The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend.Small flyer in cream colour paper and printed in blue ink. Flying angel flag at the top left corner.seafarers service, 1907, reverend alfred gurney goldsmith, dr lowther clarke, archibishop of melbourne, st paul cathedral, admiral sir wilmot fawkes, seamen's mission, missions to seamen, battle of trafalgar, trafalgar day, horatio nelson

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907 and has been held every year since.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend.8 pages booklet in cream colour printed in black ink.seafarers service, 1907, reverend alfred gurney goldsmith, dr lowther clarke, archibishop of melbourne, st paul cathedral, admiral sir wilmot fawkes, seamen's mission, missions to seamen, battle of trafalgar, trafalgar day, horatio nelson

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend. During the pandemic, the event, like many others, happened without public so was broadcasted live on Channel 31 on the 19 October 2020, and then livestreamed on Tube on 20 October 2020.Flyer invitent to watch the annual seafarers service broadcasted in 2020covid, 2020, online, youtube, live broadcast, st paul's cathedral, melbourne, merchant navy, royal australian navy, ran, mission to seafarers, seafarers service, pandemic, nigel porteous, reverend onofre punnay, inni punnay, channel 31, battle of trafalgar, trafalgar day, horatio nelson

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend. During the pandemic, the event, like many others, happened without public so was broadcasted live on Channel 31 on the 19 October 2020, and then livestreamed on Tube on 20 October 2020.Program of service of the annual seafarers service broadcasted in 2020covid, 2020, online, youtube, live broadcast, st paul's cathedral, melbourne, merchant navy, royal australian navy, ran, mission to seafarers, seafarers service, pandemic, nigel porteous, reverend onofre punnay, inni punnay, channel 31, battle of trafalgar, trafalgar day, horatio nelson

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend. The service was performed on Sunday 17 October 2021.Flyer invitation to the annual seafarers service 17 October 2021covid, 2020, online, youtube, live broadcast, st paul's cathedral, melbourne, merchant navy, royal australian navy, ran, mission to seafarers, seafarers service, pandemic, nigel porteous, reverend onofre punnay, inni punnay, channel 31, battle of trafalgar, trafalgar day, horatio nelson

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907. National and house flags are used during the annual Seafarers Service. The Melbourne Harbor Trust was established in 1877 to improve and operate port facilities for the growing city of Melbourne. It was superseded by the Port of Melbourne Authority in 1978 and later by the Port of Melbourne Corporation. The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend.Large blue rectangular flag with the Blue Ensign and two white anchors on the rightM.H.T written in black penflag, melbourne harbour trust, m.h.t., seafarers service

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907. National and house flags are used during the annual Seafarers Service. Eastern and Australian Steam Ship Company, a small line which played a strong part in Australian maritime history, providing links from Australia (in particular Queensland) and New Zealand to South-east Asia from 1873 to 1983.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend.Large green flag with crest of a gold lion rampant holding a gold fouled anchor on a red stripe.E & A written in black penflag, seafarers service, shipping company, e&a, eastern and australian, house flag

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907. National and house flags are used during the annual Seafarers Service. Eastern and Australian Steam Ship Company, a small line which played a strong part in Australian maritime history, providing links from Australia (in particular Queensland) and New Zealand to South-east Asia from 1873 to 1983.The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend.Large green flag with crest of a gold lion rampant holding a black fouled anchor on a red stripe.E & A written in black penflag, seafarers service, shipping company, e&a, eastern and australian, house flag

The first Seafarers Service was held on 23 October 1905 in the St Paul's Cathedral in London to celebrate the Centenary of the Battle of Trafalgar and the death of Vice-Admiral Horatio Nelson on 21 October 1805. Reverend Alfred Gurney Goldsmith launched the first Seafarers Service two years later and the first service was held on Sunday 10 November 1907. National and house flags are used during the annual Seafarers Service. The service continue to reflect the full range of the maritime activities in Australia. Representatives come from the Royal and Merchant Navies, the commercial world, shipping companies, mission and philanthropic societies, veterans’ associations, labour unions, youth and leisure organisations, but anyone is welcome to attend.Large white rectangular flag with the Australian Blue Ensign and the letters HMC.flag, seafarers service, australian border force, h.m.c., customs

The Maling Pottery of Newcastle upon Tyne, England, was in production from 1762 to 1963. In its heyday it claimed to be the biggest pottery in the world. The first Maling pottery was established at North Hylton, near Sunderland, in 1762 by William Maling. William’s descendants who moved to the Newcastle area and built a succession of larger works. The last of these – the Ford B pottery – was begun in 1878 and occupied a 14 acre site... Maling’s stock in trade was everyday white ware – marmalade jars for Keillers and Coopers, crockery for railways, shipping lines and hotels, and a huge variety of domestic kitchenware. With a significant export trade in the 1920s they had showrooms in Australia, New Zealand and Denmark. Mary Ford, daughter of an Edinburgh glass manufacturer, married Christopher Maling. Christopher Thompson Maling’s initials form one of the company’s early factory marks – the letters CTM inscribed vertically inside a triangle. The Maling name (which had first appeared with the castle mark in the 1920s) and extended to the trade name “Cetem Ware” when the company adopted its well known trademark of a castle in the early years of this century. The “Cetem” name continued to be used into the 1930s. the Maling name continued to be used as a trademark until the factory finally closed in 1963 The outbreak of World War 11 in 1939 marked the beginning of a long decline. Many of the factory’s workers were called up for military service, and wartime restrictions prevented decorative ware being produced for the home market.A larger oval china platter with blue garland around the rim ‘ CETEM WARE’ EMPIRE c1930 On base ; CETEM WARE / over a Castle / EMPIRE / Rd No 519757 china, pottery, cetem ware, maling pottery co ltd., maling william, maling christopher thompson, ford mary, newcastle upon tyne uk, crockery, north hylton sunderland uk, moorabbin, bentleigh, market gardeners, early settlers, cheltenham, world war 11 1939-45, cooking

Langlands Company History: Langlands foundry was Melbourne's first foundry and iron shipbuilder established in 1842, only 8 years after the founding of the Victorian colony by two Scottish immigrants, Robert Langlands and Thomas Fulton, who had formed a partnership before emigrating (1813–1859). The business was known as the 'Langlands Foundry Co'. Henry Langlands (1794-1863), left Scotland in 1846 with his wife Christian, née Thoms, and five surviving children to join his brother Robert. By the time he arrived in early January of 1847 the partnership of Robert Langlands and Fulton had dissolved as Fulton had gone off to establish his own works. It was at this time that the two brothers took over ownership of Langlands foundry. Several years later Robert retired and Henry became sole the proprietor. The foundry was originally located on Flinders Lane between King and Spencer streets. Their sole machine tool, when they commenced as a business, was a small slide rest lathe turned by foot. In about 1865 they moved to the south side of the Yarra River, to the Yarra bank near the Spencer Street Bridge and then in about 1886 they moved to Grant Street, South Melbourne. The works employed as many as 350 workers manufacturing a wide range of marine, mining, civil engineering, railway and general manufacturing components including engines and boilers. The foundry prospered despite high wages and the lack of raw materials. It became known for high-quality products that competed successfully with any imported articles. By the time Henry retired, the foundry was one of the largest employers in Victoria and was responsible for casting the first bell and lamp-posts in the colony. The business was carried on by his sons after Henry's death. The company was responsible for fabricating the boiler for the first railway locomotive to operate in Australia, built-in 1854 by Robertson, Martin & Smith for the Melbourne and Hobson's Bay Railway Company. Also in the 1860s, they commenced manufacture of cast iron pipes for the Board of Works, which was then laying the first reticulated water supply system in Melbourne. Langlands was well known for its gold mining equipment, being the first company in Victoria to take up the manufacture of mining machinery, and it played an important role in equipping Victoria's and Australia's first mineral boom in the 1850s and 1860s. Langlands Foundry was an incubator for several engineers including Herbert Austin (1866–1941) who worked as a fitter at Langlands and went on to work on the Wolesely Shearing machine. He also founded the Austin Motor Company in 1905. Around the 1890s Langlands Foundry Co. declined and was bought up by the Austral Otis Co. in about 1893. History for Grimoldi: John Baptist Grimoldi was born in London UK. His Father was Domeneck Grimoldi, who was born in Amsterdam with an Italian Father and Dutch mother. Domeneck was also a scientific instrument maker. John B Grimoldi had served his apprenticeship to his older brother Henry Grimoldi in Brooke Street, Holburn, London and had emigrated from England to Australia to start his own meteorological and scientific instrument makers business at 81 Queens St Melbourne. He operated his business in 1862 until 1883 when it was brought by William Samuel and Charles Frederick, also well known scientific instrument makers who had emigrated to Melbourne in 1875. John Grimoldi became successful and made a number of high quality measuring instruments for the Meteorological Observatory in Melbourne. The barometer was installed at Warrnambool's old jetty and then the Breakwater as part of the Victorian Government's insistence that barometers be placed at all major Victorian ports. This coastal barometer is representative of barometers that were installed through this government scheme that began in 1866. The collecting of meteorological data was an important aspect of the Melbourne Observatory's work from its inception. Just as astronomy had an important practical role to play in navigation, timekeeping and surveying, so the meteorological service provided up to date weather information and forecasts that were essential for shipping and agriculture. As a result, instruments made by the early instrument makers of Australia was of significant importance to the development and safe trading of companies operating during the Victorian colonies early days. The provenance of this artefact is well documented and demonstrates, in particular, the importance of the barometer to the local fishermen and mariners of Warrnambool. This barometer is historically significant for its association with Langlands’ Foundry which pioneered technology in the developing colony by establishing the first ironworks in Melbourne founded in 1842. Also, it is significant for its connection to John B Grimoldi who made the barometer and thermometer housed in the cast iron case. Grimoldi, a successful meteorological and scientific instrument maker, arrived in the colony from England and established his business in 1862 becoming an instrument maker to the Melbourne Observatory. Additional significance is its completeness and for its rarity, as it is believed to be one of only two extant barometers of this type and in 1986 it was moved to Flagstaff Hill Maritime Village as part of its museum collection. Coast Barometer No. 8 is a tall, red painted cast iron pillar containing a vertical combined barometer and thermometer. Half way down in the cast iron framed glass door is a keyhole. Inside is a wooden case containing a mercury barometer at the top with a thermometer attached underneath, each with a separate glass window and a silver coloured metal backing plate. Just below the barometer, on the right-hand side, is a brass disc with a hole for a gauge key in the centre. The barometer has a silvered tin backing plate with a scale, in inches, of "27 to 31" on the right side and includes a Vernier with finer markings, which is set by turning the gauge key. The thermometer has a silvered tin backing plate with a scale on the left side of "30 to 140". Each of the scales has markings showing the units between the numbers.Inscription at the top front of the pillar reads "COAST BAROMETER" Inscribed on the bottom of the pillar is "No 8". and "LANGLANDS BROS & CO ENGINEERS MELBOURNE " The barometer backing plate is inscribed "COAST BAROMETER NO. 8, VICTORIA" and printed on the left of the scale, has "J GRIMOLDI" on the top and left of the scale, inscribed "Maker, MELBOURNE". There is an inscription on the bottom right-hand side of the thermometer scale, just above the 30 mark "FREEZING" Etched into the timber inside the case are the Roman numerals "VIII" (the number 8)flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, warrnambool breakwater, coast barometer, coastal barometer, barometer, weather warning, ports and harbours, fishery barometer, sea coast barometer, austral otis co, coast barometer no. 8, henry grimoldi, henry langlands, john baptist grimoldi, langlands foundry co, meteorological instrument maker, robert langlands, scientific instrument maker, thermometer, thomas fulton

