This is part of a child's toy, a doll with ceramic legs. It was recovered from the wreck of the Loch Ard. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed 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 recently married, 29-year-old Captain Gibbs. It 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, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors 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 and was presented with a medal and some money. 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. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. China doll's leg, cream and beige ceramic, foot shaped at the end of the leg. 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, china dolls leg, doll's leg, china doll's leg, doll's limb, ceramic doll

This ceramic leg is part of a child's doll. It was recovered from the wreck of the Loch Ard. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed 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 recently married, 29-year-old Captain Gibbs. It 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, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors 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 and was presented with a medal and some money. 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. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. China doll's leg, cream colour with beige top. Shoe shape is formed at the end of the leg. .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, china dolls leg, doll's leg, ceramic doll leg, porcelain doll's leg

It is probable that the urinal was situated in the forward part of the ship rather than the stern, being one of two placed on either side of the deck and housed immediately adjacent to the doors into for-castle, or crew sleeping quarters. The toilets on maritime vessels were (and still are) called the ‘heads’, after the sanitation arrangements common until the end of the eighteenth century. The name was given to the ‘head’ of the ship, forward of the forecastle and around the beak or bowsprit. These first lavatories were floored with grating or nets so the force of the sea could wash them clean, and they were always used on the lee or non-weather side so the effluent fell directly into the water rather than back on board. The Children wrecking: The barque Children was one of the first vessels to be lost in the Western District the vessel was wrecked to the east of Warrnambool on 14th January 1838. When it ran ashore in hurricane-force winds, 22 passengers and crew were fortunate to escape being battered to death on the rocks. The Children broke up within 20 minutes, sweeping sixteen of those on board to their deaths. After eleven days, the survivors, all of whom were injured, were rescued and taken to Portland. According to Lloyd's Shipping Register 1837-1839, the Children was built in 1825 at Liverpool and operated by owners Gordon & Co, of London. Registration number 123/1837, James Henty then bought her in 1837 as a three-masted barque of 254 tons, with a hull of “part pitch pine, felt sheathed” and “coppered in 1837” at Launceston registered number 6/1837. In 1838 the Children, under her master Captain H. Browne, completed a successful round trip from Launceston to London (carrying wool and whale oil loaded in Portland), returning in late November of that year carrying a general cargo including house bricks used for ballast. On the 11th of January 1839, the Children sailed from Launceston for Adelaide, with 24 passengers, 14 crew, and an awkward mixed cargo, including 1500 sheep, 8 bullocks, 7 horses, and farming implements, and six whaleboats with associated whaling gear. One account states that when the Children were “put out from port she was light and badly ballasted”. The vessel immediately encountered four days of hurricane-force storms, eventually clearing on the early morning of the 14th. However, it was too late to take accurate measurements of the sun or stars to establish their position relative to the coast. The Children collided with a limestone stack at the entrance of Childers Cove, and the seas smashed her into pieces within half an hour. All the cargo and 16 lives were lost including 8 children. The Henty brothers contributed £150 towards a fund for the 22 survivors at a memorial service held in Launceston later that year. It was a major financial setback for James Henty and his brothers, but one from which they recovered. In a submission to the Governor of New South Wales dated 24 March 1840, the Henty’s summarised their work over the previous six years of establishing the Portland settlement stating. “Six stations have been occupied, one at Portland Bay three at the open country about 60 miles inland called ‘Merino Downs’ They have erected two houses at Portland Bay and two others at Merino Downs”.This urinal is significant as part of the vessels original fittings he Children was delivering cargo intended for the Portland Bay settlement of her owners the James Henty brothers The wreck is also significant as one of the first vessels to have been lost in the Western District of Warrnambool. As a result the shipwreck of the Children is registered with the Victorian Heritage Register S116. A lead urinal with a rounded back at the top splash plate with an attached semi-circular receptacle or basin (20cm deep and projecting forward 30cm). At the sides are flanges with bolt holes connecting to a ship's wall. The urinal is drained by a funnel-shaped outlet also made of lead, reducing from a 10cm radius to a joined 5 cm pipe. The urinal was recovered from the wreck of the CHILDREN.Noneflagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, shipwreck artefact, the children, lead ship’s plumbing, crew urinal, the ‘heads’, ship plumbing, james henty, portland bay, urinal, ship's urinal

This guillotine is a hand operated machine specifically designed to cut through multiple sheets of paper or card. It has a very heavy and sharp single blade knife mounted between vertical guides or runners. The main users of a machine like this is in by the printing and publication binding industry. Book binding companies use a guillotine to evenly trim the pages of a book after it has been bound. The way the guillotine is used is - paper or card is stacked squarely on the flat table and pushed firmly against the back guide - the handle below the table at the front of the machine is wound around, which brings the back guide forward, pushing the paper stack forward and positioning the centre of the stack below the vertical frame - the upper wheel is wound around, which brings the clamp and firmly in position on top of the paper, to hold it very firmly - the large wheel on the side of the machine is turned around to lower the long sharp blade down onto the pages and cut them through. The sharp edge of the blade is protected somewhat from becoming blunt; a block of wood sits in the table under the stack of paper An early model of a guillotine was patented in 1837 by Thirault, who built a model with a fixed blade. Guillotines similar in principal to this one were patented by Guillaume Massiquot in 1844 and 1852. Over the years many improvements have been made and operation has moved from man power to electricity. Oscar Friedheim Ltd. was the importer and wholesaler of a large range of machinery and equipment for the printing and bookbinding industry. He sold most of his equipment under his own name. On this guillotine or paper cutter he refers to the origin of the guillotine’s manufacture only as “German Manufacrure”. A reference book “Commercial Bookbinding: a description of the processes and the various machines used" by Geo. Stephen, 1910, recommends Oscar Friedheim, amongst others, for the supply of “reliable cutting machines for hand or power”. It also recommends Oscar Friedheim’s for a wide range of other printing machinery and processes. OSCAR FRIEDHEIM LIMITED, LONDON Oscar Friedheim Ltd. was established in 1884 and operated from Ludgate in London. The company was an importer and wholesale supplier in the 1880’s, offering machinery and equipment for the printing and packaging industry for the UK and Ireland. The company became incorporated in 1913. An advertisement of 1913 includes a telegraphic code plus two telephone numbers for Oscar Friedheim Ltd and invites readers to call at the Ludgate, London, showrooms to see the machines working. The company later became Friedheim International Ltd. The book titled “Friedheim, A Century of Service 1884-1984 by Roy Brewer, celebrates Oscar Friedheim’s achievements. Friedheim International currently operates from Hemel Hempstead, on the northern outskirts of London UK. It promotes itself as “… the leading supplier of finishing, converting and packaging machinery to the printing, graphic arts, and highly varied packaging industries in the UK and Ireland. The company’s policy is simple – “employ the best people, work with the best equipment manufacturers in the world, and treat our customers as partners!” The company still sells guillotines. The guillotine is significant for its ability to represent aspects of the printing trade in Warrnambool and in a typical port town circa 1850 to 1910. It represents communication methods and processes used in the time before electrically powered equipment became common in industry.Guillotine (or paper cutter), hand operated. Metal framework with vertical guides, stand and metal mechanical parts including wheels and gears. Table with back guide; handle below front of table winds to move the back guide. A wheel at top of machine winds to adjust pressure of the clamp on the work on the table below it. The cutting blade fits between vertical guides; a timber insert in the table below the blade helps minimise the loss of sharpness of the blade. A handle on the side of the machine turns a large spoked wheel, which rotates a large gear, causing the blade to move up and down. Makers details are on a small oval plaque with embossed maker’s details is screwed onto main body. Maker is O Friedheim, London, and the machine is of German manufacture, circa late 1880’s.Maker’s plaque inscribed "O. FRIEDHEIM / London / German Manufacture"flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, printing machinery, printer’s guillotine, paper guillotine, paper cutter machine, oscar friedheim ltd london, friedheim international ltd, bookbinding industry, printing industry

The subject of this photograph, David Charteris McArthur was the founding manager of the Bank of Australasia in Port Phillip (Melbourne). McArthur was born in 1808 in Gloucester, England, and educated in Scotland. He worked for an insurance firm in Edinburgh where in 1835 he married Caroline nee Wright. McArthur and his family party sailed from the U.K. to arrive in Sydney in October 1835, where he joined the Bank of Australasia when it opened in Sydney in December. McArthur sailed to Melbourne in August 1838 with 3000 pounds in coins, protected by armed guards and two bulldogs, to open the Melbourne branch of the Bank of Australasia. The branch grew quickly, servicing both private and government customers. He opened many branches in the goldfields during the1850’s. In 1862 he was appointed as general inspector of branches. He spent time with the bank in New Zealand. On his return to Melbourne, at age 57, he was put in charge of the entire bank. McArthur lived in the hills of Heidelburg, Melbourne. He was the first chairman of Associated Banks and was advisor to politicians and merchants. He was retired in October 1876 by the London directors and given a free trip to London, an annuity and a seat on the bank’s Advisory Board. McArthur was active in the community, being a member of the Mechanics’ Institute, on the committee that advised Governor Hotham on the Colony’s finances, chairman of the Heidelburg Road Board, one of the original trustees of the Library of Victoria in 1853 and president of trustees of the Public Library, Museums and National Gallery of Victoria in 1880-83. He was also on many other community organisations. He died in his home “Charterisville” in East Ivanhoe in 1887. He and Caroline had no children. The Melbourne branch of Australia and New Zealand Bank has a portrait of McArthur in its boardroom. St John's Church, Heidelberg, commemorates him with a stained-glass window entitled 'King David'. The McArthur Gallery in the National Gallery of Victoria is also named after him. (David's brother, Donald, moved from Sydney to Melbourne in 1836 with the first government survey team.) ABOUT THE BANK OF AUSTRALASIA In 1836 the Bank of Australasia was established in London by Royal Charter. In 1951 the bank merged with the Union Bank of Australia, to form ANZ Bank Limited. In 1970 it merged with the English, Scottish and Australian Bank to become Australia and New Zealand Banking Group Limited. Since that time the ANZ has acquired other banks and introduced Internet banking and mobile banking. BANK OF AUSTRALASIA IN WARRNAMBOOL The Bank of Australasia first opened in Warrnambool in July 1854 in a building on Merri Street. The manager was Mr Samuel Hannaford. The bank then purchased and moved to a stone building on the corner of Timor and Gibson Streets, previously owned by Cramond and Dickson and almost opposite the Examiner’s office. In January 1957 Mr W.H. Palmer became the new manager and was there until November 1869. The bank then built its own building on the corner of Timor and Kepler Streets in 1859. Mr Basil Spence, the teller, was appointed acting manager in 1869 and Mr H.B. Chomley was the next appointed manager, in April 1873 and was still manager in 1886. The municipality of Warrnambool first banked with the Bank of Australasia from 1856 to April 1857. David Charteris McArthur was the founding manager of the Bank of Australasia. This photograph of him represents the beginnings of Warrnambool's commercial history, with the municipality using the Bank of Australasia as its bank from 1856-April 1857.Photograph; portrait of David Charteris McArthur. Heavily retouched black and white print in plain brown varnished frame, behind glass, with plaque on lower edge and inscription lower left corner.Lower left corner "A-H 1-9". Engraved on plaque "DAVID CHARTERS MCARTHUR \ SUPERINTENDENT \ BANK OF AUSTRALASIA \ 1867-1876"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, bank of australasia, david charteris mcarthur, superintendent bank of australasia, colonial commerce, manager bank of australasia melbourne, colonial bank, warrnambool bank of australasia, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, boa, union bank, australia & new zealand bank, anz bank, david charters mcarthur, d c mcarthur

This plate is one of a collection of plates with the Asiatic Pheasant design from recovered from the wreck o the Loch Ard. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed 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 recently married, 29-year-old Captain Gibbs. It 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, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors 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 and was presented with a medal and some money. 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. This plate is significant for its connection to the potters Minton. It is also significant for its connection with the wreck of the sailing ship Loch Ard. The Loch Ard shipwreck is significant for Victoria and is registered on the Victorian Heritage Register (S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard and its collection is significant for being one of the largest accumulations of artefacts from this notable Victorian shipwreck. The group gives a snapshot of history, enabling us to interpret the story of this tragic event and the lives of the people involved. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allow us to interpret Victoria's social and historical themes of the time. The collection's historical significance is that it is associated unfortunately with the worst and best-known shipwreck in Victoria's history.China dinner plate, scalloped rim. Floral arrangement with Asiatic Pheasant design, made by Middleport Pottery. Recovered from the wreck of the Loch Ard. Within cartouche "B & L / MIDDLEPORT POTTERY" and an 'L" handwritten in black pen.flagstaff hill, warrnambool, flagstaff hill maritime museum and village, shipwreck coast, great ocean road, plate, minton, loch ard, asiatic pheasant design

