake

This photograph was taken in the 1960s at Lake Sambell Caravan Park and visible in the photograph are individual caravan sites with electricity outlets, a large single-story building with a caravan park banner, dirt roads, a freestanding message board, and a parked car. Lake Sambell Caravan Park opened in 1959 owing to the work of R.E. Carter, Beechworth Shire engineer from 1954-63. Carter advocated for improvements to the lake and surrounding area in order to encourage tourism in Beechworth. The opening of the caravan park was part of many improvements to Lake Sambell made in this period by Carter including: the swimming pool in 1961, water skiing and boating facilities, and increased lake surface in 1964. These improvements were financed mainly by grants from the Tourist Development Authority. The popularity of caravanning in Australia exploded during this post-war period of the late 1950s and 1960s. This popularity was driven by multiple factors, including: the stopping of fuel rations, the accessibility of car ownership through the manufacturing of affordable cars, technological developments in caravan design, and the increase in prosperity and leisure time for many Australians. Facilities such as electrical outlets to power caravans are present in this photograph of Lake Sambell Caravan Park. Lake Sambell is an artificial lake that was developed on the previous site of the Rocky Mountain Mining Company workings and was officially opened by Minister for Lands, Mr Baily, on October 5, 1928. The disused and unattractive remains of the mine were converted into a recreational area intended for swimming, boating, and fishing. The lake is named after Mr L.H. Sambell, shire engineer and secretary of the Forward Beechworth Committee, who advocated for the enhancement of Beechworth into a tourist destination and was central to the planning and establishment of the lake. This photograph is of historical and social significance in providing insight into caravanning during the 1960s in Australia. Caravanning was extremely popular during the 1960s in Australia due to multiple social and economic factors including the stopping of fuel rations, the accessibility of car ownership through the manufacturing of affordable cars, technological developments in caravan design, and the increase in prosperity and leisure time for many Australians.Black and white rectangle photograph printed on photographic paper and unmounted.Reverse: 3536/ [logo back printing: KODAK/ VELOX/ PAPER] / C798 lake sambell caravan park, lake sambell, caravanning 1960s, caravan park, rocky mountain mining company, kodak velox paper, r.e. carter, l.h. sambell, caravan electricity outlets, tourist development authority, post-war prosperity, forward beechworth committee, lake sambell boating, lake sambell swimming pool, lake sambell fishing, artificial lake, travel 1960s, recreation 1960s

This photograph was taken in the 1960s at Lake Sambell Caravan Park, visible in the photograph are individual caravan sites with electricity outlets, a large single-story building, a parked car, and two caravans partially obstructed by trees. Lake Sambell Caravan Park opened in 1959 owing to the work of R.E. Carter, Beechworth Shire engineer from 1954-63. Carter advocated for improvements to the lake and surrounding area in order to encourage tourism in Beechworth. The opening of the caravan park was part of many improvements to Lake Sambell made in this period by Carter including: the swimming pool in 1961, water skiing and boating facilities, and increased lake surface in 1964. These improvements were financed mainly by grants from the Tourist Development Authority. The popularity of caravanning in Australia exploded during this post-war period of the late 1950s and 1960s. This popularity was driven by multiple factors, including: the stopping of fuel rations, the accessibility of car ownership through the manufacturing of affordable cars, technological developments in caravan design, and the increase in prosperity and leisure time for many Australians. Facilities such as electrical outlets to power caravans are present in this photograph of Lake Sambell Caravan Park. Lake Sambell is an artificial lake that was developed on the previous site of the Rocky Mountain Mining Company workings and was officially opened by Minister for Lands, Mr Baily, on October 5, 1928. The disused and unattractive remains of the mine were converted into a recreational area intended for swimming, boating, and fishing. The lake is named after Mr L.H. Sambell, shire engineer and secretary of the Forward Beechworth Committee, who advocated for the enhancement of Beechworth into a tourist destination and was central to the planning and establishment of the lake. This photograph is of historic and social significance in documenting the enhancement of the Lake Sambell area overseen by R.E. Carter and providing insight into caravanning during the 1960s in Australia. Caravanning was extremely popular in Australia during the late 1950s and 60s due to multiple social and economic factors including the stopping of fuel rations, the accessibility of car ownership through the manufacturing of affordable cars, technological developments in caravan design, and the increase in prosperity and leisure time for many Australians. Black and white rectangle photograph printed on photographic paper and unmounted.Reverse: 3538/ [logo back printing KODAK/ VELOX/ PAPER] / C798lake sambell caravan park, lake sambell, lake sambell 1960s, lake sambell fishing, lake sambell boating, lake sambell swimming pool, r.e. carter, l.h. sambell, tourist development authority, caravanning 1960s, caravan electricity outlets, caravan park, forward beechworth committee, rocky mountain mining company, lake caravan park, caravan mid 20th century, beechworth tourism, travel in the 1960s, holiday 1960s