Print of a picture of the S.S. Casino, This print is from an original painting by the Australian marine artist A V Gregory (1867-1957), also known as Arthur Victor Gregory. Gregory lived and worked in South Melbourne. He took over the Gregory Studio owned by his father, George Frederick Gregory, painting actively between 1899 and 1932. He usually signed his works as ‘A V Gregory’. Some of his original works have been sold for thousands of dollars. The S.S. Casino was a passenger and freight steamer built in Dundee, Scotland, in 1882 for the Newcastle and Hunter River Steam Navigation Company of N.S.W. She weighed 425 tons gross with a length of 160.4 feet, beam of 24.1 feet and a depth of 10.2 feet. She had saloon accommodation for 35 people, a fore cabin for 25 more people, and she carried 300 tons of cargo. While on her delivery journey on May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal ., narrowly escaping going ashore in gale force winds due to the quick action of the pilot. At that time, still at anchor, she impressed the directors of the Belfast and Koroit Steam Navigation Company so much that they bought her immediately; she was ideal for trade along the West Coast of Victoria. (The Belfast and Koroit Steam Navigation Company was first managed by Messers. Saltau and Osburne and after the passing of Mr. Osburne, by produce merchants Messers H. Sautau and Sons, who had a hay and corn store and shipping agency on the corner of Liebig and Koroit Streets in Warrnambool. ) The S.S. Casino became “the most famous steamer to operate in Victorian waters along the West Coast” by author Jack Loney. Captain Boyd was her first Master, followed by Captain Chapman, who stayed with her from 1890 until 1924. Captain W. Robertson followed for a short term, and then Captain Middleton then took command from 1925 - 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when she collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when she grounded on a reef at Point Hawdon near Grey River and most of her cargo (of Christmas goods) had to be dumped into the sea. Then in February 1929 she was ‘holed’ when she struck a submerged object as she entered Lady Bay, Warrnambool. On the morning of 10th July 1932, after attempting to berth at Apollo Bay jetty in heavy seas, Captain Middleton decided to take her out into the bay and wait until the seas abated. It was not realised that the anchor used to steady her as she manoeuvred to her berth had pierced her hull. She put about and headed for the beach but sank. Captain Middleton and nine others lost their lives; nine people were rescued including the two female passengers. Captain Middleton had been in charge of the S.S. Casino for seven years. He was the first ship’s Master to lose his life in a shipwreck in the West Coast trade. In the years following the turn of the century, the S.S. Casino remained the only regular trader with normal passenger accommodation along the West Coast. From 1882 she had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a photograph of a portrait of Captain Chapman, , a ship model of the S.S. Casino that shows both forms of power under which she sailed, steam and sail. The ship is painted green and flies three flags. The inscription across the case of the ship model, incorrectly dated, tells the sad story of the wreck of the ship and the loss of lives on July 10th 1932 at Apollo Bay. A print in the Collection shows S.S. Casino underway in the heavy sea off Point Lonsdale, another two photographs show her at the Port of Warrnambool, leaving from the Breakwater in Lady Bay and another identifies the S.S. Casino as a ship from the Belfast and Koroit Steam Navigation Company. (Belfast is the original name for the township of Port Fairy).This print of the S.S. Casino is of significance for its association with the coastal trader S.S. Casino. The wreck of the S.S. Casino is considered an important part of Victorian and Australian cultural heritage and as such has been declared and protected as an Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). The detailed image of the vessel depicted in this print shows one of the many sail and steam vessels painted by the renowned Victorian marine artist A V Gregory, whose original works are highly valued today by marine collectors.Print with hand-painted watercolour highlights depicting the port side steamship SS Casinounderway in a heavy sea, merchant flag flying at the stern. Mounted in a decorative wooden frame behind glass. The original painting was by A V Gregory. The title of the picture is repeated in handwritten words on the matte below the artist's signature on the print.Signed "A V Gregory" Hand painted title "SS Casino off Point Lonsdale"flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, newcastle and hunter river steam navigation company, belfast and koroit steam navigation company, h. sautau and sons, s.s. casino, west coast trader s.s. casino, victorian coastal trader, captain boyd, captain w. robertson, captain chapman, captain middleton, apollo bay shipwreck, s.s. casino at lady bay warrnambool, saltau and osburne, a v gregory, arthur victor gregory, melbourne artist

This wooden cardholder has been made from the wood of the screw steamer S.S. Edina, most probably after she was broken up in 1957, but could have been made after one of several renovations during her lifetime. The slotted design of the cardholder allows a card to stand vertically and the base is made wider to stableise the holder. It could be used for holding items such as place cards, menus, table numbers. ABOUT THE S S EDINA The three masted iron screw steamer SS Edina was built in Glasgow, Scotland, in 1854 by Barclay and Curle. She was adorned with the figurehead of ‘fair maid of Judea’. The many years of service made SS Edina famous worldwide as the longest serving screw steamer. (The term screw steamer comes from being driven by a single propeller, sometimes called a screw, driven by a steam engine.) SS Edina’s interesting history includes English Chanel runs, serving in the Crimean Ware carrying ammunition, horses and stores to the Black Sea, and further service in the American Civil War and later, serving in the western district of Victoria as well as in Queensland and carried gold, currency and gold prospectors Australia to New Zealand. SS Edina had the privilege of being an escort vessel to H.R.H. the Duke of Edinburgh during his visit to Australia in 1867. In March 1863 SS Edina arrived in Port Phillip Bay, Melbourne, and was bought by Stephen Henty, of Portland fame, to work the cargo and passenger run from Melbourne – Warrnambool – Port Fairy - Portland. After a short time of working the run from Australia to New Zealand, with passengers and cargo that included gold and currency, she returned to her Melbourne - Warrnambool – Port Fairy run, with cargo including bales of wool produced in the western district of Victoria. The Warrnambool Steam Packet Company purchased SS Edina in 1867; she was now commanded by Captain John Thompson and Chief Engineer John Davies. She survived several mishaps at sea, had a complete service and overhaul, and several changes of commanders. In 1870 SS Edina was in Lady Bay, Warrnambool, when a gale sprung up and caused a collision with the iron screw steamer SS Dandenong. SS Edina’s figurehead was broken into pieces and it was not ever replaced. SS Edina was re-fitted in 1870 than was used as a coastal trader in Queensland for a period. She was then brought to Melbourne to carry cargo and passengers between Melbourne and Geelong and performed this service 1880-1938. During this time (1917) she was again refitted with a new mast, funnel, bridge and promenade deck, altering her appearance. In 1938, after more collisions, SS Edina was taken out of service. However she was later renamed Dinah and used as a ‘lighter’ (a vessel without engine or superstructure) to be towed and carry wool and general cargo between Melbourne and Geelong. In 1957, after 104 years, the SS Edina was broken up at Footscray, Melbourne. Remains of SS Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. [Reference: A Brief Review of Steam Navigation in Victoria; C Dickson Gregory; Centenary Maritime Exhibition catalogue, 1934; published by Shiplovers' Society of Victoria Dandenong, Passengers in History, http://passengersinhistory.sa.gov.au/node/924034 Edina, Victorian Heritage Database VHR S199 http://vhd.heritage.vic.gov.au/shipwrecks/heritage/199 SS Edina, Coastal Trader and Passenger Ship 1853-1938, Museum Victoria Collections, https://collections.museumvictoria.com.au/articles/6227 SS ‘Edina’ – the Longest Serving Screw Steamer in the World, POI Australia, https://poi-australia.com.au/ss-edina-the-longest-serving-steamer-in-the-world/ ]This card holder is made from wood from the SS Edina and is significant for its association with that vessel. The SS Edina is heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The SS Edina was purchased in the late 1860’s by local Warrnambool business, the Warrnambool Steam Packet Co. and continued trading from there as part of the local business community. The SS Edina’s original ‘fair maid of Judea’ figurehead was broken to pieces in a collision with another vessel (the SS Dandenong) in a gale off Warrnambool, Victoria, in 1870. Card holder, made from the wood from the SS Edina (screw steamer ship). Holder is cylindrical shape, wider turned wood base. Top is divided with a space in the centre tor inserting a card. Rectangular metal plaque, gold coloured, has a printed inscription within black border. Made c. 1854 - 1957.Printed in black lettering on gold coloured plaque "MADE FROM / THE WOOD OF / S.S. EDINA"warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, barclay & curle, figurehead 'fair maid of judea', centenary maritime exhibition 1934, a brief review of steam navigation in victoria, pleasure steamer edina, trade and travel late 19th and early 20th century, trade melbourne to geelong, screw steamer edina, coastal trader edina, lighter dinah, cargo carrying for cremean war, cargo carrying for american civil war, passenger and trade in western district of victoria, export gold and currency and gold diggers to new zealand, export vessel to h r h the duke of edinburgh, melbourne - warrnambool - port fairy - portland cargo run, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay warrnambool, lighter edina, shipping victoria, port phillip bay steamers, steamship great britain, edina, vhr s199 victorian heritage database, card holder, menu holder, table number holder, souvenir of the ss edina

The donor (a local resident.) of this coin found this penny token coin in the sand dunes of Lady Bay, Warrnambool, in 2023. The coin could have come from a local shipwreck, passengers, or members of the community. Trade was carried out along the southwest coast of Victoria between Melbourne and Portland, with the Port of Warrnambool receiving passengers and goods by coastal traders, the steamboat that set off from ports every few days. One such vessel was the steamship SS Edina that made her first voyage from Melbourne to Portland in 1863. For around a decade or so in the Gold Rush period in Australia there was a shortage of official government currency. It was acceptable during this time to use token coins minted by local businesses to be used within their store, much like the loyalty and rewards cards that businesses give their customers in modern times. The tokens were also a good way to advertise their wares and details. The first token was introduced in Melbourne in 1848 and were used until 1868, when they became illegal in New South Wales. They were minted in Australia and overseas. The token was issued by Robert Hyde & Co. who traded in second-hand goods such as old clothes, sheets, metal items and glass, which they resold to be re-manufactured, or "recycled".A token such as this one identifies businesses existing in the post-Gold Rush period in Australia. Round copper coin. Penny token coin bearing the Australian Coat of Arms and motto. The coin also has the company's name, location, nature of business and motto. The coin has grooves around the edge. It was made in 1861.OBVERSE: Logo: (Australian Coat of Arms), Motto: "PEACE & PLENTY", Date: 1861 REVERSE: "ROBERT HYDE & CO MELBOURNE", "GENERAL MARINE STORE, SHIPPERS OF RAGS GLASS METALS &.C"flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, merchant token, melbourne, token, australian token, trade token, coins, merchants, medal, colonisation, gold rush, robert hyde & co., general marine store, shippers of rags glass metals etc., numismatics, second-hand scrap, scrap goods

The Port of Warrnambool - In the early years the Port of Warrnambool was a busy port. Steamships and sailing ships were frequent visitors to the port. Steam navigation companies were plentiful, carrying passengers and freighting cargo such as coal, timber, food, livestock, furniture, hardware and haberdashery between Melbourne and the ports along the southwest coast of Victoria, including Warrnambool. The carts would take their loads into the township for distribution. The Breakwater was built (using 32 ton blocks of concrete) between 1874 and 1890 to provide ships with greater protection from the Southern Ocean. The Lifeboat and Rocket House - The coastline of South West Victoria has had 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. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built to house it, followed in 1864 by a rocket house to safely store the Rocket Rescue equipment. In 1878 the buildings were moved to the Breakwater area, and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost one hundred years the lifeboat and rocket crews, mostly local volunteers, trained regularly to maintain and improve their skills, summoned when needed by alarms, gunshots, ringing bells and foghorns. Some became local heroes but all served an important role. By the end of the 1950s the lifeboat and rescue equipment had become obsolete. Joseph Jordan - Joseph Jordan was born in 1841 in Leicester England. When he was 16 he joined the 7th Queen's Own Hussars and was sent to India at the outbreak of the mutiny. He took part in the relief of Lucknow and remained in India for eleven years. It was during this time, he became interested in photography. He was posted to New Zealand and later came to Victoria, becoming a sergeant major of the Mounted Rifles. In the mid 1880s he came to the Western district where he was responsible for establishing units of the Mounted Rifles in various country towns such as Dunkeld, Mortlake, Panmure, Bushfield, Koroit etc. He resigned from the army in 1889 and set up a professional photography studio in Liebig Street, Warrnambool. He became very well known in the Western District for family photographs, official photographs of local councillors and groups as well as views of local scenery. In 1891 he photographed the wrecked barque "Fiji" at "Wrecks Beach" near Princetown. His business was taken over by his son Arthur around 1917. Joseph was a keen rifle shot and in 1924 he donated the "Jordan Shield" as a prize to the Victorian Rifle Association. He was made a "Life Honorary Member" of the Warrnambool Returned Soldiers League and in 1933 he was recognised as being the oldest living soldier in Victoria. Joseph died in 1935 aged 95.This photograph is significant for its association with the Port of Warrnambool and the Warrnambool Breakwater as it shows a point in time when shipping activities were an important part of Warrnambool's commerce and social development. It is also a record of the Warrnambool Lifeboat and Rocket house which was important in aiding ordinary citizens, harbour employees and the volunteer boat and rescue crew in saving the lives of sailors and passengers due to the high number of shipwrecks that occurred along the coastline. Joseph Jordan is a significant figure in Warrnambool history as he helped to establish early units of the Mounted Rifles (G Company) in local towns during the late 1880's and later, photographed local scenes, groups and citizens of early Warrnambool. Sepia photograph showing the beach and the Breakwater in Lady Bay Warrnambool, two ships (a steamship and a barque), a small sailboat, and the Lifeboat and Rocket House plus two smaller sheds.Front of photo - BREAKWATER, WARRNAMBOOL, VICTORIA Back of photo - "From: P Gregory / 365 Beach Road / BLACK ROCK 3193"flagstaff hill, flagstaff hill maritime museum, warrnambool, warrnambool harbour, port of warrnambool, tramway jetty, breakwater, lifeboat and rocket shed, steamship, barque, photograph of lady bay, rocket house, shipping, joseph jordan, lady bay, views of warrnambool, jordan photography

