Title "Bqt Speculant" on front of photograph - where "Bqt" is the abbreviation for "barguentine" [see The Shipslist, Ancestry.com] The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Back and White photograph of the barquentine Speculant, at dock. Title "Bqt Speculant" on front of photo.Title "Bqt Speculant" on front of photo.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph was taken after the SPECULANT was wrecked at Cape Patton, Victoria. It is uncertain which ship is in the photograph insert to the the top right hand corner of this photograph. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the barquentine Speculant, on rocks at Cape Patton, steep hills in the background. A second photo in top right hand corner of a different ship aground, with a crowd in the foreground, Hand written in white on front of photograph "SPECULANT ASHORE ON CAPE PATTEN 10/2/11" (incorrect spelling of Cape Patton).Hand written in white on front of photograph "SPECULANT ASHORE ON CAPE PATTEN 10/2/11" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, photograph, speculant, cape patton, cumming and ellis, international timber trade, f. j. mcgennan and co. warrnambool, capt. james jacobsen, warrnambool maritime historyla bella, p. j. mcgennan and co. warrnambool, peter mcgennan, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph of the wrecked SPECULANT would have been taken soon after the ship ran aground, as her sails are still flying. There are people aboard at the stern of the ship. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the barquentine Speculant, on rocks at Cape Patton, some sails still hung, people on board. White hand writing on front of photograph "SPECULANT WRECKED CAPE PATTEN.10/2/11" (incorrect spelling of Cape Patton)White hand writing on front of photograph "SPECULANT WRECKED CAPE PATTEN.10/2/11" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph would have been taken a while after the SPECULANT was wrecked at Cape Patton, Victoria, because she has broken up and the bow has been moved away from the ship. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Bow of the Speculant, on rocks at Cape Patton. On reverse side it states that the photograph was taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay "Taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph of the wreck SPECULANT was taken shortly after the ship was wreck, sails still on masts. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton, sails still up, steep hill in background. Black pen written on pfront of photograph "Wreck Speculant", "Cape Patten". On reverse side it states that the photograph was taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay On front, Black pen written on pfront of photograph "Wreck Speculant", "Cape Patten". On reverse, "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay "flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph was taken shortly after the wreck of the SPECULANT at Cape Patton, Victoria. There are people on board the ship and it seems that they are taking the sails down. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton. Several people are on board. Some sails are still on masts. White hand writing on front "Wreck Speculant On Rocks Cape Patten". On reverse side it states that the photograph was taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay. on front, hand written in white "Wreck Speculant On Rocks Cape Patten". On reverse "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, mr. h. pengilley, photograph, speculant, cape patton, apollo bay

Photograph of the wrecked SPECULANT taken shortly after the ship was wrecked at Cape Patton, Victoria. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton. On front hand written in white "Wreck of Speculant on Cape Patten". On reverse side it states that the photograph was "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay" On front, white hand writing, "Wreck of Speculant on Cape Patten". On reverse "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

Photograph of the wreck of the barque SPECULANT, wrecked at Cape Patton, Victoria. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton. On front in white hand writing "Speculant wrecked 10/2/11 Cape Patten"."Speculant wrecked 10/2/11 Cape Patten".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

View of the settlement of Harmony Vale taken in 1913 with the guest house Kia Ora, built by George Barber in 1909, in the foreground. This photograph has a detailed inscription on the back handwritten by John Lundy-Clarke.The settlement of Harmony Vale 1913. The large home in foreground is the Guest House “Kia Ora” owned by George Barber on Lot 25 of the Village Settlement. The house above it to the left was Richardson’s house. The home of Jeanie who had left it when the picture was taken.The buildings furthest to the right of “Kia Ora” were the homestead of Isaac Jeeves of 1863 – 1871 the building furthest right with the black opening in it was the house with the tree fern floor. The flat ground above and left of Isaac’s pointed roof barn is where the creek changed its course in the 1934 flood and destroyed £4000 worth of the Rowse family’s tulip bulbs. Above the flat is Francis Matthew Child’s homestead, in the creek to the right of which can be seen the horizontal structure of the swing bridge to the sawmill of the Childs Bros which cannot be seen but in the forest to the right of the mill (bridge) can be seen a number of logs in the mill yard. The two cleared strips immediately behind Childs home were the Richardson’s original holdings and the house in the gully at the far side of the great clearing is that of the guest house “Glenrivers” belonging to W Lucas and his wife Catherine nee Child. The Richardson homestead “Harmony Vale” is behind the forest trees in the right centre. The picture gives a full view of how the settlement was cut into the centre of the great forest. george barber, kia ora, harmony vale, barber, jeanie richardson, richardson, child, matthew child, kia-ora guest house, guest house, glenrivers

The article shows a photo of the original Hall's Gap Hall and the (then) new Hall, which was built in 1956. The copy has been scanned as two separate images (because it was too large for the scanner). the second image is stored under "Additional Images". HISTORY OF HALL'S GAP HALL: No village, no matter how small, could possibly survive without a public meeting place, and Hall's Gap was no exception, even in 1899-1900. Actually it was the locals of Stony Creek village, as Hall's Gap was known for a short time, who decided to hold a meeting to find out how much interest there was in building a town hall! They soon found out that support was overwhelming, as can be seen by the fact that 14 gentlemen nominated for a position on the committee of four! Several motions were moved at that meeting, mainly with reference to the materials to be used, for instance that no "wattle and daub", but rather slabs of bark and local bush logs be used. The walls were to be constructed of slabs, 6 feet long, 9 inches wide and two inches thick. Uprights were to be 9 feet high and at least 9 inches thick. Sheets of bark, all 32 of them, had to be 8 feet by 8 feet. Tenders for the building materials were called on 9 March 1899 and, 21 days later, McKeon Brothers won the right to supply all the material for the princely sum of 4 pounds 10 shillings. The size of the hall was to be 20 feet by 10 feet. The first hall served the community well for the next thirteen years, being regularly used as a place of entertainment and religious worship. The growing community soon realised the need for a larger venue, with better facilities, so once again the townsfolk rallied to raise funds for a new hall, realising their dream around 1913. In 1921 a schoolteacher was provided by the education department but as there was no school building she was expected to use the hall. Mainly lessons were held in the kitchen as it was much warmer than the hall itself, and it was not unusual for up to twenty children to be taught, ranging in age from 5 to 14 years. It was not until 1928 that an official school was built. 1955-56 were years of great excitement. The Progress Association was in charge of deciding the format for the new hall, and there were many rowdy meetings beforehand. Some members had much more vision than others, and to some the amount of money required seemed astronomical. Two hall committee members resigned over differences of opinion but amazingly it all came together in the end, albeit at a greater cost than had been anticipated. There is only one record of a grant being made for the building,1500 pounds, and it came for the Minister of Public Works. Estimated cost of the building was around 8,000 pounds, and when finally finished it was just slightly over, but bank charges and interest took it to well over 9,000 pounds. An electric light generator was included and lighting installed. The SEC electricity was connected in 1962.A copy of a newspaper article entitled 'The Old . . . and the Present!', which includes two photographs.buildings, halls

