Before 1851, letters sent through the mail were charged by the number of sheets it contained and the distance it travelled. For example, a letter consisting of one sheet of paper was charged the single rate; a double letter, that is two sheets, was charged double the single rate, a treble letter, was charged three times the single rate, and so on. In other words, each additional sheet of paper increased the charge by one rate. In Great Britain. Sealing a letter in an envelope effectively put an end to postal clerks' ability to count the number of sheets in a letter and an alternative method of determining the postage had to be found. Overweight mailings had previously required the items to be weighed but with the introduction of the Uniform Penny Postage act of 1839, the public could mail a letter not exceeding a half-ounce in weight within the United Kingdom for one penny if prepaid, or two pence if paid on delivery. At about the same time that the adhesive postage stamps and envelopes made their appearance, postal administrations began to experiment with strategically placed street letter boxes, known as pillar boxes because of their round, pillar-like shape, that permitted the public to mail letters from a place other than from a post office. For all these reasons, the use of postal scales became the nucleus of every post office. Scales had been in use since ancient Egyptian times so their use for everyday commerce was not unusual in the 1800s. What was new in 1840 was their ubiquitous use throughout the postal system. No post office could function effectively without one. Although the earliest scales used in post offices did not differ markedly from the ones in general use as time went on they were adapted specifically for postal use. For example, a paper sleeve, also known as a weight sticker, was attached that showed the applicable rate of postage for any given weight. This innovation was quite a time saver as postal clerks no longer needed to weigh the item first and then refer to a separate chart to determine the required postage for that particular weight. Victorian postal scales were used in village Post offices in the late 19th century, of which there are many examples today for sale. No maker can be attributed to the manufacture of the item. Postal scales with weights,. Balance scale has brass fittings and is mounted on a rectangular wooden stand, with depressions for brass weights; which measure 1/2oz, 1oz, 2oz, "Young Aton REL., C.N.0.9."flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, scales and weights, balancing scales, postal scales, letter scale

This parasol belonged to Clara Johnstone Miller (nee Bell, 1866-1910). Clara was the only daughter of Mr James Bell, a councillor of the Shire of Leigh (today a part of Golden Plains Shire) and owner of Woolbrook Homestead in Teesdale, near Geelong. In 1888, Clara married prominent businessman, racehorse owner, racing identity and pastoralist Septimus Miller (1854-1925). Septimus was the sixth of seven children born to Henry 'Money' Miller and Eliza Miller (nee Mattinson). 'Money' Miller was a well known financier and politician and reputedly one of Australia's wealthiest people in his time. In 1889, Clara and Septimus moved into the house 'Cantala' in Dandenong Road, Caulfield. They had one child, Gwendoline Stewart Miller, who died in 1902 at the age of thirteen of diabetes - a largely untreatable condition at the time (insulin would not be discovered until 1921). Clara died in 1910, aged only 44. Septimus subsequently married Helen (nee Henderson), with whom he had a son, Ronald (1915-1990). The Millers were buried in the Brighton General Cemetery in a large Gothic-style vault. Upon Clara's death, Septimus sent much of her clothing and Gwendoline's to her mother Mary Bell. Some of these items were passed down to two of Clara's nieces, Miss Mary Bell and Mrs Lois Lillies, who donated them to BHS around 1973.A grey silk parasol with mauve stripe decoration, wooden handle and brass fittings from the late 19th century. The handle appears to be missing a decorative finish from the end.Mrs. S. Miller, Cantala, Caulfield.clara miller, woolbrook, septimus miller, henry 'money' miller, gwendoline miller, cantala, caulfield, brighton general cemetery

