This toy monkey was part of the cargo from the Fiji and amongst the articles salvaged from the wreck. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the captain being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are bisque (or china) toys, (including miniature animals, limbs from small bisque dolls), rubber balls, a slate pencil, a glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife. This toy monkey is classified as Fiji 5 on the SWR Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. China toy monkey salvaged from the wreck of the Fiji. The monkey is in a seated pose with its arms around its knees. This solid, moulded toy is made of bisque (sometimes described as bisque or porcelain) and the material is an pinkish brown colour with darker orange in its lap. The surface is worn and slightly pitted.1891, china, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwrecked artefact, flagstaff hill maritime village, shipwreck coast, warrnambool, porcelain, moonlight head, wreck bay, cargo, bisque, toys, miniature animals, monkey

This toy rabbit was part of the cargo from the Fiji and amongst the articles salvaged from the wreck. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the captain being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are bisque (or china) toys, (including miniature animals, limbs from small bisque dolls), rubber balls, a slate pencil, a glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife This toy rabbit is classified as Fiji 4 on the SWR Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. China toy rabbit salvaged from the wreck of the Fiji. The rabbit is in a lying pose. This solid, moulded toy is made of bisque (sometimes described as bisque or porcelain) and the material is an orange-sandy colour with darker orange markings. The surface is slightly pitted.1891, china, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwrecked artefact, flagstaff hill maritime village, shipwreck coast, warrnambool, porcelain, moonlight head, wreck bay, cargo, bisque, toys, miniature animals, rabbit

This toy gorilla was part of the cargo from the Fiji and amongst the articles salvaged from the wreck. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the captain being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are bisque (or china) toys, (including miniature animals, limbs from small bisque dolls), rubber balls, a slate pencil, a glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife This toy gorilla is classified as Fiji 7 on the SWR Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. China toy gorilla salvaged from the wreck of the Fiji. The gorilla is in a standing pose. This solid, moulded toy is made of bisque (sometimes described as bisque or porcelain) and the material is pale creamy colour with a slightly pitted surface.1891, china, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwrecked artefact, flagstaff hill maritime village, shipwreck coast, warrnambool, porcelain, moonlight head, wreck bay, cargo, bisque, toys, miniature animals, gorilla

This toy cat was part of the cargo from the Fiji and amongst the articles salvaged from the wreck. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the captain being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are bisque (or china) toys, (including miniature animals, limbs from small bisque dolls), rubber balls, a slate pencil, a glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife.This toy cat is classified as Fiji 10 on the SWR Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. China toy cat salvaged from the wreck of the Fiji. The cat is in a resting pose. This solid, moulded toy is made of bisque (sometimes described as bisque or porcelain) and the material is tan in colour with a slightly pitted surface.1891, china, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwrecked artefact, flagstaff hill maritime village, shipwreck coast, warrnambool, porcelain, moonlight head, wreck bay, cargo, bisque, toys, miniature animals, cat

This rubber ball was part of the cargo from the Fiji and amongst the articles salvaged from the wreck. A press report notes that the balls collected from the Fiji’s cargo were originally red and white. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the captain being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are bisque (or china) toys, (including miniature animals, limbs from small bisque dolls), rubber balls, a slate pencil, a glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife. This toy rubber ball is classified as Fiji 3 on the SWR Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. Rubber ball salvaged from the wreck of the Fiji. The rubber is perishing and the surface is pitted and bumpy. The material is tan in colour with a slightly pitted surface. 1891, china, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwrecked artefact, flagstaff hill maritime village, shipwreck coast, warrnambool, porcelain, moonlight head, wreck bay, cargo, bisque, toys, miniature animals, rubber ball

This rubber ball was part of the cargo from the Fiji and amongst the articles salvaged from the wreck. A press report notes that the balls collected from the Fiji’s cargo were originally red and white. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the captain being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are bisque (or china) toys, (including miniature animals, limbs from small bisque dolls), rubber balls, a slate pencil, a glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife. This toy rubber ball is classified as Fiji 3 on the SWR Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. Rubber ball salvaged from the wreck of the Fiji. The rubber is perishing and the surface is pitted and bumpy. The material is tan in colour with a slightly pitted surface. warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, wreck bay, moonlight head, 1891, cargo, rubber ball, toy, fiji, captain vickers, william vickers

This bottle was one of the items salvaged from the wreck of the Fiji in 1891. Joseph Bosisto began manufacturing Eucalyptus Oil in Australia from 1854. This bottle is marked ‘J. BOSISTO”, which probably dates it from 1885 when the company J. Bosisto & Co. was formed. The marking on the bottom of the bottle “GERMAN/B_ _ E” could mean that the bottle was imported by J. Bosisto from Germany. In the early years bottles were imported from overseas countries including England and Germany. In 1872 the Melbourne Bottle Works was established to supply the bottles locally and more cheaply but had difficulty keeping up with the supply. From 1865 Australian-made Bosisto’s Eucalyptus Oil began to be exported to England then later to Germany and other countries. Bosisto’s Eucalyptus Oil won many prizes at exhibitions between 1854 – 1891. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the last man being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are china miniature animals, limbs from small china dolls, rubber balls, this glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife. The glass bottle is registered as “Artefact Reg No Fiji/1”. Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. It also represents 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 Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. Clear glass oval medical bottle with rounded corners and flattened sides on front and back surfaces. Opening of bottle has a lip around it and could have been sealed with a stopper. There is a chip in the lip. One face of the bottle has a rectangular border with a name embossed vertically on it, “J. BOSISTO / RICHMOND”. The oval base of the bottle also has letters embossed on it “GE_ _AN” “B _ _ _ _ _”. There is also a large chip out of the base. The sides of the bottle have a vertical joining line. The bottle was recovered from the wreck of the Fiji.Flat side of bottle has rectangular border with “J BOSISTO / RICHMOND” embossed in the centre. The base of the bottle has “G E . . A N/B . . . . . .” embossed on it. Other letters have been removed with the chip. (probable wording was ‘GERMAN/BOTTLE)warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, fiji, 1891, glass bottle, medicine bottle, bosistos, j bosistos, german bottle