The poster includes a cartoon by Arthur Jordan, with a conversation between an ailing man and a good man after baths visits. There are several reviews dating from 1906 to 1908 extolling the healing powers of the baths' waters. In February 1877 a Baths Company (1050 shares) was formed in the town of Warrnambool for the establishment of the baths at the south end of Gillies Street. The baths were filled with sea water from Lady Bay, originally pumped by a windmill situated near the current Surf Lifesaving Club and carried by iron pipes to the Public Baths; later the water was pumped by gas motor. Hot and cold fresh water baths were advertised. The gentlemen’s bath was 100 feet long and 50 feet wide, of graduating depth. A second bath, solely for ladies, was 60 feet long by 30 feet wide. Hot Sea-water Baths were also part of the institution, and were sought after for their ‘wonderful curative powers’, and ‘incomparable’ as a ‘tonic for the feeble’. In June 1881 the Hot Sea Baths were opened, and both hot and cold water baths were supplied at reasonable charges. Patrons came from near and far to receive the benefits. The manager of the Baths was J. Kirkpatrick. The Baths Company struggled for several years without success so in 1883 the baths were sold to the Borough Council for 1250 pounds. The original shareholders received nothing for their outlay; the overdraught was over the sale price. In May 1884 the Council announced that an estimated they has spent 1000 pounds in improving the baths since purchasing them and were now returning an income of 11 per cent. The poster promotes the healing powers of the hot sea water baths that were in use in Warrnambool in the late 19th century through to the early 20th century. The baths were a place for fitness, health and social activity, an example of the recreational activities during this period.Poster, black and white, mounted on card. It shows advertising Warrnambool Sea-water Baths and Hot Sea-water Baths. There are several references promoting the health benefits of baths, dating from 1906-1908. The cartoon was sketched by Arthur Jordan. The poster was printed by The Thompson Printing Co. Warrnambool. Handwritten inscription on the lower edge.Handwritten "10,000 mailed by post through Victoria"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, warrnambool salt baths, warrnambool therapudic baths, arthur jordan, baths company, sea water baths, hot sea water, swimming, healing powers, warrnambool baths, advertisement, thompson printing co. warrnambool

