[from EDHS Newsletter No. 46, January 1986:] Our bus trip to Portsea was considered by many to be one of the most enjoyable staged by the Society. Peter Collins of the Peninsula Historical Society travelled with us as a guide. He proved most informative and entertaining, particularly with regard to the Army and Quarantine Reserve at Point Nepean. We also visited the Museum at Sorrento and the site of the 1803 First Settlement. This was a long and tiring, but very rewarding, trip.Colour photographactivities, portsea, sorrento

Police diary belonging to Constable Joseph Wyer, issued 1882. Wyer was a member of the water police, many of the pages in his diary record the movements of ships in and out of Port Philip Bay. The loose papers are personal notes, including a letter from his sister and a list of the births and deaths of family members. The list includes the names and dates of death of several of Wyer's children, including a set of twins. It also lists the death of his wife. Small paper diary and four loose folded papersJoseph D. Wyersdiary, police, water police

James Duncan was tried for his involvement in the Nelson Robbery in 1852. The robbery of the barque 'Nelson' is one of the most notorious crimes of the 1850s. Duncan, along with James Morgan, John James, Stephen Fox and John Roberts , robbed the ship of over cash and gold nuggets at gun point while she was anchored at Hobsons Bay, off Melbourne. One of the victims of the robbery identified Duncan to police by his voice. Duncan was sentenced by the notorious Justice Redmond Barry to 15 years hard labour on the roads. Black and white photograph mounted on card.duncan, morgan, james, fox, roberts, nelson, nelson robbery, gold rush, redmond barry

This item is linked to the 'HMAS Encounter', possibly made on the ship c. 1913. In 1916 this ship visited a then unnamed island off the Western Australian coast, where the crew discovered two bronze cannons protruding from the sand. These cannons now in the WA Maritime Museum, Fremantle, have been linked to the "Mahogany Ship" legend by historian K.G. MacIntyre. Cribbage is a very popular card game, particularly with naval personnel. This cribbage score board belonged to Alexander Charles Forsyth who used it aboard H.M.A.S. Encounter in 1913. He was a stoker, service number 3086, from New South Wales. H.M.A.S Encounter, the fourth warship of that name, was built at Devonport Dockyard, Tasmania, for the Royal Australian Navy in 1905. She was a second class protected cruiser and in 1909 was lent for three years to the British Admiralty. In 1913 (the year marked on this cribbage board) she was in New South Wales and Queensland waters and in World War One she served in the Pacific region, taking part in the capture of German New Guinea. She was finally scuttled in 1932.Social significance: an example of leisure activities in early C20th. Historical significance: link to "Mahogany Ship" legend through H.M.A.S. Encounter. This is an interesting item with social significance as cribbage was a popular game, particularly in the 20th century, and it illustrates the pastimes of a generation past. It was given to Warrnambool and District Historical Society by a Wangoom couple and so may have local significance if A.C. Forsyth was related to this couple. H.M.A.S. Encounter was important in Australia’s naval history. Rectangular brass plate with rows of holes, grouped in tens. Plate mounted with 5 brass studs to a rectangular wooden base. 134 holes in brass, grouped in tens. Three holes in each end of wooden base. Board used for scoring made out of brass for game of cribbage Burnished gold on playing surface Reddish-brown on base 144 main indentations, 10 minor indentations Machine engraved "A.C. Forsyth" (in script)/ "1913"/ "H.M.A.S. ENCOUNTER" across middle of the plate, between the rows of holes. brass, ships, leisure, royal australian navy, cribbage board, games, mahogany ship, a s forsythe, encounter, alexander charles forsyth, warrnambool

The album was used by the Worrell family early 20th centurythe Worrell's are a locally renowned family Worrellalbum, photograph, worrell

This book reproduces the SRD Technical Handbook, which was a top secret equipment supply catalogue published for internal use within SRD in February, 1945. While many of the items in the handbook are British SOE “special stores” shipped over from London, a great deal of developmental and experimental work was done by SRD’s Technical Directorate at its technical research station at Mount Martha on Victoria’s Mornington Peninsula. A flick through these pages will show unusual items such as folding midget motorbikes, silenced pistols and machine guns, knuckle-knives, mini-submarines, booby trap devices and more. In fact, it contains just about everything a WWII-era commando or a spy required to successfully complete a secret mission. Lavishly illustrated with original wartime photographs, plans and diagrams, many never before seen publicly, the S.R.D. Technical Handbook is timely evidence that mankind is never as ingenious as he is during time of war.australian special operations, special forces, commandos, world war ii

This model of the steamer "JCD" was locally made to record the type.Model of steamship, in glass case

Peter Tierney built the SS Gippsland at the Paynesville Slip to the design of Victor Gotch in 1908. Photo shows the shipwrights standing on the scaffold in front of the ship.Photograph of SS Gippsland in build.