Before 1851, letters sent through the mail were charged by the number of sheets it contained and the distance it travelled. For example, a letter consisting of one sheet of paper was charged the single rate; a double letter, that is two sheets, was charged double the single rate, a treble letter, was charged three times the single rate, and so on. In other words, each additional sheet of paper increased the charge by one rate. In Great Britain. Sealing a letter in an envelope effectively put an end to postal clerks' ability to count the number of sheets in a letter and an alternative method of determining the postage had to be found. Overweight mailings had previously required the items to be weighed but with the introduction of the Uniform Penny Postage act of 1839, the public could mail a letter not exceeding a half-ounce in weight within the United Kingdom for one penny if prepaid, or two pence if paid on delivery. These postal scales belonged to Dr.William Roy Angus, Surgeon and Oculist. They were donated to Flagstaff Hill Maritime Village by his daughter, Bernice McDade. They are part of the “W.R. Angus Collection” that includes historical medical equipment, surgical instruments and material once belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) as well as Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. ABOUT THE “W.R.ANGUS COLLECTION” Doctor William Roy Angus M.B., B.S., Adel., 1923, F.R.C.S. Edin.,1928 (also known as Dr Roy Angus) was born in Murrumbeena, Victoria in 1901 and lived until 1970. He qualified as a doctor in 1923 at University of Adelaide, was Resident Medical Officer at the Royal Adelaide Hospital in 1924 and for a period was house surgeon to Sir (then Mr.) Henry Simpson Newland. Dr Angus was briefly an Assistant to Dr Riddell of Kapunda, then commenced private practice at Curramulka, Yorke Peninsula, SA, where he was physician, surgeon and chemist. In 1926, he was appointed as new Medical Assistant to Dr Thomas Francis Ryan (T.F. Ryan, or Tom), in Nhill, Victoria, where his experiences included radiology and pharmacy. In 1927 he was Acting House Surgeon in Dr Tom Ryan’s absence. Dr Angus had become engaged to Gladys Forsyth and they decided he further his studies overseas in the UK in 1927. He studied at London University College Hospital and at Edinburgh Royal Infirmary and in 1928, was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh. He worked his passage back to Australia as a Ship’s Surgeon on the on the Australian Commonwealth Line’s T.S.S. Largs Bay. Dr Angus married Gladys in 1929, in Ballarat. (They went on to have one son (Graham 1932, born in SA) and two daughters (Helen (died 12/07/1996) and Berenice (Berry), both born at Mira, Nhill ) According to Berry, her mother Gladys made a lot of their clothes. She was very talented and did some lovely embroidery including lingerie for her trousseau and beautifully handmade baby clothes. Dr Angus was a ‘flying doctor’ for the A.I.M. (Australian Inland Ministry) Aerial Medical Service in 1928 . Its first station was in the remote town of Oodnadatta, where Dr Angus was stationed. He was locum tenens there on North-South Railway at 21 Mile Camp. He took up this ‘flying doctor’ position in response to a call from Dr John Flynn; the organisation was later known as the Flying Doctor Service, then the Royal Flying Doctor Service. A lot of his work during this time involved dental surgery also. Between 1928-1932 he was surgeon at the Curramulka Hospital, Yorke Peninsula, South Australia. In 1933 Dr Angus returned to Nhill and purchased a share of the Nelson Street practice and Mira hospital (a 2 bed ward at the Nelson Street Practice) from Dr Les Middleton one of the Middleton Brothers, the current owners of what previously once Dr Tom Ryan’s practice. Dr Tom and his brother had worked as surgeons included eye surgery. Dr Tom Ryan performed many of his operations in the Mira private hospital on his premises. He had been House Surgeon at the Nhill Hospital 1902-1926. Dr Tom Ryan had one of the only two pieces of radiology equipment in Victoria during his practicing years – The Royal Melbourne Hospital had the other one. Over the years Dr Tom Ryan had gradually set up what was effectively a training school for country general-practitioner-surgeons. Each patient was carefully examined, including using the X-ray machine, and any surgery was discussed and planned with Dr Ryan’s assistants several days in advance. Dr Angus gained experience in using the X-ray machine there during his time as assistant to Dr Ryan. When Dr Angus bought into the Nelson Street premises in Nhill he was also appointed as the Nhill Hospital’s Honorary House Surgeon 1933-1938. His practitioner’s plate from his Nhill surgery is now mounted on the doorway to the Port Medical Office at Flagstaff Hill Maritime Village, Warrnambool. When Dr Angus took up practice in the Dr Edward and Dr Tom Ryan’s old premises he obtained their extensive collection of historical medical equipment and materials spanning 1884-1926. A large part of this collection is now on display at the Port Medical Office at Flagstaff Hill Maritime Village in Warrnambool. In 1939 Dr Angus and his family moved to Warrnambool where he purchased “Birchwood,” the 1852 home and medical practice of Dr John Hunter Henderson, at 214 Koroit Street. (This property was sold in1965 to the State Government and is now the site of the Warrnambool Police Station. and an ALDI sore is on the land that was once their tennis court). The Angus family was able to afford gardeners, cooks and maids; their home was a popular place for visiting dignitaries to stay whilst visiting Warrnambool. Dr Angus had his own silk worm farm at home in a Mulberry tree. His young daughter used his centrifuge for spinning the silk. Dr Angus was appointed on a part-time basis as Port Medical Officer (Health Officer) in Warrnambool and held this position until the 1940’s when the government no longer required the service of a Port Medical Officer in Warrnambool; he was thus Warrnambool’s last serving Port Medical Officer. (Masters of immigrant ships arriving in port reported incidents of diseases, illness and death and the Port Medical Officer made a decision on whether the ship required Quarantine and for how long, in this way preventing contagious illness from spreading from new immigrants to the residents already in the colony.) Dr Angus was a member of the Australian Medical Association, for 35 years and surgeon at the Warrnambool Base Hospital 1939-1942, He served as a Surgeon Captain during WWII1942-45, in Ballarat, Victoria, and in Bonegilla, N.S.W., completing his service just before the end of the war due to suffering from a heart attack. During his convalescence he carved an intricate and ‘most artistic’ chess set from the material that dentures were made from. He then studied ophthalmology at the Royal Melbourne Eye and Ear Hospital and created cosmetically superior artificial eyes by pioneering using the intrascleral cartilage. Angus received accolades from the Ophthalmological Society of Australasia for this work. He returned to Warrnambool to commence practice as an ophthalmologist, pioneering in artificial eye improvements. He was Honorary Consultant Ophthalmologist to Warrnambool Base Hospital for 31 years. He made monthly visits to Portland as a visiting surgeon, to perform eye surgery. He represented the Victorian South-West subdivision of the Australian Medical Association as its secretary between 1949 and 1956 and as chairman from 1956 to 1958. In 1968 Dr Angus was elected member of Spain’s Barraquer Institute of Barcelona after his research work in Intrasclearal cartilage grafting, becoming one of the few Australian ophthalmologists to receive this honour, and in the following year presented his final paper on Living Intrasclearal Cartilage Implants at the Inaugural Meeting of the Australian College of Ophthalmologists in Melbourne In his personal life Dr Angus was a Presbyterian and treated Sunday as a Sabbath, a day of rest. He would visit 3 or 4 country patients on a Sunday, taking his children along ‘for the ride’ and to visit with him. Sunday evenings he would play the pianola and sing Scottish songs to his family. One of Dr Angus’ patients was Margaret MacKenzie, author of a book on local shipwrecks that she’d seen as an eye witness from the late 1880’s in Peterborough, Victoria. In the early 1950’s Dr Angus, painted a picture of a shipwreck for the cover jacket of Margaret’s book, Shipwrecks and More Shipwrecks. She was blind in later life and her daughter wrote the actual book for her. Dr Angus and his wife Gladys were very involved in Warrnambool’s society with a strong interest in civic affairs. He had an interest in people and the community They were both involved in the creation of Flagstaff Hill, including the layout of the gardens. After his death (28th March 1970) his family requested his practitioner’s plate, medical instruments and some personal belongings be displayed in the Port Medical Office surgery at Flagstaff Hill Maritime Village, and be called the “W. R. Angus Collection”. At about the same time that the adhesive postage stamps and envelopes made their appearance, postal administrations began to experiment with strategically placed street letter boxes, known as pillar boxes because of their round, pillar-like shape, that permitted the public to mail letters from a place other than from a post office. For all these reasons, the use of postal scales became the nucleus of every post office. Scales had been in use since ancient Egyptian times so their use for everyday commerce was not unusual in the 1800s. What was new in 1840 was their ubiquitous use throughout the postal system. No post office could function effectively without one. Although the earliest scales used in post offices did not differ markedly from the ones in general use as time went on they were adapted specifically for postal use. For example, a paper sleeve, also known as a weight sticker, was attached that showed the applicable rate of postage for any given weight. This innovation was quite a time saver as postal clerks no longer needed to weigh the item first and then refer to a separate chart to determine the required postage for that particular weight.The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The collection of medical instruments and other items and equipment is culturally significant, being an historical example of medicine from late 19th to mid-20th century. Dr Angus assisted Dr Tom Ryan, a pioneer in the use of X-rays and in ocular surgery.Postal scales with weights,. Balance scale has brass fittings and is mounted on a rectangular wooden stand, with depressions for brass weights. Weights measure 1oz, 2oz, 4oz and 8oz.'Warranteed Accurate'flagstaff hill maritime museum and village, great ocean road, shipwreck coast, scales, post