The subject item is a saw blade sharpening clamp that attaches to a bench allowing the operator to sharpen the teeth on a saw with a file while keeping the saw blade in an upright position. Henry Disston (1819–1878) began his career as an American saw maker in Philadelphia. He emigrated from England in 1833 and started making saws and squares in 1840. In 1850, he founded the company that would become the largest saw maker in the world the ”Keystone Saw Works” on the Delaware River. Some five years later, Disston built a furnace possibly the first melting plant for steel in America and began producing the first crucible saw steel ever made in the United States. While his competitors were buying good steel from Britain, he was making his own, to his specification, for his own needs. Disston subsequently constructed a special rolling mill exclusively for saw blades. Over the following decade, the Disston company continued to grow, even while dedicating itself to the Union Army's war effort. In 1865, when his son Hamilton Disston rejoined the business after serving in the Civil War, Disston changed the company's name to Henry Disston & Son. Henry Disston and his sons set the standards for American saw makers, both in terms of producing high-quality saws and developing innovative manufacturing techniques. Disston also started making files in 1865. In September 1872, Henry Disston and two other men dug a part of the foundation for what was to become the largest saw manufacturing facility in the world: Disston Saw Works. This was in the Tacony section of Philadelphia. Having previously moved his expanding business from near Second and Market Streets to Front and Laurel Streets, Disston sought to establish his business away from this cramped area. It took over 25 years to move the entire facility to Tacony. This Philadelphia neighborhood seems to have been the only company town in the United States established within an existing city. At its peak of operations, Disston Saw Works employed 8,000 people and the factory covered 300 acres. The company, known as Henry Disston and Sons, Inc by the early 20th century, cast the first crucible steel in the nation from an electric furnace in 1906. The firm's Armour plate building near Princeton Avenue and Milnor Street contributed tremendously to the World War II effort. But the company's innovation and industriousness would not last forever. In 1955, with mounting cash-flow problems and waning interest on the family's part to run the firm, Henry Disston and Sons were sold to the H.K. Porter Company of Pittsburgh. Porter's Disston Division was sold in 1978 and became the Henry Disston Division of Sandvik Saw of Sweden. This division was then sold in 1984 to R.A.F. Industries of Philadelphia and became known as Disston Precision Incorporated, a maker of specialized flat steel products. In 2013, R.A.F. Industries sold Disston Precision Inc. in a private sale. Although the company has ceased making Disston handsaws, the Disston brand name still exists in this firm. A significant American company that pioneered the making of high-quality steel and saws along with other tools and accessories. The subject item is significant as it was made at a time when the company was in its hay day. Adjustable Ball & Socket Saw Sharpening vice, cast iron, with clamp to attach to a workbench. Made by Henry Disston & Co. No 1 painted greyflagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, saw clamp, henry disston & sons, saw sharpening, tool accessories, wood saws

Historical Information: The anchor is from the wooden sailing ship CHILDREN, which was wrecked at Childers Cove east of Warrnambool on the 15th of January 1839 with the loss of 16 lives. The Children anchor was raised from the wreck site by Flagstaff Hill Divers; Peter Ronald, Garry Hayden (Terang, still), Tim Goodall (now Warrnambool), and Colin Goodall (now Warrnambool), on Sunday 3rd January 1974. A week or so later it was dragged up the cliffs and taken to Warrnambool. It is now on display near the entrance to the Maritime Village and Museum. It appears to be a Pering’s Improved Anchor, developed at Portsmouth after 1813. The addition of broad curvature to the anchor arms provided a stronger purchase than the pre-existing Admiralty Old Pattern Long Shanked Anchor with straight arms. However, the evidence of hammer-welding the separate pieces of the arms and palms to the central shank (peaked crown and flat palms) suggests the manufacture is before the 1831 Rodger’s Anchor design, (which cast both arms and their flukes as one piece that was then attached to the shank by a bolt through the crown). This identification seems consistent with the date of the CHILDREN’s construction in 1824. The CHILDREN was a three masted barque with a wooden hull built at Liverpool in England. She was bought by the Henty family of Portland (Australia Felix) in 1837 for regular coastal trading between Van Diemens Land, the Port Phillip District of New South Wales and South Australia. Only 255 tons burden (92 feet in length, with a beam of 25 feet and depth of 17 feet), she sailed from Launceston bound for Adelaide in late December1838, on her first Australian voyage and under the English master who had brought her out – Captain H. Browne. On board the CHILDREN were 24 passengers, including 9 children; the captain and 14 crew; livestock of 1500 sheep, 8 bullocks and 7 horses; general cargo of beef, pork, tobacco, tripe, butter, limejuice, horse hair, currants, lead shot, beer and spirits; 5,000 house bricks from London; and six whaling boats with associated whaling gear. The vessel was battered by gale force north-westerly winds shortly after setting out from Launceston on 11 January 1839 and adverse sailing conditions persisted for the next four days. At 11 pm on the 15th of January 1839, and many miles north and east of the captain’s navigated position, the CHILDREN struck the Pinnacle, a limestone stack off Childers Cove. Within half an hour the ship was completely destroyed. As well as the loss of livestock and cargo, 16 passengers and crew perished, including the captain, six men, one woman and eight children. In 1931 shifting sands at Childers Cove uncovered the skeleton of an adult male. In 1951 another two skeletons were exposed by storms, an adult male and a child. In 1963 some district scuba divers retrieved a small signal-cannon from the site. And in 1974 Flagstaff Hill recovered the anchor and some house bricks. The shipwreck of the CHILDREN is of state significance – Victorian Heritage Register No. S116.A large forged-wrought iron anchor from the wreck of the CHILDREN. Flat hammer-welded flukes on opposing curved arms and a peaked crown. It has a metal (elbowed) stock or cross-bar and a heavy duty pinned shackle (not ring) for the anchor chain. It is in fair condition but extensively corroded after 135 years on seabed (supported on display) .warrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, the children, childers cove, anchor, pering’s improved anchor, 1839 shipwreck.

A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed 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 recently married, 29-year-old Captain Gibbs. It 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, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors 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 and was presented with a medal and some money. 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. The shipwreck of the Loch Ard is of significance for Victoria and is registered on the Victorian Heritage Register ( S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard and its collection is significant for being one of the largest accumulation of artefacts from this notable Victorian shipwreck. The collections object is to also give us a snapshot into history so we are able to interpret the story of this tragic event. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allows us to interpret Victoria's social and historical themes of the time. The collections historically significance is that it is associated unfortunately with the worst and best-known shipwreck in Victoria's history. Piece of marble cut from the corner of a fireplace surround. Black marble with brown highlights. Carved boarder. Recovered rom the Loch Ard. Noneflagstaff 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, fireplace surround, marble, black marble

The wine glass has been handblown, as shown by the ripple effect in the stem and base. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed 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 recently married, 29-year-old Captain Gibbs. It 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, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors 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 and was presented with a medal and some money. 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. The shipwreck of the Loch Ard is of significance for Victoria and is registered on the Victorian Heritage Register ( S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard and its collection is significant for being one of the largest accumulation of artefacts from this notable Victorian shipwreck. The collections object is to also give us a snapshot into history so we are able to interpret the story of this tragic event. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allows us to interpret Victoria's social and historical themes of the time. The collections historically significance is that it is associated unfortunately with the worst and best-known shipwreck in Victoria's history. Wine glass part, stem and base only. Glass has been hand blown. Recovered from the Loch Ard wreck.Noneflagstaff 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, wine glass, handmade drinking glass, blown glass

George's grandfather was James Rayment Snr (1817-1890). He was born in Essex, England. He arrived in Melbourne aboard the “Bengal” in 1840. He married Jane McKnight on 12 March 1861. She died in 1871. James lived in South Melbourne until he married Elizabeth Brown in 1873. He moved to “Spenceycroft” at 654 Canterbury Road in 1880 - the property had a dairy. He moved to 85 Croydon Road, Surrey Hills (the house still stands) in 1886 but still ran the dairy. He moved back to South Melbourne and died there in 1890. His son James Rayment Jnr (1862-1916) was born in Emerald Hill. He married Harriet Ratten in 1882 and lived at 85-87 Croydon Rd Surrey Hills until 1914. He also owned properties at 70,72,81 and 83 Croydon Road. Harriet died in 1897. He married Victoria Benbow in 1898. In 1912 his occupation was fishmonger. In 1914 he moved to “The Wattles” at 95 Middlesex Road, Surrey Hills. In 1919 his wife Victoria owned lots 45,47,49,51,53,55 Durham Road. Surrey Hills. He died 1916 and Victoria died in 1939. James, the third, lived in Middlesex Road, Surrey Hills where he and his wife had a flower and vegetable farm. His brother was George Leslie Rayment (1894-1976), known as Les, the subject of this photo. He was born in Boroondarra. He lived at 85 Croydon Road, Surrey Hills. In 1914 he enlisted and served in the HQ staff 3rd Light Horse Brigade and was promoted to Staff Sergeant. In 1916 he was discharged for family reasons, those being that his father had died and there was no-one at home to support the family in Middlesex Road. In 1918 he married Grace Lewis at the Highfield Methodist Church. In 1919 they moved into “Clovelly”, 94 Durham Road, Surrey Hills. In 1927 his wife Grace died and in 1933 he married Celia Lewis. In 1936, with the help of his brother James, they built their new house at 14 Benwerrin Road, Surrey Hills. Celia died in 1967 and Les in 1976. Les had 2 children Dr Dulcie Grace Rayment and Norma Lesley Rayment. (Information courtesy of Mel Constable; Mel's wife is a Rayment descendant). Les' brother, James Arthur Rayment, was born in Balwyn in 1889. His A.I.F. record states - he joined on the 14 July 1915 to the 5th Field Company Engineers. His father was living in Middlesex Road, Surrey Hills at the time of his enlistment. He returned to Australia and was discharged on 22/7/1919. His occupation was carpenter; his religion, Methodist. He was 26 years and 2 months at enlistment and left Australia on 23/11/1915. James Arthur Rayment married Lilian Sarah Smith in 1920 (Ref: Victoria 1920/6780). REF: Mrs Dorothy Legg - James Rayment and his wife Elizabeth lived and farmed in Russell Street in the 1860s. The land was a dairy property and may have included some of the land later owned by the Presbyterian Church. Their sons James and Alex walked to the Balwyn State School. James married and lived at 'The Wattles' in Middlesex Road.Black and white photo of George Leslie Rayment in AIF uniform, standing with his hands behind his back. armed forces, world war, 1914 - 1918, clothing and dress, (mr) george leslie rayment, les rayment