Ciborium is the ancient Greek word for the cup-shaped seed vessel of the Egyptian water lily "nelumbium speciosum" and came to describe a drinking cup made from that seed casing. These vessels were particularly common in ancient Egypt and the Greek East. The word "'ciborium'" was also used in classical Latin to describe such cups. In medieval Latin, and in English, "Ciborium" more commonly refers to a covered container used in Roman Catholic, Anglican, Lutheran and related churches to store the consecrated hosts of the sacrament of Holy Communion. It resembles the shape of a chalice but its bowl is more round than conical and takes its name from its cover, surmounted by a cross or other sacred design. This ciborium is part of a Communion Set that was recovered from the wreck of the Schomberg in 1975 after 120 years in the sea. Five years later during the cleaning of the ciborium, a diamond ring was found secreted in the underside of the ciborium's lid. This ring has since come to be called the Schomberg Diamond and is also on display as part of the Flagstaff Hill Museums Schomberg collection. In 1975, divers from Flagstaff Hill (Peter Ronald, former Director of Flagstaff Hill, Colin Goodall and Gary Hayden), found an ornate communion set at the Schomberg wreck site. The set comprised a jug, the ciborium, a chalice and a plate. The ciborium remained untouched for a number of years before restoration began and the marine growth was removed. In 1980 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery at Flagstaff Hill. The collection also holds ship fittings and equipment, personal effects, a lithograph, tickets as well as photographs from the Schomberg. ABOUT THE SCHOMBERG (October 6 to December 27, 1855)- When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Baine’s Black Ball Line had commissioned her for their fleet of passenger liners. The Aberdeen builders designed her to sail faster than the clippers designed the three-masted wooden clipper ship to be fast. The timber used for the diagonal planking was British oak with layers of Scottish larch. This luxury emigrant vessel was designed for superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first-class passengers. The master for Schomberg’s maiden voyage was Captain ‘Bully’ Forbes. He drunkenly predicted at her launch that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons of cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The poor winds slowed Schomberg’s sail across the equator. She was 78 days out of Liverpool when she ran aground on a sand spit near Peterborough, Victoria, on 27 December; the sand spit and currents were not marked on Forbes’s map. The ship’s Chief Officer spotted the coastal steamer SS Queen at dawn and sent a signal. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers safely disembarked.This ciborium is significant as an example of an item in common use in the mid-19th century that is still in use today. It is also important for it relationship with the famous Schomberg Diamond that was discovered by accident, hidden inside it. The ciborium is particularly significant in that along with other items from the wreck helped in part to have the legislation changed to protect shipwrecks, with far tighter controls being employed to oversee the salvaging of wreck sites around our coast. This salvaged item forms part of the Schomberg collection at Flagstaff Hill maritime museum. The collection as a whole is of historical and archaeological significance at a State level. Flagstaff Hill’s collection of artefacts from the Schomberg is also significant for its association with the Victorian Heritage Registered Schomberg shipwreck (VHR S 612). The collection is of additional significance because of the relationship between the objects salvaged, as together they help us to interpret the story of the Schomberg. The collection as a whole is historically significant for representing aspects of Victoria's maritime history and its potential to interpret social and historical themes from society at the time of the wreck.Silver engraved Ciborium or chalice with lid, part of the five-piece Communion Set. The chalice is a round cup with a long stem and a floral-shaped base with embossed decoration. It has a matching round lid that comes to a rounded apex on top. Engravings on chalice feature flowers and a Fleur-de-lis pattern.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, schomberg, 1855, clipper ship, james baines & co, black ball line, luxury ship, emigrant ship, captain forbes, bully forbes, ss queen, peterborough shipwreck, communion set, religious service, communion service, ceremonial service, mass, ciborium, chalice, schomberg diamond

A Neil Robinson stretcher is a lightweight carrying device modelled on Japanese bamboo litters, the Neil Robertson rescue stretcher was developed in the early 1900s by John Neil Robertson. Used for lifting an injured person vertically. The stretcher is made from stout canvas reinforced with bamboo slats. The stretcher is designed for removing an injured person from spaces wherein access, doors or hatches are too small to permit the use of regular stretchers. Spaces such as ship engine room spaces, cargo holds, pump rooms, boiler rooms etc. are a few examples of such compact spaces.An item designed to transport injured personnel from tight places, either at sea or on land.A rescue stretcher made from white canvas reinforced with bamboo slats and adjustable canvas straps. The canvas straps are secured with metal buckles and there is a metal ring attached to lengths of ropes at both ends. Noneflagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, stretcher, neil robertson, neil robertson rescue stretcher, rescue equipment