This porthole was part of the ship's fittings when the Antares was constructed. THE ANTARES In mid-November 1914, after the beginning of the First World War, a young local man went one evening to fish near the Bay of Islands, west of Peterborough. He later arrived home hurriedly and in an agitated state declaring: "The Germans are coming!" His family laughed and disbelieved him, as this young fellow was prone to telling fictional tales. About a month later, on December 13th 1914, local farmers Phillip Le Couteur and Peter Mathieson were riding in the vicinity, checking on cattle. Phillip Le Couteur saw what he “thought was the hull of a ship below the cliffs.” He rode to Allansford and contacted police. The next day, two Constables and Phillip Le Couteur returned to the site, where they dug a trench near the top of the cliff and sank a log in it. To this they attached a rope, which they threw down the cliff face. Constable Stainsbury and Phillip Le Couteur then made the dangerous descent down the rope on the sheer cliff face. They found wreckage strewn around a small cove and a portion of a man's body under the cliffs. The hull of the ship could be seen about 300 metres out to sea. Some of the wreckage revealed the name Antares and the remains of the ship's dinghy bore the name Sutlej. During the next two weeks and with the help of the Warrnambool lifeboat and crew, two more bodies were found. Later investigations proved that the tragic wreck was indeed that of the Antares, reported overdue on the 207th day of her voyage from Marseilles, France, to Melbourne. She was a three masted, 1749 ton iron clipper, built in Glasgow in 1888 and originally named and launched as the Sutlej. Bought in 1907 by Semider Bros. from Genoa, Italy, she was refitted and renamed Antares. It was later realised that the local lad who a month earlier had declared he had seen German guns being fired, had probably seen distress flares fired from the deck of the Antares the night she was wrecked. She was last sailed under Captain Gazedo and wrecked at what is now known as Antares Rock, near the Bay of Islands. She had been carrying a large cargo of roofing tiles from France to Melbourne, consigned to Mullaly & Byrne. Many of them are now to be seen amongst the battered and scattered remains of the wreck. Some of the timbers were found to be blackened by fire. An Information Board has been erected on the cliff top near to the site of the Antares wreck, at the end of Radfords Rd, west of Peterborough. (Ref: Flagstaff Hill Maritime Village’s “Antares” fact sheet, Victorian Heritage Database, Information Board at Peterborough, Flagstaff Hill Significance Assessment 2010)The Antares was one of the last of the 'tall ships' to be lost along the south west coast of Victoria, and is the only wreck that took the lives of all people on board. She is listed on the Victorian Heritage Register VHS S34. The Antares is significant as a sail trader carrying an international inbound cargo. It is part of the Great Ocean Road Historic Shipwreck Trail. Porthole with glass, brass, screw dog broken off, glass has cracks through it, some encrustation. Artefact Reg No A/5, recovered from the wreck of the Antares.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, porthole, antares., tall ship, peterborough, 1914 shipwreck, phillip le couteur, peter mathieson, constable stainsbury, sutlej, antares rock., bay of islands, ship's fitting

This clay roof tile was part of the ANTARES cargo, a large consignment of tiles on its way to Melbourne. THE ANTARES In mid-November 1914, after the beginning of the First World War, a young local man went one evening to fish near the Bay of Islands, west of Peterborough. He later arrived home hurriedly and in an agitated state declaring: "The Germans are coming!" His family laughed and disbelieved him, as this young fellow was prone to telling fictional tales. About a month later, on December 13th 1914, local farmers Phillip Le Couteur and Peter Mathieson were riding in the vicinity, checking on cattle. Phillip Le Couteur saw what he “thought was the hull of a ship below the cliffs.” He rode to Allansford and contacted police. The next day, two Constables and Phillip Le Couteur returned to the site, where they dug a trench near the top of the cliff and sank a log in it. To this they attached a rope, which they threw down the cliff face. Constable Stainsbury and Phillip Le Couteur then made the dangerous descent down the rope on the sheer cliff face. They found wreckage strewn around a small cove and a portion of a man's body under the cliffs. The hull of the ship could be seen about 300 metres out to sea. Some of the wreckage revealed the name Antares and the remains of the ship's dinghy bore the name Sutlej. During the next two weeks and with the help of the Warrnambool lifeboat and crew, two more bodies were found. Later investigations proved that the tragic wreck was indeed that of the Antares, reported overdue on the 207th day of her voyage from Marseilles, France, to Melbourne. She was a three masted, 1749 ton iron clipper, built in Glasgow in 1888 and originally named and launched as the Sutlej. Bought in 1907 by Semider Bros. from Genoa, Italy, she was refitted and renamed Antares. It was later realised that the local lad who a month earlier had declared he had seen German guns being fired, had probably seen distress flares fired from the deck of the Antares the night she was wrecked. She was last sailed under Captain Gazedo and wrecked at what is now known as Antares Rock, near the Bay of Islands. She had been carrying a large cargo of roof tiles from France to Melbourne, consigned to Mullaly & Byrne. Many of them are now to be seen amongst the battered and scattered remains of the wreck. Some of the timbers were found to be blackened by fire. An Information Board has been erected on the cliff top near to the site of the Antares wreck, at the end of Radfords Rd, west of Peterborough. (Ref: Flagstaff Hill Maritime Village’s “Antares” fact sheet, Victorian Heritage Database, Information Board at Peterborough, Flagstaff Hill Significance Assessment 2010) The Antares was one of the last of the 'tall ships' to be lost along the south west coast of Victoria, and is the only wreck that took the lives of all people on board. She is listed on the Victorian Heritage Register VHS S34. The Antares is significant as a sail trader carrying an international inbound cargo. It is part of the Great Ocean Road Historic Shipwreck Trail. Piece of a clay roof tile recovered from the wreck of the Antares. Has a relief of a horse on back. Artefact Reg No A/7.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, antares, tall ship, peterborough, 1914 shipwreck, phillip le couteur, peter mathieson, constable stainsbury, sutlej, antares rock., bay of islands, clay tile, roofing tile, roof tile