This poster is typical of posters displayed by steam packet companies of the mid-19th to early 20th centuries. It advertises the passage and freight available on a local coastal trader. The steamships operated between the major ports along the western coast of Victoria between Melbourne and Portland. The traveller was not guaranteed the passage times due to possible weather changes. Discounts were offered for return trips within a month of the ticket's issue. The price of freight included 'lighterage', which was the service of a smaller vessel called a 'lighter' expressly designed to transport goods between ship and shore. This particular poster has been recreated; it advertises the services of the screw steamer SS Edina. The information on the poster applies to the years between 1871 and 1873. During that period the Master of the Edina was Captain John Thompson, the Edina was owned by the Warrnambool Steam Navigation Company and the secretary of the firm was Thos. Mackay. The passenger fares are in line with fares from that period, as seen in a display advertisement published in the Hamilton Spectator on January 17th, 1872. The 1853 Glasgow-built Screw Ship Edina had a long life. The ship served in both the Crimean War and the American Civil War. The Edina also traded in UK and European waters. The Henty family of Portland, Victoria, purchased Edina in 1863 for use as a coastal trader. The Edina had several owners and spent many years of service along the South West Coast of Victoria between Melbourne and Portland. The vessel transported passengers and freight in Port Phillip Bay, between Melbourne and Geelong, between 1880 and 1938. After 84 years of service, the Edina was renamed ‘Dinah’ and was stripped down for use as a lighter. The vessel was broken up in 1957 at Footscray, Melbourne. The remains of Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. The poster was owned by the donor's grandfather, Bruce Duff (1922-2003) who was an avid sailor and a lover of nautical history. He and his wife Mona (1924-2014) were buried in Portarlington Cemetery, Victoria. Duff would have been about 13 years old when the Edina was finally retired from service in 1938. His interest in the Edina could have come from a trip on the vessel or from watching it in operation in the ports along the coast. Duff has collected this poster as a memento of the Edina and is likely to have preserved it at a much later date when the lamination process was readily available. [Flagstaff Hill's collection includes a photograph of the Edina at the Moorabool Street Wharf, Geelong, which was in Duff's locality. The References for this poster include a link to Museum Victoria's photograph of two boys watching the Edina from a jetty.] Flagstaff Hill's Village has its own 'Examiner' Office where volunteers demonstrate the historic printing press in that building. They use original letter-type to create posters, print labels onto lolly bags and designs on fabrics. One of the volunteer printers has produced a poster closely resembling the donated poster. His replication includes a woodcut of the ship, which he skilfully crafted himself.This poster advertises the sailing of the steamer SS Edina and the information has local and State significance for its association with the trading ports of the Edina, and the associated names on the poster; Warrnambool Steam Navigation Company, Captain John Thompson and Thos. Mackay. This poster's message has a strong connection to the history of the businesses and community of Warrnambool and the people of Port Phillip Bay, where it was a passenger ferry for many years. The poster is an example of advertising used by shipping agents in the mid-19th to early 20th centuries. Its information includes the accurate costs to passengers and freighters and the type of timetable the vessels were likely to follow. The poster's connection with the Screw Steamship Edina is historically significant, as the vessel was the longest serving screw steamer in the world. The ship spent its first nine years overseas then arrived in Melbourne. The vessel's work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The Edina is listed on the Victorian Heritage Database VHR S199. Poster, A3 size, brown text on cream paper, laminated. Re-created poster of the Warrnambool Steam Navigation Company (Limited) advertising passage and freight on its Screw Steamship, SS Edina. It states days, times and fees for passage and freight from Warrnambool to Melbourne, and return. It names the ship's Master, Captain John Thompson and the Company's Secretary, Tho. Mackay. It displays a line drawing of a 3-masted ship with full sails.Printed image [side profile of a 3 masted vessel, bow facing left] Printed text includes "The Warrnambool Steam Navigation Company (Limited). The Company's Steam Ship "EDINA", Captain John Thompson, Will leave Melbourne for Warrnambool on Tuesdays, returning from Warrnambool every Thursday, At Five o'clock p.m. (weather permitting). FARES: Saloon £2 0 0 Steerage £1 0 0 Saloon return £3 0 0 Saloon return £1 10 00 - Children under 13 years half fares - Refreshments supplied onboard at a moderate scale of charge. Freight, including lighterage, - From Melbourne to Warrnambool - 12s per ton; from Warrnambool to Melbourne, 15s per ton. Passengers are requested to obtain their tickets at the offers, and shippers to make early application for space. Return tickets available for one month from date of issue. - THO. MACKAY, secretary. "warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, fair maid of judea, steam navigation, pleasure steamer, ss edina a, trade 19th century, travel 19th century, warrnambool to melbourne, warrnambool to geelong, warrnambool to port fairy, warrnambool to portland, screw steamer, coastal trader, crimean war, american civil war, gold export, h r h duke of edinburgh, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay, lighter edina, port phillip bay steamers, vhr s199, dinah, warrnambool steam navigation company, advertising poster, shipping agent, flier, maritime village, flagstaff hill maritime museum & village, great ocean road, block printing, woodblock printing, relief printing, moorabool st wharf, western steam navigation company, tho. mackay, re-created poster

The nine postcards in this set were donated together and date to the early 1900s. All but one postcard in this set shows images of Warrnambool, in the Western District of Victoria; the other has a London image. The postcards were all printed in Great Britain according to that country’s postal regulations. All cards have titles on the front printed in red. The majority of the images on the cards are attributed to photographer Joseph Jordan and belong to the Jordan Series. The back of these cards has an outline for a postage stamp, a vertical dividing line and a heading on each side of the line to separate the Correspondence from the Address. Postcards or ‘correspondence cards’ appeared in Britain in 1894. They were plain cards with a space for the message on one side and an address on the other; regulations didn’t allow anything but the address to be written on the ‘address’ side. In 1902 the British regulations then allowed a picture to be printed on the front and the address on the back, so messages had to be written on the picture side. Soon, the regulations changed and the back was divided for a message and the address. Proudfoots Boat House – Proudfoot’s Boathouse is at 2 Simpson Street Warrnambool, on the banks of the Hopkins River. In the 1880s it was a venue for hiring boats for rowing, fishing, sailing and picnics. It was a popular destination for tourists coming from Melbourne for a day or weekend outing. The beautiful historic Victorian period building was designed, built and established by Thomas Proudfoot. He applied to build a boat jetty in 1885. He died in 1900 and his wife Catherine took over, running it for many years. Later her son Bruce and after that her granddaughter Ena Hunt and her husband took over; it remained in the family until 1979. The buildings, including the ‘U’ shaped jetty and tearooms, were restored and modified in the 1990s by the Warrnambool Sports Club, under the control of the Warrnambool City Council. Joseph Jordan - Joseph Jordan was born in 1841 in Leicester England. When he was 16 he joined the 7th Queen's Own Hussars and was sent to India at the outbreak of the mutiny. He took part in the relief of Lucknow and remained in India for eleven years. It was during this time, he became interested in photography. He was posted to New Zealand and later came to Victoria, becoming a sergeant major of the Mounted Rifles. In the mid-1880s he came to the Western district where he was responsible for establishing units of the Mounted Rifles in various country towns such as Dunkeld, Mortlake, Panmure, Bushfield, Koroit etc. He resigned from the army in 1889 and set up a professional photography studio in Liebig Street, Warrnambool. He became very well known in the Western District for family photographs, official photographs of local councillors and groups as well as views of local scenery. In 1891 he photographed the wrecked barque ‘Fiji’ at ‘Wrecks Beach’ near Princetown. His business was taken over by his son Arthur around 1917. Joseph was a keen rifle shot and in 1924 he donated the "Jordan Shield" as a prize to the Victorian Rifle Association. He was made a "Life Honorary Member" of the Warrnambool Returned Soldiers League and in 1933 he was recognised as being the oldest living soldier in Victoria. Joseph died in 1935 aged 95.This card is the only one of the nine cards with the location of Warrnambool added to the name 'Joseph Series'. It is also the only one that has text within the outline for the postage stamp. The font used for the test of the headings is slightly different to the other cards. Joseph Jordan is a significant figure in Warrnambool history as he helped to establish early units of the Mounted Rifles (G Company) in local towns during the late 1880's and later, photographed local scenes, groups and citizens of early Warrnambool. This postcard of Proudfoot's Boathouse is of historical significance for is connection with Proudfood’s Boathouse. Proudfoot’s Boathouse is an example of late-Victorian recreational and tourist facilities. Boathouses were popular 19th-century tourist and recreational attractions, providing refined and healthy activity. This boathouse shows the early realisation of the tourism and leisure potential of seaside towns such as Warrnambool, a potential that has become increasingly important as port uses have ceased and other industries have been subjected to financial pressure. Proudfoot's Boathouse is of social significance because it illustrates the continuity of the attraction of this kind of leisure facility. Although the glory days of boathouses were in the 19th century, those that survive continue to be well patronised. Proudfoot's Boathouse has been an important recreational facility and attraction for tourists flocking to the Hopkins River, one of the State's most popular boating and fishing resorts, since 1885.” (Statement of Significance is from the Victorian Heritage Register)Postcard, one of nine, landscape orientation. Coloured photograph print within an oval border and mauve-toned shading. Cameo Image of figures in three rowing boats on still water beside a building with three gable roofs and decorative verandas. Other boats are moored at the landing in front of the building. The roofs each have a tall pole at the front. There is a park right of the building that also has a landing. In the background is a grassed slope and the sea. Reverse has printed inscriptions and an outline for a postage stamp. There is no correspondence written on the card. The card is one of the Jordan Series by Joseph Jordan, printed in Great Britain in the early 1900s. Front, in red: “PROUDFOOT’S BOAT HOUSE / HOPKINS RIVER, WARRNAMBOOL” Reverse in black: “Jordan Series Warrnambool” “POST CARD” “Printed in Great Britain” “This space may be used for Communication” “The Address to be written here” Within the stamp outline: “3 / BRITISH / MANUFACTURE"flagstaff hill maritime museum, flagstaff hill maritime village, flagstaff hill maritime museum and village, maritime museum, warrnambool, great ocean road, warrnambool and district, warrnambool scenes, local scenes, views of warrnambool, joseph jordan, jordan series, jordan photography, postcard, souvenir, correspondence, cameo postcard, landscape, proudfoots boat house, boat house, proudfoots, hopkins river, boats for hire, row boats, recreation

This small purse belonged to David and Alice Ellis, a young couple married in Dublin in 1855. It has been handed down in the Ellis family until it was donated, together with other personal effects, in 2004 by David and Alice’s granddaughter, daughter of David Ellis Junior. On 6th October 1855 newlyweds David and Alice Ellis set sail for Australia in the brand new Schomberg, considered the most perfect clipper ship. She was built as an emigrant ship in Aberdeen and set sail from Liverpool on her maiden voyage, bound for Melbourne, Australia. She was loaded with 430 passengers plus cargo that included iron rails and equipment intended for building the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. On 27th December 1855, only one day from her Melbourne destination, the Schomberg was grounded on a sand-spit on the Victorian coast near Peterborough. The passengers and crew were all safely rescued by a passing small steamer, the SS Queen, which traded between Melbourne and Warrnambool, and taken to Melbourne. The passengers had been told, when leaving the sinking Schomberg, that all they could take with them was a small basket or handbag. A newspaper article later mentioned that one of the things Alice made space for in her basket was her Bible. (It is unclear whether Alice took any possessions with her onto the SS Queen, but a note accompanying the donation of the Bible and basket states that the items were “left on deck and salvaged as Schomberg went down”.) Another steamer was despatched from Melbourne to retrieve the passengers’ luggage from the Schomberg and Alice was reunited with all of her boxes of belongings. Other steamers helped unload the cargo until the change in weather made it too difficult. Although the Schomberg was wrecked there were no lives lost. At that time David was 23 years old (born in Wales, 1832) and his new bride Alice was 26 (born in Dublin, 1829). They had been given letters of introduction to people in Tasmania so they travelled there from Melbourne. However the couple only stayed on that island for about a year before they returned to the Western District of Victoria. David worked for Mr Neil Black as a gardener for a while then, when the land in the area was made available by the Victorian government, David and Alice claimed a selection of land on Noorat Road in the Terang district. They settled there for the remainder of their lives, expanding their property “Allambah” as opportunities arose. A document accompanying the donation lists the names of six children; William, Grace (c. 1859-1946), Thomas (c. 1866 – 1939), David (c. 1962 – 1953), James and Victor. David died on 13th April 1911, aged 79, at their property. Alice passed away the following year, November 1912, aged 83. Alice’s obituary described her as “a very homely, kindly-natured woman, who was highly esteemed by a large circle of friends; and she was also a firm adherent of the Presbyterian Church”. At the time of Alice’s death she left behind three sons and one daughter. Her daughter Grace Ellis was also a very active member of the Terang Presbyterian Church and a member of the PWMU (Presbyterian Women’s Missionary Union). She was also involved in the Red Cross and other charities. Grace passed away in 1946, aged 87. David and Alice Ellis were amongst the very earlies pioneers of the Terang district of Western Victoria. Their donated possessions are a sample of the personal effects of emigrants to Australia. The donated items are a sample of the personal goods carried aboard a significant migrant ship in 1855. They are also significant for their association with the Schomberg. The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Purse, leather, rectangular shape with metal frame and catch. Purse was amongst the possessions of David and Alice Ellis, passengers on the Schomberg when wrecked in 1855.schomberg, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwrecked artefact, warrnambool, shipwreck, purse, leather purse, personal effects, 1855 shipwreck, peterborough shipwreck, ss queen, david ellis, alice ellis, allambah terang, dublin emigrants, terang presbyterian church, western district victoria

The wooden door was salvaged from the wreck of the sailing ship Eric the Red, which was a wooden, three masted clipper ship. Eric the Red was the largest full-rigged ship built at Bath, Maine, USA in 1871, having had a 1,580 tons register. 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, 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. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. On 4th September 1880 the Eric the Red approached Cape Otway with 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. He 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 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 Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. 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 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 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, 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 and samples of wood. 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) Door from the wreck of the ship Eric the Red. The wooden singular rectangular door includes three insert panel sections. The top section is square shaped and is missing its panel or glass. The centre timber panel is about a third of the height of the top panel and the bottom timber panel is approximately equal in height to the total height of the two upper panels. The door fastenings include both a metal door latch and traditional door bolt. They are both attached to the front right hand side of the door. The bolt is just below the top panel, and the door latch is in approximately the centre of that side. The door latch has a round mark where a handle could have been attached. The wood of the door has scraping marks in a semi-circle around the door latch where the latch has swung around on its one remaining fastening and grazed the surface. There is a metal hinge at the top section of the door on the opposite side to the latch. The painted surface has been scraped back to expose the wood. The door is shorter than the average height of a person. On the reverse of the door there are lines on the panels, just inside their edges, is what appears to be pencil. The door is not aligned straight but is skew to centre.warrnambool, flagstaff hill, flagstaff hill maritime village, maritime museum, shipwreck coast, great ocean road, shipwreck artefact, eric the red, jaques allen, sewall, 1880, melbourne exhibition 1880, cape otway, otway reef, victorian shipwreck, bass strait, eric-the-red, door