This prosthetic arm has been made to assist a person who has part of his or her arm missing. The hook fixed to the end is an attempt to give the wearer extra assistance in replacing some of the functions of a hand. Prosthetic hook arms like this one have existed for centuries. Archaeological evidence shows that prosthetic limbs have been designed and used since almost 6000 years ago. Hooks for seafarers were made from whatever materials were readily available onboard the ship., such as metal, wood and leather. Often the prosthetic arms were simple lock-jointed pieces with basic hand positions. During the 19th century, advanced technology led to improved appearance and movement of prosthetics. Further development in the 20th century included lightweight, durable materials and electronic robotic movement of the hook, along with a more aesthetic appearance.This prosthetic arm is an example of an aid used to assist people with missing limbs, whether born that way or as a result of injury. Prosthetic or artificial arm. Brown leather cylinder with elbow pad and straps with buckles. A single rotating metal hook has been fixed to the end.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, prosthetic, artificial arm, artificial limb, prosthetic arm, false arm, hook hand, amputee's aid, medical equipment, medical assistive aid, assistive aid, rotating hook, fake arm

Large ship’s maul..flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, maul, ship's maul

This is a SPRA, or Schermuly’s Pistol Rocket Apparatus. The large firearm type pistol would have been used to throw a line between ships, usually in the event of saving lives. The line throwing pistol consists of a long barrel with handle attached, a pistol grip and trigger, which fires a short blank cartridge. Accessories for the pistol included: flares, 12 gauge adaptor (to shoot 12 gauge flares), a wood plunger, and boxes of faked line. The stamp on the handle, Crown over "NP" is a Birmingham Proof House mark that dates the pistol between 1904 and 1954. However Schermuly's line throwing pistol was invented in the 192s and used on British Naval Ships from 1929. The serial number '22507' is only 806 numbers later than one on sale as a British Military WWII issue SRPA '21701'. This pistol appears to be made 125-1945. The apparatus was used as a life saving device for crew and passengers on vessels in distress that were only a few hundred metres from shore, often eliminating the need to launch a boat and risk lives to go out to the vessel in dangerous conditions. It could also be used from ship to ship rescue. The pistol would launch a line from shore to the vessel. The line would be attached to the vessel, then shore crew would send out equipment, including a breeches buoy, in which the stranded people could be pulled to shore. It has saved many lives at sea. The cartridge is loaded into the breech of the pistol and the rocket is inserted into the muzzle. On pulling the trigger, the gases generated by the fired cartridge eject the rocket on its correct line of flight, and at the same time, burst through the waterproof disc and ignite the propellant mixture, which carries the rocket and line on the remainder of the flight. The rocket consists of a weldless steel case filled with propellant mixture sealed in by a waterproof disc. Fixed to the rocket case is a direction bridle, to the end of which a short length of flexible steel wire is attached, this in turn being connected to the end of the line to be thrown. A complete rocket set, or line throwing kit. would include a wood carrying case, two coils of faked line in separate compartments, three rockets and a can of six cartridges. William Schermuly (1857 – 1929) - Founder of the Schermuly business. In 1897 he invented a trough-fired, line throwing apparatus. In 1920 he and his third son, Alfred James Schermuly, invented the pistol rocket apparatus and promoted this overseas during the 1920s. The system was approved by the British Navy in 1929 through an Act of Parliament, which made it compulsory for ships over 500 tons to carry this equipment. The company, Schermuly Pistol Rocket Apparatus Ltd., grew quickly during and after World War II but business eased off during the 1970s before it eventually closed in the 1990s. Saving lives in Warrnambool – The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. This line-throwing pistol is part of he Rocket Launching Equipment used to perform life-saving rescue at sea from the 1920s. It is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Pistol, line-throwing, SPRA (Schermuly's Pistol Rocket Apparatus). This line throwing pistol has a wooden pistol grip, brass trigger mechanism, and a long, wide, steel barrel with Bakelite handle attached to the top. Inscriptions are stamped onto the pistol.Stamped on handle: "5" and "[symbol of a Crown] above NP" , "22507", "[within oval] SPRA" Stamped on barrel: "L22507".gun, pistol, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, flagstaff hill maritime village, great ocean road, line throwing, line throwing pistol, spra, schermuly's pistol rocket apparatus, sea rescue, pyrotechnicks, marine technology, schermuly pistol rocket apparatus ltd., william schermuly, alfred schermuly, pistol line thrower, flagstaff hill maritime museum and village, maritime village, lady bay, warrnambool harbour, port of warrnambool, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, rescue boat, lifeboat, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, rocket rescue method, shore to ship, rocket apparatus rescue, stranded vessel, line throwing mortar, rocket rescue apparatus, line thrower, lifeboat warrnambool, rocket machine, rocket head, rocket launcher, rocket line, beach rescue set, rocket set, schermuly, line-firing pistol, line throwing gun, pistol rocket apparatus, line throwing cartridge, line-throwing rocket, firearm, life saving, lsrc