Transcript of the Maggs Family History, given by Joan Walker, former member of RDHS:- Pioneer Family - Maggs • James Maggs and wife Harriet Banfield migrated to Melbourne on the “Ticondergoa” which sailed from Birkenhead on 4th August 1852 with 812 assisted immigrants. • In 1856 James purchased 7 acres of land, part of section 75, in the parish of Nunawading where he developed an orchard. • Three children died young – Emma (before 1862), Jemima at Ticonderoga Bay and Mary Jane aged 3 weeks at Konung Creek. Three sons and a daughter survived them. Harriet died in 1875, James in 1888 both buried in Box Hill cemetery. • Their sons Joseph, Samuel and James all established orchards in the Ringwood/Croydon district. Samuel Maggs • Born 11 May 1851, Somerset, England and grew up on his fathers property in Springfield Road, Blackburn, one block east of Surrey Road. • On 4 October 1876 Sam married Eliza Ann Barnes. • 1881 purchased a block, Allot. 39 Parish of Warrandyte and developed an apple and cherry orchard. The orchard occupied the area between White Horse Road and Mullum Mullum Creek from Oban Rd east to where White Horse Road takes a slight turn to the right, near Burnt Bridge. • Son George b.28 December 1876 Warrandyte married Annie Smith d.9 May 1947. • Daughter Eliza Jane b.27 July 1878 Ringwood married William Dobbin, d.31 May 1946 Camberwell. • Son James b.15 May 1880, Lilydale married Catherine Atkins d.28 July 1940 Ringwood buried Box Hill. • Daughter Jemima b.16 December 1881 Warrandyte married Edward Lindsay in 1905, d.2 November 1955 and buried in Box Hill. • Daughter Jane b.22 May 1884 Warrandyte married Thomas S Knee in 1912 d.31 January 1971, buried at Box Hill. • Son Samuel William b.1 Jan 1889 Ringwood married Mina Lillian Schuhkraft in 1911 d.15 Jan 1955 Ringwood. Joseph Maggs • Born 5 June 1845, Somerset England. • Married Mary Ann Reid in April 1867 at Templestowe. • Bought Sec. 26a, in Ringwood on the corner of Eastfield Road an Mt Dandenong Road in February 1870. Planted 4 acres with fruit treet. Was also a wood carter. During the 1880s white clay was mined here, which he carted for the Victorian Porcelain Clay Coy. • Daughter Emma b.8 Jan 1868 Templstowe d. 3 August 1939, Richmond married May 1890 Fredrick W. McGinnis. • Daughter Agnes b.16 June 1869 Templestowe married John D Miller c.1894. d.3 February 1912 Heathmont, buried Box Hill. • Son Albert b.1 May 1871 Nunawading d.15 Nov 1893. • Son Hubert b.10 May 1873 Nunawading married Isabella Atkins in 1898 Ringwood d.11 August Wagga Wagga and buried there. • Daughter Harriet Annis b.13 August 1875 Box Hill d.21 Sept 1875. • Son Joseph b.25 Septenber 1876 Box Hill d.3 Oct 1900 Mitcham. • Daughter Harriet Annis b.18 Aug 1879, Ringwood married James R Miller d.8 May 1945. • Son William b.3 Sep 1881 married Mary E Hardidge. D.6 April 1950 South Melbourne. • Daughter Dora Jane Dulcie b.13 December 1883 Ringwood d.1973. • Daughter Delia Rose b.20 February 1886, Ringwood married William J Sharkie d.30 October 1914 James Maggs • Youngest (born 28 April 1862, Blackburn) and only Australian born son was also an orchardist. • Married Marianne Hardidge in 1880 (divorced in 1906) purchased land in what is now Kalinda Road, adjoining Sam’s land. • James lived with Teresa Shanks in the Hawthorn and Prahran districts and became a taxi driver. Died in 1925, buried at Box Hill. Marianne became a widwife who delivered over 500 babies in the area – was known as Nurse Polly Maggs, died in 1941 aged 81. • Daughter Mary Ann Hase Polly b.5 July 1881 Ringwood married Thomas Lawford d.9 November 1961 buried at Box Hill. • Daughter Jane Emma b.9 May 1883 Ringwood married Frederick Bloom 1910 d.28 July 1954. • Daughter James John b.17 Jan 1885 Ringwood married Johanna Ida Edith Bloom in 1912 d.24 August 1962 buried at Box Hill. • Daughter David Joseph b.31 Jan 1887 Ringwood married Violet Lepp married 1916, d.11 July 1966. • Son Samuel Arthur b.11 March 1888 Ringwood married Bertha Anna Pump in 1913 d.7 August 1957. • Son John William b.16 April 1890 Ringwood married Lillian Mabel May Smith in 1909 d.18 February 1959 Cobram. • Daughter Eliza Anne b.6 March 1892 Ringwood d.April 18 1892. • Son Robert Thomas b.7 March 1893 Ringwood married Edith E Britnell in 1919 d.12 March 1981 buried Box Hill. • Son Albert Edward b.12 April 1895 Ringwood married Florence Sarah Pearce in 1918 d.30 January 1976 buried at Springvale. • Daughter Evaleen Victoria b.28 Aug 1897, Ringwood married Sydney Till married 1920 d.5 September 1989 buried at Box Hill. • Daughter Harriet Banfield Chrissy b.14 December 1899 Ringwood d.28 Dec 1979 buried Box Hill. Jane Maggs • Born 19 December 1858 in Blackburn. Died 5 July 1926 buried at Box Hill. Married William Cook and had one child, Harriet Amy Cook who never married and lived in Whitehorse Road, Mitcham until her death in 1962. Details, extract from Family Tree Maker family tree:- Descendants of James Maggs Generation No. 1 1. JAMES5 MAGGS (JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)1 died 24 Sep 18881. He married (1) HARRIET MARTHA BANFIELD1 23 Dec 1841 in Bristol, Somerset, England1. She was born 19 Jun 1817 in Clutton, Somerset, England1, and died 12 May 1875 in Nunawading, Victoria, Australia1. He married (2) ROSENA MAHON1 09 Dec 1875 in Fitzroy, Victoria, Australia1. She was born in Deptford, London, England1. Notes for JAMES MAGGS: JAMES MAGGS, and his wife HARRIET BANFIELD, migrated to Melbourne on the "Ticonderoga", which sailed from Birkenhead 4th Aug 1852 with 812 assisted immigrants aboard. In the close confines of the ship fever broke out and by the time she arrived off Port Phillip Heads on or about 2nd Nov, 100 deaths had been recorded in the log and hundreds were too weak to help themselves. Captain Wylie of the coastal trader "Champion", informed Captain Ferguson, the harbourmaster at Williamstown, of the tragic plight of the passengers and crew, and he came with two doctors, in the "Empire", to their aid. They anchored just inside Port Phillip Heads on 5 Nov. at the "Sanatory Station", declared but not yet established by the local authorities. Those who were well enough were put ashore in tents made of spars and sails. The "Lysander" was despatched from Melbourne to act as a hospital ship, and 2 houses, built of the local limestone, were commandeered as a quarantine station. For six weeks the survivors were held near Point Nepean at a place still known as Ticonderoga Bay while the fever, propably typhus, a louse borne epidemic disease, ran its course and a further 68 passengers, 2 crew members and 4 newborn babes succumbed to the scourge. Among them was Jemima Maggs, 3 year old daughter of James and Harriet. The dead were buried at the waters edge, in a grove of titree, a site now marked by Heaton's monument. The remainder of the family, including Samuel, just one year old, lived through the ordeal to make a new life in Australia. James obtained work with Robert Wilson of Bulleen for a period of 3 months at a wage of 52 pounds per annum with rations. By 1856 he was able to purchase 7 acres of land, part of section 75, in the parish of Nunawading at 5 pounds per acre. Here he developed an orchard by means of various mortgages including one taken out 17 July 1872 for 50 pounds from the Victorian Permanent Property Investment & Building Society. Three of their seven children died young, Emma before 1862, Jemima at Ticonderoga Bay, and Mary Jane, the first of their three Australian born children, aged 3 weeks at Konung Creek.Three sons and a daughter survived them. Harriet died in 1875, James lived until 1888 and both are buried at the Box Hill Cemetery. Their sons, Joseph, Samuel, and James all established orchards in the Ringwood/Croydon district. Bur Reg 308 Box Hill Grave #64 Presbyterian More About JAMES MAGGS: Ancestral File Number: LN0V-G01 Burial: 26 Sep 1888, Box Hill, Victoria, Australia1 Christening: 20 Oct 1816, Clutton, Somerset, England1 Record Change: 03 Oct 20041 More About HARRIET MARTHA BANFIELD: Ancestral File Number: LN0V-N11 Burial: 14 May 1875, Box Hill, Victoria, Australia1 Christening: 31 Aug 18171 Record Change: 29 Nov 20041 More About ROSENA MAHON: Record Change: 01 Dec 20011 Children of JAMES MAGGS and HARRIET BANFIELD are: i. EMMA6 MAGGS1, b. 13 Nov 1843, Clutton, Somerset, England1. More About EMMA MAGGS: Record Change: 08 Jul 20031 2. ii. JOSEPH MAGGS, b. 05 Jun 1845, Clutton, Somerset, England; d. 24 Jun 1886, Ringwood, Victoria, Australia. iii. JEMIMA MAGGS1, b. 25 Oct 1848, Clutton, Somerset, England1; d. 1852, Ticonderoga Bay, Victoria, Australia1. More About JEMIMA MAGGS: Record Change: 24 Jan 20031 3. iv. SAMUEL MAGGS, b. 11 May 1851, Clutton, Somerset, England; d. 30 Aug 1942, Croydon, Victoria, Australia. v. MARY JANY MAGGS1, b. 03 Dec 1855, Konung Creek, Victoria, Australia1; d. 27 Dec 18551. More About MARY JANY MAGGS: Record Change: 23 Jan 20051 4. vi. JANE MAGGS, b. 19 Dec 1858, Blackburn, Victoria, Australia; d. 05 Jul 1926, , Victoria, Australia. 5. vii. JAMES MAGGS, b. 1862, Nunawading; d. 1925, Fitzroy. Generation No. 2 2. JOSEPH6 MAGGS (JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)1 was born 05 Jun 1845 in Clutton, Somerset, England1, and died 24 Jun 1886 in Ringwood, Victoria, Australia1. He married MARY ANN READ1 01 Apr 1867 in Templestowe, Victoria, Australia1. She was born Abt. 1847 in of Templestowe, Victoria, Australia1, and died 1925 in Ringwood, Victoria, Australia1. Notes for JOSEPH MAGGS: Joseph Maggs born 5 Jun 1845 at Clutton, Somerset, England, arrived in Australia age 7 years. He married Mary Ann Read, in Apr 1867 at Templestowe, selected land, Lot 26a,in Ringwood on the corner of Eastfield Road and Mt.Dandenong Road, approx 114 acres, at 11 o'clock 2 Feb 1870. He planted 4 acres with fruit trees valued at 80 pounds and by Sep 1874 his occupation was farmer and wood carter. A 4 room house of lathe and plaster with a paling roof, a kitchen, a slab and bark stable and a pigsty had been errected to a value of 71 pounds. A well, 3 dams, clearing and fencing valued at 96 pounds are also listed. He notes "from the nature of the land, being very poor and heavily timbered, I have not been quite able to clear the complement required, not having means sufficient to do so, neither will the land pay when cultivated." Traces of antimony were found on the land but not in commercial quantities, however during the 1880s white clay was mined here, which he carted for the Victoria Porcelain Clay Coy. In Mar 1880 he was granted freehold title at a price of one pound per acre. More About JOSEPH MAGGS: Burial: Box Hill, Victoria, Australia1 Record Change: 18 Feb 20011 More About MARY ANN READ: Burial: Box Hill, Victoria, Australia1 Record Change: 21 Jul 20021 Children of JOSEPH MAGGS and MARY READ are: 6. i. EMMA7 MAGGS, b. 08 Jan 1868, Templestowe, Victoria, Australia; d. 03 Aug 1939, Richmond, Victoria, Australia. ii. ALBERT MAGGS1, b. 01 May 1871, Nunawading, Victoria, Australia1; d. 15 Nov 1893, Ringwood, Victoria, Australia1. More About ALBERT MAGGS: Record Change: 12 Oct 19971 7. iii. HUBERT MAGGS, b. 10 May 1873, Ringwood, Victoria, Australia; d. 11 Aug 1956, Wagga Wagga, N.S.W., Australia. iv. HARRIET ANNIS MAGGS1, b. 13 Aug 1875, Box Hill, Victoria, Australia1; d. Ringwood, Victoria, Australia1. More About HARRIET ANNIS MAGGS: Burial: 21 Sep 1875, Box Hill, Victoria, Australia1 Record Change: 18 Feb 20011 v. JOSEPH MAGGS1, b. 25 Sep 1876, Box Hill, Victoria, Australia1; d. 03 Oct 1900, Mitcham, Victoria, Australia1. More About JOSEPH MAGGS: Record Change: 18 Feb 20011 8. vi. HARRIET ANNIS MAGGS, b. 18 Aug 1879, Ringwood, Victoria, Australia; d. 08 May 1945. vii. WILLIAM MAGGS1, b. 03 Sep 18811; d. 06 Apr 1950, South Melbourne, Victoria, Australia1; m. MARY ELIZA HARDIDGE1, 24 Dec 1912, Goulburn, N.S.W., Australia1; b. Abt. 1884, , of Victoria, Australia1; d. 1956, Lilydale, Victoria, Australia1. More About WILLIAM MAGGS: Record Change: 18 Feb 20011 More About MARY ELIZA HARDIDGE: Record Change: 18 Feb 20011 viii. DORA JANE DULCIE MAGGS1, b. 13 Dec 1883, Ringwood, Victoria, Australia1; d. 1973, Mitcham, Victoria, Australia1. More About DORA JANE DULCIE MAGGS: Record Change: 21 Jan 20021 9. ix. DELIA ROSE MAGGS, b. 20 Feb 1886, Ringwood, Victoria, Australia; d. 30 Oct 1914. 10. x. AGNES MAGGS, b. 16 Jun 1869, Templestowe, Victoria, Australia; d. 03 Feb 1912, Heathmont, Victoria, Australia. 3. SAMUEL6 MAGGS (JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)1 was born 11 May 1851 in Clutton, Somerset, England1, and died 30 Aug 1942 in Croydon, Victoria, Australia1. He married ELIZA ANN BARNES1 04 Oct 1876 in Nunawading, Victoria, Australia1. She was born 19 Sep 1848 in St Lukes, London, England1, and died 17 Feb 1923 in Croydon, Victoria, Australia1. Notes for SAMUEL MAGGS: SAMUEL MAGGS grew up on his father's property in Springfield Road, Blackburn, one block east of Surrey Road. West of Surrey Road and fronting to White Horse Road was James Barnes' property, so by walking through the Maggs land and crossing Surrey Road, one might enter the back of the Barnes land, an easy way to visit ELIZA ANN BARNES. On the 4 Oct 1876 Sam and Eliza were married at her father's house. Sam wrote to the Secretary for Lands on the 29 Sep 1880, requesting that Allot. 39 Parish of Warrandyte be made available for selection. This block had been refused for selection earlier on the objection of the Mines Department as it was believed that the area was auriferous. When told that the block was available, Sam marked it at 5 o'clock December 3rd and applied for a lease of 12 acres 3 rods and 34 perches on the 6th December. On the application it is noted that he already had leasehold of 104 acres. His license was approved 7 Mar 1881 at a rate of 6 shillings and 6 pence per halfyear. Previously paid fees and rental came to 3 pounds 18 shillings, and he paid another pound for a certificate fee, a pound lease fee, plus the first half years rental, then proceeded to develop the land into an apple and cherry orchard.In 7 Mar 1898 he had succeeded in securing the freehold grant of the area by paying 2 pounds 18 shillings 6 pence fees due,plus a 1 guinea grant fee and assurance fund contribution of 7 pence, a total of 4 pounds and 1 penny. The orchard occupied the area between White Horse Rd and Mullum Mullum Creek,from Oban Rd east to where White Horse Road, now the Maroondah Highway, takes a slight turn to the right, near the Burnt Bridge. Sam and Eliza built a house on Sec38 and planted Fivecrown apples grafted on a Maggs Seedling stock at 24 ft spacing. Trees put in about 1875 were yielding up to twenty bushells 30 years later. He didn't approve of regulations which required spraying for codlin moth and was reputed to have said when denied coolstorage space until he sprayed his trees, "No one is going to tell me how to grow apples and anyway a bit of codlin is good for you". More About SAMUEL MAGGS: Ancestral File Number: LN0V-8X1 Record Change: 20 Aug 19971 Notes for ELIZA ANN BARNES: ELIZA ANN BARNES married SAMUEL MAGGS, son of neighbouring land owner, James Maggs, 4 Oct 1876 and had 6 children. She had a stroke about 1921 but was able to attend her seventyfourth birthday party held at her daughter Jane Knee's home in Sep 1922 when over forty family members gathered for the celebration(see photo). She died 17 Feb 1923 at Croydon. More About ELIZA ANN BARNES: Ancestral File Number: LN0V-2W1 Record Change: 20 Aug 19971 Children of SAMUEL MAGGS and ELIZA BARNES are: 11. i. GEORGE7 MAGGS, b. 28 Dec 1876, Warrandyte, Victoria, Australia; d. 09 May 1947, Ringwood, Victoria, Australia. 12. ii. ELIZA JANE MAGGS, b. 27 Jul 1878, Ringwood, Victoria, Australia; d. 31 May 1946, Camberwell, Victoria, Australia. 13. iii. JAMES MAGGS, b. 15 May 1880, Lilydale, Victoria, Australia; d. 28 Jul 1940, Ringwood, Victoria, Australia. iv. JANE MAGGS1, b. 22 May 1884, Warrandyte, Victoria, Australia1; d. 31 Jan 19711; m. THOMAS SAMUEL KNEE1, 1907, , Victoria, Australia1; b. 07 Aug 1881, Lilydale, Victoria, Australia1; d. 19 Apr 19601. More About JANE MAGGS: Burial: Box Hill, Victoria, Australia1 Record Change: 18 Feb 20011 More About THOMAS SAMUEL KNEE: Burial: 21 Apr 1960, Box Hill, Victoria, Australia1 Record Change: 22 Aug 20031 14. v. SAMUEL WILLIAM MAGGS, b. 01 Jan 1889, Ringwood, Victoria, Australia; d. 15 Jan 1955, Ringwood, Victoria, Australia. 15. vi. JEMIMA MAGGS, b. 16 Dec 1881, Warrandyte, Victoria, Australia; d. 02 Nov 1955. 4. JANE6 MAGGS (JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)1 was born 19 Dec 1858 in Blackburn, Victoria, Australia1, and died 05 Jul 1926 in , Victoria, Australia1. She married WILLIAM COOK1 1880 in , Victoria, Australia1. He was born Abt. 1859 in Wickliffe, Victoria, Australia1, and died 09 Aug 19391. Notes for JANE MAGGS: Jane Maggs, the only surviving daughter of James and Harriet, married William Cook and had one child, Harriet Amy Cook, known to her relatives as Cousin Amy. She never married and lived in the house inWhitehorse Road, Mitcham built by her parents, for many years until her death in 1962. She took a keen interest in family history and was a great source of information and memorabilia about the early days of the Ringwood area. More About JANE MAGGS: Burial: Box Hill1 Record Change: 18 Feb 20011 More About WILLIAM COOK: Burial: 10 Aug 1939, Box Hill, Victoria, Australia1 Record Change: 05 Nov 20011 Child of JANE MAGGS and WILLIAM COOK is: i. HARRIET AMEY7 COOK1, b. 1881, Box Hill, Victoria, Australia1; d. 13 Sep 1962, Surrey Hills, Victoria, Australia1. More About HARRIET AMEY COOK: Burial: 17 Sep 1962, Box Hill, Victoria, Australia1 Record Change: 18 Feb 20011 5. JAMES6 MAGGS (JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)2,3 was born 1862 in Nunawading4, and died 1925 in Fitzroy4. He married (1) THERESA BROWN4 in Christchurch, New Zealand5. She was born 1869 in Clunes, Victoria, Australia5, and died 1930 in Prahran, Victoria, Australia5. He married (2) MARIANNE HARDIDGE6 1880 in Kew6. She was born 1860 in Doncaster6, and died 1941 in Mitcham6. He married (3) ADA JANE CROY7 19127. She was born 1883 in ,Victoria, Australia7. Notes for JAMES MAGGS: James Maggs, the youngest child and only Australian born son of James and Harriet, was an orchardist like his older brothers. He married Marianne Hardidge in 1880 and selected an area in what is now Kalinda Road, adjoining Sam's land. They constructed a four roomed house measuring 26 feet square valued at fifty pounds and stables valued at forty pounds. The buildings were made of palings with an iron roof. Here they raised ten children and lost a little girl, Eliza, aged three weeks. In 1900 James became seriously ill with a kidney disease and was visited during his illness by a wide section of his neighbours, including Mrs Theresa Shanks. He and Theresa became attracted to each other and broke up their marriages, with James and Marianne being divorced in 1906. James and Theresa lived in the Hawthorn and Prahran districts and he became a taxi driver. He contributed to the upkeep of his children although the divorce was a bitter affair. He died in 1925 in Fitzroy and Theresa only survived him by five years. They are buried in the same grave at Box Hill. Marianne became a midwife who delivered over 500 babies in the neighborhood. She was known as Nurse Polly Maggs and the people of Ringwood presented her with a wireless set in appreciation of her service to the community. She died at the age of 81 years in 1941. More About JAMES MAGGS: Burial: Box Hill Cemetery8 Record Change: 01 Sep 20018 Notes for THERESA BROWN: [Ringwood.ged] Theresa had a son Jim Shanks born1902 (father was James Maggs) Reg No 12243R More About THERESA BROWN: Burial: 05 Feb 1930, Box Hill, Victoria, Australia9 Record Change: 01 Sep 200110 More About MARIANNE HARDIDGE: Burial: Box Hill Cemetery10 Record Change: 01 Sep 200110 Marriage Notes for JAMES MAGGS and MARIANNE HARDIDGE: [Ringwood.ged] divorced in 1906 More About ADA JANE CROY: Burial: 15 Apr 1932, Geelong, Victoria, Australia11 Record Change: 10 Aug 200211 Child of JAMES MAGGS and THERESA BROWN is: i. JIM7 MAGGS12, b. 190212. More About JIM MAGGS: Record Change: 01 Sep 200112 Children of JAMES MAGGS and MARIANNE HARDIDGE are: ii. MARY ANN HASE7 MAGGS12, b. 188112. More About MARY ANN HASE MAGGS: Record Change: 01 Sep 200112 16. iii. JANE EMMA MAGGS, b. 1883; d. 28 Jul 1954. 17. iv. JAMES JOHN MAGGS, b. 1885; d. 24 Aug 1962, Parkville, Victoria, Australia. v. DAVID JOSEPH MAGGS12,13, b. 188714; d. 11 Jul 1966, Mt. Waverley, Victoria, Australia15; m. VIOLET ADELINE LEPP15, 1916, , Victoria, Australia15; b. 1888, Ballarat, Victoria, Australia15; d. 26 Mar 1966, ,Victoria, Australia15. More About DAVID JOSEPH MAGGS: Record Change: 01 Sep 200116 More About VIOLET ADELINE LEPP: Record Change: 21 Jan 200217 18. vi. SAMUEL ARTHUR MAGGS, b. 1888; d. 07 Aug 1957, Doncaster, Victoria, Australia. 19. vii. JOHN WILLIAM MAGGS, b. 1890; d. 18 Feb 1959, Cobram, Victoria, Australia. viii. ELIZA ANN MAGGS18, b. 189218; d. 189218. More About ELIZA ANN MAGGS: Burial: Box Hill Cemetery18 Record Change: 01 Sep 200118 20. ix. ROBERT THOMAS MAGGS, b. 1893; d. 12 Mar 1981. 21. x. ALBERT EDWARD MAGGS, b. 1895; d. 1976. 22. xi. EVALEEN VICTORIA MAGGS, b. 1897; d. 05 Sep 1989. xii. HARRIET BANFIELD MAGGS18, b. 189918. More About HARRIET BANFIELD MAGGS: Record Change: 01 Sep 200118 23. xiii. MARY ANN HASE POLLY MAGGS, b. 05 Jul 1881, Ringwood, Victoria, Australia; d. 09 Nov 1961. xiv. HARRIET BANFIELD CHRISSY MAGGS19, b. 14 Dec 1899, Ringwood, Victoria, Australia19; d. 28 Dec 1979, Blackburn, Victoria, Australia19. More About HARRIET BANFIELD CHRISSY MAGGS: Burial: Box Hill19 Record Change: 18 Feb 200119 Children of JAMES MAGGS and ADA CROY are: xv. CLENCIE JOAN7 MAGGS19, m. ARTHUR RODERICK PITTER19. xvi. CLYDE MAGGS19, b. 1917, Collingwood, Victoria, Australia19; d. 1917, Collingwood, Victoria, Australia19. More About CLYDE MAGGS: Record Change: 10 Aug 200219 Generation No. 3 6. EMMA7 MAGGS (JOSEPH6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)19 was born 08 Jan 1868 in Templestowe, Victoria, Australia19, and died 03 Aug 1939 in Richmond, Victoria, Australia19. She married FREDRICK WILLIAM MCGINNIS19 May 1890 in , Victoria, Australia19. He was born in , of Victoria, Australia19. More About EMMA MAGGS: Record Change: 18 Feb 200119 More About FREDRICK WILLIAM MCGINNIS: Record Change: 18 Feb 200119 Children of EMMA MAGGS and FREDRICK MCGINNIS are: i. RENIRA EDDA8 MCGINNIS19. ii. FREDRICK HENRY MCGINNIS19, b. 1894, , of Victoria, Australia19; d. 195819. More About FREDRICK HENRY MCGINNIS: Record Change: 18 Feb 200119 7. HUBERT7 MAGGS (JOSEPH6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)19 was born 10 May 1873 in Ringwood, Victoria, Australia19, and died 11 Aug 1956 in Wagga Wagga, N.S.W., Australia19. He married ISABELLA ATKINS19 09 Mar 1898 in Ringwood, Victoria, Australia19. She was born Abt. 1875 in St Arnaud, Victoria, Australia19. More About HUBERT MAGGS: Burial: Wagga Wagga, N.S.W., Australia19 Record Change: 23 Jan 200519 More About ISABELLA ATKINS: Record Change: 23 Jan 200519 Children of HUBERT MAGGS and ISABELLA ATKINS are: i. HUBERT CARLYLE8 MAGGS19. ii. ANNE THORA MAGGS19. iii. RAYMOND MAGGS19, b. 09 Jun 1905, Ringwood, Victoria, Australia19; d. 20 Jul 190519. More About RAYMOND MAGGS: Record Change: 18 Feb 200119 8. HARRIET ANNIS7 MAGGS (JOSEPH6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)19 was born 18 Aug 1879 in Ringwood, Victoria, Australia19, and died 08 May 194519. She married JAMES RICHARD MILLER19 26 Sep 1910 in Ringwood East, Victoria, Australia19. He was born 1878 in Collingwood, Victoria, Australia19. More About HARRIET ANNIS MAGGS: Record Change: 18 Feb 200119 More About JAMES RICHARD MILLER: Record Change: 18 Feb 200119 Children of HARRIET MAGGS and JAMES MILLER are: i. DUDLEY8 MILLER19. ii. IRENE DOROTHY MILLER19, b. 10 Nov 1913, , of Victoria, Australia19; d. 29 Sep 199019. More About IRENE DOROTHY MILLER: Burial: Lilydale, Victoria, Australia19 Record Change: 18 Feb 200119 iii. CYRIL MILLER19, b. 26 Sep 1915, , of Victoria, Australia19; d. 05 Apr 197319. More About CYRIL MILLER: Burial: Springvale, Victoria, Australia19 Record Change: 18 Feb 200119 9. DELIA ROSE7 MAGGS (JOSEPH6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)19 was born 20 Feb 1886 in Ringwood, Victoria, Australia19, and died 30 Oct 191419. She married WILLIAM JAMES SHARKIE19. More About DELIA ROSE MAGGS: Burial: Box Hill, Victoria, Australia19 Record Change: 18 Feb 200119 Child of DELIA MAGGS and WILLIAM SHARKIE is: i. RONALD8 SHARKIE19, b. Abt. 1914, , of Victoria, Australia19; d. Abt. 1964, , N.S.W., Australia19. More About RONALD SHARKIE: Record Change: 15 Oct 200119 10. AGNES7 MAGGS (JOSEPH6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)20,21 was born 16 Jun 1869 in Templestowe, Victoria, Australia21, and died 03 Feb 1912 in Heathmont, Victoria, Australia21. She married (1) JOHN DOMONIC MILLER22 189423,24, son of FRANK MILLER and KATE MADDEN. He was born 187025,26, and died 194227,28. She married (2) JOHN DOMINIC MILLER29 1894 in , Victoria, Australia30,31. He was born 1870 in Box Hill, Victoria, Australia31. More About AGNES MAGGS: Burial: Box Hill, Victoria, Australia31 Record Change: 11 Sep 200132 More About JOHN DOMONIC MILLER: Record Change: 11 Sep 200132 More About JOHN DOMINIC MILLER: Record Change: 18 Feb 200133 Children of AGNES MAGGS and JOHN MILLER are: i. ALBERT JOHN8 MILLER33, b. 1894, , of Victoria, Australia33. More About ALBERT JOHN MILLER: Record Change: 18 Feb 200133 ii. LOUIS NICHOLAS MILLER33, b. 1901, , of Victoria, Australia33; d. 197433; m. LILA MERTON33. More About LOUIS NICHOLAS MILLER: Record Change: 18 Feb 200133 iii. LESLIE DOMINIC MILLER33, b. 1904, , of Victoria, Australia33; d. 198933. More About LESLIE DOMINIC MILLER: Record Change: 18 Feb 200133 11. GEORGE7 MAGGS (SAMUEL6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)33 was born 28 Dec 1876 in Warrandyte, Victoria, Australia33, and died 09 May 1947 in Ringwood, Victoria, Australia33. He married ANNIE GRACE SMITH33 26 Mar 1902 in , Victoria, Australia33. She was born Abt. 1878 in of Ringwood, Victoria, Australia33, and died 1967 in Box Hill, Victoria, Australia33. More About GEORGE MAGGS: Record Change: 18 Feb 200133 More About ANNIE GRACE SMITH: Record Change: 21 Jan 200233 Children of GEORGE MAGGS and ANNIE SMITH are: i. CLYDE8 MAGGS33, m. VIOLET OXENBURY33. 