It took 15 years to invent the can. It took 100 more to invent a standard way to open it. In the 19th century, decades after the invention of canning, there were virtually no can openers. Canned food, such as sardines, came with its own "key" to peel back the tin lid. Birth of the can One of the oddest things about the can opener is that the can predates it by almost 150 years. Though common today, cans were once military-grade technology. In 1795, Napoleon, to whom the phrase "an army marches on its stomach" is attributed, offered 12,000 francs to anyone who could find a way to preserve food. Without any knowledge of bacteria or their role in food spoilage, scientists didn't even know where to begin. It took 15 years before a chef named Nicholas Appert claimed the prize after successfully jarring food. Soon after that, his countryman Philippe de Girard came up with a variant on Appert's method—metal tins—and sold the idea to the British. Spoiled food, and the sickness it caused, was a widespread problem. The public would have benefited from canned food, but for decades cans were almost exclusively for the army and the navy. The canning process, with its hours of boiling and steaming, its scrupulous cleanliness, its heated metal, and its need for a great deal of disposable material, made canned food far too expensive for anyone but the military. No can openers were needed or even possible. The metal of early cans was too thick to make openers practical. Soldiers and sailors had plenty of sharp objects on hand and made ample use of them when they wanted to eat. During the 19th century, the process of canning was refined and mechanised, and the metal wall of the average can slimmed down enough that a civilian could get it open—if that civilian had the right tool. No one had that tool yet, so early cans had to open themselves. In other words, they came with built-in openers. The result was a confusing but pleasing free-for-all, in terms of product engineering. Each type of food came with its own kind of can, and each kind of can came with its own kind of opener. Tinned fish and meat were often sold in rectangular cans. These cans were fitted with a "key" that would roll down the top of the can. Coffee, beans, and other types of meat were packaged in cylinders with metal strips that could be peeled back with their own kinds of built-in keys. Cans of milk, which didn't need to be completely opened, came with puncture devices. As tinned food became more common, its containers became more regular. A nice cylindrical can became the norm, and, as these cans filled kitchens, more engineers put their minds to finding a convenient way to open all of them. The first standalone can opener worked on a simple principle: point, stab, and pull. From the mid-19th century to the end of World War I, the typical can opener looked roughly like a wrench, if the lower 'jaw' of the wrench were replaced with a blade. People used the blade to puncture the top of the can near its edge, push the upper jaw against the side of the can, and drag the blade through the metal along the rim. Because meat was the first and most popular canned substance, these can openers were often shaped to look like cows and given the nickname 'bully beef can openers'. The bully beef can opener, popular in the mid-19th century, resulted in many lost fingers. Later, a corkscrew was added that was seated in the handle, and could be pulled out for use. Bully beef can openers were so common, effective, and sturdy that they are still frequently available on collectors' sites. Some are advertised as “still working,” and every last one of them is, without a doubt, soaked in the blood of our ancestors. Dragging a sharp blade along the edge of a can is certain to cause injury sooner or later. So once people got a reliable can shape and a reliable way to get the can open, the search was on for a reliable way to get a can open without the possibility of losing a finger. The answer came in 1925, from the Star Can Opener Company of San Francisco. This is probably the first can opener that resembles the one people have in their kitchens today. Instead of using a blade to pry open a metal can, buyers could clamp the edge of the can between two wheels and twist the handle of one of the wheels to move the blade around the lip. The Star can openers weren't perfect. Compared to the bully beef model, they were flimsy and breakable, but they probably prevented a few injuries. Six short years after the Star model came to market, the first electric can opener was invented. It was patented in 1931 by the Bunker Clancey Company of Kansas City, who had already been sued by the Star Can Opener Company for trying sell a double-wheeled can opener like the Star model (the case was dismissed). The electric can opener must have seemed like the wave of the future and a sure-fire seller, but it proved to be too far ahead of its time. In 1931 not that many households had electricity, and those that did weren't interested in buying can openers. The Bunker Clancey Company was subsequently bought by the Rival Company, which still makes small appliances like can openers today. It took another 25 years for electrically powered can openers to become practical. In the 1950s, Walter Hess Bodle and his daughter, Elizabeth Bodle, developed an electric can opener in the family garage. Walter came up with the opener's blades and motor, and Elizabeth sculpted the outside. Their can opener was a free-standing unit that could sit on the kitchen counter. The Udico brand of the Union Die Casting Company put it on the market in time for Christmas in 1956 and had great success with it. Over the next few years it came out in different styles and colours, and, like the bully beef can opener, has become a collector's item. Also like the bully beef model, Udico can openers often still work. They don't make 'em like they used to. Although there have been some design changes and refinements over the last sixty years, there have yet to be any more leaps forward in can opener technology. If you're resentfully opening a can, you are almost certainly doing it using the Star design, manually forcing the can between two wheels, or the Bodle design, clamping the can into a free-standing electrical opener. Whether or not you enjoy your holiday meals, at least you can be happy that you are not getting poisoned by your own food or cutting open your hand with the blade you use to get at it. That's something, right?The can opener, Bottle opener and the corkscrew are still very important and essential items in most kitchens.Metal can opener, chromed, with bottle opener, and a corkscrew seated in the handle.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, canning, can opener, corkscrew, bottle opener, kitchen equipment

It took 15 years to invent the can. It took 100 more to invent a standard way to open it. In the 19th century, decades after the invention of canning, there were virtually no can openers. Canned food, such as sardines, came with its own "key" to peel back the tin lid. Birth of the can One of the oddest things about the can opener is that the can predates it by almost 150 years. Though common today, cans were once military-grade technology. In 1795, Napoleon, to whom the phrase "an army marches on its stomach" is attributed, offered 12,000 francs to anyone who could find a way to preserve food. Without any knowledge of bacteria or their role in food spoilage, scientists didn't even know where to begin. It took 15 years before a chef named Nicholas Appert claimed the prize after successfully jarring food. Soon after that, his countryman Philippe de Girard came up with a variant on Appert's method—metal tins—and sold the idea to the British. Spoiled food, and the sickness it caused, was a widespread problem. The public would have benefited from canned food, but for decades cans were almost exclusively for the army and the navy. The canning process, with its hours of boiling and steaming, its scrupulous cleanliness, its heated metal, and its need for a great deal of disposable material, made canned food far too expensive for anyone but the military. No can openers were needed or even possible. The metal of early cans was too thick to make openers practical. Soldiers and sailors had plenty of sharp objects on hand and made ample use of them when they wanted to eat. During the 19th century, the process of canning was refined and mechanised, and the metal wall of the average can slimmed down enough that a civilian could get it open—if that civilian had the right tool. No one had that tool yet, so early cans had to open themselves. In other words, they came with built-in openers. The result was a confusing but pleasing free-for-all, in terms of product engineering. Each type of food came with its own kind of can, and each kind of can came with its own kind of opener. Tinned fish and meat were often sold in rectangular cans. These cans were fitted with a "key" that would roll down the top of the can. Coffee, beans, and other types of meat were packaged in cylinders with metal strips that could be peeled back with their own kinds of built-in keys. Cans of milk, which didn't need to be completely opened, came with puncture devices. As tinned food became more common, its containers became more regular. A nice cylindrical can became the norm, and, as these cans filled kitchens, more engineers put their minds to finding a convenient way to open all of them. The first standalone can opener worked on a simple principle: point, stab, and pull. From the mid-19th century to the end of World War I, the typical can opener looked roughly like a wrench, if the lower 'jaw' of the wrench were replaced with a blade. People used the blade to puncture the top of the can near its edge, push the upper jaw against the side of the can, and drag the blade through the metal along the rim. Because meat was the first and most popular canned substance, these can openers were often shaped to look like cows and given the nickname 'bully beef can openers'. The bully beef can opener, popular in the mid-19th century, resulted in many lost fingers. Bully beef can openers were so common, effective, and sturdy that they are still frequently available on collectors' sites. Some are advertised as “still working,” and every last one of them is, without a doubt, soaked in the blood of our ancestors. Dragging a sharp blade along the edge of a can is certain to cause injury sooner or later. So once people got a reliable can shape and a reliable way to get the can open, the search was on for a reliable way to get a can open without the possibility of losing a finger. The answer came in 1925, from the Star Can Opener Company of San Francisco. This is probably the first can opener that resembles the one people have in their kitchens today. Instead of using a blade to pry open a metal can, buyers could clamp the edge of the can between two wheels and twist the handle of one of the wheels to move the blade around the lip. The Star can openers weren't perfect. Compared to the bully beef model, they were flimsy and breakable, but they probably prevented a few injuries. Six short years after the Star model came to market, the first electric can opener was invented. It was patented in 1931 by the Bunker Clancey Company of Kansas City, who had already been sued by the Star Can Opener Company for trying sell a double-wheeled can opener like the Star model (the case was dismissed). The electric can opener must have seemed like the wave of the future and a sure-fire seller, but it proved to be too far ahead of its time. In 1931 not that many households had electricity, and those that did weren't interested in buying can openers. The Bunker Clancey Company was subsequently bought by the Rival Company, which still makes small appliances like can openers today. It took another 25 years for electrically powered can openers to become practical. In the 1950s, Walter Hess Bodle and his daughter, Elizabeth Bodle, developed an electric can opener in the family garage. Walter came up with the opener's blades and motor, and Elizabeth sculpted the outside. Their can opener was a free-standing unit that could sit on the kitchen counter. The Udico brand of the Union Die Casting Company put it on the market in time for Christmas in 1956 and had great success with it. Over the next few years it came out in different styles and colours, and, like the bully beef can opener, has become a collector's item. Also like the bully beef model, Udico can openers often still work. They don't make 'em like they used to. Although there have been some design changes and refinements over the last sixty years, there have yet to be any more leaps forward in can opener technology. If you're resentfully opening a can, you are almost certainly doing it using the Star design, manually forcing the can between two wheels, or the Bodle design, clamping the can into a free-standing electrical opener. Whether or not you enjoy your holiday meals, at least you can be happy that you are not getting poisoned by your own food or cutting open your hand with the blade you use to get at it. That's something, right?The can opener is still a very important and essential item in most kitchens.Can opener, right handed, metal, upper blade section serrated, inscription 'Peerless Pat.Feb 11-90'.Peerless Pat.Feb 11-90flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, cannning, can opener, kitchen equipment