This drawing of the screw steamer SS Edina depicts the vessel in the period of service in Australia from the 1870's onward until the time when she was cut down to use as a 'lighter' to carry cargo in 1938. The artist is unknown. ABOUT THE S S EDINA The three masted iron screw steamer SS Edina was built in Glasgow, Scotland, in 1854 by Barclay and Curle. She was adorned with the figurehead of ‘fair maid of Judea’. The many years of service made SS Edina famous world-wide as the longest serving screw steamer. (The term screw steamer comes from being driven by a single propeller, sometimes called a screw, driven by a steam engine.) SS Edina’s interesting history includes English Chanel runs, serving in the Crimean Ware carrying ammunition, horses and stores to the Black Sea, and further service in the American Civil War and later, serving in the western district of Victoria as well as in Queensland and carried gold, currency and gold prospectors Australia to New Zealand. SS Edina had the privilege of being an escort vessel to H.R.H. the Duke of Edinburgh during his visit to Australia in 1867. In March 1863 SS Edina arrived in Port Phillip Bay, Melbourne and was bought by Stephen Henty, of Portland fame, to work the cargo and passenger run from Melbourne – Warrnambool – Port Fairy - Portland. After a short time of working the run from Australia to New Zealand, with passengers and cargo that included gold and currency, she returned to her Melbourne - Warrnambool – Port Fairy run, with cargo including bales of wool produced in the western district of Victoria. The Warrnambool Steam Packet Company purchased SS Edina in 1867; she was now commanded by Captain John Thompson and Chief Engineer John Davies. She survived several mishaps at sea, had a complete service and overhaul and several changes of commanders. In 1870 SS Edina was in Lady Bay, Warrnambool, when a gale sprung up and caused a collision with the iron screw steamer SS Dandenong. SS Edina’s figurehead was broken into pieces and it was not ever replaced. SS Edina was re-fitted in 1870 then was used as a coastal trader in Queensland for a period. She was then brought to Melbourne to carry cargo and passengers between Melbourne and Geelong and performed this service 1880-1938. During this time (1917) she was again refitted with a new mast, funnel, bridge and promenade deck, altering her appearance. In 1938, after more collisions, SS Edina was taken out of service. However she was later renamed Dinah and used as a ‘lighter’ (a vessel without engine or superstructure) to be towed and carry wool and general cargo between Melbourne and Geelong. In 1957, after 104 years, the SS Edina was broken up at Footscray, Melbourne. Remains of SS Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. This drawing of the SS Edina is significant for its association with the screw steamer SS Edina. The SS Edina is heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The SS Edina was purchased in the late 1860’s by local Warrnambool business, the Warrnambool Steam Packet Co. and continued trading from there as part of the local business community. The SS Edina’s original ‘fair maid of Judea’ figurehead was broken to pieces in a collision with another vessel (the SS Dandenong) in a gale off Warrnambool, Victoria, in 1870.Drawing in pen and ink, of screw steamer vessel SS Edina, framed in decorative timber and glass. View of bow of SS Edina with vessel's name on bow. SS Edina is in dry dock, background shows a power pole and roof. Ship configuration in the drawing was 1870's - 1938. Drawing dated c. 1890's.Drawn on bow "EDINA"warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, barclay & curle, figurehead 'fair maid of judea', centenary maritime exhibition 1934, a brief review of steam navigation in victoria, pleasure steamer edina, trade and travel late 19th and early 20th century, trade melbourne to geelong, screw steamer edina, coastal trader edina, lighter dinah, cargo carrying for cremean war, cargo carrying for american civil war, passenger and trade in western district of victoria, export gold and currency and gold diggers to new zealand, export vessel to h r h the duke of edinburgh, melbourne - warrnambool - port fairy - portland cargo run, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay warrnambool, lighter edina, shipping victoria, port phillip bay steamers, steamship great britain, edina, vhr s199 victorian heritage database, drawing of ss edina, pen and ink drawing of ss edina, pen and ink drawing 1870's - 1938, maritime drawing of screw steamer

This painting of the “La Bella” is associated with Flagstaff Hill’s collection of artefacts from the wreck of the “La Bella”. It was painted around the 1980s by maritime artist Philip J. Gray. Some 15 – 17 ships are believed to have sunk in Lady Bay, but only two have been discovered on the seafloor; the “La Bella” and the “Edinburgh Castle”. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. The Kosnar Picture Framing and Mirrors Shop identified the "GRAY 3135, Y04/111" as their job number for the framing and said that the label "ANOTHER KOSNAR FEATURE" was last used before about 1990. About artist Philip J. Gray “Philip is one of Australia’s leading maritime artists and his meticulous research and social commentary paintings of ships, such as, the Loch Ard and Schomberg form an important part of Warrnambool’s Flagstaff Hill Maritime Museum.” [Dr Marion Manifold, Artist and Art Historian, 2014] Philip James Gray was born in London but has lived most of his life in Australia. He graduated from a London school of art as an illustrator, specialising in technical and scientific illustration as well as other commercial and applied art. He was also a student for a time of Fyffe Christie - British figurative artist, mural painter and humanitarian – who had a great influence on his career. Philip has always worked as a professional artist and illustrator. Many publications on maritime history have featured his work. His paintings have been released and sold all over the world as limited edition prints. The State Library of Victoria’s ‘Latrobe Collection’ holds two of his paintings. His street painting of ‘The Ashes Contest’ decorates the brick wall of Old Bakery Laneway in Sunbury and a Sunbury café owner commissioned him to paint the ‘Sunbury Pop Festival’ as a remembrance of local history. Philip has been an active member of the Sunbury Art Society in Victoria for several years, serving on the committee for some of that time and being involved in exhibitions. He enjoys helping new artists and sharing his skills and experience. About the “La Bella” The wreck of the La Bella lies at the bottom of the Warrnambool Harbour in Lady Bay. Some 15 ships are believed to have been wrecked there but only two have been discovered on the sea floor; the La Bella and the Edinburgh Castle. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. The story of the final voyage of the La Bella is summarised as follows … The ship from which the sailors were rescued was the three-masted, iron and steel barquentine the La Bella, built in Norway in 1893. She was one of two iron and steel ships by Johan Smith, the company being one of the leading shipping families in Tvedestrand, Norway. She was significant to Norwegian shipping, being one of only 27 iron and steel ships ever built in Norway. La Bella was registered in New Zealand and engaged from 1902 in inter-colonial trading of timber in the pacific, between New Zealand and Australia and was often in Port Phillip Bay, Victoria. On 5th October 1905 the twelve year old La Bella left Lyttleton, New Zealand carrying a cargo of timber bound for Warrnambool, Australia . She was manned by a crew of twelve: the Master, (Captain Mylius, previously 1st Mate of La Bella, appointed Captain to La Bella on 6th February 1903) 2 Mates, Cook, six able seamen, one ordinary seaman and a boy. Bad weather en-route caused her to shelter at Burnie on Tasmania's North West coast. On November 10th, the 37th day of her journey, La Bella approached Warrnambool. Captain Mylius steered her towards Lady Bay Channel in heavy south-west seas and evening mist. He ordered the helmsman to steer for the light. As the ship came round, a tremendous sea struck her on the port quarter, causing her to breach broadside in a north-westerly direction into breakers. The helm was brought round twice more, but each time heavy seas broke over her, the third time throwing the La Bella on to a submerged reef in Lady Bay now known as La Bella Reef (about 100 yards from the Warrnambool breakwater). The sea was so rough that it even wrenched a one-and-a-half ton anchor from its fastenings and into the sea. As Captain Mylius headed to the steel wheelhouse, intending to send up a rocket flare, a huge sea slammed the steel door into him (resulting in massive bruising front and back) Despite his injuries he still managed to set off a blue light, which he held up in his hands. La Bella’s lifeboats were filled with sea water and broke up on their chocks. The blue light was the first indication to people on shore that there was a ship in distress. The Harbour Master, Captain Roe (who lived in the Harbour Master’s House opposite Flagstaff Hill), organised a group of volunteers to crew the lifeboat because the trained crew was unavailable; the crewmen were working on a steamer in Port Fairy at the time. He then poured oil onto the water to try and smooth the sea. At around 11pm three of the crew took shelter in the steel forecastle but the sea crashed into it and broke it up. While the rest of the crew and onlookers watched helplessly in the moonlight the bodies were washed away into the sea, never to be seen again. Some of the crew lashed themselves to the weather rail to keep from being washed away. Watson, the ordinary seaman, became tangled in the rigging lines and was too weak to move, so the 2nd Mate, Robertson, put a line onto him so that he wouldn’t wash off. Around 11pm three of the crew were unconscious from exhaustion. The situation on La Bella was becoming dangerous. The 2nd Mate moved to the ‘house’ and soon afterwards the ship slipped in the heavy sea. The lashings of the 1st Mate and the ‘boy’ Denham had kept them safe until about 2am when they were washed overboard; no one was able to help. One by one, the exhausted crew were being washed overboard, too weak to hold on any longer. During the night the La Bella had broken into two and the deckhouse ran out towards the sea. Two more men drowned when trying to reach the lifeboat. By sunrise the only survivors of the twelve were the Master, 2nd Mate and three seamen. Early in the morning Captain Roe used the rocket apparatus on shore to try and shoot a line to the ship for a safer rescue but each attempt fell short of the target. Several attempts were made by the lifeboat to rescue the stricken sailors, but the rough conditions made this difficult for the boat to get close enough to the ship and the lifeboat had to return to shore. During a final attempt to reach the ship Captain Mylius ordered his men to jump into the sea. Leonard Robertson, 2nd mate, jumped and swam towards the lifeboat, taking hold of the boat hook offered to him. Oscar Rosenholme managed to reach the boat floating on a piece of timber from the ship’s load and a third survivor, Noake, also made the boat. Along with the lifeboat rescue crew, 25 year old William Ferrier rowed his small dingy through the heavy seas and managed to rescue the Captain, whom he landed on the breakwater. Ferrier then returned to the ship to attempt a final rescue, losing his oars and rowlocks into the high sea. Using just a spare paddle he skulled towards the La Bella, reaching her stern in time to cut loose the lone surviving sailor, Payne, from the lashing that held him to the ship; the terrified sailor dropped from the ship and into the dingy. Shortly after the last man was rescued, the La Bella was lifted by a huge wave and crashed back down on the reef; she broke up and sank. The ordeal had lasted ten hours. The survivors were taken to the nearby Bay View Hotel and gratefully received warm food and clothing, medical attention and a place to sleep. In the following days an unidentified body of a young person was washed ashore; it was either Watson or Denham. The body was buried in the Warrnambool cemetery with an appropriate gravestone and inscription. William Ferrier became a national hero as news of the daring rescue spread. In recognition of his bravery in the two daring rescues he was awarded the Silver Medal for Bravery by the Royal Humane Society and was honoured in the letter from the Prime Minister and the Parliament of the Commonwealth, telegrams and a cheque for £20 from the Governor General, over £150 subscribed by the public, including Warrnambool and district and readers of The Argus, and a gold medal from the Glenelg Dinghy Club of South Australia. Ferrier’s rescue efforts are one of the most heroic in Victoria’s shipwreck history. (William Ferrier’s son, Frank, received a similar award almost fifty years later, when he helped rescue four members of the crew on the yacht Merlan, after it ran on to a reef near the Point Lonsdale Lighthouse. ) The wreck of La Bella now lies on her port side in 13 metres of sheltered water inside the reef she struck. The bow section is relatively intact and part of the stern has drifted north-easterly towards the mouth of the Hopkins River. The reef the La Bella struck now bears its name. Those five rescued from the La Bella were Captain George Mylius, Leonard Robertson (2nd Mate, 21 years old), R. Payne, Oscar Rosenholme and Jack Noake. Those seven who lost their lives were Mr Coulson (1st mate), Charles Jackman (cook) Gustave Johnson, Pierre Johann and Robert Gent (all able seamen), Harry Watson (ordinary seaman) and Jack Denham (ship’s boy). Captain Mylius was found guilty of careless navigation; he had sailed into the bay without the services of a pilot. His Master Certificate was suspended for twelve months. Later he was also charged with manslaughter of one of the crew who had died when the La Bella was wrecked, but found not guilty. The event’s adverse publicity and damage to his career took a toll on his health and he died of a heart attack six months after the wreck; he was only thirty-seven. His body was buried in the Melbourne General Cemetery. The La Bella was “the best documented of all sailing ships owned in New Zealand”. Her record books, ship logs, correspondence and supporting papers are still available. At the time of the tragedy she was owned by Messers David C.Turnbull and Co. of Timaru, New Zealand timber merchants and shipping agents, who had purchased her on 13th December 1901. A detailed account of the last journey of La Bella can be read in “Leonard Robertson, the Whangaroa & La Bella” written by Jack Churchouse, published in 1982 by Millwood Press Ltd, Wellington, NZ.This painting of the La Bella by Philip J. Gray is part of the La Bella Collection and is significant at both a local and state level. Its connection to the La Bella shipwreck and the rescue of five survivors highlights the dangers of Victoria’s Shipwreck Coast. The painting connects with other objects and artefacts associated with the wreck of the La Bella. This painting is significant because of its association with the sailing ship “La Bella” . the “La Bella” is of local and state and national significance. It is one of the only two shipwrecks discovered in Lady Bay, Warrnambool, out of the 15-17 shipwrecks in the bay. Large framed painting of the three masted barquentine "La Bella" fully rigged. Painted by Phillip J Gray. A fine printed line squares off the painting. Beneath painting and line is a gold plate with black copper plate designating "La Bella" is encased in glass, surrounded by a silver-metal frame. Yellow and brown paper label is adhered to back of painting. Picture framed by Kosnar in Melbourne."The La Bella" on gold plaque Logo of "K" inside a brown square. "GRAY 3135, Y04/111", "ANOTHER KOSNAR FEATURE" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, painting, la bella, artist phillip j gray, maritime painting, lady bay warrnambool