This terracotta clay roof tile was part of a consignment of tiles in the cargo of ANTARES. THE ANTARES In mid-November 1914, after the beginning of the First World War, a young local man went one evening to fish near the Bay of Islands, west of Peterborough. He later arrived home hurriedly and in an agitated state declaring: "The Germans are coming!" His family laughed and disbelieved him, as this young fellow was prone to telling fictional tales. About a month later, on December 13th 1914, local farmers Phillip Le Couteur and Peter Mathieson were riding in the vicinity, checking on cattle. Phillip Le Couteur saw what he “thought was the hull of a ship below the cliffs.” He rode to Allansford and contacted police. The next day, two Constables and Phillip Le Couteur returned to the site, where they dug a trench near the top of the cliff and sank a log in it. To this they attached a rope, which they threw down the cliff face. Constable Stainsbury and Phillip Le Couteur then made the dangerous descent down the rope on the sheer cliff face. They found wreckage strewn around a small cove and a portion of a man's body under the cliffs. The hull of the ship could be seen about 300 metres out to sea. Some of the wreckage revealed the name Antares and the remains of the ship's dinghy bore the name Sutlej. During the next two weeks and with the help of the Warrnambool lifeboat and crew, two more bodies were found. Later investigations proved that the tragic wreck was indeed that of the Antares, reported overdue on the 207th day of her voyage from Marseilles, France, to Melbourne. She was a three masted, 1749 ton iron clipper, built in Glasgow in 1888 and originally named and launched as the Sutlej. Bought in 1907 by Semider Bros. from Genoa, Italy, she was refitted and renamed Antares. It was later realised that the local lad who a month earlier had declared he had seen German guns being fired, had probably seen distress flares fired from the deck of the Antares the night she was wrecked. She was last sailed under Captain Gazedo and wrecked at what is now known as Antares Rock, near the Bay of Islands. She had been carrying a large cargo of roof tiles from France to Melbourne, consigned to Mullaly & Byrne. Many of them are now to be seen amongst the battered and scattered remains of the wreck. Some of the timbers were found to be blackened by fire. An Information Board has been erected on the cliff top near to the site of the Antares wreck, at the end of Radfords Rd, west of Peterborough. (Ref: Flagstaff Hill Maritime Village’s “Antares” fact sheet, Victorian Heritage Database, Information Board at Peterborough, Flagstaff Hill Significance Assessment 2010) The Antares was one of the last of the 'tall ships' to be lost along the south west coast of Victoria, and is the only wreck that took the lives of all people on board. She is listed on the Victorian Heritage Register VHS S34. The Antares is significant as a sail trader carrying an international inbound cargo. It is part of the Great Ocean Road Historic Shipwreck Trail.Part of a terracotta roof tile from the wreck of the Antares Has sand encrusted to bottom of tile. Artefact Reg No A/6.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, antares, tall ship, peterborough, 1914 shipwreck, phillip le couteur, peter mathieson, constable stainsbury, sutlej, antares rock., bay of islands, terracotta tile, roof tile, clay tile, roofing material, building material

This photograph is of the sailing ship ANTARES at full sail, taken between 1907, when she was named ANTARES, and 1914, when she was wrecked.. THE ANTARES In mid-November 1914, after the beginning of the First World War, a young local man went one evening to fish near the Bay of Islands, west of Peterborough. He later arrived home hurriedly and in an agitated state declaring: "The Germans are coming!" His family laughed and disbelieved him, as this young fellow was prone to telling fictional tales. About a month later, on December 13th 1914, local farmers Phillip Le Couteur and Peter Mathieson were riding in the vicinity, checking on cattle. Phillip Le Couteur saw what he “thought was the hull of a ship below the cliffs.” He rode to Allansford and contacted police. The next day, two Constables and Phillip Le Couteur returned to the site, where they dug a trench near the top of the cliff and sank a log in it. To this they attached a rope, which they threw down the cliff face. Constable Stainsbury and Phillip Le Couteur then made the dangerous descent down the rope on the sheer cliff face. They found wreckage strewn around a small cove and a portion of a man's body under the cliffs. The hull of the ship could be seen about 300 metres out to sea. Some of the wreckage revealed the name Antares and the remains of the ship's dinghy bore the name Sutlej. During the next two weeks and with the help of the Warrnambool lifeboat and crew, two more bodies were found. Later investigations proved that the tragic wreck was indeed that of the Antares, reported overdue on the 207th day of her voyage from Marseilles, France, to Melbourne. She was a three masted, 1749 ton iron clipper, built in Glasgow in 1888 and originally named and launched as the Sutlej. Bought in 1907 by Semider Bros. from Genoa, Italy, she was refitted and renamed Antares. It was later realised that the local lad who a month earlier had declared he had seen German guns being fired, had probably seen distress flares fired from the deck of the Antares the night she was wrecked. She was last sailed under Captain Gazedo and wrecked at what is now known as Antares Rock, near the Bay of Islands. She had been carrying a large cargo of roofing tiles from France to Melbourne, consigned to Mullaly & Byrne. Many of them are now to be seen amongst the battered and scattered remains of the wreck. Some of the timbers were found to be blackened by fire. An Information Board has been erected on the cliff top near to the site of the Antares wreck, at the end of Radfords Rd, west of Peterborough. (Ref: Flagstaff Hill Maritime Village’s “Antares” fact sheet, Victorian Heritage Database, Information Board at Peterborough, Flagstaff Hill Significance Assessment 2010) The Antares was one of the last of the 'tall ships' to be lost along the south west coast of Victoria, and is the only wreck that took the lives of all people on board. She is listed on the Victorian Heritage Register VHS S34. The Antares is significant as a sail trader carrying an international inbound cargo. It is part of the Great Ocean Road Historic Shipwreck Trail. Photograph of the three masted fully rigged Antares at anchor. (ref: Ships A-B SH016.)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, antares, tall ship, peterborough, 1914 shipwreck, phillip le couteur, peter mathieson, constable stainsbury, sutlej, antares rock., bay of islands