Beryl Knox speaking about early life in Melton. Page 1 1949 – 64 years ago. We began our married life at Melton Sth. The house on the corner of the Exford Rd and Staughton St-- dusty gravel roads, box thorns and noxious weeds everywhere and a sprinkling of houses and vacant land. It was a friendly community consisting of old family names. McDonalds, Blacks, Dodemaide, Cahill, Coopers, Minns, Tinklers, Nesbitts, Cochranes, Wickhams, Exells. Mavis Butler. The home owned by Mr. Robinson and Miss Robinson had been shifted in two parts transported from Diggers Rest and it is still standing 2013. Bruce’s father purchased the house and two adjoining blocks, the Conways built on one and the Rawlinson family on the other block. Eileen still resides there, she was only a baby in a pram and the family had not long arrived from England. The railway line was close to the house and the contents would rattle when heavy steams trains went through, and on a clear frosty night the 1am paper train would echo roar through very loudly when labouring towards the Exford Bridge. Then the two carriage motor train was introduced, this was great for the workers and schoolies who travelled to Melbourne. The train pulled up at the crossing or riding to pick up or drop off. Melva Gillespie (nee Hirt) Bill Cahill delivered the milk by the billy and then in bottles. Len Kennedy (Paul Kennedy’s father, Norma Murrays son) delivered Jongebloeds bread, he always had a sweep going for the Melbourne Cup and raffles for the footy club. Mr. Woodgate owned an old bus and pick up point was the Post Office when there was a Saturday film on a Melton. There were no doctors or dentists in the district. If we need a Doctor we had to travel to Bacchus Marsh or discuss problems over the phone. In later years a Bacchus Marsh Doctor rented the Bluestone building in McKenzie St a couple of days a week. If we needed the Dentist we had to travel to West Footscray or Footscray. We did our banking at “State Savings” then the Miss Minns had the agency and then Bardsleys Store. We travelled to Bacchus Marsh to the National and Commercial banks. Station Rd to Western Highway, now (High Street) was a narrow stretch of bitumen and gravel farmland either side and a couple of farm houses and large gum trees on the properties. Page 2 North of the Railway line Mrs Bessie Jones, mother of Chas and Betty Jones managed the Post Office, next door to her Chas and Betty had the Shell Centre, and later moved the business to Melton. Hughie Nesbitt and mother owned the grocery and hardware store, and I bought my first set of saucepans there. On the opposite side of Station road Mr Coombe owned the fruit shop, and also provided soft drinks and lollies for children. The Chaff Mill was on the corner of Station Rd and Brooklyn Rd. Mr Lumsden was manager and later years Bernie Trethowan and Jack Butler were partners. It finally burnt down and is a Service Station now. Along Brooklyn Rd there were a few houses and Victoria Hall, not a very big hall, but catered for lots of functions, Balls, Fancy Dress, Bazaars, Square Dancing and meetings. The Bacchus Marsh Baptists held Sunday School in the hall. A group of shops were built south of the railway line Molly and Len Skinner managed the Post Office and handled a few essential groceries. Tom McDonald and Ron Lunsberg were the butchers. Mary and Syd Cooper lived next door to us and often in turn would run out of something when we had a baking spree we would borrow or exchange, sugar flour etc over the fence. Mavis and Jack Butler lived there before the Coopers. Bernie and Iris Trethowan lived two doors up. Neighbours were invited into their home to view the first black and white television in Melton Sth. Bill Exell was one of the first Melton Sth farmers to sell his land to developers, the land was idle for years before housing developed. I joined the Melton Valley Golf Club in 1960. The Gun Club as our Club House, an old tin shed consisting a water tank, trestle table and forms and dirt floor. It was a 9 hole course with sand scraps and landscape putting before greens. The Common or parkland was part of the Golf Course. It was open for every ones recreation. Roy Norton an old identity trained his trotters on the Common and wouldn’t clear the track for the golfers. The golfers had to avoid him to continue to play. We had to keep clear when the young youths came in their paddock cars and motorbikes. Over the years the Toolern Creek flooded its banks, water and debri covered the course on one year our first Club house was flooded out. It took several working bees to clean it up. We lived at Melton Sth for 15 years and moved to Melton on the farm “Croxton Park.” The Nixon family farm “Mowbray” adjoined the farm. Bruce worked the land cropping the farm when Mrs Nixon died. Page 3 (page 4 on the handwritten script) Bruce had the first offer to buy, in those days it wasn’t easy to get good bank loans. Part of the land is the Golf Course now and Mr O’Shea purchased the bulk. Moving to Melton was totally different – I became involved with Committees, Scouts, Guides, Mothers Clubs, CWA, Church Op shop (8 years). Melton Amateurs players produced and tutored by Mabel Rogers exerts from Pyjama Game, South Pacific, Carousel - later years a group of ladies did gentle water exercise at Essendon and Station Road swimming pool. I was 20 or so years in Probus. The local followed the football, there was always a Gymkhana on the long weekend in June. The tennis always created a lot of interest during the finals. It didn’t matter which team played the supporters were treated to a cup of tea and leftovers from their afternoon tea. In 1978 were the first residents to move into the Jennings Estate Kurunjang and lived there 31 years and retired 4 years ago into Unit. The amazing changes I have experienced. Merrimu supplied our water, after depending on tanks. The landscape changed completely when developers came in, no more dusty plains \ typed web Sept 2013 McFarlane, Mrs Knox and Beryl Gillespie at the First Hundred Years Celebration of Melton State School 430. The event was held at Mechanics Hall, Melton.local identities, local significant events, education

The building was designed by Charles Maplestone of Heidelberg, son-in-law to Anthony Beale of St Helena. Maplestone was a prominent architect who came out to Australia with his family in 1852. The foundation stone was laid by Mrs Isabella Maplestone on 11th November 1867. The bricklayers for the church were George Stebbing, H Limmer, H Spicer and a Mr Timm while Thomas Day was the stonemason. Another three years were to pass before sufficient money could be raised for its completion. It was opened by Bishop Perry on 1st November, 1870. The church bell which hung under a tree for 50 years until it was incorporated in the parish hall was brought out from England and presented by Charles Orme. In 1916, the estate of George Martin Pizzey left sufficient money to build the red brick hall, which still stands today (2023) though in January 1969 the hall and bell tower were badly damaged by bushfire. Coincidentally the former home of benefactor, George Pizzey was destroyed in the same fire. Of particular significance are the interior and exterior of the church, the Sunday school and hall with emphasis on pre-World War I fabric (excluding the 1990s additions) and the three coloured glass windows currently suspended in the 1990s entry foyer. In 2011 further alterations were made to the front of the Church. The church is historically significant because it was the oldest public building in the former Diamond Valley Shire, is amongst the oldest buildings in the Shire of Nillumbik and is associated with the early settlement of the Diamond Creek district. The church is historically, socially and spiritually significant because it has been a place of worship for over 150 years and continues to be, an important meeting place in the Shire. The church is aesthetically significant for the three stained glass windows executed by the noted stained glass manufacturers, Ferguson & Urie, as well as the supporting coloured glass windows in the church. The Sunday school & parish hall is architecturally significant because the hall is a well executed and preserved example of the work of noted church architects, North & Williams. It is historically significant because it is connected with local parishioner and Melbourne industrialist, George Pizzey, who bequeathed funds for its construction. Covered under Heritage Overlay, Nillumbik Planning Scheme. National Estate Ntionl Trust of Australia (Victoria) Local significance Published: Nillumbik Now and Then /​ Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p85 St John’s Anglican Church stands like a beacon on the hill on Main Street, Diamond Creek. Today the church has a large congregation, but its early years were marked by a small congregation struggling to find enough money to survive. It was gold in Diamond Creek that resulted in the building of this National Trust registered property.1 This church is far removed from William Wilson’s humble barn (later the Bowling Green) where the first Anglican church services were conducted – probably the first in the district.2 In the mid 19th century services were infrequent as the Rev Francis Hales, travelling on horseback, also conducted services elsewhere, including at Heidelberg, Coburg, Kinglake, Arthurs Creek, St Andrews and Kangaroo Ground. In 1860 Diamond Creek came under the jurisdiction of the Eltham Parish. Until the mid 1860s the Diamond Creek settlement included only about 20 families who were struggling farmers. But this changed when gold was found in 1862. Then the township grew to 200 families, including miners, civil administration workers and shopkeepers. The resulting growth of Church of England adherents prompted them to petition the Government in 1866 for land to build a church. The area chosen, on which the original building still stands, was at the centre of the proposed township. Today church leaders believe that this conspicuous location is one of the reasons for its exceptional growth. Prominent architect Charles Maplestone designed the building as he did the Presbyterian Church at Kangaroo Ground. St John’s, which is still intact, was built in the Gothic Revival style with the traditional rectangular plan of a central nave and sanctuary at the end. It is typical of small churches built in Victoria at that time, with polychromatic hand-made bricks, a porch, diagonal buttresses and a slate roof.3 The church was officially opened by Lord Bishop Perry on November 1, 1870. But during the next 40 years, due to the varying fortunes of gold mining, the church struggled to remain viable. In 1909 it separated from the Eltham Parish to form a parish with Greensborough. Life became more difficult with the privations of World War One. Then disaster struck in 1915 when fire destroyed the Diamond Creek Gold Mine, wiping out the major livelihood of most parishioners. However the church’s morale was lifted in 1916, when it received a bequest to build the red brick hall, from late parishioner and prominent leather manufacturer, George Pizzey. As prosperity grew, in 1924 the congregation separated from Greensborough, but they rejoined in the 1930s Depression. In the 1950s the wider population soared, impacting on St John’s, and it became a separate parish, becoming responsible for six churches at St Andrews, Hazel Glen, Hurstbridge, St Helena and Yarrambat. As parishioner numbers outgrew the building, extensions were added in 1989 and then in 1993, blending in well with the original building. Church members have made a huge contribution to the local community. John Ryan was a Heidelberg Shire Councillor for 25 years from 1931, Mayor in 1939 and headed several local sporting and other organisations. His son Jock became a clergyman and a local historian heading the Nillumbik Historical Society. Another parishioner, Dr Ted Cordner, came to Diamond Creek in 1920. One of his sons Donald, who was a local doctor, won the Brownlow Medal, was President of the Melbourne Cricket Club and President of the Melbourne Grammar School Council. Roy ‘Monty’ Vale was a state Liberal MP and was related to May Vale, a member of the Heidelberg School of Artists.4 In the early 21st century St John’s Anglican Church is one of the fastest growing congregations in Melbourne. References: St Johns Anglican Church complex, Sunday School and Parish Hall 61 Main Street DIAMOND CREEK, NILLUMBIK SHIRE. (2023, June 7). Retrieved from https://vhd.heritagecouncil.vic.gov.au/places/64023 Diamond Creek, VIC. – St John’s Anglican (2023, June 7). Retrieved from https://www.churchhistories.net.au/church-catalog/diamond-creek-vic-st-johns-anglican This collection of almost 130 photos about places and people within the Shire of Nillumbik, an urban and rural municipality in Melbourne's north, contributes to an understanding of the history of the Shire. Published in 2008 immediately prior to the Black Saturday bushfires of February 7, 2009, it documents sites that were impacted, and in some cases destroyed by the fires. It includes photographs taken especially for the publication, creating a unique time capsule representing the Shire in the early 21st century. It remains the most recent comprehenesive publication devoted to the Shire's history connecting local residents to the past. nillumbik now and then (marshall-king) collection, st john's anglican church, diamond creek