The kerosene lamp was one of the most common oil lamps used and was manufactured until the 1980s. This lamp appears to be a modern reproduction of an earlier optional wall-mounted kerosene lamp. The lamp has been produced as an example of a 19th and early 20th-century marine kerosene navigation lamp. Marine lamp; portside metal kerosene lamp with two flat sides, and a curved front. The front has a red ridged glass lens insert and the name "port" is inscribed on a fixed brass plaque. A round chimney is on top of the lid and it has a catch. The fuel tank and wick can be removed through the base. The metal appears to be electroplated.Inscribed on the plaque; "PORT"warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, lamp, ship lamp, port lamp, marine lamp, navigation lamp, port, lantern, kerosene lamp, marine technology, ship light, portable lamp

Recovered from the wreck of the Loch Ard. Artefact Reg No LA/05. HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Lead and brass counterweight for kerosene lamp from the Loch Ard. Concretion adhering to surface, blue/green corrosion on sections. Ref: LA3-38-258 flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, counterweight

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).25½" of round solid copper nail. Recovered from "Falls of Halladale". Ship's nail.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, nail, copper nail, falls of halladale, ship's nail

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

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

Recovered from the wreck of the Loch Ard. HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29 year old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. On board were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke open case of brandy which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged and some was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. 11 large spoons recovered from the shipwreck of the Loch Ard. Spoons are 8¼" long. Have encrustation and concretion. Have silver hallmark on back.Have silver hallmark on back.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, silver, spoon, cutlery

Photograph of Port Melbourne, typical scene of a large port in the 19th century, loading and unloading cargo from tall ships vial cranes and a network of rails and carriages.Photograph, black and white, framed, mounted on Masonite timber, behind glass. Several tall ships docked at a pier, with rails and carriages for cargo. Buildings on pier, small boats in water. Location is Williamstown, Melbourne. Victoria. Photographer is Charles Nettleton. Inscriptions below photograph and on backing board.Under matte at base of photo: "NETTLETON PHOTO" and "(undecipherable)" Handwritten on backing board "WILLIAMSTOWN, MELB., VIC."photograph, photo, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, williamstown breakwater, breakwater, nettleton, charles nettleton, williamstown pier, 19th century williamstown

Wooden pulley wheel section from the wreck “Newfield”. The Newfield was a three-masted iron and steel barque, built in Dundee, Scotland, in 1889 by Alexander Stephen and Sons. It was owned by the Newfield Ship Company in 1890 and later that year It was registered in Liverpool to owners Brownells and Co. The Newfield left Sharpness, Scotland, on 28th May 1892 with a crew of 25 under the command of Captain George Scott and on 1st June left Liverpool. She was bound for Brisbane, Australia, with a cargo of 1850 tons of fine rock salt, the main export product of Sharpness. At about 9pm on 28th August 1892, in heavy weather, Captain Scott sighted, between heavy squalls, the Cape Otway light on the mainland of Victoria but, due to a navigational error (the ship’s chronometers were wrong), he assumed it to be the Cape Wickham light on King Island, some 40 miles south. He altered his course to the north, expecting to enter Bass Strait. The ship was now heading straight for the south west Victorian coast and at about 1:30am ran aground on a reef about 100 yards from shore and one mile east of Curdie’s Inlet, Peterborough. The ship struck heavily three times before grounding on an inner shoal with 6 feet of water in the holds. Rough sea made the job of launching lifeboats very difficult. The first two lifeboats launched by the crew were smashed against the side of the ship and some men were crushed or swept away. The third lifeboat brought eight men to shore. It capsized when the crew tried to return it to the ship for further rescue The Port Campbell rocket crew arrived and fired four rocket lines, none of which connected with the ship. A local man, Peter Carmody, volunteered to swim one mile to the ship with a line to guide the fourth and final lifeboat safely to shore. Seventeen men survived the shipwreck but the captain and eight of his crew perished. The Newfield remained upright on the reef with sails set for a considerable time as the wind slowly ripped the canvas to shreds and the sea battered the hull to pieces. The Marine Board inquiry found the wreck was caused by a "one man style of navigation" and that the Captain had not heeded the advice of his crew. According to Jack Loney ‘… when the drama was over . . the Newfield was deserted except for the Captain’s dog and two pigs.’ Flagstaff Hill Maritime Museum has several artefacts that have been salvaged from the wreck. See also other items in the Flagstaff Hill Newfield Collection.The report from SHP documented the following in regards to the Newfield collection: Flagstaff Hill’s collection of artefacts from the Newfield is of historical and archaeological significance at a State level, because of its association with the shipwreck, which is on the Victorian Heritage Register. The collection is significant because of its relationship between the objects. The Newfield collection is archaeologically significant as it is the remains of an international cargo ship. The Newfield collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 (Living with natural processes). The collection is also historically significant for its association with the shipwreck. The Newfield collection meets the following criteria for assessment: Criteria A: Importance to the course, or pattern, of Victoria’s cultural history Criteria B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criteria C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history This item is an oval-shaped brown and orange wooden shell from a ship’s pulley. The original wooden material is now petrified but the lighter coloured concentric rings of the wood's grain are still visible. A metal sheave or drum is fitted into the centre hole and some of the edge of its sheave’s collar has corroded and broken away. The collar has three holes of equal size that are evenly spaced around it. The bearing ring is now detached but still connected to the pulley with a string on which a label is attached. Most of the six cylindrical metal roller bearings are sand encrusted but some are still visible. Recovered from the wreck of the ship NEWFIELD.The pulley has a string through it that attaches it to the bearing. The label on the string bears the handwritten words “PULLEY WHEEL / NEWFIELD / PETER ROLAND”.block, flagstaff hill, maritime museum, shipwreck coast, warrnambool, peter carmody, carmody, newfield, shipwreck, pulley, wheel, pulley block, sheave, drum, peterborough, south west victoria, rocket, rocket crew, shipwreck artefact, flagstaff hil maritime museum