Photograph, black and white, of the three-masted barque SPECULANT at a jetty in low water. On the jetty and the shore are stacks of cut timber. The ship is in a wide river or bay, hills in the background, trees (like gum trees) in the foreground. Inscribed "Wrecked 10.2.11. Cape Patten. Jacobson. Munro. - - - -" Written on the photograph in blue pen "Rosbercon". (The SPECULANT was wrecked on 10th February 2011 at Cape Patton, Victoria, (not Patten as on the photograph). She was sailing under the control of Captain James Jacobsen and her First Mate was James Mumro.) The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Photograph, black and white, of the three-masted barque SPECULANT at a jetty in low water. On the jetty and the shore are stacks of cut timber. The ship is in a wide river or bay, hills in the background, trees (like gum trees) in the foreground. Inscribed below photograph "Wrecked 10.2.11. Cape Patten. Jacobson. Munro. - - - -" Written on the photograph in blue pen "Rosbercon"Inscribed below photograph "Wrecked 10.2.11. Cape Patten. Jacobson. Munro. - - - -" Written on the photograph in blue pen "Rosbercon"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, warrnambool historical photograph, cape patten, munro, james munro, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history

This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Foreword - 13 Editorial - 15 The Quincentenary of the Pioneer Prince Henry of Portugal - Sylvia Seeley - 19 Bayside Windjammers - Captain H. R. Watson -29 A Pair of Sea Boots - Y. Helberg - 37 The Polar Ship “Farm” - Toralv Duus Lorentzen - 39 The Mahogany Ship - J. MacKenzie - 50 Out of the Past - - 58 Extracts from the Petrel Papers - N. Wellbury - 68 Whiskers - Fred B. Duncan - 76 Unhappy Passage - - 87 Ship Knocks a Lighthouse Over - Vernon Smith - 92 The Log of the “Padua” - Captain H. Piening - 94 The End of the S.S. “Riverina” - H. A. Bull - 101 Shipwreck on the Round Pond - J. M. Mackie - 102 An Unsolved Mystery of the Sea - N. Bainbridge Fuller - 104 Working Your Passage — 1849 - Captain W. E. Eglen - 106 “Georgette” Plaque Unveiled - N. B. Fuller - 108 Sealers and Castaways - Captain Harry O’May - 112 Sailings Hips and the City Shipbrokers Celebrate Centenary - - 114 War Without Tears - F. B. Finch - 118 Operation Co-operation - S. I. Hill, C.B.E., M.R.I.N.A. - 128 Denizens of the Australian Bight - J. Merriman - 130 German Battleship “Admiral Graf Spec” - - 132 Grog - J. Scrafton - 135 Book Reviews - - 136sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch

A Jack plane is used for smoothing timber that is used in the manufacture of furniture or other wooden objects. Traditionally, smoothing planes were blocks of wear-resistant hardwood, often beech or maple, which were worked to smooth or even out timber. The blade or iron was likewise secured in the body of the plane with a wooden wedge. A traditional cabinetmakers shop might have many, perhaps hundreds, of moulding and smoothing planes for the full range of work to be performed. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm. A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used for the smoothing of a piece of timber that was then used in some form of cabinet manufacture or wood working. A significant item from the mid to late 19th century that today is sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made. Jack Plane; a wooden smoothing plane, made by Alex Mathieson & Son, Glasgow. Plane has inscriptions."Alex Mathieson & Son Glasgow" Stamped "GN" inside with a "W" on endflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, jack plane, smoothing plane, woodworking tool, woodwork, cabinet making

The subject router is commonly referred to disparagingly as the ‘old woman’s tooth’ or ‘hag’s tooth.’ It is a router that houses a plough plane iron instead of a purpose made shoe-type cutting iron. They work fine but rarely give the type of clean surface required for veneer inlays. These types of tools are adjusted by the same hammer-tap tapping method used generally on wooden-bodied planes on the iron or plane body. These tools are effective and practical when used in general carpentry and joinery. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm. A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used for making timber veneers or smoothing a trench in a piece of timber that was then used in some form of cabinet manufacture or wood working enterprise. A significant item from the mid to late 19th century that today is sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made and required considerable skill in their use. Old Woman's Tooth Router Mathieson. Single iron cut down from a larger plane iron. Has Marked A Mathieson & Son also stamped inscription on side G Hill. (owner)flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, plane, old woman's tooth, router, hag's tooth router, cabinet making, woodworking tools, a mathieson & sons, cabinet tool makers