This baker’s wagon or cart transported and delivered bread and other baked goods in the Warrnambool area. It currently has advertising for H.H. Smith & Co. Henry Huntington Smith (1857-1941) owned and operated his Warrnambool bakery in the late 19th and early 20th century. However, the design of the wagon is similar to those used by local bakers in the 1930s and 1940s and probably originated from Stephenson’s Bakery in Warrnambool, which operated around that time. The wagon’s original internal shelves were removed in the early days of Flagstaff Hill so that children could have rides around the village in a horse-driven cart. BAKERS’ HISTORY There were many bakeries in Warrnambool in the 19th to mid-20th century. Each bread bakery made horse and cart deliveries in its allocated zone. SMITH’S BAKERY; – as shown on the wagon’s signage. Henry Huntington Smith (1857-1941) was born and educated in Warrnambool. He worked at Davis’ steam biscuit factory in Timor Street before he began his own bakery business in 1885 near the corner of Fairy and Koroit Streets. A few years later Smith built a new bakery on the corner of Fairy and Lava Street where it still stands today (2025) as Monaghan’s Pharmacy. The building was designed by James McLeod in 1892 as a bakehouse, shop and residence for Smith The address was known locally as Smith’s Corner. Next door to the bakery, at 136 Fairy Street, were stables built by Jobbins and McLeod in 1886 for William Cust. A photograph in the archives of the Warrnambool and District Historical Society shows the 1892 building with four fancy horse-drawn wagons on the street with white-clad drivers and a promotional stand erected with 5 bakers in uniform and the signage “H H Smith & Co, Pastry Cooks and Confectioners”. One of the wagons appears to have “H H Smith” painted on the side. H.H. Smith & Co. placed an Advertisement in the Weekly Times in December 1896 promoting its business as bakers, confectioners and pastry cooks, praising their shop as an ‘ornament to the town’ with ‘neat appointments’ and ‘dainty decorations’. It also boasted of supplying a large number of customers within a twelve-mile radius of Warrnambool. In November 1919 The Warrnambool Standard announced the marriage of Henry H Smith, Mayor of Warrnambool, to Jeannie Samson-Goodman in East Adelaide. In the same newspaper was a notice that Frank Crossley was to open as baker and pastry cook in H.H. Smith’s premises. As well as being the proprietor of the H.H. Smith Bakery, Henry Huntington Smith was a Councillor for the Warrnambool Municipality from 1913 to 1937 and Mayer for two terms. In December 1919 during his first term as Mayor, he was honoured for the work he had done with returning soldiers after World War I, receiving a document in recognition of this work, presented by the Mothers, Wives and Sisters of returned soldiers. Smith was very interested and involved in the community in many roles, including being the Vice President of the first Warrnambool and District Historical Society. STEPHENSON’S BAKERY: – believed to be the past owner of the wagon. The last owner of the bakery was Harold Stephenson. Stephenson was enlisted in the A.I.F. and was invalided home in 1943 before the end of the Second World War. He also served as a Councillor from 1958 to 1976, during which time he served six terms as Mayor for the City of Warrnambool (1966-1973) while he had the bakery. He was very involved in many local organisations including the Warrnambool Surf Life Saving Club and the Road Race Committee. He died in 1985, lauded as being one of Warrnambool’s “most distinguished civic leaders”. It has been said that the baker injured in World War II invented a special contraption to enable him to get up into the wagon and that he alerted his customers that he was in their vicinity by blowing a whistle. The customers would come out and choose their bread from the back of his wagon then pay him for it. However, another account is given by a man who once earned pocket money by helping the baker on his rounds. He says that it was Stephenson, the owner and manager of the bakery, and not the delivery baker who received a significant injury during the war, making him unable to climb the stairs of his upstairs accommodation at the bakery, therefore causing him to sleep downstairs. At this time in the early to late 1940 Stephenson’s bakery had three wagons, one for each of the delivery rounds. The wagons were painted black and yellow. Two of the drivers were Stan Lake and Ali (Alec) Dean who both had wagons with the covered cabin design. The third driver was Bill Lake who had a flat wagon. Stan Lake delivered in the area around Lava and Koroit Streets, Ali Dean had another round and Bill Lake had the Dennington area. Bread continued to be delivered into the 1960s but by this time the delivery vehicles were motorised. The goods produced at Stephenson’s bakery included bread baked in different shaped tins such as High Tin, Sandwich and Vienna. Some shapes were easily divided into half by breaking them apart, therefore the baker could make two-quarter loaves from a half loaf, satisfying different needs. There was the option of white or brown bread, sweet buns, fruit buns and Boston buns. The baker’s assistant was known to take great delight in ‘trimming’ the broken halves of excess bread and crust, enjoying his treat. THE BAKERY PREMISES: – Southeast corner of Fairy and Lava Streets, Warrnambool. The building retains the original cast iron veranda. Above the veranda, a motif of a wheat sheaf in ornamental plaster can be seen. Inside the building, there are still some of the original fittings. The building was classified by the National Trust in August 1979. After the Second World War, an official system of zoning was introduced as a fair way for the baking industry to operate. In 1949 different pricing was introduced by the Government for either delivered or retail purchased bread. Many of the small local bakeries went out of business after the Government banned zoning. The way was made open for the larger bread manufacturers to enter the local market with cheaper prices. Some of those companies were Mc Queens, Tip Top, Twisties, and Sunicrust, (Mc Queens ‘new’ bakery building was where the current Toyworld shop now stands, is, in the Ozone carpark.) O’Grady’s Bakery, later changing hands and known as Burkes Bakery, was on Fairy Street near the Timor Street intersection, on the North West side. There was also a bakery named Almay. The baker’s wagon is significant because of its association with H.H. Smith’s Bakery in Warrnambool.. The H.H. Smith’s Bakery building on the corner of Fairy and Lava Streets, built in 1892, is classified by the National Trust, August 1979. Smith Street Warrnambool was named after Henry Huntington Smith, who was a Warrnambool Councillor 1913 – 1937 and Mayor 1919 – 1921. Baker’s wagon, often referred to as a baker’s cart. Four wheeled horse-drawn delivery wagon, front wheels smaller than rear wheels. Wagon is clad with metal sheets and lined with varnished timber panels. Wheels have metal rims, wooden spokes and rear wheels have wooden brake pads. Horse shaft is timber with metal fittings. Front has a metal lamp holder, brake lever, metal hand grips and decorative metal foot plates. The wagon has suspension leaves on back and sides and double suspension leaves on the front. Driver’s area at front has a roof, glass side windows and wooden box seat with hinged compartment accessing wagon storage area. Door above back of seat has buckled leather handgrip strap attached, door slides open for access to wagon area. Back of wagon has a wooden step and a split door; top door has ventilation louvers, both doors have metal latches. Wagon is painted cream with brown trim and signage and green step. Remnants of red and green paint are visible; underside of seat panel is painted grey. Wagon advertises H.H. Smith & Co. Baker, a Warrnambool business established in 1885, but is of a more modern design seen around 1930’s and 1940’s and most likely belonging to Stephenson's bakery. Brown signwriting on sides of wagon “H.R. SMITH & CO. / BAKER” Brown signwriting across front of wagon “BAKER” warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, great ocean road, baker’s wagon, h.h. smith baker, warrnambool, henry h smith, jeannie samson-goodman, frank crossley, mayor of city of warrnambool, vice president of warrnambool and district historical society, stephenson’s bakery warrnambool, harold stephenson, warrnambool surf life saving club, road race committee, national trust building, stan lake, bill lake, ali dean, 19th and 20th century bakers, davies steam biscuit factory warrnambool, james mcleod building designer, jobbins and mcleod, william cust, h h smith & co, pastry cooks and confectioners, bakery trade, bread delivery wagon

This photograph was donated by Mrs Nancy Mason, daughter-in-law of the last owner, Arnold Mason, who had been given the photograph by Mr. Mac Fordham, who was Chief Engineer of the SS Edina. Both men had been Engineers in WW I. The configuration of the SS Edina in the photograph is post 1890. ABOUT THE S S EDINA The three masted iron screw steamer SS Edina was built in Glasgow, Scotland, in 1854 by Barclay and Curle. She was adorned with the figurehead of ‘fair maid of Judea’. The many years of service made SS Edina famous world-wide as the longest serving screw steamer. (The term screw steamer comes from being driven by a single propeller, sometimes called a screw, driven by a steam engine.) SS Edina’s interesting history includes English Chanel runs, serving in the Crimean Ware carrying ammunition, horses and stores to the Black Sea, and further service in the American Civil War and later, serving in the western district of Victoria as well as in Queensland and carried gold, currency and gold prospectors Australia to New Zealand. SS Edina had the privilege of being an escort vessel to H.R.H. the Duke of Edinburgh during his visit to Australia in 1867. In March 1863 SS Edina arrived in Port Phillip Bay, Melbourne and was bought by Stephen Henty, of Portland fame, to work the cargo and passenger run from Melbourne – Warrnambool – Port Fairy - Portland. After a short time of working the run from Australia to New Zealand, with passengers and cargo that included gold and currency, she returned to her Melbourne - Warrnambool – Port Fairy run, with cargo including bales of wool produced in the western district of Victoria. The Warrnambool Steam Packet Company purchased SS Edina in 1867; she was now commanded by Captain John Thompson and Chief Engineer John Davies. She survived several mishaps at sea, had a complete service and overhaul and several changes of commanders. In 1870 SS Edina was in Lady Bay, Warrnambool, when a gale sprung up and caused a collision with the iron screw steamer SS Dandenong. SS Edina’s figurehead was broken into pieces and it was not ever replaced. SS Edina was re-fitted in 1870 then was used as a coastal trader in Queensland for a period. She was then brought to Melbourne to carry cargo and passengers between Melbourne and Geelong and performed this service 1880-1938. During this time (1917) she was again refitted with a new mast, funnel, bridge and promenade deck, altering her appearance. In 1938, after more collisions, SS Edina was taken out of service. However she was later renamed Dinah and used as a ‘lighter’ (a vessel without engine or superstructure) to be towed and carry wool and general cargo between Melbourne and Geelong. In 1957, after 104 years, the SS Edina was broken up at Footscray, Melbourne. Remains of SS Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. [Reference: A Brief Review of Steam Navigation in Victoria; C Dickson Gregory; Centenary Maritime Exhibition catalogue, 1934; published by Shiplovers' Society of Victoria Dandenong, Passengers in History, http://passengersinhistory.sa.gov.au/node/924034 Edina, Victorian Heritage Database VHR S199 http://vhd.heritage.vic.gov.au/shipwrecks/heritage/199 SS Edina, Coastal Trader and Passenger Ship 1853-1938, Museum Victoria Collections, https://collections.museumvictoria.com.au/articles/6227 SS ‘Edina’ – the Longest Serving Screw Steamer in the World, POI Australia, https://poi-australia.com.au/ss-edina-the-longest-serving-steamer-in-the-world/ ]This photograph of the SS Edina is significant for its association with the screw steamer SS Edina. The SS Edina is heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The SS Edina was purchased in the late 1860’s by local Warrnambool business, the Warrnambool Steam Packet Co. and continued trading from there as part of the local business community. The SS Edina’s original ‘fair maid of Judea’ figurehead was broken to pieces in a collision with another vessel (the SS Dandenong) in a gale off Warrnambool, Victoria, in 1870.Black and White photograph mounted on brown card of SS Edina. Inscription on reverse side. The photograph shows the SS Edina moving under steam power, many people on both the bow and stern and a few people in the centre of the vessel. There are buildings on the shore in the background. The ship's configuration is dated post 1890.warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, barclay & curle, figurehead 'fair maid of judea', centenary maritime exhibition 1934, a brief review of steam navigation in victoria, pleasure steamer edina, trade and travel late 19th and early 20th century, trade melbourne to geelong, screw steamer edina, coastal trader edina, lighter dinah, cargo carrying for cremean war, cargo carrying for american civil war, passenger and trade in western district of victoria, export gold and currency and gold diggers to new zealand, export vessel to h r h the duke of edinburgh, melbourne - warrnambool - port fairy - portland cargo run, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay warrnambool, lighter edina, shipping victoria, port phillip bay steamers, steamship great britain, edina, vhr s199 victorian heritage database, photograph of ss edina post 1890, photograph australian screw steamer, pleasure vessel victoria post 1890

This black and white photograph was taken when the SS Edina was as port at the Gellong Wharf in Moorabool Street. The Port of Geelong had many wool sheds alongside the wharf - wool was a major export product. ABOUT THE S S EDINA The three masted iron screw steamer SS Edina was built in Glasgow, Scotland, in 1854 by Barclay and Curle. She was adorned with the figurehead of ‘fair maid of Judea’. The many years of service made SS Edina famous world-wide as the longest serving screw steamer. (The term screw steamer comes from being driven by a single propeller, sometimes called a screw, driven by a steam engine.) SS Edina’s interesting history includes English Chanel runs, serving in the Crimean Ware carrying ammunition, horses and stores to the Black Sea, and further service in the American Civil War and later, serving in the western district of Victoria as well as in Queensland and carried gold, currency and gold prospectors Australia to New Zealand. SS Edina had the privilege of being an escort vessel to H.R.H. the Duke of Edinburgh during his visit to Australia in 1867. In March 1863 SS Edina arrived in Port Phillip Bay, Melbourne and was bought by Stephen Henty, of Portland fame, to work the cargo and passenger run from Melbourne – Warrnambool – Port Fairy - Portland. After a short time of working the run from Australia to New Zealand, with passengers and cargo that included gold and currency, she returned to her Melbourne - Warrnambool – Port Fairy run, with cargo including bales of wool produced in the western district of Victoria. The Warrnambool Steam Packet Company purchased SS Edina in 1867; she was now commanded by Captain John Thompson and Chief Engineer John Davies. She survived several mishaps at sea, had a complete service and overhaul and several changes of commanders. In 1870 SS Edina was in Lady Bay, Warrnambool, when a gale sprung up and caused a collision with the iron screw steamer SS Dandenong. SS Edina’s figurehead was broken into pieces and it was not ever replaced. SS Edina was re-fitted in 1870 then was used as a coastal trader in Queensland for a period. She was then brought to Melbourne to carry cargo and passengers between Melbourne and Geelong and performed this service 1880-1938. During this time (1917) she was again refitted with a new mast, funnel, bridge and promenade deck, altering her appearance. In 1938, after more collisions, SS Edina was taken out of service. However she was later renamed Dinah and used as a ‘lighter’ (a vessel without engine or superstructure) to be towed and carry wool and general cargo between Melbourne and Geelong. In 1957, after 104 years, the SS Edina was broken up at Footscray, Melbourne. Remains of SS Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. [Reference: A Brief Review of Steam Navigation in Victoria; C Dickson Gregory; Centenary Maritime Exhibition catalogue, 1934; published by Shiplovers' Society of Victoria Dandenong, Passengers in History, http://passengersinhistory.sa.gov.au/node/924034 Edina, Victorian Heritage Database VHR S199 http://vhd.heritage.vic.gov.au/shipwrecks/heritage/199 SS Edina, Coastal Trader and Passenger Ship 1853-1938, Museum Victoria Collections, https://collections.museumvictoria.com.au/articles/6227 SS ‘Edina’ – the Longest Serving Screw Steamer in the World, POI Australia, https://poi-australia.com.au/ss-edina-the-longest-serving-steamer-in-the-world/ ]This postcard of the SS Edina is significant for its association with the screw steamer SS Edina and shows her at one of her trading ports on the Melbourne - Warrnambool - Port Fairy - Portland run. The SS Edina is heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The SS Edina was purchased in the late 1860’s by local Warrnambool business, the Warrnambool Steam Packet Co. and continued trading from there as part of the local business community. The SS Edina’s original ‘fair maid of Judea’ figurehead was broken to pieces in a collision with another vessel (the SS Dandenong) in a gale off Warrnambool, Victoria, in 1870.Black and White photograph of S.S Edina at the Moorabool Street Wharf, Geelong in calm water that shows the reflection of the steamer. Ship has no sails raised. The funnel has a light coloured base with a dark coloured top. There are people on board the steamer. Other ship masts and people are in the background. In the foreground is a jetty with a small boat beside it and a person inside the boat. There is a title printed along the base of the photograph. c. 1870's to 1930'sPrinted at base of photograph "S.S. "EDINA," Moorabool Street Wharf, Geelong"warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, barclay & curle, figurehead 'fair maid of judea', centenary maritime exhibition 1934, a brief review of steam navigation in victoria, pleasure steamer edina, trade and travel late 19th and early 20th century, trade melbourne to geelong, screw steamer edina, coastal trader edina, lighter dinah, cargo carrying for cremean war, cargo carrying for american civil war, passenger and trade in western district of victoria, export gold and currency and gold diggers to new zealand, export vessel to h r h the duke of edinburgh, melbourne - warrnambool - port fairy - portland cargo run, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay warrnambool, lighter edina, shipping victoria, port phillip bay steamers, steamship great britain, edina, vhr s199 victorian heritage database, postcard of ss edina 1870's - 1930's

