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Flagstaff Hill Maritime Museum and Village
Copper sheathing
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries the outside of their ships were sheathed in copper sheathing or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oat with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in 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. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted 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 cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. 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 the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned.32 In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 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.33 Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. 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 Copper sheathing or Muntz metal in concretion. Recovered from the wreck of the Schomberg.warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwrecked-artefact, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Flagstaff Hill Maritime Museum and Village
Functional object - Copper sheathing, c. 1855
This object is a piece of Muntz or copper sheathing, a sheet of metal used for lining a ship's hull as protection from sea worm or muntz worm. It has been salvaged from the Schomberg ship wreck. The muntz has been damaged by reaction of the metals to the sea. It also has encrustations from the sea such as sand. Other damage, such as movement of the sea or objects in the sea, has caused the edges to break away or fold over. ABOUT MUNTZ The hulls of early timber sailing ships had a problem of being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries ships were built with their hulls sheathed in sheets of copper or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing remained effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oat with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in 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. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted 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 cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. 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 the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned.32 In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 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.33 Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. This piece of muntz sheathing is representative of building methods and materials used in late 19th and early 20th century ship building. The munts is also significant for its association with 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 Copper sheathing or Muntz metal in concretion. Recovered from the wreck of the Schomberg.warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwrecked-artefact, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, copper sheathing, muntz, muntz metal, teredo worms, sea worms, sea termites, ship building, 19th century sailing ships -
Whittlesea Historical Society Inc.
Archive - Box, WHS Originals - Documents, Photo Album, Lockwood Diaries
Archive Box - WHS Originals - Documents, Photo Album, Lockwood Diaries. Contents: 1. Envelope. Material relating to William Henry Lockwood, Engineer, Shire of Whittlesea. Contents: 1. Book - Diary, 1853, William Henry Lockwood 2. Book - Work Book, c.1854, William Henry Lockwood. 3. Certificate - Right of Burial, Yan Yean Cemetery, 1893, William Henry and Joseph Lockwood 4. Document - Contract No.16, Shire of Whittlesea, Running Creek Road 5. Document - Contract No.7, Shire of Whittlesea, Plenty Main Road 6. Document - Contract, Shire of Whittlesea, Sanitary Service, Township of Whittlesea 7. Letter - 1894, J. Sabelberg, Solicitor, to Mr. Lockwood, Shire Engineer, Whittlesea 8. Photocopy of Letter - 1894, J. Sabelberg, Solicitor, to Mr. Lockwood, Shire Engineer, Whittlesea 9. Transcription, handwritten Letter - 1894, J. Sabelberg, Solicitor, to Mr. Lockwood, Shire Engineer, Whittlesea 10. Photograph. Lockwood family group. 11. Document - Specifications for the erection of a dwelling house for the Church of England Clergyman at Whittlesea. 12. Document - Family history, William Henry Lockwood (possibly belongs with Item No.16 Letter, Australian Mutual Publications Pty., Ltd., to Sister Mary Lockwood, Whittlesea). 