Showing 134 items
matching beach rescue
-
Flagstaff Hill Maritime Museum and Village
Mast Collar, c. 1886
The husband of the donor of this mast collar chanced to be staying a night at a motel in Peterborough, along the Great Ocean Road in Victoria. He had a keen interest in maritime items and recognise the mast collar at the motel’s back fence line. The motel owner told his guest the story of a customer, a doctor, who had organised and paid for divers to raise the mast collar from a local shipwreck, the Falls of Halladale. Shortly afterwards the doctor passed away, so the mast collar had remained at the motel site. The owner was leaving the motel the following week and wasn’t at all interested in the artefact. He was very happy for his guest to remove it. It took five men to load the mast collar up for the trip to the new owner’s two storey shed in Ballarat. It stayed there undercover, in the company of his collection of 5 buggies, for the next 40 or so years until the property was for sale. A friend, who realised the significance of the mast collar, suggested that it be donated to Flagstaff Hill Maritime Village where other artefacts from the Falls of Halladale, such as the slate tiles, were on display. This mast collar, or masthead, from the Falls of Halladale would have been used to join two sections of one of the tall masts. As sailing ships became larger there was a need for taller masts or spars, which became difficult or impossible to find. To overcome this problem mast was divided into sections; lower and top or upper mast (on some of the ‘tall ships’ a mast could be divided into three or even four sections). The Falls of Halladale was a four-masted British barque built-in 1886. On what turned out to be her fatal journey, she had left New York for Melbourne in late 1908. She ran aground on a reef close to the shore west of Peterborough, South West Victoria, on November 14th. All 29 crew eventually landed safely onshore. The wrecked ship stayed on the reef for several months as locals watched the sails slowly deteriorate. The salvaged cargo included slate tiles, as mentioned above, and many of these have been used on the roof of buildings at the Flagstaff Hill Maritime Village. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This mast collar is significant due to its association with the ship FALLS OF HALLADALE, which is listed on the Victorian Heritage Register, VHR S255 The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976). Mast collar, steel, salvaged from the shipwreck FALLS OF HALLADALE, wrecked off the coast of Peterborough, South West Victoria. Oval shaped a band of metal with a straight band of same heights attached between the long sides. Two metal loops are attached to the outside of the oval shape, next to the crossing band. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough vic, sailing ship mast collar, masthead of sailing ship, falls of halladale mast collar, masthead, mast collar, ship rigging 1908, russell & co. -
Flagstaff Hill Maritime Museum and Village
Equipment - Lifebuoy, Early 20th century
This lifebuoy is part of the lifesaving equipment from the sailing ship the Falls of Halladale. It is filled with cork and covered with canvas and reinforcing bands. The name of the ship and its origin is printed on the lifebuoy. It has been sealed with several coats of white paint. A lifebuoy, or life-preserver, is used as a buoyancy device to keep a person afloat in the. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. The lifebuoy is thrown to a person in distress in the water, allowing the rescuer to pull the person to safety. The lifebuoy is a made from a buoyant material such as cork or rubber and is usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. From the early 20th century Kapok fibre was used as a filling for buoys. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The Falls of Halladale 1886-1908 The vessel ‘Falls of Halladale’ was a four-masted iron-hulled barque, launched in July 1886, by Russell & Co of Greenock, Scotland and owned by the Glasgow Falls Line, which named its ships after Scottish waterfalls. The ship was built for long distance cargo trade. The Falls of Halladale was one of the last windjammers that sailed the Trade Route. The ship was on its way from New York to Melbourne via the Cape of Good Hope when, after 102 days at sea, its journey suddenly ended. During the night of November 14, 1908, in calm seas with some coastal fog, an ocean swell raised the vessel up then let it down on a submerged reef wrecked at Curdies Inlet, Peterborough. The ship was stranded and the Port Campbell Rocket Crew were sent for, to perform a rescue. However by the time they arrived, all on board had already travelled by lifeboat to the nearby beach at the Bay of Islands. The sight of the slowly disintegrating ship on the rocks attracted many sightseers. This lifebuoy is significant for its association with the famous ship the Falls of Halladale. It is significant for its association with lifesaving equipment used on board vessels in the early 20th century. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Lifebuoy; round white canvas ring, joined with hand stitching. Stencil with inscription is printed in black on first and third quadrant. The canvas has been repainted in white but avoiding the inscription in the lifebuoy. A hanging board for display is attached with white rope. Lifesaving equipment from the Falls of Halladale.“FALLS OF HALLADALE” “GLASGOW”flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, life rings, lifebuoy, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, falls of halladale, glasgow falls line, rocket crew, lifeboat, peterborough -