The spraying units were manufactured in Australia by REGA Products. Ltd. in 1926. They established themselves as leaders in the production of agricultural and horticultural spraying machines, including smaller knapsacks. Knapsacks were quickly adapted to a range of applications and were widely used by the C.F.A (Country Fire Authority). They were also widely used for defence during World War II. REGA was later purchased by the Garrard family and still operate as part of Garrads Pty Ltd. This sprayer was one of the units used by the C.F. A. in Wodonga. The Country FIre Authority was established in 1945 following a Royal Commission into the 1939 Black Friday fires which recommended a single firefighting authority for country Victoria, bringing together the Bush Fire Brigades, Country Fire Brigades and Forest Commission. The first fire brigade, the Wodonga Urban Fire Brigade was formed in 1891 and registered in May 1893. Since that time its volunteers have provided ongoing support to the Wodonga and District communities through events such as urban fires, bushfires and other emergency situations. This item is representative of the Wodonga Country Fire Authority and its many volunteers.A knapsack sprayer designed to be used for spraying insects. The unit includes brass fittings, leather straps and a spray arm and nozzle attached. It was also adapted to be widely used by firefighters.On front: REGA / C.F.A. Around lid: REGA SPRAYERSrega sprayers, cfa region 24, cfa volunteers, cfa wodonga, wodonga urban fire brigade, fire fighting equipment