This hand written letter, in black ink script on blue lined paper, is impressed with the official stamp of the Victoria Steam Navigation Board. The left margin has the reference “S82/12" It is transcribed: "Victoria Steam Navigation Board, Melbourne, January 12th 1882 To Frederick Chapman, Master, S.S. "Julia Percy" You are herewith furnished with a copy of the report of the Official Court which assembled to enquire into the circumstances attending the collision between the steamers "Julia Percy" and "Nelson" off Apollo Bay near Cape Otway on the morning of the 25th December 1881, and you are hereby expected to attend at the Board Room, Custom House, Melbourne, at 2pm, on 13th January instant to show cause why you should not be censured accordingly. [Signature] Secretary" This document refers to the matter of a collision between two steamships, the Julia Percy and the Nelson, on 25th December 1881. The Julia Percy was at that time owned by her first owners, the Warrnambool Steam Packet Company, and she sailed under the command of Captain Chapman. She had left Melbourne the evening of 24th December, with about 150 passengers, sailing in fine weather through Port Phillip Heads around 9pm. She was headed for Warrnambool, Belfast (now named Port Fairy) and Portland. The Julia Percy was off Apollo Bay when Captain Chapman was woken by the ship’s whistle after midnight, the steamer Nelson being on a collision course with the Julia Percy.[See Link.] The Nelson struck Julia Percy midship. Boats were lowered from the ship (apart from a damaged lifeboat) and about 30-40 of the passengers boarded the Nelson. The engine room and the forehold were checked and found clear of water. The company manager, Mr Evans, had been on the Nelson, so he boarded and inspected the Julia Percy and the decision was made to continue on to Warrnambool with the passengers as there appeared to be no immediate danger. However, Captain Thomas Smith said the Nelson was taking on water, so Julia Percy followed her for about an hour towards Melbourne on standby in case of need. Then Julia Percy turned around towards Warrnambool again. Shortly afterwards the Nelson turned to follow her, the ships stopped and passengers were returned to Julia Percy, and three from Julia Percy boarded the Nelson. Both ships proceeded on their way. Julia Percy passed Cape Otway light afterwards, signalling that there had been a collision. It was discovered later that one of the passengers was missing, then thought to have boarded the Nelson but later thought to have fallen into the sea and drowned while trying to jump from Julia Percy to Nelson. There had been 3 tickets purchased under the same name of that passenger “Cutler”; a father, son and friend named Wordsworth, which had caused quite some confusion. No further mishap occurred to either ship and both the Julia Percy and the Nelson reached their destinations safely. An enquiry was instigated by the Victoria Steam Navigation Board regarding the cause of the accident between the two steamships, in connection with the death of Cutler who was supposed to have lost his life by the collision. The enquiry resulted in the following decision: "The Victorian Steam Navigation Board having taken into consideration the points urged by Captain Thos [Thomas] Smith and also by his legal advisers, is of opinion that the charge prepared against him has been sustained, but taking into consideration Captain Smith’s previous good conduct and character, the board suspends his master’s certificate No 227 issued by this board for a period of six calendar months from this date – Robert Fullarton, Chairman. “The Victorian Steam Navigation Board having beard the statement of Captain Frederick Chapman urged in his defense to the charge of dereliction of duty as master of the Julia Percy, in having no standing order on board that vessel to be called in the event of any approaching steamer’s lights being seen, find such charge sustained, and censure him accordingly – Robert Fullarton, Chairman.” ABOUT “JULIA PERCY” The S.S. Julia Percy (later named Leeuwin ) was an iron passenger-cargo steam ship built in 1876. At one point in time the Julia Percy would sail from Warrnambool to Melbourne every Friday and return from Melbourne to Warrnambool every Tuesday. The cost of a return ticket for a Saloon Fare was £1.0.0. She would sail “if practical and weather permitting”. Shipping was the cheapest and most practical means of carrying produce and goods during the period 1840-1890. Regular domestic steamer services commenced in the Warrnambool district in the late 1850’s and by 1870 the passenger trade was booming. Produce was loaded from the jetty into ‘lighters’ (small boats), which took it to the ships at anchorage in the bay. Passengers were taken to the ship’s side then climbed aboard up ladders or gangways. The coming of the railway in October 1889 meant the gradual decline and end of the steam shipping era. The Julia Percy was built in Glasgow by Thomas Wingate & Company, Whiteinch, in 1876 for the Warrnambool Steam Packet Company, which commissioned her for trade in Victoria’s western district. She was first registered in Warrnambool, Victoria in 1876. The Julia Percy changed hands several times. Her next owner was the Western Steam Navigation Co (1887), managed by Mr. T.H. Osborne (the company’s office was on the corner of Timor and Liebig Streets, Its north-western wall is now part of the current Warrnambool Regional Art Gallery. ) The Melbourne Steamship Co became the next owners (1890), followed by William Howard Smith and Sons (1901) for use in Queensland coastal trades, then she was bought by George Turnbull in 1903 and used for local mail contract in Western Australia. The Julia Percy was sold to the Melbourne Steamship Company Ltd. (1906) and re-named the “Leeuwin” but continued in her Western Australian coastal run. She was converted into a coal hulk in Melbourne in 1910 as a result of damaged caused when she was driven against the jetty at Dongara during a gale. The ship was eventually dismantled and scuttled in Bass Strait on 28 December 1934. The document is significant for its association with the wreck of the Leeuwin (Julia Percy), which is on the Victorian Heritage Register, VHR S413. . It is historically significant for being a rare artefact that has potential to interpret aspects of Western Victoria’s 19th century steamship trade and Victorian cultural history. The Leeuwin (Julia Percy) is listed on the Victorian Heritage Register as being historically significant ‘as one of only four wrecks of steamships in Victorian waters associated with the western district of Victoria’s coastal steamship trade. Reports of Victoria Steam Navigation Board about the collision on 25th December 1881 between the steamers " Julia Percy" and "Nelson". Letter from Victoria Steam Navigation Board, Melbourne to Frederick Chapman, Master, S.S. "Julia Percy", dated January 12th 1882. reference on letter in left margin "S82/12"flagstaff hill, flagstaff hill –maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, victoria steam navigation board, captain frederick chapman, captain thomas smith, thomas wingate & company, steamer julia percy, steamer leeuwin, steamer nelson, steam ship, warrnambool steam packet company, t. h. ostorne, western steam navigation co., charles cutler