This book is titled "The Romance of the "Edina" and was written by author C. Dickson Gregory (Charles Dickson Gregory) in 1935. The author has also written, "Australian Steamships Past and Present". This book also contains (1) The Port Phillip Bay Steamers from 1850 to 1935 (2) The history of the celebrated auxiliary steamship "Great Britain." ABOUT THE S S EDINA The three-masted iron screw steamer SS Edina was built in Glasgow, Scotland, in 1854 by Barclay and Curle. She was adorned with the figurehead of ‘fair maid of Judea’. The many years of service made SS Edina famous world-wide as the longest-serving screw steamer. (The term screw steamer comes from being driven by a single propeller, sometimes called a screw, driven by a steam engine.) SS Edina’s interesting history includes English Chanel runs, serving in the Crimean Ware carrying ammunition, horses and stores to the Black Sea, and further service in the American Civil War and later, serving in the western district of Victoria as well as in Queensland and carried gold, currency and gold prospectors Australia to New Zealand. SS Edina had the privilege of being an escort vessel to H.R.H. the Duke of Edinburgh during his visit to Australia in 1867. In March 1863 SS Edina arrived in Port Phillip Bay, Melbourne and was bought by Stephen Henty, of Portland fame, to work the cargo and passenger run from Melbourne – Warrnambool – Port Fairy - Portland. After a short time of working the run from Australia to New Zealand, with passengers and cargo that included gold and currency, she returned to her Melbourne - Warrnambool – Port Fairy run, with cargo including bales of wool produced in the western district of Victoria. The Warrnambool Steam Packet Company purchased SS Edina in 1867; she was now commanded by Captain John Thompson and Chief Engineer John Davies. She survived several mishaps at sea, had a complete service and overhaul and several changes of commanders. In 1870 SS Edina was in Lady Bay, Warrnambool, when a gale sprung up and caused a collision with the iron screw steamer SS Dandenong. SS Edina’s figurehead was broken into pieces and it was not ever replaced. SS Edina was re-fitted in 1870 than was used as a coastal trader in Queensland for a period. She was then brought to Melbourne to carry cargo and passengers between Melbourne and Geelong and performed this service 1880-1938. During this time (1917) she was again refitted with a new mast, funnel, bridge and promenade deck, altering her appearance. In 1938, after more collisions, SS Edina was taken out of service. However, she was later renamed Dinah and used as a ‘lighter’ (a vessel without engine or superstructure) to be towed and carry wool and general cargo between Melbourne and Geelong. In 1957, after 104 years, the SS Edina was broken up at Footscray, Melbourne. Remains of SS Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. [Reference: A Brief Review of Steam Navigation in Victoria; C Dickson Gregory; Centenary Maritime Exhibition catalogue, 1934; published by Shiplovers' Society of Victoria Dandenong, Passengers in History, http://passengersinhistory.sa.gov.au/node/924034 Edina, Victorian Heritage Database VHR S199 http://vhd.heritage.vic.gov.au/shipwrecks/heritage/199 SS Edina, Coastal Trader and Passenger Ship 1853-1938, Museum Victoria Collections, https://collections.museumvictoria.com.au/articles/6227 SS ‘Edina’ – the Longest Serving Screw Steamer in the World, POI Australia, https://poi-australia.com.au/ss-edina-the-longest-serving-steamer-in-the-world/ ]This book about the SS Edina is significant for its association with the screw steamer SS Edina. The SS Edina is heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The SS Edina was purchased in the late 1860’s by local Warrnambool business, the Warrnambool Steam Packet Co. and continued trading from there as part of the local business community. The SS Edina’s original ‘fair maid of Judea’ figurehead was broken to pieces in a collision with another vessel (the SS Dandenong) in a gale off Warrnambool, Victoria, in 1870.The Romance of The "Edina"; the World's oldest screw-steamship, by C Dickson Gregory (Charles Dickson Gregory). Hard cover book with black print on cream coloured jacket, covered in clear plastic. Front cover has a black and white photograph of the steamship and is titled " "Edina" as she is today." With chapters on the Auxiliary Steamship "Great Britain" and the Port Phillip Bay Steamers Past and Present. Published in Melbourne by Robertson & Mullens Ltd. Opposite fly page is a picture from a painting by C. Dickson Gregory titled "Edina in the "roaring forties" in Feburary 1863" The book contains 43 illustrations and one plate in full colour showing the Edina in full sail. The price is printed on the jacket "PRICE: SEVEN SHILLINGS AND SIXPENCE"warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, barclay & curle, figurehead 'fair maid of judea', centenary maritime exhibition 1934, a brief review of steam navigation in victoria, pleasure steamer edina, trade and travel late 19th and early 20th century, trade melbourne to geelong, screw steamer edina, coastal trader edina, lighter dinah, cargo carrying for cremean war, cargo carrying for american civil war, passenger and trade in western district of victoria, export gold and currency and gold diggers to new zealand, export vessel to h r h the duke of edinburgh, melbourne - warrnambool - port fairy - portland cargo run, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay warrnambool, lighter edina, shipping victoria, port phillip bay steamers, steamship great britain, edina, vhr s199 victorian heritage database, book, the romance of the edina, c dickson gregory, robertson & mullens melbourne

OPENING OF THE VIEWING PLATFORM AT KANGAROO GROUND Nillumbik Council has advised that the viewing platform at Kangaroo Ground 27km NE of Melbourne is to be opened to the public on Wednesday, March 26th 2008 (Melway 271 , G10). The function of the platform is to provide shelter adjacent to the War Memorial Tower whilst allowing all people to enjoy the stunning panoramic views. From the platform you. can see the Dandenongs, the city of Melbourne, the You Yangs, Mount Macedon, the Kinglake Ranges and the Mt Baw-Baw Ranges where the Yarra River starts. This landscape covers all the ancestral lands of the Wurundjeri and some of the wider Kulin nation land. The platform has been given the name Moor-rut, a name which described the fertile soils of the Kangaroo Ground area in contrast to the poorer (Silurian) country of its surrounds, which the Wurundjeri knew as 'Nillumbik' or less rich country. The full 360 degree view can be seen from the adjacent Tower of Remembrance which has 53 stairs. The viewing platform however can be accessed by wheelchair. Inside the viewing platform there are eight double sided interpretive panels giving the history and information regarding this special area. The viewing platform's interpretive panels set out the Aboriginal and European history of the area and also the geology and the local flora and fauna, so that the casual visitor comes away understanding more about this significant part of Victoria. The concept of the viewing platform is part of the refurbishment project for the Kangaroo Ground War Memorial Park which has taken place since 1997 with the active approval and financial assistance of the Nillumbik Shire Council. This project has been guided by an Advisory Committee with volunteer community representatives from the local Historical Societies, the Country Fire Authority, the Returned Services League and the Wurundjeri people. Other allied groups such as the Nillumbik Reconciliation Group have been called upon for their expertise. The initial idea for the viewing platform came from Dean Stewart when he was the caretaker while living at the park. He discussed this idea with local author Mick Woiwod and Harry Gilham of Eltham District Historical Society when they were planning the refurbishment of the War Memorial Park in 1996. When the committee was formalised by the Nillumbik Council in 1997, Nicholas Pelling, representing the CFA and RSL, joined the group. Dennis Ward, local architect, then volunteered to develop the concept plan for the refurbishment of the park and later drew up the plans for the viewing platform. The Kangaroo Ground War Memorial Park and its Tower of Remembrance is located on one of the highest locations in the Yarra Valley. The Tower of Remembrance is a unique war memorial constructed from local stone standing 14 metres high. It was built in the style of a Scottish watchtower reflecting the strong Scottish influence of the first European settlers of the district from the 1840s onward. The park was opened in 1921 and the Tower of Remembrance was dedicated in 1926 recognising the local people who served in the First World War. Those who served in the Second World War were recognised by plaques dedicated in 1951 and more recently those who served in Korea, Borneo, Malaya and Vietnam by plaques unveiled in 2001. Harry Gilham, Advisory Committee Convenor - Eltham District Historical Society Newsletter N0 179 March 2008fay bridge collection, garden hill, kangaroo ground, memorial park, moor-rul viewing platform

Date estimated to be circa 1912 based on the style of printing on the reverse of the card - Kodak Austral paper for real photo postcards, the paper was manufactured c.1908-1914 (See also POSTCARDS ON KODAK PAPER - IS IT POSSIBLE TO "DATE" THEM? http://tps.org.au/bb/viewtopic.php?t=115) Brougham Street was created in Josiah Holloway's 1851 subdivision of Little Eltham. It was one of several east-west streets shown on the subdivision plan as crossing the Diamond Creek. The western part was named Wellington Street on the subdivision plan but was later changed to conform with the name of the eastern part as acknowledgement of the continuity of the street. It is not known when the first bridge was constructed in Brougham Street however it was certainly mentioned at Council’s meeting of 2 June 1884 as being in a dangerous state of repair. This photo (c.1895) of an old bridge shows a very low-level simple log girder bridge crossing the creek at a right angle and so the approaches involved bends in the road alignment. This bridge was generally known as Kaylocks Bridge or Kaylock’s Crossing after the owner of the adjoining land. It was most likely built from around the mid-1850s, or a crossing of some fashion established as Richard George Kaylock, butcher of Little Eltham and his wife Emily Ann settled there in 1854. His property was in Wellington Street (now Brougham Street) and apparently extended across the Diamond Creek. The land on the western side of the creek was farmed, the house being on the eastern side. Kaylock's Bridge formed part of the original coach road to Eltham and in 1922 was described as an "old rustic bridge". Its low level and insubstantial construction made it susceptible to flood damage, necessitating frequent closures until repairs could be carried out. In September 1922, Council called for tenders for a new timber bridge to be constructed at Kaylock’s crossing. An engineering assessment carried out for the Council by Macleod Consulting at the time of the replacement suggested that the construction details indicate that it was in the 1900s, however this dating could possibly have been the result of numerous repairs undertaken over the years to flood damage. The tender was awarded to Mr Weller of Kangaroo Ground who commenced work in February 1923 on a higher-level timber trestle bridge. Work was slowed due to illness of the contractor and the accidental death of a man in March 1923 following the collapse of the bank after he had jumped into a hole that had just been blasted. The bridge was completed around July 1923 at which point the old structure was pulled up, marking what was described in the ‘Advertiser’ newspaper as the passing of an old and well-loved landmark in the district. In April 1924 the approach to Kaylocks bridge was washed away during the heavy flooding that destroyed the Main Road bridge. The western side was repaired, and an extra span was added to the eastern side using timber from the destroyed Main Road bridge. The bridge was again severely damaged four months later in August 1924 When a lack of finances delayed repairs to the Bridge Street bridge in 1931 (also referred to as Obelisk Bridge at the time), traffic had to detour via Brougham Street for some time. Local residents feared that the Bridge Street bridge might never reopen. Kaylocks Bridge was constantly subject to damage by floods. In the 1934 flood it was submerged by two feet of water. In more recent times the bridge was again severely damaged by flooding and repairs made. A new bridge and adjoining footbridge were constructed in 2009.Digital file only Postcards scanned from the collection of Michael Aitken on loan to EDHS, 2 Sep. 2022michael aitken collection, eltham, postcards, bridge, brougham street, diamond creek (creek), kaylocks bridge, wellington street