Eric Holloway began spot milling timber at age of 17. He borrowed fifty pound from an uncle in 1934 to purchase a McCormick Deering tractor and saw bench. He went from farm to farm cutting timber for farmers. For a time, he worked on Shelley Station spot milling with WS Walker and Son. In approximately 1946 Arthur and Eric Holloway established a saw mill at Shelley. Another brother Ernie, a builder and returned soldier, worked with them from time to time. Using timber sawn in the mill he built eight basic houses for the mill workers. The brothers employed many migrants: - Yugoslav, Czechs, Russians, Ukrainians, Serbs as well as other hardworking people. This meant there were families, so Ernie also built and furnished a school at Shelley. Application was made for a teacher from the Education Department. At the Shelley mill the workers used ex-army blitzes, GM trucks (for carting logs) army ducks and a centurion tank for parts. The timber from the mill was trucked to Albury and Wodonga, customers being FA Stowe and Mates Timber. The army was also a big customer with Holloways supplying timber for the army huts that were built at Bandiana. A timber mill that had been built at Tallangatta by State Rivers and Water for the purpose of establishing New Tallangatta, was purchased by Holloway Brothers as an extension of their Shelley operation. In 1954 a new mill was built at Granite Flat on the Omeo Highway and the Shelley operation closed. Ernie Holloway was involved in the building of the mill and accommodation houses in Mitta Mitta. The mill workers travelled from Mitta to work each day. Holloways Building Supplies was established at 49 Tallangatta Rd Wodonga at this time. It was established on four house blocks with a little shed, with more land being acquired as the operation expanded. The brothers realized that it would be more profitable to set up their own timber outlet to supply their customers. Arthur Holloway continued to run the sawmills while Eric Holloway concentrated on the Wodonga business. A hardware store, offices and joinery were built as demand continued for building materials. All the timber arriving in the yard from the mill was hand sorted, providing employment for many. With the milling and timber outlets Holloways provided employment for approximately forty staff. The next generation of the Holloway family became involved. A Hyster forklift was purchased which allowed for bulk handling of the timber. Land was purchased in Sanyo Drive where timber was cleated and dried. Select grade timber, F17 dry framing, builders hardware and tools were sold. Holloways endeavoured to be a one stop shop for framing and fitting out of houses. In 1989 the business was sold to Mt Beauty Timbers who later on sold to Dahlsens. The timber mill was decommissioned. The Holloway family retained the ownership of the premises of 49 Thomas Mitchell Drive leasing to Dahlsens until that operation was moved to Albury in 2013. In 2014 the lease land was sold to two local businesses. Leigh Martin Marine purchased the parcel of land adjoining their business. Lester and Son purchased the remaining block and demolished the premises. A funeral parlour was built on that site.These photos are significant because they document the story of an important Wodonga business.A series of coloured photographs depicting aspects of Holloways Building Supplies business in Wodonga.holloways wodonga, wodonga businesses, timber industry

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

A moulding plane is a specialised plane used for making the complex shapes found in wooden mouldings that are used to decorate furniture or other wooden objects. Traditionally, moulding planes were blocks of wear-resistant hardwood, often beech or maple, which were worked to the shape of the intended moulding. The blade or iron was likewise formed to the intended moulding profile and secured in the body of the plane with a wooden wedge. A traditional cabinetmakers shop might have many, perhaps hundreds, of moulding planes for the full range of work to be performed. Large crown mouldings required planes of six or more inches in width, which demanded great strength to push and often had additional peg handles on the sides, allowing the craftsman's apprentice or other workers to pull the plane ahead of the master who guided it. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm. A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used before routers and spindle moulders came into use after World War ll, a time when to produce a decorative moulding for a piece of furniture or other items this had to be accomplished by hand using one of these types of planes. A significant item from the mid to late 19th century that today is quite rare and sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made shows the craftsmanship used to make such a unique item. Side bead Moulding Plane Alex Mathieson & Son. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

A moulding plane is a specialised plane used for making the complex shapes found in wooden mouldings that are used to decorate furniture or other wooden objects. Traditionally, moulding planes were blocks of wear-resistant hardwood, often beech or maple, which were worked to the shape of the intended moulding. The blade or iron was likewise formed to the intended moulding profile and secured in the body of the plane with a wooden wedge. A traditional cabinetmakers shop might have many, perhaps hundreds, of moulding planes for the full range of work to be performed. Large crown mouldings required planes of six or more inches in width, which demanded great strength to push and often had additional peg handles on the sides, allowing the craftsman's apprentice or other workers to pull the plane ahead of the master who guided it. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm. A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used before routers and spindle moulders came into use after World War ll, a time when to produce a decorative moulding for a piece of furniture or other items this had to be accomplished by hand using one of these types of planes. A significant item from the mid to late 19th century that today is quite rare and sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made shows the craftsmanship used to make such a unique item. Moulding Plane side beadStamped Mathieson and Son also ( size "W" & ¾" )also GN (previous owner)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

A moulding plane is a specialised plane used for making the complex shapes found in wooden mouldings that are used to decorate furniture or other wooden objects. Traditionally, moulding planes were blocks of wear-resistant hardwood, often beech or maple, which were worked to the shape of the intended moulding. The blade or iron was likewise formed to the intended moulding profile and secured in the body of the plane with a wooden wedge. A traditional cabinetmakers shop might have many, perhaps hundreds, of moulding planes for the full range of work to be performed. Large crown mouldings required planes of six or more inches in width, which demanded great strength to push and often had additional peg handles on the sides, allowing the craftsman's apprentice or other workers to pull the plane ahead of the master who guided it. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm. A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used before routers and spindle moulders came into use after World War ll, a time when to produce a decorative moulding for a piece of furniture or other items this had to be accomplished by hand using one of these types of planes. A significant item from the mid to late 19th century that today is quite rare and sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made shows the craftsmanship used to make such a unique item. Round Moulding plane size 12 Alex Mathieson & Son Glasgow makerflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

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. Part of a slide show presentation "Bridges & Waterways of the Shire" by Russell Yeoman to the 13 September 1989 Society meeting. The presentation included slides of historic photos from the Shire of Eltham Pioneers collections as well as several recent views.Photo of earliest known crossing of the Diamond Creek at brougham StreetPostcard photo printbrougham street, eltham, wellington street, kaylocks bridge, bridge, diamond creek (creek)