24. ii. GEORGE ALBERT MAGGS, b. 17 Jul 1902, Ringwood, Victoria, Australia; d. 1974, Heidelberg, Victoria, Australia. iii. HILDA GLADYS BILLIE MAGGS33, b. 05 Sep 1903, Ringwood, Victoria, Australia33; d. 15 Oct 198733; m. LENARD DRYSDALE REID33. More About HILDA GLADYS BILLIE MAGGS: Burial: Springvale, Victoria, Australia33 Record Change: 18 Feb 200133 iv. MYRTLE OLIVE MAGGS33, b. 24 Dec 1905, Kew, Victoria, Australia33; d. 02 Jan 198333; m. ROBERT SAMUEL BOB HEAD33, 1924, , Victoria, Australia33; b. 1898, , of Victoria, Australia33; d. 15 Oct 1980, Mermaid Beach, Queensland, Australia33. More About MYRTLE OLIVE MAGGS: Record Change: 18 Feb 200133 More About ROBERT SAMUEL BOB HEAD: Burial: 17 Oct 1980, Nerang, Queensland, Australia33 Record Change: 18 Feb 200133 v. FREDERICK STANLEY MAGGS33, b. 10 Jul 1907, of, Victoria, Australia33; d. 26 Jan 1975, Box Hill, Victoria, Australia33; m. (1) RUBY EMILY BRIERLEY33; m. (2) SARAH MRS FREDERICK MAGGS33; m. (3) ISABEL WOOD33. More About FREDERICK STANLEY MAGGS: Record Change: 21 Jul 200233 vi. ALFRED FRANCIS MAGGS33, b. 19 Jun 1909, Ringwood, Victoria, Australia33; d. 06 Feb 198733; m. FRANCES ESTELLE WILLOUGHBY33. More About ALFRED FRANCIS MAGGS: Record Change: 18 Feb 200133 vii. ERIC RAYMOND MAGGS33, b. 29 Nov 1910, Ringwood, Victoria, Australia33; d. 29 Jan 198633; m. THELMA THOMPSON33. More About ERIC RAYMOND MAGGS: Record Change: 18 Feb 200133 viii. MARJORIE FLORENCE MAGGS33, b. 21 Jun 1912, Ringwood, Victoria, Australia33; d. 20 Aug 197433; m. COLIN ADDISON33. More About MARJORIE FLORENCE MAGGS: Record Change: 18 Feb 200133 ix. CLARICE MAGGS33, b. 20 Dec 1913, , Victoria, Australia33; m. RONALD STONE33. More About CLARICE MAGGS: Burial: , Queensland, Australia33 Record Change: 18 Feb 200133 12. ELIZA JANE7 MAGGS (SAMUEL6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)33 was born 27 Jul 1878 in Ringwood, Victoria, Australia33, and died 31 May 1946 in Camberwell, Victoria, Australia33. She married WILLIAM NEWCOMB DOBBIN33 14 Mar 1900 in Ringwood, Victoria, Australia34,35. He was born 02 Aug 1878 in Bendigo, Victoria, Australia35, and died 12 May 1960 in Brighton, Victoria, Australia35. More About ELIZA JANE MAGGS: Ancestral File Number: LN0T-NV35 Record Change: 20 Aug 199735 Notes for WILLIAM NEWCOMB DOBBIN: WILLIAM NEWCOMB DOBBIN, the second child of William Edward Jones Dobbin and Amelia Matilda Shoman, was born at Bendigo in the state of Victoria, on the 2 August 1878. He spent his early childhood years in the goldfields towns of Bendigo and Ballarat but by the time he was of age to start school his family had moved to Melbourne and he commenced his education at the Richmond State school. His first job as a baker's boy in Ringwood included delivering bread by bicycle to homes in that area, and that was how he met ELIZA JANE MAGGS. By the time he turned 17 he had decided to go to Western Australia so in 1895 he embarked on a ship named the "Inaminka" which carried a deck cargo of draught horses. While crossing the Great Australian Bight a severe storm was encountered and three of the fifteen horses on deck were killed. He found work in a timber camp in the south west,near Albany, and lived in a hut made of palings for a time with five other men. While he was there an itinerant Indian photographer named S.Bhan took a picture of the hut with its inhabitants standing outside. Approaching the turn of the century his mind turned to thoughts of marriage. He returned to Victoria and proposed to Eliza Jane. They were married on the 14 March 1900 at Lilydale Road Ringwood according to the rites of the Church of Christ by Thomas Hagger in the presence of George Maggs,the brother of the bride and Elizabeth Frances Bell. He and his bride returned to Western Australia on a ship called the "Oruba" and when their first child was born at Denmark, on the 18 January 1901 he named her VERA ORUBA DOBBIN. Eliza Jane found the living conditions very rough and because of poor health she returned to Victoria when Vera was three months old. William followed on a ship called the "Suvic". Their second child, Cyril William Dobbin was born at Ringwood in October 1902 where William worked an orchard owned by his father-in-law, Sam Maggs. He purchased from Sam an area in Wonga Park Rd, (now Kalinda Rd) north of the creek which had been planted as a cherry orchard and part of the area on the corner of Oban Road He also worked in a pottery and in the 1905 Sands and McDougall directory he is listed as a brick and tile maker. In 1917 he rented premises in Main Street (Whitehorse Road), Ringwood, then newly built by J.B.McAlpin, the estate agent, on the corner of Melbourne Street. The shop between A.C.Beilby's store and McAlpin's office on the corner was opened as "The Railway Fruit and Confectionary Palace" and a shop in Melbourne Street, which adjoined the Main Street shop at the rear, became "The Fernery Refreshment Rooms". Three more children were born at Ringwood, Leonard Suvic in 1905, Clarence Newcomb in 1907, and the youngest child, a daughter named Elvie Olive in 1909. A fruit shop in Melrose Street, Sandringham, "The Covent Garden Fruit Palace" was purchased in 1921 and later taken over by his son Cyril. During the early 1930's his marriage failed and he went to Williamstown and opened a florist shop in the name of Walter Dobson which did very well. He married again and settled down to a life of retirement in Prahran, but his second wife, Elsie Fritzlaff (formerly Mrs Wilson) died unexpectedly and he was left alone once more. His eyesight deteriorated badly in his later years and he eventually entered the Mair Street Home for the Blind in Brighton where he died on the 12 May 1960. More About WILLIAM NEWCOMB DOBBIN: Ancestral File Number: LN0S-PW35 Record Change: 31 Mar 200135 Children of ELIZA MAGGS and WILLIAM DOBBIN are: i. ELVIE OLIVE8 DOBBIN35, m. ROY STEWART35; b. 1904, Landsborough, Victoria, Australia35; d. 30 Jun 1992, , Victoria, Australia35. More About ROY STEWART: Record Change: 18 Feb 200135 ii. VERA ORUBA DOBBIN35, b. 18 Jan 1901, Denmark, W.A., Australia35; d. 16 May 1995, Warwick, W.A., Australia35; m. ALEXANDER FRANCIS LAIRD35, 16 May 1923, Hampton, Victoria, Australia35; b. 24 Sep 1898, Collingwood, Victoria, Australia35; d. 21 Jul 1981, Kallaroo, W.A., Australia35. More About VERA ORUBA DOBBIN: Record Change: 02 Sep 200435 More About ALEXANDER FRANCIS LAIRD: Ancestral File Number: LN0Q-QS35 Record Change: 02 Sep 200435 iii. CYRIL WILLIAM DOBBIN35, b. 22 Oct 1902, Ringwood, Victoria, Australia35; d. 10 Aug 1989, Frankston, Victoria, Australia35; m. FLORENCE CONSTANCE DAVIDSON35, 22 Mar 1925, Brighton, Victoria, Australia35; b. 08 Mar 1903, South Melbourne, Victoria, Australia35; d. Jun 1987, Australia35. More About CYRIL WILLIAM DOBBIN: Record Change: 18 Feb 200135 Notes for FLORENCE CONSTANCE DAVIDSON: Notes: written by Carol Humphrey (daughter) 2001 Florence Constance Davidson, born in South Melbourne, was the second eldest child in her family. Her father worked for the Victorian railways and while stationed in Hamilton, Victoria, had met and married her mother. The family moved to the city from Hamilton, in 1903. They spent a brief period in South Melbourne before taking up residence in Ringwood. Throughout her life Florence answered to many different versions of her name. When she was small could never manage to say her full name, the best she could come up with was “Wonnie Connie Davie”. All of her life her immediate family called her “Won” (a shortened version of “Wonnie”). Her husband, Cyril, called her Florrie and her close friends called her Flo. She attended State School 2997, at the corner of Whitehorse Road and Ringwood Street, Ringwood. In the later stages of her schooling, each Wednesday, she travelled to Glenferrie Technical College (now Swinburne College) in Burwood Road, to attended cooking and laundry classes. She travelled by train to attend these classes and was given 1/- (one shilling) to cover the expenses for the day. A three course meal, which she helped to prepare, cost 3d. (three pence), her train fare cost 8d. (eight pence), leaving her one penny. Depending on the family finances for that week, sometimes she was allowed to spend the change. After leaving school she signed up as an apprentice tailoress. She began her apprenticeship on 9th May 1919, with Charles Lane & Co., whose workroom was in Flinders Lane Melbourne, between Elizabeth and Market Streets; the shop was on the corner of Flinders Lane and Elizabeth Street. Her wages for the first six months were 7 shillings and 6 pence and they increased gradually over the four year period of the apprenticeship to 35 shillings. After completing her apprenticeship she worked at Jimmy Oliver’s workroom at the back of Melbourne Town Hall, in Little Collins Street. She left this position when she married Cyril Dobbin in 1925. During her married life Florence worked in the family business in Melrose Street, as well as raising a family of 6 children. She sewed and knitted for her children, was a great cook and she was very meticulous with her laundry, which was probably a reflection of her lessons in cooking and laundry taken years earlier. In later life, when she had more time to herself, she loved to read and was a wizard at crossword puzzles, cryptic crossword puzzles and Scrabble (a word game). More About FLORENCE CONSTANCE DAVIDSON: Record Change: 18 Feb 200135 iv. LEONARD SUVIC DOBBIN35, b. 04 Jan 1905, Ringwood, Victoria, Australia35; d. Jan 194435; m. ALMA WEBSTER35. More About LEONARD SUVIC DOBBIN: Record Change: 18 Feb 200135 v. CLARENCE NEWCOMB DOBBIN35, b. 17 Mar 1907, Ringwood, Victoria, Australia35; d. 22 Jun 1977, Prahan, Victoria, Australia35; m. ELLEN PEARL ISELIN35, 04 Jul 1936, Camberwell, Victoria, Australia35; b. 17 Nov 1910, Richmond, Victoria, Australia35; d. 24 Aug 1979, Burwood, Victoria, Australia35. More About CLARENCE NEWCOMB DOBBIN: Record Change: 18 Feb 200135 More About ELLEN PEARL ISELIN: Record Change: 18 Feb 200135 13. JAMES7 MAGGS (SAMUEL6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)35 was born 15 May 1880 in Lilydale, Victoria, Australia35, and died 28 Jul 1940 in Ringwood, Victoria, Australia35. He married CATHERINE ATKINS35 24 Apr 1901 in , Victoria, Australia36,37. She was born 04 Nov 1882 in St Arnaud, Victoria, Australia37, and died 11 Oct 1960 in Ringwood, Victoria, Australia37. More About JAMES MAGGS: Burial: 30 Jul 1940, Box Hill, Victoria, Australia37 Record Change: 23 Jan 200537 More About CATHERINE ATKINS: Burial: 18 Oct 1960, Box Hill, Victoria, Australia37 Record Change: 18 Feb 200137 Children of JAMES MAGGS and CATHERINE ATKINS are: i. RUBY ISABEL GENIVEVE8 MAGGS37, m. (1) RODERICK CASSIDY37; m. (2) CHARLES BRUCE37. ii. BEULAH LEAH DRUCILLA DAPHNE MAGGS37, m. HERBERT BOPPEL37. iii. OLIVER SAMUEL JAMES MAGGS37, b. 10 Jan 1903, Ringwood, Victoria, Australia37; d. 1974, Box Hill, Victoria, Australia37; m. RITA MARGUERITE PICKETT37; b. Abt. 1903, of, Victoria, Australia37; d. 1971, Ringwood, Victoria, Australia37. More About OLIVER SAMUEL JAMES MAGGS: Record Change: 22 Jul 200237 More About RITA MARGUERITE PICKETT: Record Change: 21 Jan 200237 iv. DOUGLAS LINDSAY GORDON MAGGS37, b. 30 Dec 1904, Ringwood, Victoria, Australia37; d. 1977, ,Victoria, Australia37; m. EDITH EMMA ANNE MEYLAND37, Abt. 1930, , Victoria, Australia37; b. 01 Oct 1905, of, Australia37; d. 1980, ,Victoria, Australia37. More About DOUGLAS LINDSAY GORDON MAGGS: Record Change: 21 Jul 200237 More About EDITH EMMA ANNE MEYLAND: Record Change: 21 Jul 200237 v. LAURENCE REGINALD VIVIAN MAGGS37, b. 26 Jun 1906, Ringwood, Victoria, Australia37; d. 04 Jul 1955, Ashburton, Victoria, Australia37; m. DOROTHY CLAIRE SKURRIE37. More About LAURENCE REGINALD VIVIAN MAGGS: Record Change: 18 Feb 200137 vi. BASIL RODERICK SYLVESTER MAGGS37, b. 06 Sep 191037; d. 04 Oct 1969, Aspendale, Victoria, Australia37; m. DOROTHY BURLOCK37. More About BASIL RODERICK SYLVESTER MAGGS: Record Change: 21 Jan 200237 vii. LEWIS KEVIN MAXWELL MAGGS37, b. 30 May 1912, , of Victoria, Australia37; d. 11 Nov 1948, Ringwood, Victoria, Australia37. More About LEWIS KEVIN MAXWELL MAGGS: Record Change: 13 Jul 200037 viii. RONALD ALBURY RUSSEL MAGGS37, b. 25 Sep 1914, , Victoria, Australia37; d. 20 Mar 1960, St Kilda, Victoria, Australia37; m. ELVIE MARY IRENE MAGGS37, Abt. 1946, , Australia37; b. 02 Jun 1920, , of Victoria, Australia37; d. 04 Feb 196837. More About RONALD ALBURY RUSSEL MAGGS: Burial: 23 Mar 1960, Springvale, Victoria, Australia37 Record Change: 18 Feb 200137 More About ELVIE MARY IRENE MAGGS: Record Change: 18 Feb 200137 ix. JAMES RALPH MCKENNA MAGGS37, b. 17 Nov 1921, , Victoria, Australia37; d. 18 Aug 1973, Ashwood, Victoria, Australia37; m. SYLVIA GRACE MAGGS37, Abt. 194237; b. 1925, of, Victoria, Australia37; d. 22 May 200237. More About JAMES RALPH MCKENNA MAGGS: Burial: 22 Aug 1973, Templestowe, Victoria, Australia37 Record Change: 18 Feb 200137 More About SYLVIA GRACE MAGGS: Record Change: 24 Mar 200337 14. SAMUEL WILLIAM7 MAGGS (SAMUEL6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)37 was born 01 Jan 1889 in Ringwood, Victoria, Australia37, and died 15 Jan 1955 in Ringwood, Victoria, Australia37. He married MINA LILLIAN SCHUHKRAFT37 21 Jun 1911 in , Victoria, Australia37. She was born 21 Jun 189037, and died 1974 in Leongatha, Victoria, Australia37. More About SAMUEL WILLIAM MAGGS: Record Change: 18 Feb 200137 More About MINA LILLIAN SCHUHKRAFT: Record Change: 21 Jan 200237 Children of SAMUEL MAGGS and MINA SCHUHKRAFT are: i. BRIAN LESLIE8 MAGGS37, m. JEAN AIRD37. ii. CLIVE LIONEL MAGGS37, m. ALBERTA HARRIS37. iii. DONALD FREDERICK MAGGS37, m. PAULEEN HIGGS37. iv. RUSSELL IAN MAGGS37, m. VINA ANDERSON MILLAR37; b. 21 Jan 1928, Kew, Victoria, Australia37; d. 04 Nov 199437. More About VINA ANDERSON MILLAR: Record Change: 10 Jul 200237 v. MINA LYLA MAGGS37, m. WILLIAM ERNEST MATTHEWS37. vi. NANCY ELIN MAGGS37, m. ROBERT JOHN BRUCE37. vii. KEITH ALAN MAGGS37. 15. JEMIMA7 MAGGS (SAMUEL6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)38,39 was born 16 Dec 1881 in Warrandyte, Victoria, Australia39, and died 02 Nov 195539. She married EDWARD LINDSAY40,41 190542, son of JAMES LINDSAY and HELEN CORMLEY. He was born 188242, and died 194243,44. More About JEMIMA MAGGS: Burial: 04 Nov 1955, Box Hill, Victoria, Australia45 Record Change: 16 Jul 200146 Notes for EDWARD LINDSAY: [Ringwood.ged] See Borough Visitors Book 14 Borough Voters Roll 1924 Borough of Ringwood Voters List 12,13 More About EDWARD LINDSAY: Burial: Box Hill Cemetery46 Record Change: 15 Aug 200146 Children of JEMIMA MAGGS and EDWARD LINDSAY are: i. MYRTLE IVY8 LINDSAY46,47, b. 190648; d. 197948; m. BERT QUICK49. More About MYRTLE IVY LINDSAY: Record Change: 15 Aug 200150 ii. EUNICE EVELYN LINDSAY50,51, b. 190952; d. 197552; m. ROY LONG53. More About EUNICE EVELYN LINDSAY: Record Change: 15 Aug 200154 iii. CLUTHA BRUCE LINDSAY54,55, b. 191156; d. 198156. More About CLUTHA BRUCE LINDSAY: Record Change: 15 Aug 200156 16. JANE EMMA7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)56,57 was born 188358, and died 28 Jul 195459. She married FREDERICK ALFRED BLOOM59 14 Oct 1910 in , Victoria, Australia59. He was born 1882 in Doncaster, Victoria, Australia59. More About JANE EMMA MAGGS: Record Change: 01 Sep 200160 More About FREDERICK ALFRED BLOOM: Record Change: 18 Feb 200161 Child of JANE MAGGS and FREDERICK BLOOM is: i. HAROLD GRIFFITHS8 BLOOM61, b. 25 Nov 191161; d. 18 Jun 200061; m. MARJORIE HORSBURGH61. More About HAROLD GRIFFITHS BLOOM: Burial: 23 Jun 2000, Anderson's Creek, Victoria, Australia61 Record Change: 13 Jul 200061 17. JAMES JOHN7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)62,63 was born 188564, and died 24 Aug 1962 in Parkville, Victoria, Australia65. He married JOHANNA IDA EDITH BLOOM65 23 Oct 1912 in , Victoria, Australia65. She was born 1880 in Doncaster, Victoria, Australia65, and died 22 Sep 1964 in Box Hill, Victoria, Australia65. More About JAMES JOHN MAGGS: Burial: Springvale, Victoria, Australia65 Record Change: 01 Sep 200166 More About JOHANNA IDA EDITH BLOOM: Record Change: 18 Feb 200167 Children of JAMES MAGGS and JOHANNA BLOOM are: i. MERLE ADRIENNE8 MAGGS67, m. EDWARD BARNFATHER67. ii. LINTON DAVID MAGGS67, b. 31 Jan 1915, , Victoria, Australia67; d. 28 Nov 198667; m. DOROTHY JEEVES67. More About LINTON DAVID MAGGS: Burial: , Queensland, Australia67 Record Change: 26 Feb 199967 iii. RALPH LINDSAY MAGGS67, b. 05 May 1921, , Victoria, Australia67; d. 1960, , N.S.W., Australia67; m. MAVIS HYLAND67. More About RALPH LINDSAY MAGGS: Record Change: 15 Oct 200167 iv. BETTINA MIRIAM MAGGS67, b. 30 Apr 1923, , Victoria, Australia67; d. 12 Feb 194967. More About BETTINA MIRIAM MAGGS: Burial: Box Hill, Victoria, Australia67 Record Change: 05 Mar 199967 18. SAMUEL ARTHUR7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)68,69 was born 188870, and died 07 Aug 1957 in Doncaster, Victoria, Australia71. He married BERTHA ANNA PUMP71 01 Oct 1913 in , Victoria, Australia71. She was born 1887 in Doncaster, Victoria, Australia71, and died 13 Nov 1963 in Box Hill, Victoria, Australia72,73. More About SAMUEL ARTHUR MAGGS: Record Change: 01 Sep 200174 More About BERTHA ANNA PUMP: Record Change: 18 Feb 200175 Children of SAMUEL MAGGS and BERTHA PUMP are: i. NELLIE8 MAGGS75, m. THOMAS WHITMORE75. ii. MARY MAGGS75, m. (1) HECTOR WHITMORE75; m. (2) THOMAS BAKER75. iii. LESLIE JOHN MAGGS75, m. PATRICIA BONNEY75. 19. JOHN WILLIAM7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)76,77 was born 189078, and died 18 Feb 1959 in Cobram, Victoria, Australia79. He married LILLIAN MABEL MAY SMITH79 20 Nov 1909 in Fitzroy, Victoria, Australia79. She was born 1888 in Walhalla, Victoria, Australia79, and died 18 Jul 1969 in Fitzroy, Victoria, Australia79. More About JOHN WILLIAM MAGGS: Record Change: 01 Sep 200180 More About LILLIAN MABEL MAY SMITH: Record Change: 21 Jan 200281 Children of JOHN MAGGS and LILLIAN SMITH are: i. BASIL ROBERT BOB8 MAGGS81, m. (1) FRANCES MAY CUNNINGHAM81; b. 05 May 1907, North Melbourne, Victoria, Australia81; d. 21 Jan 1947, Lilydale, Victoria, Australia81; m. (2) MARGARET JESSIE PEG LINCOLN81. More About FRANCES MAY CUNNINGHAM: Record Change: 21 Jul 200281 ii. RONALD JNO. MAGGS81. iii. GLADYS ELLA MAGGS81, m. CHARLES KEATING81. iv. EDNA LILLIAN MAGGS81, m. ALBERT ROWE81. v. CLIFFORD HENRY MAGGS81, m. SHIRLEY SMITH81. vi. EVELYN CHRISTINA MAGGS81, m. (1) FREDERICK HENRY CROSS81; b. 18 Aug 1928, of, Australia81; d. 25 Aug 196881; m. (2) LEONARD LLEWELYN HUGHES81; m. (3) RONALD FRANK BOLLARD81. More About FREDERICK HENRY CROSS: Record Change: 18 Feb 200181 vii. IVOR CYRIL EDWARD MAGGS81, b. 03 Mar 1910, Ringwood, Victoria, Australia81; d. 09 Mar 1992, Lilydale, Victoria, Australia81; m. ISABELLA CUNNINGHAM81. More About IVOR CYRIL EDWARD MAGGS: Record Change: 18 Feb 200181 viii. LORNA AGNES MAGGS81, b. 31 Jul 1915, , Victoria, Australia81; d. 1981, Ararat, Victoria, Australia81; m. ALBERT HUNTER81. More About LORNA AGNES MAGGS: Record Change: 18 Feb 200181 ix. EDWARD WILLIAM TINY MAGGS81, b. 08 Feb 1918, , Victoria, Australia81; d. 24 Aug 198281; m. MURIEL EMILY MORELAND81, 23 Jan 194381; b. 07 Dec 1917, of, Australia81; d. 27 Dec 2001, Bega, N.S.W., Australia81. More About EDWARD WILLIAM TINY MAGGS: Record Change: 07 Jan 200281 More About MURIEL EMILY MORELAND: Record Change: 07 Jan 200281 x. JOHN DAVID JACK MAGGS81, b. 05 Jun 192281; d. 04 Feb 1942, Rabaul, New Guinea, Ww281. More About JOHN DAVID JACK MAGGS: Record Change: 18 Feb 200181 xi. MAUREEN LESLEY MAGGS81, b. 12 Jul 1929, , Victoria, Australia81; d. 05 Jul 1989, Melbourne, Victoria, Australia81; m. STEPHEN BELL81. More About MAUREEN LESLEY MAGGS: Record Change: 18 Feb 200181 20. ROBERT THOMAS7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)82,83 was born 189384, and died 12 Mar 198185. He married EDITH ELLEN BRITNELL85 30 Mar 1919 in , Victoria, Australia85. She was born 1893 in , of Victoria, Australia85, and died 07 Sep 1973 in Box Hill, Victoria, Australia85. More About ROBERT THOMAS MAGGS: Burial: Box Hill, Victoria, Australia85 Record Change: 01 Sep 200186 More About EDITH ELLEN BRITNELL: Record Change: 18 Feb 200187 Children of ROBERT MAGGS and EDITH BRITNELL are: i. GRACE ANNIE8 MAGGS87, m. JACOB BENNETT87. ii. BERYL ELLEN MAGGS87. iii. DOROTHY OLIVE PAT MAGGS87, m. ARTHUR BRYAN87; b. 08 May 1928, of, Australia87; d. 06 Jun 2004, ,Victoria, Australia87. More About ARTHUR BRYAN: Record Change: 08 Jun 200487 iv. GORDON ROBERT MAGGS87, m. MARY ELIZABETH BETTY GRAHAM87; b. , , of Victoria, Australia87; d. 28 Oct 1995, Swan Hill, Victoria, Australia87. More About MARY ELIZABETH BETTY GRAHAM: Record Change: 18 Feb 200187 v. WINIFRED FLORENCE MAGGS87, m. FRANK MCMILLAN87. vi. ELVIE MARY IRENE MAGGS87, b. 02 Jun 1920, , of Victoria, Australia87; d. 04 Feb 196887; m. (1) JAMES ANDERSON87; m. (2) RONALD ALBURY RUSSEL MAGGS87, Abt. 1946, , Australia87; b. 25 Sep 1914, , Victoria, Australia87; d. 20 Mar 1960, St Kilda, Victoria, Australia87. More About ELVIE MARY IRENE MAGGS: Record Change: 18 Feb 200187 More About RONALD ALBURY RUSSEL MAGGS: Burial: 23 Mar 1960, Springvale, Victoria, Australia87 Record Change: 18 Feb 200187 vii. ALEXANDER NORMAN MAGGS87, b. 19 Jan 192787; d. 199387. More About ALEXANDER NORMAN MAGGS: Record Change: 18 Feb 200187 viii. ARTHUR THOMAS MAGGS87, b. 22 Jun 1936, , Victoria, Australia87; d. 15 Apr 1945, Ringwood, Victoria, Australia87. More About ARTHUR THOMAS MAGGS: Record Change: 21 Jan 200287 21. ALBERT EDWARD7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)88,89 was born 189590, and died 197690. He married FLORENCE SARAH PEARCE91 06 Jul 1918 in Box Hill, Victoria, Australia91. She was born Abt. 1898 in , of Victoria, Australia91, and died 1973 in Ringwood, Victoria, Australia91. More About ALBERT EDWARD MAGGS: Burial: Springvale, Victoria, Australia91 Record Change: 01 Sep 200192 More About FLORENCE SARAH PEARCE: Record Change: 21 Jul 200293 Children of ALBERT MAGGS and FLORENCE PEARCE are: i. JEAN EVELYN8 MAGGS93, b. 31 Oct 1918, Mitcham, Victoria, Australia93; d. 31 Mar 199093; m. ALBERT ERNEST BENNETT93. More About JEAN EVELYN MAGGS: Record Change: 18 Feb 200193 ii. STANLEY EDWARD MAGGS93, b. 17 Mar 1920, Ringwood, Victoria, Australia93; d. 26 Mar 1980, Ringwood, Victoria, Australia93. More About STANLEY EDWARD MAGGS: Record Change: 22 Jul 200293 iii. RUTH FLORENCE MAGGS93, b. 20 Dec 1923, , Victoria, Australia93; d. 15 Aug 197193; m. THOMAS BOYCE93. More About RUTH FLORENCE MAGGS: Record Change: 18 Feb 200193 22. EVALEEN VICTORIA7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)94,95 was born 189796, and died 05 Sep 198997. She married SYDNEY NORMAN TILL97 12 Jun 1920 in , Australia97. He died 10 Mar 193197. More About EVALEEN VICTORIA MAGGS: Burial: Box Hill, Victoria, Australia97 Record Change: 01 Sep 200198 More About SYDNEY NORMAN TILL: Record Change: 18 Feb 200199 Children of EVALEEN MAGGS and SYDNEY TILL are: i. ALISON8 TILL99. ii. ALWYN TILL99, b. 09 May 192199; d. 28 Aug 1944, , Ww299. More About ALWYN TILL: Record Change: 18 Feb 200199 23. MARY ANN HASE POLLY7 MAGGS (JAMES6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)99 was born 05 Jul 1881 in Ringwood, Victoria, Australia99, and died 09 Nov 196199. She married THOMAS CAREY LAWFORD99 1906 in , Victoria, Australia99. He was born 1883 in Box Hill, Victoria, Australia99. More About MARY ANN HASE POLLY MAGGS: Burial: Box Hill, Victoria, Australia99 Record Change: 18 Feb 200199 More About THOMAS CAREY LAWFORD: Record Change: 18 Feb 200199 Children of MARY MAGGS and THOMAS LAWFORD are: i. LINDA ISOBEL8 LAWFORD99, b. 14 May 190799; d. 08 Mar 199699. More About LINDA ISOBEL LAWFORD: Record Change: 26 Feb 199999 ii. MELBA LAWFORD99, b. 08 May 190899; d. 199599. More About MELBA LAWFORD: Record Change: 26 Feb 199999 iii. OLIVE LAWFORD99, b. 30 Apr 190999; d. 24 Mar 198799; m. ERIC BLANCHFLOWER99. More About OLIVE LAWFORD: Record Change: 26 Feb 199999 Generation No. 4 24. GEORGE ALBERT8 MAGGS (GEORGE7, SAMUEL6, JAMES5, JOSEPH4, WILLIAM3, WILLIAM2, SAMUEL1)99 was born 17 Jul 1902 in Ringwood, Victoria, Australia99, and died 1974 in Heidelberg, Victoria, Australia99. He married THELMA LILIAN SMITH99 17 Oct 1923 in , Australia99. She was born Abt. 1906 in of, Victoria, Australia99, and died 1974 in Melbourne, Victoria, Australia99. More About GEORGE ALBERT MAGGS: Record Change: 21 Jan 200299 More About THELMA LILIAN SMITH: Record Change: 22 Jul 200299 Child of GEORGE MAGGS and THELMA SMITH is: i. SYLVIA GRACE9 MAGGS99, b. 1925, of, Victoria, Australia99; d. 22 May 200299; m. JAMES RALPH MCKENNA MAGGS99, Abt. 194299; b. 17 Nov 1921, , Victoria, Australia99; d. 18 Aug 1973, Ashwood, Victoria, Australia99. More About SYLVIA GRACE MAGGS: Record Change: 24 Mar 200399 More About JAMES RALPH MCKENNA MAGGS: Burial: 22 Aug 1973, Templestowe, Victoria, Australia99 Record Change: 18 Feb 200199 This is the parent record for the archives collection of the Maggs family in the Ringwood area.