The letter to William Ferrier of South Warrnambool from the Prime Minister and the Parliament of the Commonwealth recognised the significance of William’s brave and courageous lifesaving act to the people of Australia; “They all feel that your conduct was worthy of the best deeds done by British sailors in the past and they are proud to know that Australia can produce such as you.” The story of that brave rescue follows on below … The ship from which the sailors were rescued was the three-masted, iron and steel barquentine the La Bella, built in Norway in 1893. She was one of two iron and steel ships by Johan Smith, The company was one of the leading shipping families in Tvedestrand, Norway. She was significant to Norwegian shipping, being one of only 27 iron and steel ships ever built in Norway. She was registered in New Zealand and engaged from 1902 in inter-colonial trading of timber in the Pacific, between New Zealand and Australia and was often in Port Phillip Bay, Victoria. On 5th October 1905, the twelve-year-old La Bella left Lyttleton, New Zealand carrying a cargo of timber bound for Warrnambool, Australia. She was manned by a crew of twelve: the Master, (Captain Mylius, previously 1st Mate of La Bella, appointed Captain to La Bella on 6th February 1903) 2 Mates, Cook, six able seamen, one ordinary seaman and a boy. Bad weather en route caused her to shelter at Burnie on Tasmania's North West coast. On November 10th, the 37th day of her journey, La Bella approached Warrnambool. Captain Mylius steered her towards Lady Bay Channel in heavy south-west seas and evening mist. He ordered the helmsman to steer for the light. As the ship came round, a tremendous sea struck her on the port quarter, causing her to breach broadside in a north-westerly direction into breakers. The helm was brought round twice more, but each time heavy seas broke over her, the third time throwing the La Bella on to a submerged reef in Lady Bay now known as La Bella Reef (about 100 yards from the Warrnambool breakwater). The sea was so rough that it even wrenched a one-and-a-half ton anchor from its fastenings and into the sea. As Captain Mylius headed to the steel wheelhouse, intending to send up a rocket flare, a huge sea slammed the steel door into him (resulting in massive bruising front and back) Despite his injuries he still managed to set off a blue light, which he held up in his hands. La Bella’s lifeboats were filled with seawater and broke up on their chocks. The blue light was the first indication to people on the shore that there was a ship in distress. The Harbour Master, Captain Roe (who lived in the Harbour Master’s House opposite Flagstaff Hill), organised a group of volunteers to crew the lifeboat because the trained crew was unavailable; the crewmen were working on a steamer in Port Fairy at the time. He then poured oil onto the water to try and smooth the sea. At around 11 pm three of the crew took shelter in the steel forecastle but the sea crashed into it and broke it up. While the rest of the crew and onlookers watched helplessly in the moonlight the bodies were washed away into the sea, never to be seen again. Some of the crew lashed themselves to the weather rail to keep from being washed away. Watson, the ordinary seaman, became tangled in the rigging lines and was too weak to move, so the 2nd Mate, Robertson, put a line onto him so that he wouldn’t wash off. Around 11 pm three of the crew were unconscious from exhaustion. The situation on La Bella was becoming dangerous. The 2nd Mate moved to the ‘house’ and soon afterwards the ship slipped in the heavy sea. The lashings of the 1st Mate and the ‘boy’ Denham had kept them safe until about 2 am when they were washed overboard; no one was able to help. One by one, the exhausted crew were being washed overboard, too weak to hold on any longer. During the night the La Bella had broken into two and the deckhouse ran out towards the sea. Two more men drowned when trying to reach the lifeboat. By sunrise, the only survivors of the twelve were the Master, 2nd Mate and three seamen. Early in the morning, Captain Roe used the rocket apparatus on shore to try and shoot a line to the ship for a safer rescue but each attempt fell short of the target. Several attempts were made by the lifeboat to rescue the stricken sailors, but the rough conditions made this difficult for the boat to get close enough to the ship and the lifeboat had to return to shore. During a final attempt to reach the ship Captain Mylius ordered his men to jump into the sea. Leonard Robertson, 2nd mate, jumped and swam towards the lifeboat, taking hold of the boat hook offered to him. Oscar Rosenholme managed to reach the boat floating on a piece of timber from the ship’s load and a third survivor, Noake, also made the boat. Along with the lifeboat rescue crew, 25-year-old William Ferrier rowed his small dingy through the heavy seas and managed to rescue the Captain, whom he landed on the breakwater. Ferrier then returned to the ship to attempt a final rescue, losing his oars and rowlocks into the high sea. Using just a spare paddle he skulled towards the La Bella, reaching her stern in time to cut loose the lone surviving sailor, Payne, from the lashing that held him to the ship; the terrified sailor dropped from the ship and into the dingy. Shortly after the last man was rescued, the La Bella was lifted by a huge wave and crashed back down on the reef; she broke up and sank. The ordeal had lasted ten hours. The survivors were taken to the nearby Bay View Hotel and gratefully received warm food and clothing, medical attention and a place to sleep. In the following days, an unidentified body of a young person has washed ashore; it was either Watson or Denham. The body was buried in the Warrnambool cemetery with an appropriate gravestone and inscription. William Ferrier became a national hero as news of the daring rescue spread. In recognition of his bravery in the two daring rescues, he was awarded the Silver Medal for Bravery by the Royal Humane Society and was honoured in the letter from the Prime Minister and the Parliament of the Commonwealth, telegrams and a cheque for £20 from the Governor-General, over £150 subscribed by the public, including Warrnambool and district and readers of The Argus, and a gold medal from the Glenelg Dinghy Club of South Australia. Ferrier’s rescue efforts are one of the most heroic in Victoria’s shipwreck history. (William Ferrier’s son, Frank, received a similar award almost fifty years later when he helped rescue four members of the crew on the yacht Merlan after it ran on to a reef near the Point Lonsdale Lighthouse. ) The wreck of La Bella now lies on her port side in 13 metres of sheltered water inside the reef she struck. The bow section is relatively intact and part of the stern has drifted north-easterly towards the mouth of the Hopkins River. The reef the La Bella struck now bears its name. Those five rescued from the La Bella were Captain George Mylius, Leonard Robertson (2nd Mate, 21 years old), R. Payne, Oscar Rosenholme and Jack Noake. Those seven who lost their lives were Mr Coulson (1st mate), Charles Jackman (cook) Gustave Johnson, Pierre Johann and Robert Gent (all able seamen), Harry Watson (ordinary seaman) and Jack Denham (ship’s boy), Captain Mylius was found guilty of careless navigation; he had sailed into the bay without the services of a pilot. His Master Certificate was suspended for twelve months. Later he was also charged with the manslaughter of one of the crew who had died when the La Bella was wrecked but found not guilty. The event’s adverse publicity and damage to his career took a toll on his health and he died of a heart attack six months after the wreck; he was only thirty-seven. His body was buried in the Melbourne General Cemetery. The La Bella was “the best documented of all sailing ships owned in New Zealand”. Her record books, ship logs, correspondence and supporting papers are still available. At the time of the tragedy, she was owned by Messers David C.Turnbull and Co. of Timaru, New Zealand timber merchants and shipping agents, who had purchased her on 13th December 1901. A detailed account of the last journey of La Bella can be read in “Leonard Robertson, the Whangaroa & La Bella” written by Jack Churchouse, published in 1982 by Millwood Press Ltd, Wellington, NZ. As well as this letter, Flagstaff Hill’s La Bella Collection includes a photograph of the wrecked La Bella, a brass rail holder and a postcard of William Ferrier with four of the survivors. Some 15 – 17 ships are believed to have sunk in Lady Bay, but only two have been discovered on the seafloor; the “La Bella” and the “Edinburgh Castle”. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. This original congratulatory letter sent to William Ferrier by the Prime Minister and Government of Australia demonstrates the importance attached to his efforts for Victoria and to Australia. The letter is part of the La Bella Collection and is significant at both a local and state level. Its connection to the La Bella shipwreck and the rescue of five survivors highlights the dangers of Victoria’s Shipwreck Coast. The letter to William Ferrier from the Australian Government acknowledges the bravery of ordinary Australians who risked their lives to save victims of shipwrecks along the coast. The letter is significant to the history of Warrnambool as it honours William Ferrier, a local fisherman whose descendants continue to live in the area. It highlights the way of life of people who lived in coastal towns in 19th century Victoria and the effects of shipwrecks upon them. The letter connects to the postcard of William Ferrier with four of the five rescued crew, the photograph of the wreck of the La Bella and the artefact from the wreck, the rail holder. This letter is significant because of its association with the sailing ship “La Bella”. The “La Bella” is of local and state and national significance. It is one of the only two shipwrecks discovered in Lady Bay, Warrnambool, out of the 15-17 shipwrecks in the bay. Letter to William Ferrier of South Warrnambool from the Prime Minister and Members of Parliament commending him on his bravery. The printed letterhead includes a coat of arms in the top centre and the official address. The letter is very neatly hand written in black pen and includes 4 signatures of Members of Parliament. The rectangular paper is cream coloured with some yellow/brown discolouring. It has the letterhead on the right hand side of it and the written letter begins below the letterhead. The paper has been folded so that the right side becomes the cover page of the letter. The writing is continued onto the inside right hand page of the folded paper and the writing ends here. There is more recent writing on the bottom right hand corner of the back page. The paper has been officially folded in half a total 3 times and there is heavy discolouration on the sections that form the front and back of the folded letter. There is a 4th fold line that is less pronounced that the other folds and would make the paper the size to fit into a pocket. At several fold creases the paper has worn through. The edges of the paper have minor tears. The printed coat of arms is that of the House of Representatives. Underneath is printed “The Parliament of the Commonwealth, / Parliament House / Melbourne”. The hand written, letter is dated “14th November, 1905” and addressed to “Mr. William Ferrier / South Warrnambool” The letter begins “The Speaker, the Prime Minister and Members of the Ministry and its supporters, the Leader and Members of the Opposition, the Leader and Members of the Labour Party, being all the Members of the House of Representatives of the Federal Parliament of Australia” … It continues “desire to express to you their appreciation of your bravery in skulling out to the wreck of the “La Bella” at Warrnambool on Saturday, 11th November, 1905, and recovering therefrom two of the crew who were in imminent danger of their lives. They all feel that your conduct was worthy of the best deeds done by British sailors in the past and they are proud to know that Australia can produce such as you.” The letter is “Signed on behalf of the Members – Speaker (Frederick Holder ), Deputy Leader of the Opposition (Joseph Cook ), Prime Minister (Alfred Deakin), Leader of the Labour Party ( J.C. Watson)” On the back of the letter is blue ink handwriting “OWNER / G. FERRIER / TO. BE. PHOTOGRAPHED / 27-4-76”la bella, william ferrier, bill ferrier, lady bay, 1905, 10th november 1905, 11th november 1905, parliament of the commonwealth, prime minister, australian government, new zealand, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village

This Singer Sewing Machine oil bottle was made by hand, with the glass blown into a mould. Isaac M. Singer established his sewing machine company, I.M. Singer & Co. in America in 1851. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost her family in the tragedy.The bottle is significant for representing an early innovation in domestic sewing, the treadle sewing machine. It is also significant for its connection with the Loch Ard shipwreck. The shipwreck of the Loch Ard is of significance for Victoria and is registered on the Victorian Heritage Register ( S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard and its collection is significant for being one of the largest accumulation of artefacts from this notable Victorian shipwreck. The collections object is to also give us a snapshot into history so we are able to interpret the story of this tragic event. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allows us to interpret Victoria's social and historical themes of the time. The collection's historical significance is that it is associated unfortunately with the worst and best-known shipwreck in Victoria's history. Clear glass bottle, straight neck, broad shoulders tapering to slightly narrower indented base. Bottle once contained Singer Sewing Machine oil. Inscription embossed in the glass. Bottle was recovered from the wreck of the Loch Ard.Embossed in the glass "The Singer Manufacturing Company" on one side on the reverse "Extra Quality Machine Oil." flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, singer sewing machine, sewing machine oil, singer sewing machine oil, oil bottle, isaac m. singer, loch ard artifacts, loch ard

Ship model of coastal trader SS Casino in glass fronted case with stained wood frame. Ship has both steam and sail. Background of lighthouse on cliff, sea and sky. Ship painted green, 3 flags flying. Details (incorrect) of ship painted in white across top frame of case. The S.S. Casino was a passenger and freight steamer built in Dundee, Scotland, in 1882 for the Newcastle and Hunter River Steam Navigation Company of N.S.W. She weighed 425 tons gross with a length of 160.4 feet, beam of 24.1 feet and depth of 10.2 feet. She had saloon accommodation for 35 people, forecabin for 25 more people, and she carried 300 tons of cargo. While on her delivery journey on May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal ., narrowly escaping going ashore in gale force winds due to the quick action of the pilot. At that time, still at anchor, she impressed the directors of the Belfast and Koroit Steam Navigation Company so much that they bought her immediately; she was ideal for trade in along the West Coast of Victoria. (Belfast is the original name for Port Fairy, South West Victoria. The Belfast and Koroit Steam Navigation Company was first managed by Messers. Saltau and Osburne and after the passing of Mr. Osburne, by produce merchants Messers H. Sautau and Sons, whose had a hay and corn store and shipping agency was on the corner of Liebig and Koroit Streets in Warrnambool. ) The S.S. Casino became “the most famous steamer to operate in Victorian waters along the West Coast” by author Jack Loney. Captain Boyd was her first Master, followed by Captain Chapman, who stayed with her 1890 until 1924. Captain W. Robertson followed for a short term, then Captain Middleton then took command 1925 - 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when she collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when she grounded on a reef at Point Hawdon near Grey River and most of her cargo (of Christmas goods) had to be dumped into the sea. Then in February 1929 she was ‘holed’ when she struck a submerged object as she entered Lady Bay, Warrnambool. On the morning of 10th July 1932, after attempting to berth at Apollo Bay jetty in heavy seas, Captain Middleton decided to take her out into the bay and wait until the seas abated. It was not realised that the anchor used to steady her as she manoeuvred to her berth had pierced her hull. She put about and headed for the beach but sank. Captain Middleton and nine others lost their lives; nine people were rescued including the two female passengers . Captain Middleton had been in charge of the S.S. Casino for seven years. He was the first ship’s Master to lose his life through shipwreck in the West Coast trade. In the years following the turn of the century the S.S. Casino remained the only regular trader with normal passenger accommodation along the West Coast. From 1882 she had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a photograph of a portrait of Captain Chapman, , a ship model of the S.S. Casino that shows both forms of power under which she sailed, steam and sail. The ship is painted green and flies three flags. The inscription across the case of the ship model, incorrectly dated, tells the sad story of the wreck of the ship and the loss of lives on July 10th 1932 at Apollo Bay. A print in the Collection show S.S. Casino underway in heavy sea off Point Lonsdale, another two photographs show her at the Port of Warrnambool, leaving from the Breakwater in Lady Bay and another identifies the S.S. Casino as a ship from the Belfast and Koroit Steam Navigation Company. (Belfast is the original name for the township of Port Fairy). This ship model is significant because of its association with the coastal trader S.S. Casino 1882-1932 and its significance to trade along Victoria's West Coast in the late 19th and early 20th century. The wreck of the S.S. Casino is considered an important part of Victorian and Australian cultural heritage and as such has been declared and protected as an Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). Ship model SS Casino in glass fronted case with stained wood frame. Ship has both steam and sail. Background of lighthouse on cliff, sea and sky. Ship painted green, 3 flags flying. Details of ship painted in white across top frame of case. NOTE: Correct details for shipwreck is 10 July 1932, at Apollo BayPainted in white on wood across top of case "SS CASINO WRECKED AT APOLL BAY JUNE 10 10 LIVES LOST".flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, newcastle and hunter river steam navigation company, belfast and koroit steam navigation company, h. sautau and sons, s.s. casino, west coast trader s.s. casino, victorian coastal trader, captain boyd, captain w. robertson, captain chapman, captain middleton, apollo bay shipwreck, s.s. casino at lady bay warrnambool, ship model s.s. casino, saltau and osburne