A moulding plane is a specialised plane used for making the complex shapes found in wooden mouldings that are used to decorate furniture or other wooden objects. Traditionally, moulding planes were blocks of wear-resistant hardwood, often beech or maple, which were worked to the shape of the intended moulding. The blade or iron was likewise formed to the intended moulding profile and secured in the body of the plane with a wooden wedge. A traditional cabinetmakers shop might have many, perhaps hundreds, of moulding planes for the full range of work to be performed. Large crown mouldings required planes of six or more inches in width, which demanded great strength to push and often had additional peg handles on the sides, allowing the craftsman's apprentice or other workers to pull the plane ahead of the master who guided it. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm. A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used before routers and spindle moulders came into use after World War ll, a time when to produce a decorative moulding for a piece of furniture or other items this had to be accomplished by hand using one of these types of planes. A significant item from the mid to late 19th century that today is quite rare and sought after by collectors. It gives us a snapshot of how furniture was made predominately by hand and with tools that were themselves hand made shows the craftsmanship used to make such a unique item. Ogee Complex Moulding Plane Alex Mathieson & Son. Stamped W Worrel, (owner) & No 2.flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, alexander mathieson & sons, complex moulding plane, carpenders tools, cabinet makers tools, wood working tools, wood planes

This is an image of the Warrnambool Lighthouse Complex on Middle Island in 1854. The Store, Lighthouse Keeper's Quarters, Lighthouse and Flagstaff are in the background. The foreground shows a covered buggy drawn by two horses and a person in attendance, and another wheeled vehicle behind it with a figure nearby. There is a saddled horse to the right with two males in conversation nearby. The ground is soft, perhaps the riverbed or sandy shore. THE LIGHTHOUSE KEEPERS Lighthouse Keepers were responsible for keeping their Lighthouse’s lights shining at night. They kept a lookout for passing vessels and changes in weather. They were expected to clean, polish and maintain the equipment and buildings. They kept regular and detailed records of who was on watch, and the time the light was lit, trimmed and extinguished. They kept a journal about other events that occurred. They keep regular, accurate Meteorological Logs. It was expected that they were competent in Morse code signalling. They would be called to help in times of disasters and shipwrecks and to give official statements about these events. Many Lighthouse Keepers also volunteered as members of the lifeboat crew. The Lady Bay lighthouses were officially classified as small, so the Keepers had the official titles of Senior Assistant Lighthouse Keeper and Assistant Lighthouse Keeper. They were employed by the Public Service and paid rent to live in the Lighthouse Quarters. They were compulsorily retired at the age of 60, with most receiving a superannuation payment. Despite their time-consuming duties, there was time to follow hobbies and crafts such as growing vegetables, playing musical instruments, making models of buildings including lighthouses, and crafting furniture pieces. An example of a keeper’s skills is the carved fire screen made by /assistant Keeper Thomas Hope in the late 19th century and displayed in the Lighthouse Keeper’s cottage at Flagstaff Hill. Both Alexander and Farncombe had served under Senior Keeper Robert Deverell, who was the first and only Senior Lighthouse Keeper at the Middle Island Complex. John Alexander was the Assistant Keeper in the 1850s. Andrew Farncombe was the last Assistant Keeper at Middle Island, serving there with his family from 1864 to 1871. During 1871 and 1872 the Lighthouse Complex was moved to Flagstaff Hill on Merri Street. Farncombe and Deverell then became the first Keepers and occupants of the Lady Bay Lighthouse Complex at Flagstaff Hill. They continued their service together; overall, Deverell served from 1859 to 1885 and Farncombe from 1864 to 1974. WARRNAMBOOL'S LADY BAY LIGHTHOUSE COMPLEX - The original Lighthouse Complex was built on Middle Island in 1858-1859 then transferred stone-by-stone to Flagstaff Hill in 1871. The Complex comprised the Lighthouse, the Lighthouse Keepers’ Quarters and a Privy. The bluestone Keeper’s Quarters was a cottage divided into two compartments, one for the Senior Keeper and his family, the other for the Assistant Keeper and his family. The bluestone Store was divided into three; a store, a workshop, and an oil store (or office). The Privy comprised a small building also divided into two separate, back-to-back toilets, one for each Keeper and his family. In the 1970s the Flagstaff Hill Planning Board was set up under the chairmanship of John Lindsay. The Board was to make recommendations to the Warrnambool City Council regarding the use of the buildings and the rest of the Crown Land on the site. The Flagstaff Hill Maritime Village opened in 1975 and began renovating the Cottage in stages, during which time evidence of a 1920s fire was found in the eastern section of the cottage. Additions of a porch on the west and a washroom on the east were made in the 1980s. The western part of the building is now a Shipwreck Museum and the east has returned to a late 19th-century Lighthouse Keeper’s cottage and includes the screen made by Assistant Lighthouse Keeper Thomas Hope in the late 19th century. Hope served two periods of time at the Lighthouse. This photograph is significant as a visual record of the original Warrnambool Lighthouse Complex on Middle Island, the origin of what is now the Lady Bay Lighthouse Complex. The photograph is significant for its connection to the Complex, which is now listed on the Victorian Heritage Register, H1520, for being of historical, scientific (technological) and architectural significance to the State of Victoria. The Complex is significant as an example of early colonial development. The photograph is significant for its connection with the important navigational function of the Lighthouses, a function still being performed to this day. The photograph is also significant as it shows an example of buildings organised by the Public Works Department in Victoria in the mid-to-late 19th century. The structures tare still stand strong. Photograph of horses, a buggy and three gentlemen in the foreground and the background shows a lighthouse and accompanying buildings. Printed in black and white. (Another two horse-drawn vehicles are partially visible). The subject is the Lighthouse Complex on Middle Island, Warrnambool, dated between 1854 and 1871.An inscription is handwritten in black pen on the back of the mounting board."The lighthouse and accompanying buildings were / established on Middle Island in 1854, as this / picture shows. In 1871 they were moved to their / present site on Flagstaff Hill."flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, warrnambool, maritime museum, shipwreck coast, lighthouse keeper's cottage, lighthouse residence, lighthouse, chart room, quarters, privy, middle island, beach lighthouse, obelisk, lighthouse complex, lady bay complex, warrnambool port, warrnambool harbour, lady bay, keepers, lighthouse keeper, upper lighthouse, lower lighthouse, assistant keeper, ports and harbours, cottage, meteorological record, 1854, 1871