Famous Swiss landcape painter Louis Buvelot came to Melbourne in 1864 and set up a portrait photography studio which he operated for one year only in 1865. This photograph is believed to be the oldest photo in the Shillinglaw Family Album collection. It is believed that the subject is a young Phillip Shillinglaw, without beard, at age 22 or 23. Phillip Shillinglaw was born Melbourne, August 7, 1842. He married Sarah Ann Kidd in Heidelberg, Victoria, February 28, 1872. In 1881 Phillip and Sarah and their small family moved to Eltham and made home in what was later to become known as Shillinglaw Cottage but which Phillip named 'Wattle Brae'. Shillinglaw Cottage is significant to Eltham’s local history. It is one of the earliest known buildings still in existence. Records suggest that the cottage was built circa 1859 by a man named Cochrane, believed to be Thomas Cochrane, in conjunction with George Stebbings though it is not known what Stebbings’s contribution was. It is believed Stebbings owned the cottage between 1874 and 1888. According to Margaret Ball’s (2017) book Shillinglaw Family of Eltham 1660-2007, Thomas Cochrane and family lived there from 1867 to 1874 however this is contrary to the records of assessable rates levied by the Eltham District Road Board, established in 1858, which shows Cochrane was the owner occupier (in Little Eltham) of approximately 25 acres of cultivated land and 25 acres of pastureland upon which a hut was sited in 1860. It is suspected that George Stebbings may have acquired the property from Cochrane in 1874 as it is noted that he had a tenant for a period, James Rossiter, who was the editor for the Evelyn Observer in Kangaroo Ground in 1874 (LATE SHIRE OFFICE AT KANGAROO GROUND (1934, February 16). Advertiser (Hurstbridge, Vic. : 1922 - 1939), p. 5. Retrieved February 25, 2022, from http://nla.gov.au/nla.news-article56743657). In 1881 Phillip Shillinglaw became the ratepayer for the cottage though Stebbings retained ownership until 1888 at which time it was transferred to Shillinglaw. Photographer: Louis Buvelot Swiss landscape painter and portrait photographer, settled in Melbourne in 1864, admired by the artists from the Heidelberg area such as Tom Roberts and Arthur Streeton who bestowed him with the accolade of 'Father of Australian painting’. In the 1870s, his work increasingly drew elements from Australian landscape such as the bush land in works like Lilydale (1878) and Bush Track. "Louis Buvelot :: biography at :: at Design and Art Australia Online." Daao https://www.daao.org.au/bio/louis-buvelot/biography/. Accessed 9 Mar. 2023. On arriving in Melbourne in February 1865 Buvelot bought a photographer's studio at 92 Bourke Street East and took portraits for a year. In 1866 he moved to 88 La Trobe Street East and resumed his painting while Caroline-Julie gave French lessons to help Buvelot to establish himself as an artist in Melbourne. "Biography - Abram-Louis Buvelot." Australian Dictionary of Biography https://adb.anu.edu.au/biography/buvelot-abramlouis-3132. Accessed 2 Dec. 2022. CARTE-DE-VISITE (cdv) 1857-1890 Cartes-de-visite (cdv's) are the most common form of photograph from the nineteenth century, generally measuring two and a half inches by four and an eighth inches (6.3 x 10.5 cm) when mounted, sepia toned, mounted on a card which was generally printed with the photographer's name and address on the back or beneath the portrait. - Frost, Lenore; Dating Family Photos 1850-1920; Valiant Press Pty. Ltd., Berwick, Victoria 1991marg ball collection, shillinglaw family photo album 1, 1865, l. buvelot photographer, louis buvelot, phillip shillinglaw (1842-1914), unknown

Early stages - no display panels installed. OPENING OF THE VIEWING PLATFORM AT KANGAROO GROUND Nillumbik Council has advised that the viewing platform at Kangaroo Ground 27km NE of Melbourne is to be opened to the public on Wednesday, March 26th 2008 (Melway 271 , G10). The function of the platform is to provide shelter adjacent to the War Memorial Tower whilst allowing all people to enjoy the stunning panoramic views. From the platform you. can see the Dandenongs, the city of Melbourne, the You Yangs, Mount Macedon, the Kinglake Ranges and the Mt Baw-Baw Ranges where the Yarra River starts. This landscape covers all the ancestral lands of the Wurundjeri and some of the wider Kulin nation land. The platform has been given the name Moor-rut, a name which described the fertile soils of the Kangaroo Ground area in contrast to the poorer (Silurian) country of its surrounds, which the Wurundjeri knew as 'Nillumbik' or less rich country. The full 360 degree view can be seen from the adjacent Tower of Remembrance which has 53 stairs. The viewing platform however can be accessed by wheelchair. Inside the viewing platform there are eight double sided interpretive panels giving the history and information regarding this special area. The viewing platform's interpretive panels set out the Aboriginal and European history of the area and also the geology and the local flora and fauna, so that the casual visitor comes away understanding more about this significant part of Victoria. The concept of the viewing platform is part of the refurbishment project for the Kangaroo Ground War Memorial Park which has taken place since 1997 with the active approval and financial assistance of the Nillumbik Shire Council. This project has been guided by an Advisory Committee with volunteer community representatives from the local Historical Societies, the Country Fire Authority, the Returned Services League and the Wurundjeri people. Other allied groups such as the Nillumbik Reconciliation Group have been called upon for their expertise. The initial idea for the viewing platform came from Dean Stewart when he was the caretaker while living at the park. He discussed this idea with local author Mick Woiwod and Harry Gilham of Eltham District Historical Society when they were planning the refurbishment of the War Memorial Park in 1996. When the committee was formalised by the Nillumbik Council in 1997, Nicholas Pelling, representing the CFA and RSL, joined the group. Dennis Ward, local architect, then volunteered to develop the concept plan for the refurbishment of the park and later drew up the plans for the viewing platform. The Kangaroo Ground War Memorial Park and its Tower of Remembrance is located on one of the highest locations in the Yarra Valley. The Tower of Remembrance is a unique war memorial constructed from local stone standing 14 metres high. It was built in the style of a Scottish watchtower reflecting the strong Scottish influence of the first European settlers of the district from the 1840s onward. The park was opened in 1921 and the Tower of Remembrance was dedicated in 1926 recognising the local people who served in the First World War. Those who served in the Second World War were recognised by plaques dedicated in 1951 and more recently those who served in Korea, Borneo, Malaya and Vietnam by plaques unveiled in 2001. Harry Gilham, Advisory Committee Convenor - Eltham District Historical Society Newsletter N0 179 March 2008 Black and white inkjet print on paper 14 x 21 cmmoor-rul viewing platform, garden hill, kangaroo ground, memorial park

Bird family, c.1905 Back row, L-R: Janet Bird (nee Kilpatrick), George Bird, Ellen May (Nell) Bird Front row L-R: George Hugh Bird, Ernest Reginald Bird, Arthur Andrew Bird, Edwin John Bird Nicholes Photographer, Alphington According to the Sands McDougall Melbourne Directory, George. Nicholes, Photographer was first listed on the north side of Heidelberg Road, Alphington in 1904 and again in 1905. By 1906 he was still listed but with no profession. From 1907 on he was listed as a bicycle agent. On July 23, 1878, George Bird married Janet Kilpatrick (born Ayrshire) at Northcote by Presbyterian minister, Duncan Fraser. The witnesses were daughters of the minister. George gave his profession as farmer. Around 1880 or possibly earlier he acquired the property known as View Hill at the top of Pitt Street, Eltham between Pitt Street and Mount Pleasant Road and what is now Eucalyptus Road. George and Janet developed an orchard and farm around the View Hill home and had 10 children, three of whom died young. George Bird is listed in the 1977 history of the Eltham Methodist Church as Steward and trustee in the early years. In the 1950 history he is mentioned as Sunday School Superintendent. In the early 1900s, Janet regularly went to the church by horse and jinker. Janet died September 2, 1915, age 60 of endocarditis and bronchial pneumonia. At about this time, three children had married (Sarah, George and Ada) and four were living at home. However, Edwin joined the AIF in August 1915 and Ellen married in 1916 leaving two sons, Arthur and Reg, to look after their father and the property although some of the married children may have lived at View Hill for some time. From Edwin's letters, Hilda Pepper, a cousin on their mother's side) stayed with the family for some time to help. In later years, George developed glaucoma and became blind. He died December 6, 1920, aged 75 years, of diabetes mellites. Both Janet and George are buried at Eltham Cemetery, but the gravestone incorrectly gives 1921 for the death of George. The estate was divided into equal portions and distributed to the surviving members with Arthur and Ted Pepper being Executors. Ada Janet Lowe received a portion above what is now Rockliffe Street and Sis Pepper (Sarah Ann nee Bird) the portion below Rockliffe Street. Ernest Pepper built in the 1930s on the Pepper block at the Pitt Street end. George's share was along Wattle Grove and Arthur received the portion at the eastern end. Presumably the other two received portions including the top of the hill and slopes down to Pitt Street, Mount Pleasant Road and Wattle Grove. Read's (at the corner of Pitt Street and View Hill Crescent) was the first additional house brought in on wheels by a Mr Walkenden. The View Hill house was occupied by the Johanssons in the 1930s and was later damaged by fire. Source: Info provided to Marg Ball by Neil and Lyn Pepper (both deceased) abt. 2018. PANEL 1875-1920 Panels began to be produced around 1875, and were particularly suited, because of their larger size, for capturing family, or even larger, groups. They measured 8.5 by 6.5 inches (22 cm x 16.5 cm). - Frost, Lenore; Dating Family Photos 1850-1920; Valiant Press Pty. Ltd., Berwick, Victoria 1991marg ball collection, 1905, arthur andrew bird, bird family, edwin john bird, ellen may (nell) bird, ernest reginald bird, george bird (1845-1921), george hugh bird, janet bird (nee kilpatrick), nicholes photographer alphington, straw boater

The string has long been a household and office utility, but an easily tangled one. generations of manufactures have devised cast-iron string holders and string reels in an attempt to distribute this material more efficiently. Many different designs of cast-iron string holders exist some nickel, others painted many had an open pattern so clerks behind the counter of the general store could see at a glance if he or she was about to run out of string. In the 20th century, string holders became more decorative, morphing into novelty items for the home. History: Starting from 1869, the young carpenter by trade, Melvin Newton Lovell (1844-1895) from Erie, Pennsylvania, later a manufacturer and successful businessman, was granted numerous patents for various devices, between them several patents for adding machines and cash registers in 1891. The Lovell Manufacturing Company was founded by Melvin Newton Lovell who was born in Allegheny, Venango county, Pennsylvania, on 31 August 1844, to Darius T. Lovell (1815-1855) and Susan B. (Conover) Lovell (1827-1883). When Melvin Lovell was a boy, the family moved to Kerrtown, a village located in the vicinity of Titusville, Pennsylvania. There Melvin served an apprenticeship as a carpenter's and his natural mechanical talent, soon enabled him to become a skilled workman. In 1861, at seventeen years of age, Melvin left home, without parental authority, and joined the Union Army soon after the outbreak of the Civil war, in August 1862, he enlisted as a private in the 127th Pennsylvania Volunteer Infantry, and was discharged the end of May 1863. In 1865 he took up residence in Erie, where he worked as a carpenter for some years. In 1869 Melvin Lovell invented and patented several useful articles for household use, and in that year he began the manufacturing certain of these inventions, in partnership with Franklin Farrar Adams, another inventor. The company's principal products were washing machines and step-ladders but also made many other cast iron household items known as the “Anchor Brand” when manufacturing began in earnest in 1881. As a result, the Lovell Manufacturing Company grew to be one of the largest industrial concerns of its kind in the country, recognized as being the most extensive manufacturer of clothes-wringers in the entire world. Lovell established sales agencies for his products in all parts of the country, and these branches were known as the Lovell stores. These goods were sold on the instalment plan, an innervation at the time for which Lovell was credited as the originator. Lovell invented and patented the famous wringer which bears his name, and in later years he confined his operations largely to the manufacture and improvement of this invention. Lovell was also one of the organisers and stockholders of the Combination Roll & Rubber Manufacturing Co, of New York, which was formed to manufacture his patents. With headquarters in New York and a factory at Bloomfield, New Jersey. Unfortunately, during a trip to Atlanta, while representing the state of Pennsylvania at a trade exposition, he passed away in his prime, on 21 November 1895, and was buried in Erie Cemetery, Erie, PA. Today the Lovell Manufacturing Company and foundry is preserved and situated at Lovell Place 1301 French Street Erie Pennsylvania, the site is regarded as a historic complex and national historic district. It includes nine contributing buildings built between 1883 and 1946 and has now been converted to luxury apartments.An item used in shops, offices etc to dispense string although the item was commonly found in many areas of general commerce. It was made by a factory and patented in the USA by Melvin Lovell who had invented the first adding machine and the original mangle or wringer washing machine used in every house throughout the world from 1891 and the forerunner to our modern day washing machines. Its age and connection to this once notable maker and his company and it's age makes it an interesting item from a historical view point.Dispenser,cast iron for string with a central rod & 2 curved handing hooks. Marked Anchor Brand & blue in colour.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village