This item was used as a seal (stamp) on official Shire Council documents. The coat of arms of the Shire of Orbost was designed in the form of a cross in which five stars are depicted on a shield. A small crown above the cross indicates the loyalty of the president,councillors and ratepayers to the reigning monarch. The inner section of the shield contains 4 figures, a sheaf of wheat, a factory, a co and a ship - all representing the activities of agriculture, fishing,industry and dairying undertaken in the shire. Originally part of the Bairnsdale district, Orbost split away as part of the Tambo Shire in 1882, and became a shire in its own right as the Shire of Croajingolong on 30th May,1892. The name was changed to the Shire of Orbost on 17th February, 1893. The Orbost Shire Council was abolished on 2nd December, 1994 as part of a state-wide program of local government reform to become part of the newly constituted East Gippsland Shire council.Local governments play an important role in the lives of citizens in Australia. Local government authorities exist to provide services and amenities to local communities, and are also responsible for regulating and providing services for land and property in their district. This item is representative of a time when Orbost had its own Shire Council.The former Orbost Shire Council Seal (stamp) depicting the coat of arms. The circular seal is brass and has a wooden handle with a bulb shaped top.President, Councillors and Ratepayers of the Shire of Orbost-1892orbost orbost-shire-council government history seal

There were many vessels named "Endeavour". There are no details attached to this item. The Australian Civil Ensign, or Australian Red Ensign, is simply a red version of the Australian National flag. It is for use only at sea and officially never on land, but can be used by private citizens. It was in use in Australia and overseas during the first half of the 20th century.A coloured print of a painting of a ship (schooner?) in full sail. It is flying a red ensign.on back -' Endeavour"ship transport