Vassilieff dynamited rock from his own property to build his house. Stonygrad is reminiscent of a grotto and in parts, of a sculpture. Covered under Heritage Overlay, Nillumbik Planning Scheme. Published: Nillumbik Now and Then /​ Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p135 Stonygrad, the home built by Expressionist painter and sculptor Danila Vassilieff, is reminiscent of a grotto and in parts, of a sculpture. Vassilieff, who amongst others influenced painter Sydney Nolan and Albert Tucker, was a member of the artists group the Angry Penguins.1 He was also a highly regarded art teacher at the nearby Koornong Experimental School and taught at Eltham High School. Art critic Robert Hughes described Vassilieff’s painting as ‘lyrical without social commentary’, and said Vassilieff was ‘the most oddly neglected artist in recent Australian History’.2 Vassilieff, who was born in 1897 in Russia, had an unusually adventurous life before he settled in Warrandyte. The 12th of 18 children, he lived on a farm in the Don Basin. Vassilieff trained with the Imperial Military Academy at St Petersburg and fought in World War One as an officer in the White Russian Army against the communists. In 1920 he was captured, then escaped from prison, stole a horse and rode bareback 150 miles to the Black Sea, helped at first by Tartar freebooters. He then travelled to India, Shanghai and arrived in Queensland as a refugee in 1923 where he began painting. He and his wife Anisia bought a sugar farm near Ingram,3 and later he constructed railway lines at Mataranka, in the Northern Territory.4 In 1929 Vassilieff went to Brazil for formal art training from former fellow-officer Dmitri Ismailovich, but he soon left to travel up the Amazon River. He then worked as a sidewalk artist in the West Indies and travelled for two years in England, France and Spain. In 1937 he arrived in Melbourne where he lived until his death in 1958. His first major Australian series was the Carlton streetscapes and from 1951 he sculpted in local hard limestone.5 Vassilieff rejected all dogma and regarded religious subjects as suitable only for decorative arts. In 1944 he helped defeat a communist attempt to take over the Contemporary Art Society. For a short time, from around 1955, Vassilieff taught at various Victorian schools.6 The Angry Penguins painted mainly between 1937 and 1947, and included Arthur Boyd, Albert Tucker, Sidney Nolan and Joy Hester. The group formed as they felt isolated from European thought and art (including Surrealism) from which their work was derived. They were also angry at what they considered to be the complacency and insularity of their society. They maintained Australians at first were scarcely aware of the threats of the Wall Street Crash and Hitler and were little interested in the Spanish Civil War. The Angry Penguins also objected to the White Australia Policy. Hughes said although most of the Melbourne Expressionists in the 1940s were unskilled and their work crude in style, they helped jolt Australian painting from its pastoral complacency. Their style influenced nearly every painting produced by significant figurative artists in Melbourne in the 1950s such as Charles Blackman. From 1939 Vassilieff built Stonygrad, mainly with local stone. The house stands at the end of a private road surrounded by trees with the quiet occasionally broken by the sounds of bellbirds. To build his house Vassilieff dynamited rock and cut trees from his own property. The original section of the three-level house is of irregular-shaped pieces of solid stone, exposed inside like the exterior. Vassilieff later built sections with timber and brick. Inside is rustic and cave-like, and several rooms are linked by arched openings with no doors. One undulating wall was carved out of rock from which two sculptured heads protrude. Several ceilings are of rough-hewn logs and the built-in table and bookcase are rough, as is a timber ladder leading to a bedroom. Not for the elderly or unsteady! Yet the general impression in the muted light is beautiful, with artistic originality.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, danila vassilieff, hamilton road, north warrandyte, stonygrad

A spokeshave is a hand tool used to shape and smooth woods in woodworking jobs such as making cart wheel spokes, chair legs, paddles, bows, and arrows. The tool consists of a blade fixed into the body of the tool, which has a handle for each hand. Historically, a spokeshave was made with a wooden body and metal cutting blade. With industrialization metal bodies displaced wood in mass-produced tools. Being a small tool, spokeshaves are not suited to working large surfaces. The name spokeshave dates back to at least the 16th century, though the early history of the tool is not well documented. The name spokeshave reflects the early use of the tool by wheel wrights. The first spokeshaves were made of wood usually beech with steel blades, before being largely superseded by the development of metal-bodied spokeshaves in the latter half of the 19th century, though many woodworkers still use wooden spokeshaves. Due to their widespread use and versatility vintage wooden spokeshaves remain commonly available and relatively low in price. Spokeshaves consist of a blade or iron secured to the body or stock of the tool, which has two handles – one for each hand. The bottom surface of the tool is called the sole. The blade can be removed for sharpening, and adjusted to vary the depth of the cut. An early design consisted of a metal blade with a pair of tangs to which the wooden handles were attached, as with a draw knife. Unlike a draw knife, but like a plane, spokeshaves typically have a sole plate that fixes the angle of the blade relative to the surface being worked. There are a wide variety of different types of spokeshave, suited to different trades and applications. Company History: The firm of Alexander Mathieson & Sons was one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow regarded as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperage's and other industries, both locally and far and wide. The year 1792 was deemed by the firm to be that of its foundation it was in all likelihood the year in which John Manners had set up his plane-making workshop on Saracen Lane off the Gallowgate in the heart of Glasgow, not far from the Saracen's Head Inn, where Dr Johnson and James Boswell had stayed on their tour of Scotland in 1773. Alexander Mathieson (1797–1851) is recorded in 1822 as a plane-maker at 25 Gallowgate, but in the following year at 14 Saracen's Lane, presumably having taken over the premises of John Manners. The 1841 national census described Alexander Mathieson as a master plane-maker at 38 Saracen Lane with his son Thomas Adam working as a journeyman plane-maker. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company acquired the Edinburgh edge-tool makers Charles & Hugh McPherson and took over their premises in Gilmore Street. The Edinburgh directory of 1856/7 the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street. The 1851 census records indicate that Alexander was working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 (Post-Office Glasgow Annual Directory) the firm is now listed as Alexander Mathieson & Son. By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, also off the Gallowgate, and that through further diversification was also manufacturing coopers' and tin men's tools. The ten-yearly censuses log the firm's growth and in 1861 Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm.A vintage tool made by a well-known firm made for other firms and individuals that worked in wood. The tool was used to shape various items mainly in use by wheel wrights. A significant vintage item from the mid to late 19th century that today is quite sought after by collectors. It gives us a snapshot of how trade people predominately worked materials such as wood by hand and with tools that were themselves hand made shows the craftsman's art of the time. Spokeshave with blade 4 inches wide.Mathieson and Son Glasgow. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, spokeshave, mathieson and son, carpentry tools, wheel wright tools