August Rietmann (1877-1951) of Lustdorf ,Switzerland, married Maria Frieda Oesschlager (2/21878- 22/7/1942) of Baden Baden, Germany on 6/8/1910 In August 8th 1915 August and his wife Frieda migrated to Melbourne, Victoria, Australia sailing on the Steam Ship ‘Osterley’ from Marseilles to Melbourne They leased Box Cottage, Ormond in 1917 and raised two children, Stefanie (1918 -2006) and William (1920- 1997). 1935 August purchased the property and the family used the Cottage during the day and slept in the Front House. August was a monumental mason, potter and sculptor, and was employed at Corbens Ltd Clifton Hill, to carve war memorials in Victoria post WW1 c 1915-1922. During the 1920's August set up his own business in pressed cement making pot plants, columns,paving slabs and lampstands. He continued to carve headstones and figures and took contract work for Artists eg Paul Mountford. He built a workshop in the Barn and used the Cottage for plaster moulding. His son William joined the business and and the family continued to use the site after August died in 1951. Rietmann Landscaping Ltd moved to Bay Road Highett in 1953 and later to Carrum. The land, containing the Box Cottage, was sold to Lewis Timber Pty Ltd in 1970 and Mr Lewis proposed that Moorabbin City Council should preserve the heritage Cottage. In 1984 the Cottage was dismantled and reconstructed in the adjacent Joyce Park. 'Osterley' SS of the Orient Line, 12,129 tons, was a Royal Mail Steam- Ship sailing to and from Australia c1915The Rietman family is an example of the diverse nationalities that lived and worked productively in Moorabbin Shire 1871–1933 , the City of Moorabbin 1934-1994 and continues today in the Cities of Glen Eira, Kingston, Bayside, and Monash. August, a sculptor and stone mason, was employed by Corben Pty Ltd Clifton Hill to carve WW1 Memorials before establishing his own successful masonry business in the Box Cottage during the latter 1920s. After becoming interested in pressed cement casting, he took on apprentices (1930s Depression) and among his products were garden furniture, pots and also street lamp standards, some of which were installed in St Kilda Road. After August’s death in 1951, his family continued the business ‘Rietman’s Landscaping Ltd.’, at Highett and Carrum.Printed Documents a) Mr A Rietmann Receipt from Immigration Department of New South Wales Australia; b) Original Ticket Orient Line Ship 'Osterley' Marseilles to Melbourne 1915 c) Photograph colour of 'Osterley' Steam Shipa) No. 4407 MELBOURNE PLACE, THE STRAND W.C. /London July 12 1915/ Received from Mr Rietmann Fourteen Pounds for passage Money to Melbourne b) ORIENT LINE/ ROYAL MAIL STEAM-SHIPS TO AUSTRALIA/ ............THIRD CLASS PASSENGER CONTRACT TICKET..............OSTERLEY ... to take in passengers of the Port of Marseilles for ..........MELBOURNE............on the Eighth day of August 1915 ..........Mr August Rietmann .......................£15:4 : - to be paid before embarkation c) Osterly Steam ship en route to Melbourneport of marseilles france, melbourne australia, orient steam ship line, osterley steam ship,rietmann august, rietman august, rietmann frieda, rietman frieda, stonnington city town hall, war memorials, world war 1 1914-1918, rietman stefanie, rennick stefanie, francis stefanie, rietman william, rietman ray, mountford paul, malvern city town hall,box cottage museum ormond, box william, box elizabeth, joyce park ormond, rietman's landscaping pty ltd, bay road highett, macrobertson pty ltd, coleraine soldier memorial 1921,

This ceramic cover was recovered from the wreck of the 1882-1883 George Roper between the late 1960’s to early 1970’s. It is one of the shipwreck artefacts in the John Chance Collection. The purpose of the cover is unclear. The holes could be for ventilation. The cover may have been used to protect food or keep it at an even temperature. It may also have been used for covering fragrant petals, allowing some scent to escape through the holes. The residue around the underside of the holes and their random placement indicate that the cover could be partially handmade. The discolouration could have come from its time in the sea. The GEORGE ROPER 1882 - 1883 - The George Roper was a 4-masted iron sailing ship built in Liverpool, England, in 1882 for fast international trade with Australia. The large vessel was launched in February 1883. The ship was on its first trip, departing Liverpool for Melbourne, captained by John Ward and a crew of 31. She had almost reached her destination on July 4 1883, approaching Port Phillip Bay and being towed by the steam tug William. The weather changed to rough with fog and both the George Roper and the William hit the dangerous Lonsdale Reef at Port Phillip Heads. The Captain and crew were eventually rescued and taken to Queenscliff. Salvage syndicates were able to recover a lot of the cargo before the George Roper broke up and sank. Amongst the cargo was soft goods, draperies, household items, spirits of malt and distilled liquors, chemicals, dynamite, and 1,400 tons of steel rails for the Victorian Government. Also in the hold were Russell Stourbridge bricks, as paying ballast. The ventilated cover is as an example of domestic ceramic ware of the 1880s. The cover also holds significance as it was recovered by John Chance, a diver from the wreck of the George Groper in the 1960s-70s. Items that come from several wrecks along Victoria's coast have since been donated to the Flagstaff Hill Maritime Village’s museum collection by his family, illustrating this item’s level of historical value. The George Roper is considered historically and archaeologically significant and as such, is listed on the Victorian Heritage Database, VHR S286. It is an example of a vessel built specifically for fast travel to and from Australia with a large shipment of cargo. The George Roper’s cargo of steel rails adds to the historical significance of international trade to the growing colony of Australia and Victoria in particular, with rail transportation soon to become a faster and safer form of transportation between colonial towns. Divers can still access parts of the scattered wreck and other artefacts recovered in the 1970s and 1980s can be viewed in both public and private collections. Cover; unglazed white ceramic, oval shape. The cover has holes randomly poked through its surface, one large hole is a six pointed star shape. Underneath there is a narrow rim placed slightly inside the edge. There is residue on the underneath around the holes. There is orange-brown discolouration and areas where the surface is lighter coloured. flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, john chance, west coast trader, george roper, w. h. potter & sons, w.t. dickson and son, captain john ward, russell stourbridge bricks, port phillip heads, lonsdale reef, dive wreck, vhr s286, coastal trader, ceramic, vintage, ventilated cover, domestic item