The sample of steel from which the S.S. Julia Percy’s boiler was made has been tested, according to the attached label. The test involved heating the steel to blood red temperature (or dark red colour) then dipping it into water and bending it when it was cold. A “very severe test for quality” was written on the ticket by T.H. Osborne. (Mr Thomas Hamilton Osborne was the secretary for the Western Steam Navigation Co, established in Warrnambool in 1886. The company’s office was on the corner of Timor and Liebig Streets in Warrnambool and its north-western wall is now part of the current Warrnambool Regional Art Gallery. ) Cold bending of steel in a press or through rollers is the typical method of curving steel for construction. The steel needs to be manufactured in such a way that it is strong enough yet still flexible enough not to crack when bent or rolled. The boiler on the Julia Percy could have been a Scotch Boiler, a design introduced in the 1870’s and still being used today. This design was more robust that previous boilers, generating higher working steam pressures. The design incorporate greater ability to roll iron plates, leading to greater strength, thicker plating and fewer riveted joints. They were originally made of iron then later incorporated steel sections until they were entirely constructed of steel. Many examples of this type of boiler can be found on wreck sites. Shipping was the cheapest and most practical means of carrying produce and goods during the period 1840-1890. Regular domestic steamer services commenced in the Warrnambool district in the late 1850’s and by 1870 the passenger trade was booming. Produce was loaded from the jetty into ‘lighters’ (small boats), which took it to the ships at anchorage in the bay. Passengers were taken to the ship’s side then climbed aboard up ladders or gangways. The coming of the railway in October 1889 meant the gradual decline and end of the steam shipping era. Originally the ship was known as the SS Julia Percy and was later renamed as the Leeuwin. She was an iron passenger-cargo steam ship built in Glasgow by Thomas Wingate for the Warrnambool Steam Packet Company, which commissioned the ship for the steamship trade in Victoria’s western district. She was first registered in Warrnambool, Victoria in 1876. At one point in time the Julia Percy would sail from Warrnambool to Melbourne every Friday and return from Melbourne to Warrnambool every Tuesday. The cost of a return ticket for a Saloon Fare was £1.0.0. She would sail “if practical and weather permitting”. The Julia Percy changed hands several times. Her next owner was the Western Steam Navigaiton Co of Melbourne (1887). It was the manager of this company, Mr. T.H. Osborne, who tagged ths steel sample above. Melbourne Steamship Co became the next owners (1890), followed by William Howard Smith and Sons (1901) for use in Queensland coastal trades, then she was bought by George Turnbull in 1903 and used for local mail contract in Western Australia. She was sold to the Melbourne Steamship Company Ltd. (1906) and re-named the Leeuwi but continued in her Western Australian coastal run. She was converted into a coal hulk in Melbourne in 1910 as a result of damaged caused when she was driven against the jetty at Dongara during a gale. The ship was eventually dismantled and scuttled in Bass Strait on 28 December 1934. The steel sample is significant for its association with the wreck of the Leeuwin (Julia Percy), which is on the Victorian Heritage Register. It is historically significant for being a rare artefact that has potential to interpret aspects of western Victoria’s 19th century steamship trade and Victorian cultural history, including the testing and manufacturing process associated with steam power. Leeuwin is listed on the Victorian heritage Register as being historically significant ‘as one of only four wrecks of steamships in Victorian waters associated with the western district of Victoria’s coastal steamship trade. Her registered number is VHR S413. A sample of the steel from which the boiler of the "SS Julia Percy" (later named Leeuwin) was made. The piece of steel is a ‘C’ shape with the ends almost meeting. A luggage ticket is tied onto the steel and has an inscription on it. The steel is rusty.Ticket with typed information “Steel of which the Boiler of the “Julia Percy” (Warrnambool Steam Navigation Co) was made. TEST: Made Blood hot or Dark Red then dipped into water and bent cold. A very severe test for quality T.H. Osborne. Below these words is the hand written inscription in black “FM 151 / 9.75” julia percy, leeuwin, steel, boiler, steam ship, metal testing, western steam navigation co., flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, t.h. osborne

This brass rail holder fixture would have been used to hold the end of a rail in place. There is no information as to where the fitting or rail would have been placed on the ship; sailing ships had many brass fittings. It was recovered from the wreck of the La Bella, which lies at the bottom of the Warrnambool Harbour. Some 15 ships are believed to have been wrecked in Lady Bay, but only two have been discovered on the sea floor; the La Bella and the Edinburgh Castle. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. The story of the final voyage of the La Bella is summarised as follows … The ship from which the sailors were rescued was the three-masted, iron and steel barquentine the La Bella, built in Norway in 1893. She was one of two iron and steel ships by Johan Smith, the company being one of the leading shipping families in Tvedestrand, Norway. She was significant to Norwegian shipping, being one of only 27 iron and steel ships ever built in Norway. She was registered in New Zealand and engaged from 1902 in inter-colonial trading of timber in the pacific, between New Zealand and Australia and was often in Port Phillip Bay, Victoria. On 5th October, 1905, the twelve year old La Bella left Lyttleton, New Zealand carrying a cargo of timber bound for Warrnambool, Australia . She was manned by a crew of twelve: the Master, (Captain Mylius, previously 1st Mate of La Bella, appointed Captain to La Bella on 6th February 1903) 2 Mates, Cook, six able seamen, one ordinary seaman and a boy. . Bad weather en route caused her to shelter at Burnie on Tasmania's North West coast. On November 10th, the 37th day of her journey, La Bella approached Warrnambool. Captain Mylius steered her towards Lady Bay Channel in heavy south-west seas and evening mist. He ordered the helmsman to steer for the light. As the ship came round, a tremendous sea struck her on the port quarter, causing her to breach broadside in a north-westerly direction into breakers. The helm was brought round twice more, but each time heavy seas broke over her, the third time throwing the La Bella on to a submerged reef in Lady Bay now known as La Bella Reef (about 100 yards from the Warrnambool breakwater). The sea was so rough that it even wrenched a one-and-a-half ton anchor from its fastenings and into the sea. As Captain Mylius headed to the steel wheelhouse, intending to send up a rocket flare, a huge sea slammed the steel door into him (resulting in massive bruising front and back) Despite his injuries he still managed to set off a blue light, which he held up in his hands. La Bella’s lifeboats were filled with sea water and broke up on their chocks. The blue light was the first indication to people on shore that there was a ship in distress. The Harbour Master, Captain Roe (who lived in the Harbour Master’s House opposite Flagstaff Hill), organised a group of volunteers to crew the lifeboat because the trained crew was unavailable; the crewmen were working on a steamer in Port Fairy at the time. He then poured oil onto the water to try and smooth the sea. At around 11pm three of the crew took shelter in the steel forecastle but the sea crashed into it and broke it up. While the rest of the crew and onlookers watched helplessly in the moonlight the bodies were washed away into the sea, never to be seen again. Some of the crew lashed themselves to the weather rail to keep from being washed away. Watson, the ordinary seaman, became tangled in the rigging lines and was too weak to move, so the 2nd Mate, Robertson, put a line onto him so that he wouldn’t wash off. Around 11pm three of the crew were unconscious from exhaustion. The situation on La Bella was becoming dangerous. The 2nd Mate moved to the ‘house’ and soon afterwards the ship slipped in the heavy sea. The lashings of the 1st Mate and the ‘boy’ Denham had kept them safe until about 2am when they were washed overboard; no one was able to help. One by one, the exhausted crew were being washed overboard, too weak to hold on any longer. During the night the La Bella had broken into two and the deckhouse ran out towards the sea. Two more men drowned when trying to reach the lifeboat. By sunrise the only survivors of the twelve were the Master, 2nd Mate and three seamen. Early in the morning Captain Roe used the rocket apparatus on shore to try and shoot a line to the ship for a safer rescue but each attempt fell short of the target. Several attempts were made by the lifeboat to rescue the stricken sailors, but the rough conditions made this difficult for the boat to get close enough to the ship and the lifeboat had to return to shore. During a final attempt to reach the ship Captain Mylius ordered his men to jump into the sea. Leonard Robertson, 2nd mate, jumped and swam towards the lifeboat, taking hold of the boat hook offered to him. Oscar Rosenholme managed to reach the boat floating on a piece of timber from the ship’s load and a third survivor, Noake, also made the boat. Along with the lifeboat rescue crew, 25 year old William Ferrier rowed his small dingy through the heavy seas and managed to rescue the Captain, whom he landed on the breakwater. Ferrier then returned to the ship to attempt a final rescue, losing his oars and rowlocks into the high sea. Using just a spare paddle he skulled towards the La Bella, reaching her stern in time to cut loose the lone surviving sailor, Payne, from the lashing that held him to the ship; the terrified sailor dropped from the ship and into the dingy. Shortly after the last man was rescued, the La Bella was lifted by a huge wave and crashed back down on the reef; she broke up and sank. The ordeal had lasted ten hours. The survivors were taken to the nearby Bay View Hotel and gratefully received warm food and clothing, medical attention and a place to sleep. In the following days an unidentified body of a young person was washed ashore; it was either Watson or Denham. The body was buried in the Warrnambool cemetery with an appropriate gravestone and inscription. William Ferrier became a national hero as news of the daring rescue spread. In recognition of his bravery in the two daring rescues he was awarded the Silver Medal for Bravery by the Royal Humane Society and was honoured in the letter from the Prime Minister and the Parliament of the Commonwealth, telegrams and a cheque for £20 from the Governor General, over £150 subscribed by the public, including Warrnambool and district and readers of The Argus, and a gold medal from the Glenelg Dinghy Club of South Australia. Ferrier’s rescue efforts are one of the most heroic in Victoria’s shipwreck history. (William Ferrier’s son, Frank, received a similar award almost fifty years later, when he helped rescue four members of the crew on the yacht Merlan, after it ran on to a reef near the Point Lonsdale Lighthouse. ) The wreck of La Bella now lies on her port side in 13 metres of sheltered water inside the reef she struck. The bow section is relatively intact and part of the stern has drifted north-easterly towards the mouth of the Hopkins River. The reef the La Bella struck now bears its name. Those five rescued from the La Bella were Captain George Mylius, Leonard Robertson (2nd Mate, 21 years old), R. Payne, Oscar Rosenholme and Jack Noake. Those seven who lost their lives were Mr Coulson (1st mate), Charles Jackman (cook) Gustave Johnson, Pierre Johann and Robert Gent (all able seamen), Harry Watson (ordinary seaman) and Jack Denham (ship’s boy), Captain Mylius was found guilty of careless navigation; he had sailed into the bay without the services of a pilot. His Master Certificate was suspended for twelve months. Later he was also charged with manslaughter of one of the crew who had died when the La Bella was wrecked, but found not guilty. The event’s adverse publicity and damage to his career took a toll on his health and he died of a heart attack six months after the wreck; he was only thirty-seven. His body was buried in the Melbourne General Cemetery. The La Bella was “the best documented of all sailing ships owned in New Zealand”. Her record books, ship logs, correspondence and supporting papers are still available. At the time of the tragedy, she was owned by Messers David C.Turnbull and Co. of Timaru, New Zealand timber merchants and shipping agents, who had purchased her on 13th December 1901. A detailed account of the last journey of La Bella can be read in “Leonard Robertson, the Whangaroa & La Bella” written by Jack Churchouse, published in 1982 by Millwood Press Ltd, Wellington, NZ. Some 15 – 17 ships are believed to have sunk in Lady Bay, but only two have been discovered on the seafloor; the “La Bella” and the “Edinburgh Castle”. Both wrecks are popular diving sites and are preserved as significant historical marine and marine archaeological sites. As well as this letter, Flagstaff Hill’s La Bella Collection includes a photograph of the wrecked La Bella, a brass rail holder and a postcard of William Ferrier with four of the survivors. This original congratulatory letter sent to William Ferrier by the Prime Minister and Government of Australia demonstrates the importance attached to his efforts for Victoria and to Australia. The letter is part of the La Bella Collection and is significant at both a local and state level. Its connection to the La Bella shipwreck and the rescue of five survivors highlights the dangers of Victoria’s Shipwreck Coast. The letter to William Ferrier from the Australian Government acknowledges the bravery of ordinary Australians who risked their lives to save victims of shipwrecks along the coast. The letter is significant to the history of Warrnambool as it honours William Ferrier, a local fisherman whose descendants continue to live in the area. It highlights the way of life of people who lived in coastal towns in 19th century Victoria and the effects of shipwrecks upon them. The letter connects to the postcard of William Ferrier with four of the five rescued crew, the photograph of the wreck of the La Bella and the artefact from the wreck, the rail holder. This item is significant because of its association with the sailing ship “La Bella” . the “La Bella” is of local and state and national significance. It is one of the only two shipwrecks discovered in Lady Bay, Warrnambool, out of the 15-17 shipwrecks in the bay. Brass rail holder from the wreck "La Bella". This rail holder would have been used as a fitting for the end of a rail. It is made up of two parts and looks a little like a goblet in shape. The top is a hollow spherical shape with a circular hole cut out on one side, into which the end of a round rail would fit. There are two gouge marks close to each other on one side of the hole, about one centimetre apart, at 1 and 2 o’clock position. The sphere has a hollow pipe-like stem with a screw thread turned into the outside of the lower section and the bottom of the stem has been flared out after having the base fitted. The base is round and has a mound in the centre. The edge has four evenly spaced fixture holes around its edge. The metal shows signs of pitting and has mild encrustation. The fitting of the base is loose, allowing it to swivel in a complete circle. The top of the sphere is rough and has a dent in it. Underneath the base there is verdigris; some has flaked off and reveals a bright golden colour underneath. rail holder, brass rail holder, la bella, lady bay, norway, 1893, new zealand, captain mylius, william ferrier, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village