This little model dinghy or rowing boat, together with its two oars and its display case, was made by Edward Richter using timber from the New Zealand-built schooner, the Enterprise, wrecked in Lady Bay, Warrnambool, in 1850 after only three years of sailing. The dinghy was originally presented to the old Warrnambool Museum and transferred to Flagstaff Hill along with its two descriptive card tags. EDWARD RICHTER (1853-1937) Edward Richter was the son of Henry and Charlotte Richter, who migrated from London and arrived in Port Phillip, Victoria, in 1850. Henry had worked in the Bank of England in London. In Australia, he worked for the Morning Herald and was a business partner in the Geelong Daily News. He served in the Volunteer Corps and had the honour of being one of the 500 Volunteers in the firing party at the grave of Sir Charles Hotham, Governor of Victoria. In Warrnambool, Henry was the Host/Licensee of the Royal Archer Hotel. He was also connected with Sheldrich's brewery (the Western Brewery) there. Henry and Charlotte’s son Edward was born in Collingwood, a Melbourne suburb, in 1853. The family moved to Warrnambool in 1867. In 1878 Edward married Susan (nee Saltz) and they had a family of twelve children. Sadly their son, Edward Henry Richter, died from drowning in Warrnambool’s Shelly Beech in 1907, aged 29 years. Edward was a prominent Warrnambool citizen. He worked as a coach painter and his hobbies included model making. He made this model dinghy and presented it to the old Warrnambool Museum in the late 1800s. He also made some model violins that are now in the care of the Warrnambool and District Historical Society. After the museum closed, this model was eventually transferred to Flagstaff Hill. Edward’s son, Herman, was also a model maker, making model boats and even boats in bottles. Edward passed away in Warrnambool in 1937. THE ENTERPRISE 1847-1850 The wooden, two-masted schooner Enterprise was built in New Zealand in 1847 and registered in Melbourne, Australia. The Enterprise carried cargos of agricultural produce and other commodities for trade between the ports of the Colony. On September 14, 1850, the Enterprise was at anchor in Lady Bay under its Master, James Gardiner Caughtt, loaded with a cargo of wheat and potatoes. A strong south-easterly wind caused the vessel to drag on its only anchor and the rudder was lost. The gale-force wind blew it sideways and it became grounded. A local indigenous Buckawall, braved the rough sea to take a line from the shore to the Enterprise. All five members of the crew were able to make it safely to land. The Enterprise was wrecked. The Enterprise wreck was in an area called Tramway Jetty in Lady Bay. Since then the area became the location of the Lady Bay Hotel and now, in 2019, it is in the grounds of the Deep Blue Apartments. In fact, with the constantly changing coastline through built-up sand, the wreck site is now apparently under the No 2 Caravan Park on Pertobe Road, perhaps 150 metres from the high tide. Its location was found by Ian McKiggan (leader of the various searches in the 1980s for the legendary Mahogany Ship). DIFFERENTIATING the New Zealand Schooner “Enterprise” from John Fawkner’s “Enterprize“ Dr Murray Johns, Melbourne, says in his article The Mahogany Ship Story “… As I documented in 1985, the Warrnambool wreck was of an entirely different ship, also called Enterprize [with the spelling ‘Enterprise’], but built in New Zealand in 1847. Fawkner’s ship had already been sold to Captain Sullivan in 1845 and was wrecked on the Richmond Pier in northern New South Wales early in 1847. “ - (further details are in NOTES: and FHMV documents)The model of a dinghy is significant for its association wreck of the schooner Enterprise, now on the Victorian Heritage List VHR S238, being a New Zealand built but Australian owned coastal trader. The wreck is also significant, by connection with the Enterprise, for its association with indigenous hero Buckawall who saved the lives of the five crew on board. The maker of the model, Edward Richter, is significant as a member of one of Warrnambool’s pioneering families, which has contributed to the growth of the community in several ways over the years, living, working and bringing up their families in the coastal city. Ship model; model of a small wooden boat or dinghy and wooden two oars, displayed in timber case with open sides that have vertical wire strands from top to bottom. The model was made by Mr Edward Richter from the timber of the schooner Enterprise, built in New Zealand 1847 and wrecked three years later in Lady Bay, Warrnambool.Handwritten tag in pen and ink: "Model of Boat made from the timber of the schooner "Enterprise" wrecked at Warrnambool" Type written tag "MODEL DINGEY Made from Timber of Schooner "Enterprise". Made and presented by Mr Edward Richter."flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, wooden ship building, carpentry, ship modelling hobby, dinghy, dingey, dingy, edward richter, enterprise, lady bay warrnambool, schooner enterprise, wreck of the enterprise 1850, richter family, warrnambool history, buckawall