This bonnet is part of a collection of clothing donated to the Brighton Historical Society by Dr William and Helen Wells. It is believed to have belonged to William's grandmother Winifred Marshall (nee Hayball, 1886-1971). William's family has had a long association with Brighton, dating back to the town's earliest days in 1843 when his ancestors Robert and Eliza Hayball, who had emigrated to Melbourne two years prior, established a wattle-and-daub hut in what is now New Street, close to Tovell Street. Robert established a business as a timber merchant on the opposite side of New Street. His sons, Robert, William and Edwin took over the firm following his retirement, trading as the Hayball Bros. Hayball Court, which runs off New Street, is named after the family. Robert's son William (1855-1926) married Jessie Robertson and had four children. Their eldest, Winifred Grace Hayball (1886-1971), married Andrew Hollingsworth Marshall at the Black Street Congregational Church in 1907. They subsequently lived in Hill Street, Hawthorn, before moving into a house designed by Andrew and Winifred's brother Robert at 39 Bay Street, Brighton in 1915. Their daughter, Dorothy Marshall (1910-2000) married Robert George (Argie) Wells in 1937 at Wesley College Chapel. They lived in East Malvern until 1947, when they moved into a newly built home in Hawthorn Road, East Brighton, where they lived for the rest of their lives. Their son, William Wells (b. 1939) married Helen Pickering in 1968 and the couple have lived together in Brighton ever since.Pale pink silk bonnet (sleeping or house cap) with cream lace edging. The bonnet is embellished with oval-shaped embroidered appliqué on either side, featuring floral design in white and pale yellow, blue and green. A cream silk ribbon and a row of pale blue and green rosettes run along the top edge between the two appliquéd segments. A length of elastic is sewn through the bottom edge.wells family, winifred grace hayball, winifred grace marshall, bonnet, 1900s

"I am an Australian of German parents born in Persia. I was taught by Peter Rushforth, with a very strong Japanese influence. My work attempts to incorporate these four elements of my history. For form, my influence comes from Art Nouveau, or Jugendstil as it is called in Germany. Techniques are informed by pottery from Japan, China, Korea and Germany. My colours are inspired by the Australian landscape. Using the language of woodfiring, I create a personal vocabulary with new subjects, grammar and syntax, which make each pot a one-off object containing all my diverse influences." (Roswitha Wulff)Roswitha WULFF (1941- ) Born Tabrize, Iran. Arrived Austrqalia c1949 Roswitha Wulff spent her early childhood with her mother, potter Helma Klett, in Germany. In 1964, she obtained a ceramics certificate from the East Sydney Technical College. From 1964-65, she worked with Robin Welch and Ian Sprague at Sprague's Mungeribar Pottery in Upper Beaconsfield, VIC. In 1966 she worked at the Sturt Pottery in Mittagong, NSW under Les Blakebrough. Between 1967 and 1969 Roswitha Wulff travelled overseas, spending 6 monthe with Robin Welch after his return to England and 9 months as a full-time thrower at Briglin Pottery, London, as well as working in potteries in Denmark and Germany. From 1969-70, she worked in North-West Pakistan as a research scholar for the Smithonian Institute and the University of NSW. Returning to Australia in 1970, she set up a workshop in Paddington, NSW, with the help of an Australia Council grant and taught part-time at the East Sydney Technical College and the Willoughby Workshop Art Centre. Since then she has been a lecturer and Head of Ceramics in many institutions, including the National Art School. In the 1990s she moved her studio to Botany Bay, NSW.. While working with the vessel form, she sees her pots as abstract landscapes. Recently she has also been working with wall tiles. During a residency at the Canberra School of Art in 2002, she developed tiles that looked like woodfired pillows with soft rounded rims. In 2007, she used such tiles to create a mural commemorating the Sesquicentenary of St Vincent's Hospital in Paddington. Woodfired stoneware bowl with flay ashSigned on baseroswitha wulff, jan feder, jan feder memorial ceramics collection, woodfire, ceramics, gippsland campus, botany bay studio pottery