This crucible was raised from the wreck of the LOCH ARD. It is one of six similar relics, in a range of sizes, now in the Flagstaff Hill collection. All bear markings to indicate their manufacture by the Morgan brothers of Battersea, trading as the Patent Plumbago Crucible Co. A crucible is a container used for purifying and melting metals so that they can be cast in a mould to a predetermined shape and use. They must withstand extremely high temperatures, and abrupt cooling, and shed their contents with minimal adherence. The addition of graphite to the traditional firing clays greatly enhanced the durability of industrial crucibles in mid-Victorian Britain, a significant technological advance at a time of great activity in foundries and expansion of demand for refined metals. The Morgans first noticed the advantages of graphite crucibles at the Great Exhibition held in London in 1851. Initially, they contracted to be sole selling agents for the American-made products of Joseph Dixon and Co. from New Jersey, but in 1856 they obtained that firm’s manufacturing rights and began producing their own graphite crucibles from the South London site. The Morgans imported crystalline graphite in 4-5 cwt casks from the British colony of Ceylon (now Sri Lanka) and mixed it with conventional English (Stourbridge) clays to be fired in kilns. Their products were purchased by the Royal Mints in London and India, and exported to official mints in France and Germany. They were successful exhibitors of their crucibles and furnaces at the London Exhibition held in 1861 (Class 1, Mining, quarrying, metallurgy and mineral products, Exhibit 265, Patent Plumbago Crucible Co). The range of sizes represented by the six crucibles retrieved from the LOCH ARD, suggests they may have been part of a sample shipment intended for similar promotion in the Australian colonies ― at Melbourne’s International Exhibition to be held in 1880. The summary of the LOCH ARD cargo manifest, by Don Charlwood in ‘Wrecks and Reputations’, does not mention any crucibles, implying that they were not a large consignment of uniform items. A newspaper account of an 1864 tour of the Morgan brothers’ ‘Black Potteries’ at Battersea indicates: “All the pots were numbered according to their contents, each number standing for one kilogram, or a little over two pounds; a No. 2 crucible contains two kilogrammes; a No. 3, three kilogrammes, and so on.” These numbers are obscured by marine sediment on three of the crucibles in the Flagstaff Hill collection, but those legible on the remaining three are 5, 6, and 8. None of the six is of the same size from a visual appraisal. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line of ships that sailed the long voyage from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost her family in the tragedy. The shipwreck of the LOCH ARD is of State significance ― Victorian Heritage Register S417. 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.A Morgan’s Patent graphite crucible No.8 (i.e. 8kgs capacity), one of a set. It was recovered from the wreck of the LOCH ARD. It is in its original grey colouring with minimal sediment accretion on the top rim. It rises in a slight curve from a flat circular base to a wider rim with a pouring lip. Maker’s marks on the side of the container clearly identify the manufacturer. The maker's details are stamped into the base around and within a circle. A white sticker is attached. Made by the Patent Plumbago Crucible Company at the Battersea Works in London. Number “8”. Letters “MORGAN’S PATENT”. Details on the base "MORGAN'S PATENT" "THE PATENT PLUMBAGO CRUCIBLE COMPANY" Symbol [8] above "BATTERSEA WORKS LONDON" Handwritten on a white sticker in black pen "LA/89"flagstaff hill, warrnambool, maritime museum, shipwreck coast, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, graphite crucible, plumbago crucible, morgans crucible company, flagstaff hill maritime museum and village, fluxing pots, crucible, morgan’s patent, morgan brothers, patent plumbago crucible co, battersea works, london, port campbell

This crucible was raised from the wreck of the LOCH ARD. It is one of six similar relics, in a range of sizes, now in the Flagstaff Hill collection. All bear markings to indicate their manufacture by the Morgan brothers of Battersea, trading as the Patent Plumbago Crucible Co. A crucible is a container used for purifying and melting metals so that they can be cast in a mould to a predetermined shape and use. They must withstand extremely high temperatures, and abrupt cooling, and shed their contents with minimal adherence. The addition of graphite to the traditional firing clays greatly enhanced the durability of industrial crucibles in mid-Victorian Britain, a significant technological advance at a time of great activity in foundries and expansion of demand for refined metals. The Morgans first noticed the advantages of graphite crucibles at the Great Exhibition held in London in 1851. Initially, they contracted to be sole selling agents for the American-made products of Joseph Dixon and Co. from New Jersey, but in 1856 they obtained that firm’s manufacturing rights and began producing their own graphite crucibles from the South London site. The Morgans imported crystalline graphite in 4-5 cwt casks from the British colony of Ceylon (now Sri Lanka) and mixed it with conventional English (Stourbridge) clays to be fired in kilns. Their products were purchased by the Royal Mints in London and India, and exported to official mints in France and Germany. They were successful exhibitors of their crucibles and furnaces at the London Exhibition held in 1861 (Class 1, Mining, quarrying, metallurgy and mineral products, Exhibit 265, Patent Plumbago Crucible Co). The range of sizes represented by the six crucibles retrieved from the LOCH ARD, suggests they may have been part of a sample shipment intended for similar promotion in the Australian colonies ― at Melbourne’s International Exhibition to be held in 1880. The summary of the LOCH ARD cargo manifest, by Don Charlwood in ‘Wrecks and Reputations’, does not mention any crucibles, implying that they were not a large consignment of uniform items. A newspaper account of an 1864 tour of the Morgan brothers’ ‘Black Potteries’ at Battersea indicates: “All the pots were numbered according to their contents, each number standing for one kilogram, or a little over two pounds; a No. 2 crucible contains two kilogrammes; a No. 3, three kilogrammes, and so on.” These numbers are obscured by marine sediment on three of the crucibles in the Flagstaff Hill collection, but those legible on the remaining three are 5, 6, and 8. None of the six is of the same size from a visual appraisal. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line of ships that sailed the long voyage from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost her family in the tragedy. The shipwreck of the LOCH ARD is of State significance ― Victorian Heritage Register S417 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 ahipwrecks in Victoria’s history.A Morgan’s Patent graphite crucible No.4 (i.e. 4kgs capacity), one of a set of three. It was recovered from the wreck of the LOCH ARD. It is in its original grey colouring with minimal sediment accretion on the top rim. It rises in a slight curve from a flat circular base to a wider rim with a pouring lip. Maker’s marks on the side of the container clearly identify the manufacturer. The maker's details are stamped into the base around and within a circle. A white sticker is attached. Made by the Patent Plumbago Crucible Company at the Battersea Works in London.Number or. Letters “MORGAN’S PATENT”. Details on the base "MORGAN'S PATENT" "THE PATENT PLUMBAGO CRUCIBLE COMPANY" Symbol [4] above "BATTERSEA WORKS LONDON" Handwritten on a white sticker in black pen "L89"flagstaff hill, warrnambool, 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, graphite crucible, plumbago crucible, morgan's crucible company, flagstaff hill maritime museum and village, fluxing pots, crucible, morgan’s patent, morgan brothers, patent plumbago crucible co, battersea works, london, port campbell

In 1947, the scientific instrument manufacturing firms of  Henry Hughes & Son Ltd, London, England, and  Kelvin Bottomley & Baird Ltd, Glasgow, Scotland, came together to form Kelvin & Hughes Ltd. Hughes Company History: Henry Hughes & Sons were founded in 1838 in London as a maker of chronographic and scientific instruments. The firm was incorporated as “Henry Hughes & Sons Ltd” in 1903. In 1923, the company produced its first recording echo sounder and in 1935 a controlling interest in the company was acquired by S Smith & Son Ltd resulting in the development and production of marine and aircraft instruments. Following the London office's destruction in the Blitz of 1941, a collaboration was entered into with Kelvin, Bottomley & Baird Ltd resulting in the establishing “Marine Instruments Ltd”. Following the formal amalgamation of Kelvin, Bottomley & Baird Ltd and Henry Hughes & Sons Ltd in 1947 to form Kelvin & Hughes Ltd. Marine Instruments Ltd then acted as regional agents in the UK for Kelvin & Hughes Ltd who were essentially now a part of Smith's Industries Ltd founded in 1944 and the successors of S. Smith & Son Ltd. Kelvin & Hughes Ltd went on to develop various marine radar and echo sounders supplying the Ministry of Transport, and later the Ministry of Defence. The firm was liquidated in 1966 but the name was continued as Kelvin Hughes, a division of the Smiths Group. In 2002, Kelvin Hughes continues to produce and develop marine instruments for commercial and military use. (See Note section this document for further information on the company's origins) This model binnacle and compass is a good example of the commercial diversity of navigational instruments made by Kelvin & Hughes after world war 2. It was made in numbers for use by shipping after the second world war and is not particularly rare or significant for its type. Also, it was made no earlier than 1947 as the firms of Kelvin, Bottomley & Baird Ltd and Henry Hughes & Sons Ltd who took over from Smith & Sons were not amalgamated until 1947. It can there for be assumed that this item was made during the company's transitional period to Kelvin & Hughes from Smith Industries Ltd.Mid 20th century ship's binnacle with Kelvin Hughes/ F. Fuselli Genova 8 inch diameter (glass) compass on gimballed ring. Round, teak wood pedestal with mounted brass compensating sphere brackets and painted iron balls one green the other red. Heavy brass helmet style compass cover with hinged front door and removable top for compass viewing and natural lighting. A single handle is located on the side and single burner on the opposite side. Retains an old finish and some wear to the pedestal base. Binnacle marked Serial No 163 "Veritas" Made by Kelvin Hughes Compass marked "Kelvin Hughes & Made in Great Britain Serial No 760 C J"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