The anchor is one of four that were carried by the FALLS OF HALLADALE when she was wrecked near Peterborough in 1908. This Rodger’s Anchor was raised from the wreck site by Flagstaff Hill divers (Peter Ronald, Colin Goodall and Gary Hayden) in 1974 and is on permanent outdoor display at the Maritime Village. The imposing 2-tonne artefact required a raft of fourteen 44-gallon drums to raise it from the seabed before it was towed by a crayfish boat to the wharf crane at Port Campbell for loading onto land transport. Following Lieutenant William Rodger’s patent in 1831, anchor design moved away from the separate attachment of straight arms and flat flutes to each side of a long shaft. Rodger’s innovation included the forging of both arms and their flutes as a single uniformly curved piece which was then attached to the crown of the shank by a thick horizontal bolt. The two-inch diameter hole for the securing through-bolt at the crown is clearly visible in this example, the bolt dislodged by corrosion and now missing. The FALLS OF HALLADALE was a four-masted, iron-hulled barque, built by Russell and Co at Greenock in 1866 for the Falls Line of Wright & Breakenridge, Glasgow. The ship was 275 feet long, 42 feet wide, with a 24 feet draft and weighed 2,085 tonnes. She was built to carry as much cargo as possible rather than for speed. Her unmistakably square bilge earned her the title of “warehouse-type” ship and her iron masts and wire rigging enabled her to maintain full sail even in gale conditions. In 1908, with new sails, 29 crew, and 2800 tons of cargo in her hold, the FALLS OF HALLADALE left New York, bound for Melbourne and Sydney via the Cape of Good Hope. 102 days later, at 3 am on the 14th of November, under full sail and in calm seas, with a six knots breeze behind and a misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a shelf of rock near Peterborough. There she stayed for nearly two months until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. 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 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 the 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 in stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire.The shipwreck of the FALLS OF HALLADALE is of state significance – 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).A large iron Rodger’s anchor recovered from the wreck of the FALLS OF HALLADALE. It has a rounded crown, curved arms and moulded flutes. Heavy duty iron stock with round eyes at either end, fitted over shank and fixed into position by a wedge-shaped metal locking pin. Shackle missing but severed securing bolt remaining in shank. The presence of an empty bolthole at the crown junction of shank and arms confirms Rodger’s type. Corroded from 66 years submersion in seawater but otherwise structure is sound.warrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, falls of halladale, rodger’s anchor, peterborough reef, 1908 shipwreck, anchor, last days of sail, great clipper ships