The Coat of Arms of the Shire of Orbost has been designed in the form of a cross in which five stars are set on a shield. This was typical of those used by many shires and cities throughout Victoria and the Commonwealth. A small crown above the cross indicates the loyalty of the President, Councillors and Ratepayers to the reigning King or Queen. The inner circle of the shield contains four figures, a sheaf of wheat, a factory, a cow, and a ship, which represents the activities of agriculture, fishing, industry and dairying undertaken in the district. Originally part of the Bairnsdale district, Orbost split away as part of the Shire of Tambo in 1882, and became a Shire in its own right as the Shire of Croajingolong on the 30th may 1892. The name changed to the Shire of Orbost on 17 February 1893. Orbost was divided into four ridings on 31st May 1895, they were the North, South, East and Central riding, which was represented by three elected councillors. The Shire coat of arms was on the wall on the right of the front entrance to the building and was removed from the current building when Orbost Shire Council was amalgamated into East Gippsland Shire in 1994.The current building was opened on Friday 28th February 1969 by the Premier of Victoria, The Hon. Sir Henry E. Bolte, K.C.M.G., M.P. Local governments play an important role in the lives of citizens in Australia. Local government authorities exist to provide services and amenities to local communities, and are also responsible for regulating and providing services for land and property in their district. This item is representative of a time when Orbost had its own Shire Council. A large round metal plaque with the words SHIRE OF ORBOST1892 in gold letters around a crown and shield divided into four sections to represent four industries : Shipping ; farming - maize ; dairy and mining.SHIRE OF ORBOST 1892government orbost-shire-council coat-of-arms plaque