13. Envelope - Lockwood papers a. 1892, Yan Yean Cemetery receipt, Jas H. Lockwood. b. 1895, Yan Yean Cemetery receipt, W H. Lockwood. c. 1888, Elector's Right, James Henry Lockwood. 14. Envelope - R. M. Cuthbertson a. 1906, receipt, Millpark Farm, South Morang. 15. Folder - "A Copy of the Diary of William Lockwood 1853". Contents: Typed copy 1853 Diary of William Henry Lockwood (26 pages), brief history of the ship Marco Polo, Preface, Acknowledgments, letters (2) from National Maritime Museum. 16. Plastic sleeve pocket - Contents: 1. Document, 1878, Certificate of Service, W. H. Lockwood. 2. Letter, Australian Mutual Publications Pty., Ltd., to Sister Mary Lockwood, Whittlesea (possibly belongs with Item No.12 Document - Family history, William Henry Lockwood). 17. Photocopies - 1. 1853 Lockwood Diary. 2. Indenture, 1763, Joseph Lockwood (2 pages). 3. Letter, 1879, W. H. Lockwood to The Minister of Public Instruction. 4. Letter, 1887, W. H. Lockwood to Education Department. 5. Document, 1878, Certificate of Service, W. H. Lockwood. 6. Document, 1888, Elector's Right, James Henry Lockwood. 7. Article: Ship That Shrank The World, Reader's Digest August 1988, also letters (2) from National Maritime Museum. 18. Letter, 1871, Coolart Station to Sally (Read Family Letters, Patrick Reid Jnr.) 2. Album - The School Papers, 1943, Alison Graff, Mernda 488, Form VIII. 3. Booklet - Rules and Regulations of the Whittlesea Free Library, with Catalogue of Books, 1887. 4. Envelope - Plastic zip lock bag containing Photographs and Memorial Cards. (handwritten note attached note states 8 all together, however the bag contains 10) 1. Photograph - Annie McCarthy, Blacksmiths daughter, Wollert. 2. Photograph - Man standing holding a rifle, probably a Wuchatsch from S. Gippsland. 3. Photograph - Karl Wuchatsch and family of Nyora, Vic., c.1892. 4. Memorial Card - Jeremiah D. Hearn, 1895. 5. Memorial Card - Walter Edward Hehr, 1904. 6. Memorial Card - Jacob Hehr, 1903. 7. Memorial Card - Johann Christian Ludwig Seeber, 1904. 8. Memorial Card - Ernest Adolph Wuchatsch, 1889. 9. Memorial Card - Traugott, husband of C. Wiedemann, 1903. 10. Memorial Card - Charles Hallett Ingall, 1902. 5. Plastic zip lock bag. Contains material relating to Eden Park Cricket Club. 1. Exercise Book - Eden Park Cricket Club Minute Book, 1946-1947. 2. Receipt Book - Eden Park Cricket Club Cash Receipt Book, 1954. 3. Original Newspaper article, Kinglake Cricket Team, The Sun, May 2, 1987. 4. Photographs - 7 B&W photos, Eden Park area. 6. Booklet - Whittlesea Lodge, No. 256, Installation of Bro. Albert Harold Wailes, 1971. 7. Transcription - Handwritten transcript of newspaper article, State School Whittlesea Distribution of Prizes, The Evelyn Observer, January 4, 1884. 8. Plastic pocket - containing original Map, Pint Pot Estate, Whittlesea, 1888. 9. A4 sheet protector (labelled Back to W/Sea 1937) - contains a list of names handwritten on a sheet of paper, top line reads "Former Head Master Thos Jobling with some of his former scholars". Probably belongs with the corresponding photograph (photograph missing) 10. A4 sheet protector - contains, Document, receipt from John McKimmie, 1901. 11. A4 sheet protector - contains, Document, Entry Form, Shire of Whittlesea Exhibition, 1975. 12. A4 sheet protector - contains, Colour Photograph of a black and white photograph of The Australian Cricket Team, May 1884, also hand written notes on a sheet of paper. 13. A4 sheet protector - contains, Document, Transfer of Land, James Morris of Whittlesea, 1897. 14. A4 sheet protector - contains, Document, Whittlesea Town Common, 1868, original documents (2) 15. Booklet - Roll of Electors for the Subdivision of Whittlesea, 1914. 16. A4 sheet protector - contains, Photocopies, newspaper articles, Yan Yean Cemetery history, 4 pages.Grey coloured Archive Box with documentsWHS Originals - Documents, Photo Album, Lockwood Diaries -
Flagstaff Hill Maritime Museum and Village
Wood Sample, about 1871
This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Triangular shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn -
Flagstaff Hill Maritime Museum and Village
Wood Sample, About 1871
This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Oblong shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn -
Mission to Seafarers Victoria
Magazine, Sea Breezes Publications Ltd, Sea Breezes, 2006
Colour magazinenon-fictionmaritime journals, maritime magazines, ships -
Bendigo Historical Society Inc.