0 - No 9 - 1/4/2011 - Rhinos on skateboards, Did you know, Spencer St works, .1 - No. 11 of 3/5/2011 with the revised Yarra trams logo, traffic priority, work over Easter in Spencer St at Bourke and Collins St, Good Friday appeal, safety, passenger feedback and future works. .2 - No. 13 - 31/5/2011 - new uniform, cleaning, CEPR, trackwork - Fitzroy St, Northcote, Rhino, Carlton Control. .3 - No. 14 - 15/6/2011 - Haymarket Roundabout, accessibility, maintenance, CSE. .4 - No. 17 - 2/8/2011 - High St Westgarth trackwork, Swanston St, IMF CEO visit .5 - No. 18 - 16/8/2011 - Performance benchmarks met, Preston Workshops, repairs to 3018, tram signal priority. .6 - No . 19 - 30/8/2011 - New E class trams, routes "a" or "d", TramTracker in shelters, police, fare evasion .7 - No. 20 - 15/9/2011 - Football trams, Superstops, Bridge Road, Rhinos. .8 - No. 21 - 27/9/2011 - CEO's journey to work, accessibility, increased patronage, E class. .8a - No. 22 - 11/10/2011 - Minister Mulder visit, E class, Customer experience, Elizabeth Kerdelhue Corporate Affairs Director, flood indicator in Wellington Parade, Keolis - Orleans and PTV coming your way. .9 - No. 23 - 25/10/2011 - forthcoming royal visit, opening for Footscray Road extension, Rhinos, Stockholm .10 - No. 24 - 8/11/2011- Royal visit, photos, Z3 158, route 86 works in High St. (see htd5043i21 for a image from an unknown newspaper of the actual event - features Z3 158.) .11 - No. 25 - 22/11/2011 - new staff guide, Gold Coast tram line, Macarthur St, overhead, fund raising, route numbering update. .12 - No. 26 - 6/12/2011 - Swanston St Superstops, Newmarket bridge strikes, rhinos. .13 - No. 27 - 20/12/2011 - Christmas carnival, Lenny Bates, portable crossover, uniforms. .14 - No. 28 - 17/1/2012 - Passing of Len Bates, Myki, Gardiner railway station. .15 - No. 30 - 15/2/2012 - visit of Keolis, SNCF people, list of Executive leadership team with photos, Swanston St works, Myki introduction. .16 - No. 31 - 29/2/2012 - patronage up, tram postage stamps, Myki, rhinos. .17 - No. 32 - 14/3/2012 - St Kilda Rd trackwork, fund raising, Southbank Depot extensions, Myki, driving conditions, grand prix. .18 - No. 33 - 30/3/2012 - introduction of the PTV, end of MetLink and Transport Ticketing Authority, changes in management structure, trackwork, Gold Coast tramway and Keolis. .19 - No. 34 - Dr Jake - Royal children's Hospital super stop, route 96 - Premium line. .20 - No. 35, 2/5/2012 - Revision of Rules, trackwork in St Kilda Road and Elizabeth St, Myki, safety - Zero Harm. .21 - No. 69 - 25/9/2013 - Passengers paying their way, E class update, Mal Ashworth retires, progress report, feedback, new chime on trams. .22 - No. 70 - 9/10/2013 - Art comes alive, tram 925, driver simulator at Preston Workshops, E class project, 90th Glen Huntly. .23 - No. 83 - 23/4/2014 - Screen time for trams, new PIDs on B class, assistance animals, Operations Centre, Preston Workshops, Electrical log sheets to SLV. .24 - No. 89 - 23/7/2014 - punctuality, refresh of network map (fold-out map), women drivers. .25 - No. 97 - 19/11/2014 - Revitalising route 96, Keolis news, free tram zone, guide dogs. .26 - No. 99 - 17/12/2014 - Accessibility week, new uniform top for CSE's, free tram zone, world trade centre stop upgrade, heat stress, Art tram 158. .27 - No. 100 - 14/1/2015 - Route 96 complete, New Years eve free travel, fare compliance, patronage down, Demonstrates Yarra trams staff newsletters.Set of 22 Yarra Trams internal newsletter "The Wire", All A4, printed in full colour. All four pages unless noted otherwise, full colour, performance snapshot on front cover.trams, tramways, yarra trams, traffic control, trackwork, spencer st, fund raising, operations, rhinos, carlton control, high st, haymarket, preston workshops, e class, route numbers, bridge road, wellington parade, ptv, royal visit, footscray road, new tramway, gold coast, macarthur st, swanston st, superstops, newmarket, gardiner, burke road, level crossings, railway squares, myki, metlink, tickets, route 96, rules, st kilda road, elizabeth st, tram 158, tram 925, glen huntly depot, simulator, b class, opeations centre, art trams, patronage