These five images, photographed in 1983, depict locations in Ireland that Ned Kelly's father, John "Red" Kelly may have frequented. John Kelly was born on the 20th of February 1820 and worked as a laborer in Ireland. His parents were named Thomas Kelly and Mary Cody. He had a fresh complexion, large head and reddish coloured hair. John Kelly was sentenced in Tipperary, Ireland for the theft of a pig and received 7 years in Van Diemen's Land (now known as Tasmania). He sailed on the ship "Prince Regent" and arrived in VDL on the 2nd of January 1842 with 11 other convicts. John Kelly completed his sentence and moved to Beveridge in Victoria where he met and married Ellen Quin. The couple had 7 children, one of these is Ned Kelly the Bushranger. He died at the young age 46 in 1866. County Tipperary is a county located in Ireland in the province of Munster. It was established in the early thirteenth century, shortly after the Norman invasion of Ireland. These photographs, taken by an unidentified photographer, show the streetscape of Tipperary, the remains of a coachyard and stables, a saddlery yard and a fashion shop. These images are part of the Burke Museum's Kelly album which are of great use to researchers in the reconstruction of the Kelly story. Images like these, which portray an area which John Kelly resided in his youth, have research potential in reconstructing the conditions and quality of life for the Kelly parent. However, these images are not only important for their connection to the Kelly story but also for what they can provide and reveal for Ireland in the 1980s.A collection of five colour rectangular photographs printed on matte photographic paper10269.1 Reverse: TOWNSEND ST. BANBRIDGE / CO. DOWN N. IRELAND 10269.1 Reverse: TOWNSEND ST. BANBRIDGE / CO. DOWN N. IRELAND 10269.3 Reverse: REMAINS OF COCHYARD AND STABLES / BANBRIDGE CO. DOWN / FREQUENTED BY NED KELLY'S / FATHER 10269.4 Reverse: STABLES AND SADDLERY YARD / THROUGH ENTRANCE FROM / SHOP. PHOTOGRAPH 3 / 10269.5 Reverse: ENTRANCE TO STABLES AND / SADDLERY. FASHION'S SHOP TO LEFT / OF ENTRANCE WAS THE ORIGINAL / SADDLERY SHOP. / BANBRIDGE CO. DOWN / 3kelly album, kelly family, ned kelly, northern ireland, irish heritage, tourism, john kelly, john 'red' kelly