Accessory - QC BINKS COLLECTION: BRASS FOOT
Brass foot shaped charm. Item is discoloured, tarnished and rusting.bendigo, gold mining, qc binks, qc binks, reader's digest, sweepstakes. -
Moorabbin Air Museum
Magazine (Item) - Department of Civil Aviation Safety Digest No 80
-
Moorabbin Air Museum
Magazine (Item) - Aviation Safet Digest magazines Nos 52 - 67
-
Moorabbin Air Museum
Magazine (Item) - Orion Service Digest Lockheed California Issues 3 7 8 9 11 12 15 17 18 19 20 21 and 22
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RMIT GSBL Justice Smith Collection
Journal series, The Council of Law Reporting, The law reports : court of the Queen's [King's] Bench : Queen's [King's] Bench Division, 1866
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 294 Volume range: 1866-2014 (Years with 2 parts: 1891-1911, 1916-1919, 1921, 1924-1942, 1948-1972, 1990-1991) (Years with 3 parts: 1912-1915, 1920, 1922-1923) (2009-2014 unbound parts) Editors: Bulwer, J. R. (Vol. 1866-1886) Stone, A. P. (Vol. 1886-1894) Pollock, F. (Vol. 1895-1936) Topham, A. F. (Vol. 1936-1939) Williams, R. E. L. V. (Vol. 1940) Sutton, R. (Vol. 1941-1953) Colinvaux, R. P. (Vol. 1953- 1968) Lamb, J. F. (Vol. 1969) Ellis, C. J. (Vol. 1970-1995) Williams, R. (Vol. 1996-2007) Scowen, C. (Vol. 2008) Queen's Bench 1866-1900 & 1952 (Part 2)-2008 King's Bench 1901-1952 (Part 1)ISSN: 02641127law reports: digests: etc. -- great britain -
RMIT GSBL Justice Smith Collection
Journal series, The Council of Law Reporting, The law reports : chancery appeal cases, including bankruptcy and lunacy cases, before the Lord Chancellor, and the Court of Appeal in Chancery [Chancery], 1866
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 263 Volume range: Vol. 1 (1865-1866) - Vol. 10 (1874-1875) & Vol. 1 (1875/1876) - 2008), 2009-2014 (unbound) Missing volumes: 2002 (Part 2) Later title: Division I - Chancery : cases determined by the Chancery division of the High Court of Justice and by the Chief Judge in bankruptcy and by the Court of Appeal on appeal from the Chancery Division and the Chief Judge and in lunacy Editors: Hemming, G. W. (1865-1895) Pollock, F. (1896-1936) Topham, A. F. (1936-1939) Williams, R. E. L. V. (1940) Sutton, R. (1941-1952) Colinvaux, R. P. (1953-1968) Lamb, J. F. (1969) Ellis, C. J. (1970-1995) Williams, R. (1996-2007) Scowen, C. (2008) ISBN: 9780852891926 (thin paper)law reports: digests: etc -- great britain, equity -- great britain -- cases, bankruptcy -- great britain -- cases, insanity (law) -- great britain -- cases -
RMIT GSBL Justice Smith Collection
Journal series, Law Times, The law reporter : the law times : reports containing all the cases argued and determined in the House of Lords, the Privy Council, the Court of Appeal in Chancery, the Rolls Courts, V. C. Kindersley's Court, V. C. Stuart's Court, V. C. Wood's Court, the court of Queen's Bench, the court of Common Bench, the court of Exchequer, the Bail Court, the Exchequer Chamber, the court for Crown cases reserved, the Probate Court, the court for divorce and matrimonial cases, the Admiralty Court, the Bankruptcy Court, the Insolvency Court, at Nisi Prius, Maritime law cases, together with a selection of cases of universal application decide in the Superior Courts in Ireland and in Scotland, [1860]
Previous owners: T. H. Smith, T. W. Smith, W. F. L. Owen (Langer Owen) No. of volumes: 686 Volume range: Law Times & Law Reporter - Vol. I N.S. (November 1859) - Vol. CLXXVII (December 1947), Weekly Notes - Vol. 1925-26 - Vol. 1952, Weekly Law Reports - Vol. 1953 - Vol. 2014 Missing volumes: Vol. XLI N.S. (September 1879 - February 1880) Also known as: The law reporter : the law times : reports containing all the cases argued and determined in the House of Lords, the Privy Council, the Court of Appeal in Chancery, the Rolls Courts, V. C. Kindersley's Court, V. C. Stuart's Court, V. C. Wood's Court, the court of Queen's Bench, the court of Common Bench, the court of Exchequer, the Bail Court, the Exchequer Chamber, the court for Crown cases reserved, the Probate Court, the court for divorce and matrimonial cases, the Admiralty Court, the Bankruptcy Court, the Insolvency Court, at Nisi Prius, Maritime law cases, together with a selection of cases of universal application decide in the Superior Courts in Ireland and in Scotland Weekly notes Weekly law reports Most volumes, especially early contain a book plate and stamp for W. F. L. Owenlaw reports: digests: etc. -- great britain -