This beautifully made ship model is a side relief of the steam ship “S.S. Nelson”, which was launched in 1877. The model’s case stands out because of its ornately carved internal frame. Relief models of ships, sometimes called half models, were often built by the shipbuilders as an exact scale model of the finished ship. The shipbuilders would use the model to ensure that the design was balanced. They would use the model as a point of reference during building. Also, ship models were used to demonstrate the designs to prospective buyers. It is not known whether this model of the “S.S. Nelson” was made for these purposes. HISTORY of the “S.S. Nelson” During the period 1840-1890 shipping was the cheapest and most practical means of carrying produce and goods to and from coastal towns such as Warrnambool. In the 1850s regular domestic steamer services began and by 1870 the passenger trade was booming. Passengers were taken to the ship’s side in small boats called lighters, which took it to ships at anchorage in Lady Bay, then climbed aboard up ladders or gangways. Their fare covered accommodation Saloon/Cabin section (higher class and more expensive) or the Steerage section (lower class and less expensive, below deck level). Produce included livestock such as pigs and fowls, and dairy products, bales of wool, and potatoes. The goods were loaded from the Warrnambool Jetty into the lighters. The S.S. Nelson was built by Messrs Blackwood and Gordon of Port Glasgow for a cost £25,000 in 1877. She was an iron screw steamer with an overall length of 200 feet, beam 25.5 feet and a depth of hold of 19.4 feet, which gave her a gross measurement of 649 tons. Her engines gave her a best speed of 13 knots and a maintainable speed of 12 knots. She was described as a handsome, star decked, efficient steamship, fitted with accommodating for 75 first class passengers in a saloon, and 40 second class passengers in a cabin. The S.S. Nelson arrived in the colony of Victoria on March 9th, 1877. She was first registered in Warrnambool by the Warrnambool Steam Packet Company under the management of Mr William Evans, and employed in the coastal trade of south west Victoria. She was very popular in 1878, registered under the new ownership of the Western Steamship Navigation Company, trading between Melbourne, Warrnambool and Portland. Captained John Nicholson commanded the S.S. Nelson after the previous captain, Thomas Smith, was suspended in 1882 for six months by the Victorian Steam Navigation Board following the collision between the S.S. Nelson and the S.S. Julia Percy. Other Captains include S Drewet and John Thompson. The S.S. Nelson was sold to Messrs. Huddart, Parker and Co. and re-registered in Melbourne on June 23rd, 1890. The new owners intended to use her for their Bass Strait crossing between Melbourne, Victoria and Launceston, Tasmania. On the night of Friday, June 27th 1890, under the command of Captain Carrington, she was on her way to Launceston on her first crossing for her new owners. She had no passengers and very little cargo and was to return to Melbourne with passengers the following morning. She was only 21 hours out of the dock when she struck Porpoise Rock in the Tamar River. All crew of 25 were saved but the bulkheads gave way and she rapidly filled before keeling over and disappearing in approximately 130 feet of water. The new owners had fully insured the almost 14-year-old S.S. Nelson with the Australian Alliance Insurance Company and she had only been in their possession for four days. This ship model of the S.S. Nelson is significant for its connection with the steam screw ship S.S. Nelson, one of a fleet of vessels owned by the Warrnambool Steam Packet Company. The S.S. Nelson was specifically built and purchased for the Victorian coastal trade business of the late 19th century, when shipping was the cheapest and most practical means of transporting goods and passengers between Victoria’s coastal towns and the major port at Melbourne. Once the railway came to Warrnambool in 1889, the steam shipping industry began to decline.Ship model; relief of the S.S. Nelson, showing deck superstructure, ventilators and single funnel. Ship's name is painted on the bow "NELSON". Wood model, varnished finish over natural wood and black painted areas. Timber case with ornate edging and glass front and sides."NELSON" painted on bowflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, s.s. nelson steam ship 1877, screw steamer, 1877 vessel, ship model s.s. nelson, blackwood and gordon port glasgow, warrnambool steam packet company, western steam navigation company, south west coast trader, sea transport melbourne to portland, victorian steam navigation board, s.s. julia percey, captain john nicholson, captain thomas smith, captain s drewet, captain john thompson, captain carrington, huddart, parker and co, bass strait crossing 1890, sea transport melbourne to launceston, porpoise rock tamar river, australian alliance insurance company, ship model making, vessels, victorian coastal trader

This print shows an image of the three-masted iron clipper Loch Vennachar. The ship was built by Thomson’s on the Clyde under the Glasgow Shipping Co in 1875 and named after a Scottish lake, as were other ships in the Loch Line’s fleet. Loch Vennachar made many journeys from Britain to Australia and was well-known in Australian ports. On one of its homeward-bound journeys from Australia, the ship sank in the River Thames. Its cargo included 850 tonnes of preserved canned rabbits from Warrnambool's Western Meat Preserving Company. The ship was raised and continued trading for another four years. On 14th June 1905, Loch Vennachar departed Glasgow for Adelaide and Melbourne. The last known sighting of it was on 6th September 1875 when overtaken by the SS Yongala; the captains exchanged the “all well” signals. After that, the ship disappeared with loss of all 27 lives, according to a list that was received by Fremantle through the English mail. The list indicated that there were no passengers on that voyage. Sadly, other Loch Line ships med with similar disasters. The list of lost crew on the Loch Vennachar included Thomas. W. Pearce, apprentice, Southampton. His father was Tom Pearce, one of the two survivors of the Loch Ard, wrecked in 1878. Also, Thomas’ grandfather, James Pearce, was the captain of SS Gothenburg at the time of her wrecking in 1875. Consequently, the wrecking of the Loch Vennachar and the Loc Sloy near the southwest point of Kangaroo Island, a lighthouse was erected, officially opening in June 1907. The northern headland of West Bay was named Vennachar Point in memory of the ship in 1908. The wreck was discovered in 1976 by divers from the Society for Underwater Historical Research, over seventy years after being lost off Kangaroo Island.The Loch Vennachar performed a significant role in Australia’s colonial trade, taking goods between Great Britain and Australia. These goods included locally preserved tinned rabbits processed at a factory in Warrnambool for overseas trade.Coloured print from a painting of the sailing ship Loch Vennachar in full sail on the sea. The ship was built in 1875 and wrecked in 1905 off Kangaroo Island.Text under print "Loch Vennacher" and "from 1875 this beautiful 1,400 ton ship was well-known in Australian ports, contributing much to this country's prosperity. Foundered near Kangaroo Island, S.A., in 1905." flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, loch vennachar, loch vennacher, loch line ship, glasgow shipping co, 1975 clipper ship, loch vennachar image., kangaroo island shipwreck, 1905 shipwreck, tinned rabbits, preserved rabbits, western meat preserving company, 1901, 1905

Kelvin Company History: The origins of the company lie in the highly successful, if strictly informal, the relationship between William Thomson (1824-1907), Professor of Natural Philosophy at Glasgow University from 1846-1899 and James White, a Glasgow optical maker. James White (1824-1884) founded the firm of James White, who was an optical instrument maker in Glasgow in 1850. He was involved in supplying and mending apparatus for Thomson's university laboratory and working with him on experimental constructions. White was actually declared bankrupt in August 1861 and released several months later. In 1870, White was largely responsible for equipping William Thomson's laboratory in the new University premises at Gilmore hill. From 1876, he was producing accurate compasses for metal ships to Thomson's design during this period and this became an important part of his business in the last years of his life. He was also involved in the production of sophisticated sounding machinery that Thomson had designed to address problems encountered laying cables at sea, helping to make possible the first transatlantic cable connection. At the same time, he continued to make a whole range of more conventional instruments such as telescopes, microscopes and surveying equipment. White's association with Thomson continued until he died. After his death, his business continued under the same name, being administered by Matthew Edwards (until 1891 when he left to set up his own company). Thomson, who became Sir William Thomson and then Baron Kelvin of Largs in 1892, continued to maintain his interest in the business after James White's death in 1884, raising most of the capital needed to construct and equip new workshops in Cambridge Street, Glasgow. At these premises, the company continued to make the compass Thomson had designed during the 1870s and to supply it in some quantity, especially to the Admiralty. At the same time, the firm became increasingly involved in the design, production and sale of electrical apparatus. In 1899, Lord Kelvin resigned from his University chair and became, in 1900, a director in the newly formed limited liability company Kelvin & James White Ltd which had acquired the business of James White. At the same time Kelvin's nephew, James Thomson Bottomley (1845-1926), joined the firm. In 1904, a London branch office was opened which by 1915 had become known as Kelvin, White & Hutton Ltd . Kelvin & James White Ltd underwent a further change of name in 1913, becoming Kelvin Bottomley & Baird Ltd . Hughes Company History: Henry Hughes & Sons was founded in 1838 in London as a maker of chronographic and scientific instruments. The firm was incorporated as Henry Hughes & Sons Ltd in 1903. In 1923, the company produced its first recording echo sounder and in 1935, a controlling interest in the company was acquired by S Smith & Son Ltd resulting in the development and production of marine and aircraft instruments. Following the London office's destruction in the Blitz of 1941, a collaboration was entered into with Kelvin, Bottomley & Baird Ltd resulting in the establishing Marine Instruments Ltd. Following the formal amalgamation of Kelvin, Bottomley & Baird Ltd and Henry Hughes & Sons Ltd in 1947 to form Kelvin & Hughes Ltd., Marine Instruments Ltd then acted as regional agents in the UK for Kelvin & Hughes Ltd who were essentially now a part of Smith's Industries Ltd founded in 1944 and the successors of S Smith & Son Ltd. Kelvin & Hughes Ltd went on to develop various marine radar and echo sounders supplying the Ministry of Transport, and later the Ministry of Defence. The firm was liquidated in 1966 but the name was continued as Kelvin Hughes, a division of the Smiths Group. In 2002, Kelvin Hughes continues to produce and develop marine instruments for commercial and military use. This model compass is a good example of the commercial type of instruments made by Kelvin & Hughes after the world war 2, it was made in numbers for use on various types of shipping after the second world war and is not particularly rare or significant for it's type. Also it was made no earlier than 1947 as the firms of Kelvin, Bottomley & Baird Ltd and Henry Hughes & Sons Ltd who took over from Smith & Sons were not amalgamated until 1947. Given that Smith and Sons is engraved on the compass with Kelvin & Hughes it can be assumed that this compass was made during the company's transitional period to Kelvin & Hughes.Compass, marine or ship's card compass, gimble mounted, with inscriptions. Type is Lord Kelvin 10 inch compass card. Made in Great Britain by Kelvin Hughes Division of S. Smith & Sons (England) Ltd. "LORD KELVIN 10.", "COMPASS GRID", "MANUFACTURED IN GREAT BRITAIN BY", "KELVIN HUGHES DIVISION", "S. Smith & Sons (England) Ltd".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, marine compass, gimble compass, ship's compass, lord kelvin compass, smith and sons england ltd, henry hughes & son ltd london england, kelvin bottomley & baird ltd glasgow scotland, kelvin & hughes ltd, navigation instrument, scientific instrument, william thomson, james white, baron kelvin of largs