Geoffrey Kaye Museum of Anaesthetic History
Equipment - Resuscitator Unit, c. 1960
Mechanical resuscitation devices, such as the Pulmotor and Lungmotor, were popular in the early part of the twentieth century. Their use waned in the 1920s as significant bodies like the British Medical Research Council and American Red Cross refused to endorse them. The most popular of the resuscitators to emerge in the 1930s was the E&J (Ericson and Johnson) resuscitator. The device was soon widely available, vigorously promoted with support from many medical practitioners. They were soon to be found in hospitals, emergency services like the ambulance and fire brigade, and voluntary life-saving organisations. In Australia, Norman James, director of anaesthesia at the Royal Melbourne Hospital, developed an interest in equipment for ambulances and the resuscitation of drowning victims. Little in the way of practical, portable equipment was available to either the ambulances or the voluntary life-saving organisations, such as Surf Life Saving Australia (SLSA); American resuscitators, like the E&J, were expensive and bulky to import. James designed a simple portable resuscitation device for local use after being approached by Jack Conabere, secretary of the Elwood Life Saving Club (ELSC). The resulting Royal Melbourne Hospital resuscitator, or the R.M. resuscitator as it was marketed, was a simpler, manual version of those available overseas. It was gas driven with a plunger, marked “Press”, and a safety valve. The small working unit attached directly to the facemask. Once the patient was positioned facedown and the airway cleared of debris, the mask was placed firmly over the face. The plunger allowed gas to flow and lung inflation; releasing the plunger allowed expiration. This simple resuscitator was marketed by Commonwealth Industrial Gases (CIG) and became very popular in Australia with volunteer and professional rescue organisations. It represents one of the many innovations in resuscitation equipment that resulted from cooperation between volunteer life savers and medical practitioners. Norman James worked closely with Jack Conabere and the Government Pathologist to develop the equipment. ELSC was the first life saving club to use the resuscitator on the beach. While conducting an early training exercise on 23 December 1951, they used it to successfully resuscitate a man who had drowned after capsizing his home made yacht. The R.M. resuscitator was also used in more inventive ways. At Fairfield Hospital in Melbourne, a group of physiotherapists and doctors did some innovative work with polio patients, teaching them glossopharyngeal (or “frog”) breathing, as a means of becoming less dependent on ventilators. In 1981, the Australian Standards Association stated that the RM head failed to meet its revised standards and it was withdrawn from the market. Red leather suitcase with black leather trim with metal studs. There are clip locks for locking the suitcase in the closed position. The suitcase contains equipment for oxygen resuscitation. There is a space allocated for two oxygen cylinders, however there are no cylinders present.Embossed into metal plaque: The C.I.G. / Oxy-viva / PORTABLE UNIVERSAL OXYGEN RESUSCITATORresuscitation, portable, surf life saving australia, royal melbourne hospital, rm resuscitator -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, 1959
Tuesday August 6 1959 trawler 'Minotaur' crossing western end of sandbar near entrance at 2.30pm, big wave struck craft broadside, rolling it onto its side, next wave smashed the wheelhouse, skipper Dave Allen and mate Cam Stuckey were rescued from the water by another trawler, 'Minotaur' was salvaged and rebuilt.Black and white photograph showing trawler Minotaur beached at western pier, Lakes Entrance, Victoriacoast, fishing industry, ships and shipping -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, 1999
Eight other photographs, various numbers of persons in each, posing with rope rescue reel, practicing first aid rescusitation, size 6 x 8.5Colour photograph taken on Traders Day, fund raising event for Ocean Rescue Squad, few people sitting on beach, Donna Knorr, others unknown. Lakes Entrance Victoriacommunity services, volunteering, emergency services -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, 1990
Black and white photograph, junior members of Surf Life Saving Club during rescue exercise, three carrying one boy, at Main Beach, James Sheather, Billy Curry, Kevin Myers and Penny Byers. Lakes Entrance Victoriasurf lifesaving, volunteering -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, 1990