Leslie William Cole was born on 31 January 1920 in Albury, the first child of William James Cole and Gwendoline Fair. Les spent most of his childhood living with his grandparents in Bethanga, Victoria. In 1934 when he finished school, Les moved into Wodonga. His first job was at Mates Timber Yard. He later worked for Mylons of Wodonga driving taxis and buses. In 1939 after completing militia training, Les applied to enlist with the RAAF and eventually trained as an Aircraft Mechanic. He was posted to the 6th Squadron, serving in Port Moresby, Milne Bay and Goodenough Island before returning to the RAAF base in Sale, Victoria. On discharge. Les returned to Wodonga and resumed working with Mylons. After a range of jobs, Les and his wife Lorna operated a shop in Ariel Street, Wodonga. In the community, Les was a founding member of Wodonga Lions Club. He also joined the Civil Defence which was a predecessor off the SES. He became the Communications Officer and trained other members. Les became the first Controller of the Wodonga Branch of the State Emergency Service, a position he held for 17 years. The new SES headquarters was named in his honour. In retirement he also worked as a Volunteer Community Driver. Les was also named Wodonga Citizen of the Year in 1984. Les continued living in Wodonga until the age of 103 in 2023, when he moved to Melbourne to be closer to his children. He passed away on 12 December 2023. This torch was part of a collection of items donated to Wodonga Historical Society by Les Cole. The RSL emblem on this item was first introduced in 1990.A small tin containing an aluminium torch and 2 batteries in foam packing. The emblem of the Australian Returned Services League is etched on the lid. On side of torch: RETURNED & SERVICES LEAGUE AUSTRALIArsl australia, memorabilia

Leslie William Cole was born on 31 January 1920 in Albury, the first child of William James Cole and Gwendoline Fair. Les spent most of his childhood living with his grandparents in Bethanga, Victoria. In 1934 when he finished school, Les moved into Wodonga. His first job was at Mates Timber Yard. He later worked for Mylons of Wodonga driving taxis and buses. In 1939 after completing militia training, Les applied to enlist with the RAAF and eventually trained as an Aircraft Mechanic. He was posted to the 6th Squadron, serving in Port Moresby, Milne Bay and Goodenough Island before returning to the RAAF base in Sale, Victoria. On discharge. Les returned to Wodonga and resumed working with Mylons. After a range of jobs, Les and his wife Lorna operated a shop in Ariel Street, Wodonga. In the community, Les was a founding member of Wodonga Lions Club. He also joined the Civil Defence which was a predecessor off the SES. He became the Communications Officer and trained other members. Les became the first Controller of the Wodonga Branch of the State Emergency Service, a position he held for 17 years. The new SES headquarters was named in his honour. In retirement he also worked as a Volunteer Community Driver. Les was also named Wodonga Citizen of the Year in 1984 Les continued living in Wodonga until the age of 103 in 2023, when he moved to Melbourne to be closer to his children. He passed away on 12 December 2023. The Lions Club of Wodonga was chartered in 1965 with 18 Founding Members including Les Cole. Lions Australia was first formed in Lismore, NSW in September and has grown to be Australia’s largest service club organisation.A small purple and gold fringed banner with the emblem of Wodonga Lions ClubAt the top centre: The logo of Lions International Across the centre of banner: Lions Club of Wodonga / District 201C Australia In semi-circle below Water Tower: Melbourne/ Falls Creek/Lake Hume/ Snowy Mountains/ Sydneyles cole, wodonga lions club, lions international