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

This is a ship model of the SS Orotava, a British Screw Steamship built at Barrow-in-Furness, county of Lancashire, by the Naval Construction and Armaments Company (NC & A Co.) in 1889. Her gross tonnage was 5552.10 tons, length 430 feet, breadth 49.3 feet and depth 34.2 feet. She was built for Pacific Steam Navigation Company (of 31, James Street, Liverpool) and used as a passenger liner. She was launched 1889 and made 2 voyages for the Pacific Steam Navigation Company in 1889. Then under her new management of the Orient Line, she made her first sailing 6th June 1890 from Liverpool to Australia via Suez. During the Boer War (1889 – 1903) she served as a troop ship but apart from this she remained in the Orient Line’s Australia service until 1906. On 14th December 1896 the Orotava sunk at Trilbury Docks after being serviced on her return from Australia, becoming unstable and taking in water. Five men lost their lives. The ship was then raised to dry dock and repaired for service again and an investigation launched into the cause of the sinking. Between 1901 – 1906 the name ‘Orient-Pacific Steam Line’ was used due to the close ties between the Pacific and the Orient lines. In 1906 the Pacific Steam Line Australian service was taken over by the Royal Mail Steam Packet Co. and the alliance between them and the Orient Line was dissolved in 1909. Orotava was then used in the West Indies service of the Royal Mail Line In World War 1 (Dec 1914 – June 1916) she served as HMS OROTAVA, an armed merchant cruiser. She was broken up in 1919. Ship model of SS Orotava, 4 masts, 2 funnels, British passenger liner, launched in 1889.No case. Mounted on timber base. (some rigging broken, lifeboat now a separate piece)."OROTAVA" painted in white on each side of the bow. 'OROTAVA / LONDON" painted in white on the stern.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship model, ss orotava, naval construction and armaments co., n c & a co., pacific steam navigaiton company, passenger liner, orient line, orient-pacific steam line, royal mail line, hms orotava

This case was donated along with the contents of over 60 navigational charts for locations all over the world. The narrow box is built to keep the charts in order and easily accessible on board a vessel. The chart case is a rare example of a container used on board a vessel for the storage and protection of navigational charts. It represents the type of equipment used by the navigator of a seafaring vessel. The charts within the case represent the places to which the vessel travelled.Chart case (or map case), wooden, has hinged opening at top. Front of case folds down and has a hook closure. It contained 65 British Admiralty navigational charts, which are listed and stored separately. (See separate items 2928.2 to 2928.66)There is a hand written name on the back of the case.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, map case, chart case, map box, chart box, british admiralty charts, navigational charts, hydrographer charts, navigation, ship equipment

This photograph of the 10 crew of the SPECULANT would have been taken prior to Feb 10th 1911, when the ship was wrecked on the south coast of Victoria at a place called Cape Patton. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Photograph, black and white. of the 10 crew of the SPECULANT on board the ship holding two 'Speculant Warrnambool' lifebuoys. Taken early 1900's flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, warrnambool historical photograph, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay

Newspaper clippings and a typed sheet regarding shipwrecks in South West Victoria. (1) The first clipping is titled Wrecks of the Last Half Century, page 12 of the Warrnambool Centenary Supplement, The Warrnambool Standard, Saturday, March 22, 1947. The ships mentioned are FREE TRADER, LA BELLA, FALLS OF HALLADALE, CASINO and CARAMBA. (2) The second clipping's main article Divers Find old shipwreck from Geoff Clancy has a handwritten date Circa Jan 30, 1960, and is possibly from a Melbourne newspaper, as it mentions non-local events. It tells of the then-current finding of the 52-year-old wreck of the Falls of Halladale near Port Campbell by skin divers. (3) Type is written 2-page article The Romance of the Clipper Ships by Basil Lubbock sub-title Falls of Halladale. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908): - Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co. they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today in the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire.The newspaper articles are of historical significance, retelling the stories of shipwrecks along the South West coast of Victoria. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Newspaper cuttings with text and photographs (3) relevant to Falls of Halladale, La Bella, Casino, Free Trader and the refurbishing of the Falls of Clyde. Also included is typewritten information about Falls of Halladale. Printed between 1947 and 1972 in Melbourne, Victoria Author of the typed article "The Romance of the Clipper Ships" was Basil Lubbock Handwritten on article "Circa: JAN 30 1960" Headline "Divers find old shipwreck" "Geoff Clancy" "Not salvaged" "Still wedged" "Falls of Halladale" Typed pages: "THE ROMANCE OF THE CLIPPER SHIPS BY BASIL LUBBOCK" "FALLS OF HALLADALE" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, la bella, falls of clyde, freetrader, casino, coramba, geoff clancy, warrnambool standard january 30 1947, warrnambool centenary supplement 1947, wrecks of the last half century, newspaper article divers find by geoff clancy, the romance of the clipper ships by basil lubbock, free trader, speculant, clipper ship, shipwrecks