Donated by Helen Burgess former lecturer in Craft at the Ballarat School of Mines and the Ballarat College of Advanced Education. This abacus was purchased while Helen was visiting Asia. http://www.youtube.com/watch?v=CvsnftXXKdw Usage: check wikipediaRectangular abacus, Chinese style rosewood or blackwood with brass fittings on corners and dividing framework,13 rods, 65 lower beads, 26 upper beads. Gift of Helen BurgessManufacturing stamp on lower RHS inside frame: "1963 6" Unidentified Chinese characters on the framework behind the lower beads on both central vertical supports, on the LHS framework and on the centre portion of the lower framework.abacus, abacus chinese, rosewood stained, helen burgess, mathematics

Porthole frame from an unknown shipwreck. Some areas of the brass have been polished and the encrusted and verdigris sruface cleaned off. The hinge and the closure fittings are still attached.This porthole frame is an example of ship fittings from late 19th and early 20th centuries. Porthole frame, brass, no glass. Frame has six holes, a hing fitting and a closure fitting. Restoration attempt made on a section of the brass. Salvaged from an unknown shipwreck.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, porthole, porthole frame, brass porthole, ship fitting, unknown shipwreck

The brass tap was recovered from the wreck of the Schomberg sailing ship. It is severed at the pipe end before the position where the join would have been. This could have happened after the shipwreck or at the time of salvage. ABOUT THE SCHOMBERG (October 6 to December 27, 1855)- When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Baine’s Black Ball Line had commissioned her for their fleet of passenger liners. The Aberdeen builders designed her to sail faster than the clippers designed the three-masted wooden clipper ship to be fast. The timber used for the diagonal planking was British oak with layers of Scottish larch. This luxury emigrant vessel was designed for superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first-class passengers. The master for Schomberg’s maiden voyage was Captain ‘Bully’ Forbes. He drunkenly predicted at her launch that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons of cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The poor winds slowed Schomberg’s sail across the equator. She was 78 days out of Liverpool when she ran aground on a sand spit near Peterborough, Victoria, on 27 December; the sand spit and currents were not marked on Forbes’s map. The ship’s Chief Officer spotted the coastal steamer SS Queen at dawn and sent a signal. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers safely disembarked. In 1975, 120 years after the Schomberg was wrecked, divers from Flagstaff Hill found an ornate communion set at the wreck site along with many other artefacts. In 1978 a diamond ring was discovered under the concretion in the lid of the communion set, which is currently on display. Former Director of Flagstaff Hill, Peter Ronald, had salvaged most of the artefacts from the wreck. This tap is significant as an example of an item in common use in the mid-19th century. The Schomberg collection as a whole is of historical and archaeological significance at a State level. Flagstaff Hill’s collection of artefacts from the Schomberg is also significant for its association with the Victorian Heritage Registered shipwreck (VHR S 612). The collection is of prime significance because of the relationship between the objects salvaged, as together they help us to interpret the story of the Schomberg. The collection as a whole is historically significant for representing aspects of Victoria's maritime history and its potential to interpret social and historical themes. Brass tap, flat horizontal handle, horn-shaped finish above the spout. The fixture has been severed at the pipe connection end. The surface has since been polished. There is a hole in the side of the pipe near the vertical fitting. It was recovered from the wreck of the Schomberg.flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, shipwreck artefact, schomberg, brass tap, plumbing fitting, water tap, tap