A document explaining all the committees and sub-committees of Legacy in 1937. The foreword mentions it has been prepared for the information of members to better acquaint them with the many phases of the Club's activities. Such as: 1 Board of Management 2 Advisors Committee 3 Anzac and Armistice Observance Committee 4 Comradeship Committee 5 Finance Committee 6 Personnel Committee 7 Programme Committee 8 Wardens, Intermediate Legacy Club 9 Junior Legacy Club Committee 10 Junior Legacy Boys' Club - Sub-committee of JLC 11 Boys' Swimming - Sub-committee of JLC 12 Boys' Physical Culture - Sub-committee of JLC 13 Girls' Group - Sub-committee of JLC 14 Education and Baillieu Trust - Sub-committee of JLC 15 Employment - Sub-committee of JLC 16 Welfare - Sub-committee of JLC 17 Medical/Dental - Sub-committee of JLC 18 Probation officers - Sub-committee of JLC 19 Rooms management - Sub-committee of JLC 20 Records Officer - Sub-committee of JLC 21 Camps - Sub-committee of JLC The notation H11 in red pen shows that it was part of the archive project that was trying to capture the history of Legacy. Note on camps: 'The club possesses, at Somers on Western Port Bay, a property consisting of buildings and equipment erected and acquired at a cost of approximately £1400 spread over a period of 11 years. Permanent buildings included: Mess hut seating 100, galley, hospital (4 beds), Staff hut (4 beds), Cooks' hut, nine bunk houses (90-100 bunks).'A comprehensive record of the structure of Melbourne Legacy Club in 1937.White quarto paper with black type x 9 pages summarising the committees of Legacy Club in 1937.Handwritten H11 in red pen. history, organisation structure, rules, 100exhibit

King James Bible published Aug. 1934 Family Bible of Robert William Whatmough and Mary Whatmough (nee Hill), married August 4, 1839 in Manchester, Lancashire, England and migrated to Australia with baby daughter Jemima, arriving Port Phillip Bay 19 February 1841. Inscribed in ink on inside front cover: Jemima Whatmough born January 18th 1840 on Saturday Hemmet Whatmough born March 26th 1842 on Saturday Job Whatmough born May 11th 1844 Saturday Died April 12th 1845 Sarah Whatmough born September 17th 1845 James Whatmough born June 28, 1847 Died February 1st 1848 Margaret Whatmough born June 15th 1848 Died March 24th 1850 Jessy Whatmough born January 26, 1851 Inscribed in ink on inside front cover facing page: William Jordison’s Thirty knoul (?) Bok (?) 25th – 1839 ROBERT WHATMOUGH BOOK Presented by Mr. Ferguson Robert Whatmough Presented By the Teacher Mary Ann Whatmough born September 4th 1853 Died November 11th Friday 1853 Benjamin Whatmough born 25 July 1854 Died January 2 1855 Inscribed in ink on inside rear cover facing page over: 1852 This Book Belongs to Mr. Robt. Whatmough On the River Plenty September 16th And in pencil: presented by mr sanger Jemima Whatmough married Robert Fielding on June 23, 1859 at Fitzroy, Victoria According Steve Whatmough (and sister Barbara, email 5/10/2024), Hemmet Whatmough was known as Robert Emmett Whatmough and was always refered to as Emmett within the family.benjamin whatmough, holy bible, james whatmough, jemima fielding (nee whatmough), jessy whatmough, job whatmough, margaret whatmough, mary ann whatmough, mary whatmough (nee hill), robert whatmough, robert william watmough, sarah whatmough, tom fielding collection, plenty river, pioneer family, hemmett whatmough, robert emmett whatmough