RMIT GSBL Justice Smith Collection
Journal series, The Incorporated Council of Law Reporting for England and Wales, The law reports : Privy Council appeal cases heard and determined by the Judicial Committee and the Lords of Her Majesty's most honourable Privy Council [Appeal], 1865
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 218 Volume range: Vol. 1-6 (1865-1875), Vol. 1-15 (1875-1890), Vol. 1891-2014 (Years with 2 parts: 1916, 1921-1922, 1967, 1969, 1983, 1990-1992, 1994-1995, 1999-2007) (2009-2014 unbound) Later title: Appeal cases Reporters: Moore, E. F. (1865-1873) MacPherson, W. (1973-1874) Cowell, H. (1874-1881) Clark, C. (1975-1881) MacQueen, J. F. (1875-1879) Wheeler, G. J. (1879-1881) Editors: Bulwer, J. F. (1881-1885) Stone, A. P. (1886-1894) Pollock, F. (1895-1936) Topham, A. F. (1936-1939) Williams, R. E. L. V. (1940) Sutton, R. (1941-1952) Colinvaux, R. P. (1953-1968) Lamb, J. F. (1969) Ellis, C. J. (1970 - 1995) Williams, R. (1996-2007) Scowen, C. (2008)law reports: digests: etc. -- great britain -- periodicals, law reports: digests: etc. -- great britain, appellate procedure -- great britain -- cases -
RMIT GSBL Justice Smith Collection
Journal series, The Incorporated Council of Law Reporting for England and Wales, The law reports : Probate division : in the courts of probate and divorce : in the admiralty and ecclesiastical courts : and in the Privy Council [Family division and on appeal there from in the Court of Appeal and decisions in the ecclesiastical courts], 1869
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 124 Volume range: 1865-2014 (2008-2014 included within Chancery parts) Probate & divorce: Vol. 1 (1865) - Vol. 3 (1875) Probate: Vol. 1 (1875) - Vol. 15 (1890), Vol. 1891-1971 Family: Vol. 1972-2007 Editors: Bulwer, J. R. (1865-1885) Stone, A. P. (1886-1894) Pollock, F. (1895-1936) Topham, A. F. (1936-1939) Williams, R. E. L. V. (1940) Sutton, R. (1941-1952) Colinvaux, R. P. (1953-1968) Lamb, J. F. (1969) Ellis, C. J. (1970-1995) Williams, R. (1996-2007)law reports: digests: etc -- great britain, probate law and practice -- great britain -- cases, divorce -- great britain -- cases, admiralty -- great britain -- cases -
RMIT GSBL Justice Smith Collection
Report, Oram, R. T, Commonwealth statute law decisions : being sections of the Commonwealth Statutes including The Constitution judicially considered by the High Court of Australia and the Judicial Committee of the Privy Council : cumulative supplement no. 7 1951-1958 : vol. 2 : second edition, 1958
Cumulative supplement no. 7 1951-1958 Vol. 2 Second editionannotations and citations (law) -- australia, law reports: digests: etc. -- australia, law -- australia -- indexes -
RMIT GSBL Justice Smith Collection
Book, Segal, Harry, Commonwealth statues case annotations : by cases reported in Commonwealth Law Reports and Australian Argus Law Reports : 1903-1964 : third edition, 1965
Third edition 1903-1964annotations and citations (law) -- australia, law reports: digests: etc. -- australia, law -- australia -- indexes -
RMIT GSBL Justice Smith Collection
Journal series, Butterworth & Co, Victorian reports, 1878
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 185 Volume range: 1878-2008 Missing volumes: 1881-1883 & 1891 Previous titles include: Victorian law reports Victorian law times Wyatt & Webb's law reports Wyatt, Webb & A'Beckett's law reports A'Beckett's reserved Williams practice Also includes: 1861-1996 Consolidated index : A-H 1861-1996 Consolidated index : I-Z 1861-1996 Consolidated tables Consolidated index and tables of cases 1966-1973 together with Victorian Statutes annotations 1968-1973 : cumulative supplement Cumulative supplement index and tables : 1997 - 2000 & 1997 - Vol. 5 & 1997 - Vol. 10 Editors: Webb, G. H. F. (1878-1886) Davis, P. S. (1886-1887) Burnett Box, J. (1888-1905) Moule, W. H. (1905-1906) Duffy, F. G. (1907-1913) Davis, A. H. (1913-1928) Richardson, J. A. (1929-1936) Joske, P. E. (1936-1956) Anderson, K. (1956-1969) Fogarty, J. F. (1969-1975) Archibald, A. C. (1976-1982) Karkar, J. H. (1982-1994) Pearce, M. R. (1995-2002) Tracey, R. R. S. (2002-2005) MacLean, D. M. (2005-2007) Maker, L. W. (2006-2008)ISSN: 00425214law reports; digests; etc -- victoria -
RMIT GSBL Justice Smith Collection
Journal series, Hemming, G. W, The law reports : equity cases : before the Master of the Rolls and the Vice-Chancellors, 1866