see page 7, Lakes Post Newspaper 5 June 1991Black and white photograph, junior members of Surf Life Saving Club, undergoing rescue exercise, three carrying one boy out of surf at Main Beach, instructor Bruce Woodward watching on. Lakes Entrance Victoriasurf lifesaving, volunteering -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, Lakes Post Newspaper, 1991
see Lakes Post Newspaper page 28, 28 July 1993Black and white photograph junior members Surf Life Saving Club, participating in Bronze Medallion exercise on Main Beach, one boy being carried rescue style. Trent Williams, Heath Winter, Peter Clothier and Robert Bracey. Lakes Entrance Victoriasurf lifesaving, volunteering -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, 1998
see page 20 Lakes Post Newspaper 29 January 1998Colour photograph Melanie Bertram on rescue surf board in shallows at beach with Paul Dunne, demonstrating board rescue at Surf Life Saving Club Carnival. Lakes Entrance Victoriasurf lifesaving, volunteering -
Lakes Entrance Regional Historical Society (operating as Lakes Entrance History Centre & Museum)
Photograph, 1998
number in album 03418.01Colour photograph Surf Life Saving Club members, two inflatable rescue boats, during training on beach, preparing for season. Lakes Entrance Victoriasurf lifesaving, volunteering, festival -
Queenscliffe Maritime Museum
Clothing - Belt decoration
She was nearing the end of her voyage, close inshore off Cape Otway at Curdies Inlet (now called Schomberg Reef), east of Peterborough and 150 miles westward of Melbourne. When the wind suddenly dropped the ship drifted onto an uncharted reef and became stuck fast. There was no loss of life ans all the passengers, crew and mails were taken off by a passing coastal steamer, the Queen, out of Port Fairy the following morning. The passengers' luggage and some of the cargo was rescued, but the weather worsened and work was abandoned and cargo littered the beach. The wreck was sold for salvage to local merchants: two were drowned in attempts to reach her. It became a popular wreck site for diving and over 100 relics have been handed in. The bell of the ship is in the Warrnambool Museum, southern Victoria. Relics at Flagstaff Hill Maritime Museum include a cannon, a communion set, a brass candlestick, and a diamond ring.A diamond shaped brass belt decorationschomberg, salvage, peterborough -
The Mrs Aeneas Gunn Memorial Library
Book, Faber & Faber limited, Dunkirk, 1945
This is the story of Dunkirk and of the men who planned it (insofar as it was planned) and of the men who carried it out, and of their ships. Mr Divine, who was himself with the small boats, writes with the authority of direct knowledge. He had the assistance of the men who were intimately concerned with planning and organising the operation. This is the true story of Dunkirk from its almost nebulous beginnings to the astonishing triumph of its end. Originally published in 1945, this is the best contemporaneous account, detailing all the big and little ships that rescued the men trapped on the beaches in late May 1940.Map, p.307.non-fictionThis is the story of Dunkirk and of the men who planned it (insofar as it was planned) and of the men who carried it out, and of their ships. Mr Divine, who was himself with the small boats, writes with the authority of direct knowledge. He had the assistance of the men who were intimately concerned with planning and organising the operation. This is the true story of Dunkirk from its almost nebulous beginnings to the astonishing triumph of its end. Originally published in 1945, this is the best contemporaneous account, detailing all the big and little ships that rescued the men trapped on the beaches in late May 1940. world war 1939-1945 - naval operations - britain, operation dynamo -
Woolamai Beach Surf Life Saving Club
Work on paper (Series), Smiths Beach.Opening Day Surf Rescue Facility
-
Flagstaff Hill Maritime Museum and Village
Book - Bible, Thomas Kelly & Sons, The Holy Bible - Douay Bible and Rheims Testament, 1880
The Douay (Douai) Rheims Bible is an English translation of the Latin Vulgate Bible (which had been the Latin Bible used by the Catholic Church since the 4th century). It was produced by Roman Catholic scholars in exile from Elizabethan Protestant England at the English College of Douai (then in the Spanish Netherlands but later part of France). The New Testament translation was published in 1582 at Rheims where the English College had temporarily located in 1578. The Old Testament was translated shortly afterwards but was not published until 1609-1610 in Douay (which makes it older than the King James version). The completed work was the only authorized Bible in English for Roman Catholics until the 20th Century. Its purpose was to uphold the Catholic tradition in the face of the Protestant Reformation and was produced as an alternative to the several Protestant translations then in existence. Prior to it being published, the Roman Catholic practice had restricted personal use of the Bible, in the Latin Vulgate, to the clergy. Bishop Richard Challoner issued a series of revisions (1749 - 1772) intended to make the translation more easily understandable and subsequent editions (including this one) were based upon this revision. In 1871, an edition of the Douay - Rheims Bible was published by Thomas Kelly & Sons of Philadelphia (and later, New York). Thomas Kelly described