The work of the Australian Survey Corps is to make maps for the Army. At the outbreak of war very little of the mainland had been mapped, especially the northern parts. The best maps in existence of the N.T. coast in Dec "41 were those made by Matt Flinders in 1801 -1802. The Army soon got out new maps of all important areas including much of the inland. Later it was decided to bring the complete coastline up to date. Several parties put in between them six months on the coast during the dry season of "45 but a couple more months would be needed to complete the program when the "wet" interrupted the work. A small section from Buckingham Bay - Groote Eylandt was still untouched and this diary covers that section of the N.T. Coast. A survey party of four men was chosen who were to be transported from place to place by the AK121 Aroetta - a ketch of 25 tons belonging to an army unit called N.T. Coastal Recce whose work it was to patrol the coast and as well do air - sea rescue. The survey party: Lieut Jack Worsley (the Loot) Sgt Jack Love, Spr Jack Cook, Spr Pat Hede. Crew of Aroetta: Liet Ralph Warne (Skipper), Sgt Buckley (Buck) (First Mate and Orderly Rm), Sgt Jim Terjesen (Jumbo) Bosun, WO2 Tom Davis (Engineer), Cpl Kevin Monk (Artificer), L/Cpl Jack Cox (Deck Hand), Spr Jack Andrews (Signals), Spr Laurie Rament (Ass. Engineer), Spr McKenzie (Mac) (Cook). The complete history is not available after July 31 1945. The remainder of the notes are very badly water-damaged and in some places unreadable.A4 Booklet, plain paper with text and diagrams and half tone photograph of Lt Jack Worsley with plastic binderSigned by George Barton Maj. for LtCol GS. NT Forceroyal australian survey corps, rasvy, fortuna, army survey regiment, army svy regt, asr

This framed print of the Loch Vennachar has been framed as a gift given by McPherson's Ltd. of Melbourne Sydney Brisbane Perth, as per the inscription below the print. Loch Vennachar made many journeys from Britain to Australia and was well-known in Australian ports. On one of its homeward-bound journeys from Australia, the ship sank in the River Thames. Its cargo included 850 tonnes of preserved canned rabbits from Warrnambool's Western Meat Preserving Company. The ship was raised and continued trading for another four years. On 14th June 1905, Loch Vennachar departed Glasgow for Adelaide and Melbourne. The last known sighting of it was on 6th September 1875 when overtaken by the SS Yongala; the captains exchanged the “all well” signals. After that, the ship disappeared with loss of all 27 lives, according to a list that was received by Fremantle through the English mail. The list indicated that there were no passengers on that voyage. Sadly, other Loch Line ships med with similar disasters. The list of lost crew on the Loch Vennachar included Thomas. W. Pearce, apprentice, Southampton. His father was Tom Pearce, one of the two survivors of the Loch Ard, wrecked in 1878. Also, Thomas’ grandfather, James Pearce, was the captain of SS Gothenburg at the time of her wrecking in 1875. Consequently, the wrecking of the Loch Vennachar and the Loc Sloy near the southwest point of Kangaroo Island, a lighthouse was erected, officially opening in June 1907. The northern headland of West Bay was named Vennachar Point in memory of the ship in 1908. The wreck was discovered in 1976 by divers from the Society for Underwater Historical Research, over seventy years after being lost off Kangaroo Island. The Loch Vennachar performed a significant role in Australia’s colonial trade, taking goods between Great Britain and Australia. These goods included locally preserved tinned rabbits processed at a factory in Warrnambool for overseas trade.Print of painting clipper ship Loch Vennachar. (aka Loch Vennacher, as spelled on this print). Print is under glass in white painted timber frame. The vessel was wrecked on Kangaroo Island September 1905 with the loss of all hands. There is an inscription below the print"Loch Vannacher" on right below print, "Compliments from McPherson's Ltd. Melbourne,Sydney, Brisbane, Perth" on left below printflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, loch vennachar, loch vennacher, loch line ship, glasgow shipping co, mcpherson's ltd. melbourne sydney brisbane perth, loch vennachar image., kangaroo island shipwreck, 1905 shipwreck, mcpherson's ltd. melbourne sydney brisbane perth, canned rabbits, preserved rabbits, western meat preserving company