This remnant of a ships bell was recovered from the wreck site of the CHILDREN by Flagstaff Hill Divers on 1 October 1973. (Diving identification number S.M24/10-73, Accession number 24). The artefact had lain in the ocean off Childers Cove since the vessel’s disastrous sinking there on 15 January 1839. Other similarly high value metallic objects raised from the site, and now in the Flagstaff Hill collection, are the ship’s signal cannon (1963), and the ship’s anchor (1974). A ship’s bell was normally struck by the lookout at the foreward part of a vessel, following orders (“Strike the bell”) from the officer of the watch at the helm, or as a warning signal of danger ahead. Its main function was to keep the crew aware of time. Each 24 hour period was divided into 4 hour work-shifts, or watches, and each of these was divided into 8 half hours, or glasses (each half hour being determined by the time it took between each turn of the ship’s hourglass). The six watches were the first watch from 8pm to midnight, the second or middle watch from midnight to 4am, the third or morning watch from 4 to 8am, the fourth of forenoon watch from 8am to midday, the fifth or noon watch from midday to 4pm, and the sixth or dog watch from 4 to 8pm. Within each watch the first half hour would end with one bell, the second with two bells, the third with three bells, and so on until their work-shift ended with the ringing of eight bells. The CHILDREN left Launceston on 11 January 1839 and immediately struck heavy weather. By the evening of 15 January Captain Browne had been continuously on duty for 4 days and needed sleep, his First Mate (T. Gay) was incapacitated with seasickness, and the task of command was given to the Second Mate (W. Wentworth). At two bells into the first watch, or 9 o’clock that night, the captain went below. Two hours later, at six bells into the first watch, or 11 o’clock that night, the lookout cried “Breakers close ahead”. Within a minute the ship struck the rocks at the entrance of Childers Cove. Within twenty minutes the huge seas had taken her stern, three masts and much of her weatherside, leaving survivors clinging to the forecastle. Within two hours the wreck had completely disappeared. If anyone could have rung the bell by then, it would have been to strike two bells into the middle-watch, or one o’clock on the morning of 16 January. An 1859 Victorian Register of Wrecks from 1835 to 1858 remarks the CHILDREN “Ran ashore through an error in the reckoning and a bad lookout [and] Became a total wreck”. 22 passengers and crew survived the tragedy, but 16 lives were lost, including the captain and second mate, and 8 children. The shipwreck of the CHILDREN is of State significance ― Victorian Heritage Register S116A part of a brass ship’s bell, recovered from the wreck of the CHILDREN. The upper part, or dome of the bell, has corroded away, leaving the lower portion, or mouth of the bell, largely intact. However this lower surviving portion has been severed vertically with a clear (saw?) cut, leaving a regular 1cm gap down one side of the bell. It is an evocative relic, attractively aged on the seafloor, bearing layers of aqua-marine verdigris and white limestone accretion on a dull bronze surface. There is no visible ship’s name on the bell. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, the children, bell, ships bell, childers cove, henty brothers, james henty & co, sea-watches, nautical time, james henty & co, bell from the children

This magnetic compass is a good size to fit easily into a person's pocket or personal luggage and is protected from knocks by its wooden case. It could have been used for reference when travelling on land or sea. There is no visible manufacturer's mark, which may mean that it was not of high monetary value. Leith is a district of Edinburgh in the country of Scotland, the U.K. It was once the Port of Edinburgh and many migrant ships departed from here bound for the Australian colony. It had a busy shipbuilding industry, with wet and dry docks. It appears from the inscription on the case "Chas Gray, LEITH, 1839" that this pocket compass once belonged to Charles M. Gray (Chas is a common abbreviation for the name Charles). The inscription coincides with the name, place and date that the Western Victorian pioneer Charles M. Gray left Scotland and arrived in Australia. Charles Gray was born in Anstruther, Scotland, in 1818. His family was connected with the Royal Marines, which may have created his nautical instruments such as this pocket compass. Charles Gray arrived in Hobson's Bay on 15 June 1839 on the ship “Midlothian”. That same ship had departed from Leith, Scotland on February 15th 1839. Did Charles Gray acquire the pocket compass in Leith, perhaps as a gift or a souvenir of his motherland? Charles Gray was an early squatter and went on to become a very successful settler as a sheep pastoralist in the Western District of what is now Victoria (originally the colony of New South Wales). He and his wife had a large property called “Nareeb Nareeb”, Green Hill Creek District (now Glenthompson), Victoria, from 1840-1886. He was also a local Councillor and Justice of the Peace, and had an interest in the local indigenous people; he named his property after their tribe. Charles returned to England in 1890 and died there in 1905. Charles Gray had written an account in 1890 of his life at Nareeb Nareeb, called Western Victoria in the Forties: "REMINISCENCES OF A PIONEER The Western District in the 1840's By Charles Gray" , a valuable historical reference to colonial Victoria. His book was published by the Hamilton Spectator in 1932. Charles Gray's photograph is one of 713 historical photographs of early Victorian settlers, created as a montage by Thomas Foster Chuck in 1872. The State Library of Victoria holds the framed montage titled “The Explorers and Early Colonists of Victoria”. To qualify for inclusion on this montage the Settlers must have arrived in Victoria before 1843. Charles Gray's photograph is number 349! The pocket compass is associated with Charles Gray, one of the early squatters and settlers in Western Victoria, possibly given to him as a parting gift on his emigration to Van Diemans land in 1839. The item is very significant as it's connection with one of Victoria's early pioneers is well provenanced by the inscriptions on the wooden case. Pocket compass, brass, set into a square wooden case with hinged lid and small hook catch. Compass is marked with 360 degrees and compass points and has two pointers; one to show magnetic north and one to set the direction of travel. Hinges are triangular and inset into the wood. The lid has an attached brass plaque with the inscription "Chas Gray, Leith, 1839" (It likely belonged to Charles Gray, Leith, UK, who migrated to Port Philip Australia in 1839 and became a successful pastoralist.) “Chas Gray / LEITH / 1839” engraved on brass plaque on lid.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, magnetic compass, pocket compass, charles m. gray, chas gray, migrrant from leith 1839, charles gray anstruther, scottland, ship midlothian 1839, squatter western victoria, settler western victoria, hobson's bay port phillip australia, charles gray nareeb nareeb - green hill creek district, western victoria in the forties: reminiscences of a pioneer by charles m. gray 1890, leith edinburgh u.k., western victoria in the forties: reminiscences of a pioneer - montage by thomas foster chuck 1872, charles gray, reminiscences of a pioneer, the western district in the 1840's, compass, scientific instrument, nautical instrument, direction, directional compass, navigation