himself as a "Publisher, Printer, Binder, Lithographer and Steel Plate Engraver". In 1876, Thomas Kelly won an award (a Diploma of Honor and a Medal of Merit) for "the Best Catholic Bibles and Prayer Books" at the International Centennial Exhibition held in Philadelphia and his firm continued to print editions of the Bible throughout the 1870's but little is known of him after 1880 when this edition was published. This Bible has been in the Kermond family from 1888 until 1984 when Laurence Kermond (its last owner) died. The Kermonds were an old Warrnambool family with ties to the district going back to the mid 1840's. Joseph Kermond's mother, Catherine (1818 - 1895) and her husband John Kermond, an ex convict (1809 - 1877) had moved from Tasmania around 1843 and were living in the Warrnambool area in 1844 where their eldest son was born. They had six more children born at Port Fairy (or Belfast as it was then called). Catherine is buried at the Tower Hill cemetery. The last owner of the Bible was Laurence Kermond (1918 - 1984). He was the great grandson of John and Catherine Kermond and was a well known painter who lived in the Merimbula and Paynesville areas of N.S. W. and Victoria during the 1970's and early 1980's. The story of Joseph Kermond finding the Bible on a beach on the Shipwreck Coast near Peterborough on the southern coast of Victoria, Australia is plausible as it was not uncommon for items from shipwrecks to be washed ashore. However this Bible would not have come from the wreck of the Loch Ard as the dates don't align. The Loch Ard was wrecked in 1878 and this Bible was printed in 1880. It appears to have been printed for the Australian market as there is a page (with an engraved portrait) dedicated to the "Most Rev. Roger Bede Vaughan, O. S. B. Archbishop of Sydney, N. S. W.". It may also have been aimed at the Irish immigrants as the four "Family Register" pages are decorated with borders of shamrocks. The donor found the Bible in a box of secondhand books on a market stall in Gippsland and recognised its links to the Shipwreck Coast through the name of previous owners (a well-known Warrnambool name) and the story of it being found on a beach near Peterborough. This Bible is a rare example of Douay and Reims Catholic Bible of the late 19th century that was once a treasured item belonging to the Kermond family - one of Warrnambool's early settlers. It also has a most unusual story attached to it - being found (and rescued) washed up on a local beach and almost one hundred years later, being rescued again from a secondhand book stall.This Catholic Bible is an 1880 edition of a "Douay Bible and Rheims Testament", printed and published by Thomas Kelly of New York. Its full title is "The Holy Bible translated from the Latin Vulgate Diligently Compared with The Hebrew, Greek and Other Editions in Various Languages". It is revised with annotations by the Right Rev. R. Challoner D.D. The Bible has brown leather embossed front and back covers decorated with identical ornate gilt patterns and a central picture of a cross. It has two coloured illustrations and numerous black and white lithographs and engravings including portraits of past popes, events and places from Bible stories and decorative borders. The Bible includes the Old and New Testaments, approbations from Pope Pius the Sixth and Archbishops of the United States and other countries (including Archbishop Vaughan of Sydney), a Family Register with handwritten notes on births, deaths and marriages from the Kermond family (as well as a description of how they obtained the bible), a Catholic dictionary of the Bible, a history of the Holy Scriptures, a chronological list of heretics (Theological history) and a description of the "Centennial Award - Diploma of Honor and medal of Merit" won by Thomas Kelly (for the "Best Catholic Bible") at the Centennial Exhibition at Philadelphia in 1876.Spine: HOLY BIBLE Title Page: THE/ HOLY BIBLE /TRANSLATED FROM/ THE LATIN VULGATE/ DILIGENTLY COMPARED WITH/THE HEBREW, GREEK AND OTHER EDITIONS/ IN VARIOUS LANGUAGES/ THE OLD TESTAMENT WAS FIRST PUBLISHED BY THE ENGLISH COLLEGE AT DOUAY, A.D. 1600 / AND THE NEW TESTAMENT, BY THE ENGLISH COLLEGE AT RHEIMS, A.D. 1582./ REVISED WITH ANNOTATIONS/ BY THE RIGHT REV. R. CHALLONER D.D./ TOGETHER WITH REFERENCES, AND AN HISTORICAL AND CHRONOLOGICAL INDEX./ NOW CAREFULLY CORRECTED ACCORDING TO THE CLEMENTINE EDITION OF THE SCRIPTURES/ NEW YORK / THOMAS KELLY, PUBLISHER/ 17 BARCLAY STREET. / 1880 Dedication Page: DEDICATION OF THE ORIGINAL EDITION/ TO/ THAT LOYAL, RELIGIOUS AND ENLIGHTENED BODY OF MEN / THE/ CATHOLICS OF THE UNITED STATES OF AMERICA/ IN ADMIRATION OF THE STEADY ZEAL WITH WHICH THEY HAVE KEPTTHE/DEPOSIT OF FAITH/ BEQUEATHED THEM BY THEIR FOREFATHERS/ AND HANDED DOWN, WITHOUT INTERRUPTION OT ADULTERATION, TO THEIR GRATEFUL POSTERITY/ THIS EDITION/ OF THE/DOUAY BIBLE AND RHEIMS TESTAMENT/ IS / WITH GRATITUDE FOR PAST FAVORS AND HOPES OF FUTURE ENCOURAGEMENT/ MOST RESPECTFULLY ENSCRIBED.flagstaff hill maritime museum and village, warrnambool, shipwreck coast, peterborough, kermond, kermond family, loch ard, bible, douay and rheims bible, catholic bible, thomas kelly and sons publiisher, douai, rheims, holy bible, religious bible