Six issues of "Tram Tracks - The Electric Traction Monthly" of the Australian Electric Traction Association. Each issue has a standard cover, of the magazine name etc, featuring "Wee Folks Productions" models but are in different colours, all have been saddled stapled with two staples, except No. 6. The Volume and date details have been over printed. Back covers inside back covers have the same advertisements but the font varies vary. The six issues contain advertisements for the Wee Folks productions, Hartleys Sports store, Hearns Hobbies, Wattle Park, Johnson's Variety Store, Barnes Tennis Centre, The Model Dockyard, Robilt Models, Meadmore Model Engineering and Austral Bronze Pty Ltd, Hearns Hobbies, Christie Scale Model Railway and Equipment, Herbert Small (Meccano), the American Subscription Agency, Manufacturers' Mutual Insurance Ltd. 2465.1 - Vol. 2 No. 1 - 16 pages, Jan 1947, with cover printed in red. Has articles on the tram / car debate, Dunedin Tramways, Overlapping fare sections, type of trucks under Sydney tramcars, Brisbane Electric Railway (Power station), The Balmain Counterweight and Trolley buses in Australia. News items include Brisbane, Newcastle, Sydney, Melbourne, SEC, Hobart, VR, Adelaide, Kalgoorlie, Broome, electric trains in Melbourne and Sydney, and AETA notes. Photos include Sydney O, OP and P, VR PERM 63 and interior photo of a MMTB W4 class tram. 2465.2 - Vol. 2, No. 2 - 16 pages, Feb. 1947, with cover printed in dark blue. Has articles on Brisbane 400 class tramcar, Adelaide to Glenelg Brighton - Le Sands tramway, Melbourne Suburban railways, Diesel Electrics on the Southern Railway (US)and Birney Safety Car. News items include Brisbane, Sydney, Melbourne, VR, Fremantle and AETA notes. 2465.3 - Vol. 2, No. 3 - 12 pages, Mar. 1947, with cover printed in brown. Has articles on why NSW trams lose money, Duncan and Frazer, new trams in Johannesburg, Melbourne Suburban railways, and Sydney New Railway (Eastern Suburbs). News items Sydney, Melbourne, SEC, VR and Adelaide and AETA notes. 2465.4 - Vol. 2, No. 4 - 16 pages, Apr. 1947, with cover printed in green. Has articles on Duncan and Fraser (continued), In search of Ancient Warriors (old trams), Brisbane Electric Railway and some unusual fares arrangements. News items include Brisbane, Newcastle, Melbourne, Sydney, SEC, Launceston, Kalgoorlie, overseas, and AETA notes. Editorial looks at claims that the SW6 cars are the finest in the world, back numbers (notes that Tram Tracks started with a mimeographed club news sheet and now have circulation of nearly 200), costs of production etc. Has photographs of the interior of a SW6 850, a plan for Melbourne underground railway, the VR power operations room at Flinders St., Hobart trolley bus and a cartoon about Sydney traffic. 2465.5 - Vol. 2, No. 5 - 16 pages, May 1947, with cover printed in red. Has articles on Australian Light railways, Sydney's relief lines and the start of an article on NSWGT 600/1200V tramcars. Has news items on Brisbane, Sydney, MMTB, VR, Geelong, Ballarat, Launceston, Hobart and AETA notes. Editorial notes the first anniversary of the magazine and has a number of letters regarding this, content and the tram/car debate. 2465.6 - Vol. 2, No. 6 - 20 pages, June 1947, with cover printed in blue. Has articles on Cremorne bridge replacement (with photos), Neutral bay line and Tramcar transmission gears. News items include photos of MMTB track replacements, crowded trams, Brisbane, Sydney, Melbourne, and a photo of a Sydney tram passing under the new bridge work for Circular Quay station. 2465.7 - Vol. 2, No. 12 - pages 1-12, cover has an advert for Hartley Sporting Goods. Has cartoon on fares on Sydney trams by Peterson, not regarding retirement of Mr. H. Bell of MMTB, Melbourne Latrobe St and bus construction, Sydney tram cartoons from Emile Mercier, electric trains and other tramway news. (Item added 24-3-18 - from consolidation of Melbourne Tram Museum and BTM collections) trams, tramways, electric traction, aeta, models, australian tramways, duncan fraser, cartoons

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

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today in the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph of Falls of Halladale fully rigged wrecked sailing ship. Written on back. "Bill Kelson 75 Macquarie Ave Padbury 6025" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale

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

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Semi-opaque glass fruit jar lid with Patd.APR 25.82 Has piece missing from the side and a light encrustation. 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