The history of the Thunderchild gun is not known. It was presumably manufactured in Torquay in the second half of the 19th century. Such guns were often attached to a ship’s rail through the holes in the swivel base, as in the base of this gun. The guns fired grapeshot and were originally used on ships to repel boarders. They were also used to launch whaling harpoons and were sometimes employed for signalling. The relatively late date makes the latter application most likely. This Thunderchild gun is complete with ramrod and wad remover. It is in good working order and easily assembled. It is used locally for special ceremonies and for Whaleboat Races as a starting gun. (Guns and Cannon, South Wester Victoria, May 2008, ref W/F/03) The small bore cannon is part of a collection of nineteenth century Flagstaff Hill Guns and Cannon, which is classified as being a high level of significance, on State, National and World The nineteenth century artillery pieces are a very rare and representative collection of artillery of this era. The artillery pieces, individually and as a collection, are highly significant for historical, scientific and aesthetic reasons at the state, national and world levels. The artillery pieces are excellent examples of nineteenth century artillery designed for the shore defence of western Victoria in the mid to late 1800s. The collection demonstrates the system of nineteenth century Imperial Defence implemented by Britain and of the recycling of obsolete technology to the colonies by Britain. The collection represents the methods of artillery technology, its advancement and its modifications in order to remain active. It also illustrates the transference of defence technology from Britain to Australia and demonstrates the level of reliance Australia had on British defence equipment. The artillery pieces form prominent elements in their landscapes and, together with the batteries and sites in which they are located, create a strong visual link to the region’s defence history. Importantly the artillery pieces, individually and as a collection, represent a very rare and intact group of nineteenth century artillery. Very few examples of nineteenth century artillery have survived worldwide, the largest collections being sited in Canada. The collection is a rare collection of artillery which demonstrates the advancements made in artillery technology during the nineteenth century, and is one of the largest collections of nineteenth century artillery in Australia. Further, the collection is extremely intact, with most pieces retaining original carriages and many located within their original emplacement. This collection of artillery, with their carriages and in their locations, are of exceptional national significance as they represent the largest intact collection of artillery within a single defensive network, outside of major colonial ports. The collection of nineteenth century carriages and slides are in themselves an extremely rare and important collection, however their significance is enhanced by their placements within batteries and with guns. (Conservation Management Plan for Victorian Guns and Cannon, South Western Victoria, May 2008) Cannon; small 1pdr cast iron, smooth bore muzzle loading swivel gun, painted glass black. 19th century cannon has polished wood handle, two detachable metal stirrups and metal swivel base with cuff, attached to block of wood by four bolts. Accessories are a wood tamper and wood ramrod. Name on gun is Thunder-Child, Torquay, Vic. There are Maker’s Marks on the gun and base, and a number on the cannon.. Marks; Barrel "Thunder/ Child". Base cuff " THUNDER / -CHILD / TORQUAY / VIC ", Trunnion "2825/H"flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, cannon, torquay, thunder child cannon, thunderchild cannon, signal cannon, muzzle loading cannon, ordinance, munitions