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).Porthole frame, from the wreck of the Falls of Halladale, porthole and glass missing, brass with screw dog (part broken) and one hinge, eight retaining bolt holes. flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, porthole frame, ship’s fitting, brass porthole, reconditioned porthole, falls of halladale, russell & co., porthole

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

This attractively patinated artefact was raised from the wreck site of the CHILDREN (wrecked January 1839, recovered February 1974) and was quite reasonably catalogued as a portion of a ships porthole. This identification is unlikely however, because the CHILDREN was built at Liverpool in 1824, and round portholes were not in common use until the 1850s. The catalogue identification has since been changed to "Ship's Fitting" Prior to the appearance of round portholes in the middle of the nineteenth century, the function of introducing light to lower decks was performed by square half-glassed ‘ports’ in the side of the hull (known as a port-sash) , or ground-glass ‘bullseyes’ inserted in the deck (scuttles). In historical terms, ports were always square, cut into the timber originally to allow the firing of a ships guns, and were closed in weather by a tight fitting square hatch. Flagstaff Hill Shipwreck Museum has three portholes on display that illustrate the gradual development and adoption of circular brass portholes. First in sequence is a small 12.5cm diameter window (with a deep frame for thick wooden hulls) from the 1855 wreck of SCHOMBERG. The second and third are larger 25cm diameter windows (with a shallower frame for thinner iron hulls) from the 1892 wreck of the NEWFIELD and the 1908 wreck of the FALLS OF HALLADALE . Once the apparently obvious use of the brass object is discounted, an accurate and reliable alternative classification is difficult to specify. One artefact register notes it was ‘found in about the centre of the wreck site’. This would mitigate against the possibilities of (1) ‘horseshoe frame’ joining pieces of the keel and hull at the bow of the vessel, or (2) ‘deckseat’ for a binnacle at the stern. It may support the idea of a ‘head frame’ on a cooped companionway or a ‘deckseat’ for a mainmast pump. But this is only speculation. The actual identification is not known. The wreck of the CHILDREN is of State significance - Victorian Heritage Register S116Ship's fitting, of heavy gauge brass circle, previously classified as section of ship's fitting, which was raised from the wreck of the Children. One end is broken off at an original bolt hole and the other is severed or cut at an acute angle from the inner rim. The artefact is 6cm across and 1cm deep, indicating strength and function as a substantial and finished item of moulded metal. The upper face bears sedimentary accretion stained red/brown. The rear face has been gouged by hard or corrosive materials and bears brilliant blue/green oxidisation.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, the children, brass flange, brass rim, shop fitting

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 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 3am 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).Porthole rim with the hinge and two flanged extensions. The ship's fitting was recovered from the wreck of the Falls of Halladaleflagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, porthole, porthole frame, porthole rim, ship’s fitting, brass porthole, reconditioned porthole, falls of halladale, russell & co.

Part of the "Kevin John Herdman", No. 397661, Collection. See Cat No. 5942P for details of his service record.Pair black stiffened canvas gaiters with leather straps including underfoot straps. Top and bottom edges trimmed with black leather. Brass fittings. Internal seams reinforced with blue leather.1 & 2. Stamped on inside in white: "C.G.C.F. D. (Upwards arrow) D, 1962, 3".uniform, gaiters, kevin john herdman

Part of the Kevin John Herdman, No. 397661, Collection. See catalogue No. 5942P for details of his service record.Pair of black stiffened canvas gaiters with leather straps including underfoot straps. Top and bottom edges trimmed with black leather. Brass fittings. Internal seams reinforced with black leather..1) Stamped on inside in white: '(upwards arrow) ULC, 1967, SIZE 3, R' .2) Stamped on inside in white: '(upwards arrow) ULC, 1967, SIZE 3, L'uniform, gaiters, kevin john herdman

Kerosene lamp, masthead mooring light. Glass lense with section missing, galvanised iron construction with brass fitting marked "Anchor". Base corroded out, burner missing and top corroded. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, kerosene lamp