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 20 Volume range: Vol. 1 (1865-1866) - Vol. 20 (1875)law reports; digests; etc--great britain--cases, bankruptcy--great britain--cases, equity--great britain--cases -
RMIT GSBL Justice Smith Collection
Journal series, Bulwer, J. R, The law reports : court of common pleas, 1866
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 15 Volume range: Vol. 1 (1865-66) - Vol. 10 (1874-75) & Vol. 1 (1875-76) - Vol. 5 (1879-80) law reports; digests; etc. -- great britain, law reports; digests; etc. -- great britain -- periodicals -
RMIT GSBL Justice Smith Collection
Journal series, Bulwer, J. R, The law reports : high court of admiralty and ecclesiastical courts, 1867
Previous owners: T. H. Smith, T. W. Smith, No. of volumes: 4 Volume range: Vol. 1 (1867) - Vol. 4 (1875)law reports; digests; etc. -- great britain, admiralty -- great britain -- cases, ecclesiastical law -- great britain -- cases -
RMIT GSBL Justice Smith Collection
Journal series, The Council of Law Reporting, The law reports : Scotch and divorce appeal cases before the House of Lords, 1869
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 2 Volume range: Vol. 1 (1866) - Vol. 2 (1875)law reports; digests; etc--scotland, law reports; digests; etc--great britain, appellate procedure--great britain, jurisdiction--great britain -
RMIT GSBL Justice Smith Collection
Journal series, Bulwer, J. R, The law reports : cases determined by the Court of Crown Cases reserved, 1872
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 2 Volume range: Vol. 1 (1865-1872) - Vol. 2 (1872-1875) law reports; digests; etc. -- great britain, criminal law -- great britain -- cases, law reports; digests; etc. -- great britain -- periodicals -
RMIT GSBL Justice Smith Collection
Journal series, Clark, C, The law reports : English and Irish appeal cases and claims of peerage before the House of Lords, 1866
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 7 Volume range: Vol. 1 (1866) - Vol. 7 (1874-1875) law reports; digests; etc. -- great britain, nobility -- claims, appellate procedure -- great britain -- cases -
RMIT GSBL Justice Smith Collection
Book, Oram, R. T, Commonwealth statute law decisions, 1903-1950, being sections of the Commonwealth statutes including the constitution, judicially considered by the High Court of Australia and the Judicial Committee of the Privy Council, 1951
Second edition No. of volumes: 2 Volume range: Vol. 1-2 Missing volume: Vol. 1annotations and citations (law) -- australia, law reports; digests: etc. -- australia, law -- australia -- indexes -
RMIT GSBL Justice Smith Collection
Journal series, The Law Book Co. of Australasia Pty Ltd, The Australian Law Journal [Australian Law Reports], 1928
Previous owners: T. H. Smith, T. W. SmithNo. of volumes: 209 Volume range: Vol. 1 (1927) - Vol. 88 (2014) + Indexes for Vols. 1-87 Australian Law Journal (ALJ) bound: Vols. 1-82 ALJ reports bound: Vols. 47, 51, 53-82 ALJ unbound: Vols. 83-88 Index range bound: Vols. 1-30, 1-38, 1-50, 51-76 Index range unbound: Vols. 51-75, 77-80, 77-81, 77-82, 77-83, 77-84, 77-85, 77-86, 77-87 ISSN: 00049611law -- australia -- periodicals, law -- australia, law reports: digests: etc -- australia -
RMIT GSBL Justice Smith Collection
Journal series, Stillwell & Knight, The Australian jurist reports : Supreme Court of the Colony of Victoria, [1871]
Previous owners: T. H. Smith, T. W. Smith, Samuel LeonNo. of volumes: 5 Volume range: Vol. 1 (1870) - 5 (1874) Editors: Purves, J. L. (Vol. 1-2) McKinley, W. (Vol. 1-2) Stevenson, P. (Vol. 3-5) law reports: digests: etc. -- victoria -- periodicals -
RMIT GSBL Justice Smith Collection
Journal series, Dorter, J. B, Building and construction law, 1985
Previous owner: T. H. SmithNo. of volumes: 66 Volume range: Vol. 1 No. 1 (1985) - Vol. 13 No. 6 (1997) ISSN: 08150605building laws -- australia -- periodicals, law reports: digests: etc -- australia -
RMIT GSBL Justice Smith Collection
Journal series, LBC Information Services, The Federal Court reports : the authorised reports of decisions of the Federal Court of Australia, 1988
Previous owner: Phillips FoxNo. of volumes: 189 Volume range: Vol. 20 - 175 part 2 + Consolidated Indexes for Vols. 1-25, 26-50, 51-80, 81-100, 101-127, 128-150, 151-170 Missing volumes: Vol. 24 part 1-2 Editors: Batt, J. M. (Vol. 20 - 22) Kline, V. (Vol. 23 - 175 part 2) Davies, O. M. L. (Indexes)ISSN: 08137803australia. federal court -- digests -- periodicals, law reports: digests: etc. -- australia -- periodicals