Masthead lamp, single wick oil or kerosene type. Hinged top lid, removable burner and shade. Galvanised iron construction with brass fittings and glass lens. Brass plaques on lid and burner.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, masthead lamp

Two pieces of a brass light fittings possibly from the Loch Ard.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Pair black stiffened canvas gaiters with leather straps including under foot straps. Top & bottom edges bound with dark blue leather. Brass fittings, internal joins reinforced with blue leather.Stamped inside on canvas: “ ... / Size 4”uniforms - army, passchendaele barracks trust, gaiters

Webbing belt as part of uniform and also equipment ww2 eraWide webbing belt, khaki yellow in colour with brass fittings, made of strong cotton webbing, brass buckles , brass tightening keepers, back of belt two brass buckle attachments for attatching basic webbingwebbing, belts, equipment

Spraying units were manufactured in Australia by REGA Products Ltd. from 1926. REGA established themselves as leaders in the production of agricultural and horticultural spraying machines, including smaller knapsacks. Their metal knapsacks were quickly adapted to a range of applications and were widely used by the Forests Commission and Country Fire Authority (CFA). They were metal and very robust but heavy and uncomfortable to wear REGA was later purchased by the Garrard family and still operate as part of Garrads Pty Ltd. This sprayer was used by the FCV at Creswick No longer in use.The REGA spray unit includes brass fittings, leather straps with a brass pump handle and adjustable nozzle attached. Adjustable leather straps have "quick release" clips and studs Camm lock lid with chain attached FCV Creswick REGA stampbushfire, fire pump, forests commission victoria (fcv)

Spraying units were manufactured in Australia by REGA Products Ltd. from 1926. REGA established themselves as leaders in the production of agricultural and horticultural spraying machines, including smaller knapsacks. Their metal knapsacks were quickly adapted to a range of applications and were widely used by the Forests Commission and Country Fire Authority (CFA). They were metal and very robust but heavy and uncomfortable to wear REGA was later purchased by the Garrard family and still operate as part of Garrads Pty Ltd. This sprayer was used by the FCV at CreswickThe REGA spray unit includes brass fittings, leather straps with a brass pump handle and adjustable nozzle attached. Adjustable leather straps have "quick release" clips and studs Camm lock lid with chain attachedREGA Creswickforests commission victoria (fcv), bushfire, planned burning, fire pump

Blackened waist webbing belt with brass clasp fittings and brass adjustment keepers. On the inside of the belt there are sewn in inserts for length adjustment and for the attachment of additional webbing."L.F. Crosswell, 5716029". There are very faint production markings.passchendaele barracks trust, webbing belt, blackened

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

Framed, grayscale photograph with light green mount; brass wall fittings at end endInscribed on mount below photograph: MASTERS / From left: F J C Paton, H Godbehear, Gorge Hay / A Richardson (Headmaster 1924-1932), Miss Leila Smail, Mr Wigan / Mr F L Edmunds

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

Blackened waist webbing belt with polished brass clasp fittings and brass adjusting keepers. There are additional webbing buckles sewn onto the belt. The belt has been blackened.Very faint markings "521 GRAN ?ED".passchendaele barracks trust, webbing belt, blackened, equipment

Part of a brass light fitting. Fitting has three thumb screws for securing glass chimney.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Henry Stanley established Stanley Rule and Level Co. in 1857. In the following decade steel hand planes began to replace wooden planes. This decorative plane is an 1886 model, with several options to adjust the plane to suit the work. The antique plane displays quality workmanship of the 1880s. It was designed for hard work, replacing lighter wooden planes that were unsuitable for the big jobs. It was made by Stanley Rule and Level, a firm renowned for its good quality tools and now operating as Stanley Black and Decker.Plane; Beading type maker Stanley Rule & Level Co, patented in 1886. The plane has an adjustable fence and depth stop and shows off fancy Japanned decoration. Cast steel with a wooden handle and brass fittings. 1/4 inch iron.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, plane, beading plane, cast steel plane, 1880s plane, stanley rule & level co., hand plane, woodworking tool, woodworking plane, steel plane, carpentry tool, builder's tool

Ivory? opera glasses with metal surround on larger front lenses extending across to adjustment support connecting them - focus adjustment is ivory (ridged) wheel on central brass fitting - top section of glasses connected by metal divider with central screw to dismantle.opera glasses