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today in the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph of Falls of Halladale fully rigged wrecked sailing ship. Written on back. "Bill Kelson 75 Macquarie Ave Padbury 6025" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale

Black and White postcard of a steam ship of the American National Line, no name of which ship. (SH 007 Ships A-B.)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, american national line, steam ship of the american national line, post card postcard

Black and White photograph of vessel S.S. Casino in calm water, taken 1882-1932. The coastal trader has light rigging and steam funnel, lifeboat on side, two men on deck. Background shows other ships. 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 photograph was taken 1882-1932. It is significant because of its association with the coastal trader S.S. Casino 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). Black and White photograph of vessel S.S. Casino in calm water, taken 1882-1932. The coastal trader has light rigging and steam funnel, lifeboat on side, two men on deck. Background shows other ships.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, saltau and osburne

Black and White Photograph of S.S Casino arriving in port, taken 1930-1932. Decks are laden with men and women , crowd of waving people along the river bank, smoke coming from funnel. Warehouse and homes in the background. 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 photograph 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). Black and White Photograph of S.S Casino arriving in port, taken 1930-1932. Decks are laden with men and women , crowd of waving people along the river bank, smoke coming from funnel. Warehouse and homes in the background. 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, saltau and osburne

Black and White Photograph of S.S Casino arriving in Port. Taken 1930-1932. People on the deck and on the river banks waving. Smoke coming from funnel. 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 photograph is significant because of its association with the coastal trader S.S. Casino 1930 -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 Black and White Photograph of S.S Casino arriving in Port. Taken 1930-1932. People on the deck and on the river banks waving. Smoke coming from funnel.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, saltau and osburne

Black and White Photograph of S.S Casino taken 1930-1932. Ship has men on deck and a man at the helm. Hills and the shore can be seen in the background. 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 ohotograph 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). Black and White Photograph of S.S Casino taken 1932-1932. Ship has men on deck and a man at the helm. Hills and the shore can be seen in the background.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, saltau and osburne

The black and white photograph is a typical beach scene taken at Lady Bay, Warrnambool, between 1930 and 1932. In the background is the coastal trader, the steamship SS Casino. Adults and children are in the foreground, playing on the beach and in the water. The Warrnambool Breakwater is on the horizon. 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. The vessel weighed 425 tons gross with a length of 160.4 feet, a beam of 24.1 feet and a depth of 10.2 feet. Accommodation for 35 people was provided in the saloon, and 25 passengers in the fore-cabin, plus room for 300 tons of cargo. On May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal, narrowly escaping being swept ashore in gale-force winds due to the pilot's quick action. At that time, still at anchor, the directors of the Belfast and Koroit Steam Navigation Company were so impressed that they bought the S S Casino immediately; being ideally suited for trade 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, owners of a hay and corn store and shipping agency was on the corner of Liebig and Koroit Streets in Warrnambool. The S.S. Casino was named “the most famous steamer to operate in Victorian waters along the West Coast” by maritime 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 took command from 1925 to 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when the ship collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when the Casino was 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, the Casino was ‘holed’ when it struck a submerged object as it 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 S S Casino out into the bay and wait until the seas abated. It was not realised that the anchor that steadied the ship during a manoeuver had pierced its hull, and it sank as it headed for the beach. Captain Middleton and nine others lost their lives, but 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 it had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a portrait photograph of Captain Chapman, a ship model of the S.S. Casino that shows both forms of power under which it 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 it 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.The photograph shows an example of the Warrnambool community and family bathing and beach activities of the 1930s. The photograph is significant because of its association with the coastal trader S.S. Casino 1882-1932 and its significance to cargo and passenger trade along Victoria's West Coast in the late 19th and early 20th centuries. 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 a Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). Black and white photograph of steamship S.S Casino. Taken from the beach, adults and children on shore and in the water. Circa 1930-1932.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, lady bay warrnambool, saltau and osburne, port of warrnambool, warrnambool breakwater, beach, bathing, 1039, 1931, 1932, beach scene, swim

The black and white photograph is a typical beach scene taken at Lady Bay, Warrnambool, between 1930 and 1932. In the background is the coastal trader, the steamship SS Casino. Adults and children are in the foreground, playing on the beach and in the water. The old jetty is on the left and the Warrnambool Breakwater is on the horizon. 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. The vessel weighed 425 tons gross with a length of 160.4 feet, a beam of 24.1 feet and a depth of 10.2 feet. Accommodation for 35 people was provided in the saloon, and 25 passengers in the fore-cabin, plus room for 300 tons of cargo. On May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal, narrowly escaping being swept ashore in gale-force winds due to the pilot's quick action. At that time, still at anchor, the directors of the Belfast and Koroit Steam Navigation Company were so impressed that they bought the S S Casino immediately; being ideally suited for trade 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, owners of a hay and corn store and shipping agency was on the corner of Liebig and Koroit Streets in Warrnambool. The S.S. Casino was named “the most famous steamer to operate in Victorian waters along the West Coast” by maritime 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 took command from 1925 to 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when the ship collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when the Casino was 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, the Casino was ‘holed’ when it struck a submerged object as it 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 S S Casino out into the bay and wait until the seas abated. It was not realised that the anchor that steadied the ship during a manoeuver had pierced its hull, and it sank as it headed for the beach. Captain Middleton and nine others lost their lives, but 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 it had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a portrait photograph of Captain Chapman, a ship model of the S.S. Casino that shows both forms of power under which it 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 it 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.The photograph shows an example of the Warrnambool community and family bathing and beach activities of the 1930s. It also shows a point in time when the jetty and the Breakwater were in the Bay. The photograph is significant because of its association with the coastal trader S.S. Casino 1882-1932 and its significance to cargo and passenger trade along Victoria's West Coast in the late 19th and early 20th centuries. 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 a Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976).Black and white photograph of steamship S.S Casino leaving Warrnambool. Taken from the beach, adults and children on shore and in the water. There is a jetty on the left and and the Breakwater on the right. Circa 1930-1932.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, lady bay warrnambool, saltau and osburne, port of warrnambool, warrnambool breakwater, beach, bathing, 1039, 1931, 1932, beach scene, swim, warrnambool jetty

Black and White Photograph of S.S Casino taken 1930-1932. The Casino is berthed at the Warrnambool Breakwater, either loading or unloading. A person is attending a container at the bottom of a ramp between ship to Breakwater. People are sitting or standing on the Breakwater. 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 object 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). Black and White Photograph of S.S Casino taken 1930-1932. The Casino is berthed at the Warrnambool Breakwater, either loading or unloading. A person is attending a container at the bottom of a ramp between ship to Breakwater. People are sitting or standing on the Breakwater.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, saltau and osburne

The funnel colours on the model indicate the ship it represents was one of the early ships of the Allan shipping Line designated as a Royal Mail Carrier. Funnel colours are used to identify a ship's owners while at sea from a distance by other vessels. The Allan Shipping Line was started in 1819, by Captain Alexander Allan of Saltcoats, Ayrshire, trading and transporting between Scotland and Montreal Canada, a route which quickly became synonymous with the Allan Line. By the 1830s the company had offices in Glasgow, Liverpool and Montreal, with all of Captain Allan's five sons actively involved with the business. But his second son, Sir Hugh Allan, spearheaded the second generation. In 1854, Hugh launched the Montreal Ocean Steamship Company as part of the Allan Line, and two years later ousted Samuel Cunard to take control of the Royal Mail contract between Britain and North America. By the 1880s, the Allan Line was the world's largest privately owned shipping concern. In 1891, the company took over the State Line, founded in 1872, and was often referred to as the Allan & State Line. In 1897, Andrew Allan amalgamated the various branches of the Allan shipping empire under one company, Allan Line Steamship Company Ltd., of Glasgow. The company by then had added offices in Boston and London. In 1917, under Sir Montagu Allan, who represented the third generation of the Allan family, the company was purchased by Canadian Pacific Steamships, and by the following year, the Allan name had disappeared from commercial shipping. The Allan Line fleet had evolved for decades, changing as new ships were added, lost at sea, sold, or scrapped. The model in Flagstaff Hill's collection could be the SS Canadian or Indian; both were early Allan steam packets that had helped the Allan company secure the Royal Mail Atlantic contract in 1856.The model is of a Royal Mail steamship, with the probability the original ship was owned by the Allan Shipping Line in the mid-19th century and primarily used for the Atlantic mail run between England and Canada. Given the funnel colours and ship design, the model could be the SS Canadian or the Indian; both were the first ships for the company. The Allen line became the most successful shipping company of the time used for emigration and the transporting of mail.Ship model; steamship and sail vessel in use around the 1860s. Handcrafted model steamship with twin funnels painted black, white and red and three masts with square-rigged sails. The ship model is mounted on a gold-painted board. The ship was donated with a fitted wooden case.warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, ship model, steam and sail vessel, handcrafted ship model, steam vessel, model making, handmade, red with narrow white band below black top., red shite and black funnel, allan shipping line, steam and sail ship, two funnels, wooden sailing shipo, three-masted ship

Falls of Halladale The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She was one of the first vessels to include fore and aft lifting bridges, which kept the crew safe and dry in as they moved around the decks in stormy conditions. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles, 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items (a list of items held at Flagstaff Hill Maritime Village is included below). The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph of the wrecked ship, the Falls of Halladale, sails still flying. The ship was wrecked at Peterborough on Nov 13, 1908. The outer frame is made from a piece of planking. Handwritten inscriptions in white ink on the top of the matt board, and on the lower right.BQE "Falls of Halladale" "Wrecked. Peterborough. Nov 13. 1908" "Frame. from piece of planking."flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck, photograph, falls of halladale, planking frame

This photograph of the SPECULANT was taken while she was in dock at the Warrnambool, Victoria, Breakwater in the early 1900's. Crew seem busy on her decks and others are watching from the breakwater. There are also 2 steamships in the photograph. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Photograph. black and white, of the three-masted barque SPECULANT in dock at the Warrnambool Breakwater in the early 1900's. A steam ship is docked behind her and another steamship is in Lady Bay on her left. There are people on the SPECULANT and others walking nearby. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay

The photograph shows the popular tourist attraction, Loch Ard Gorge, which is located along the Great Ocean Road in Victoria, near Port Campbell. The gorge is named after the famous sailing ship, the LOCH ARD, that was wrecked there in 1878. Only two of the 54 passengers and crew survived. FOYLE “Foyle” written on the photograph is the name of Foyle’s Photographic studio. At the time of the photograph, the studio was owned by both Charles and Lilian Foyle (sometimes known as Lillian or Lily), either of whom could have taken this photograph. They also worked together at a later date on the photographs, sketches and paintings of the famous and historical Pioneers’ Honour Board, which is currently on view in the Warrnambool Library. Foyles Photography was the studio of James Charles Foyle. He owned “Foyle’s Photo Card Studios” in Liebig St, Warrnambool, which operated between 1889 – 1919. A letter to the editor (by Mr Edward Vidler) in the Melbourne Argus, 3rd August 1907, mentions that in that year Warrnambool would celebrate the 60th anniversary of its proclamation as a town, and that talented local artist Miss Lily Foyle would paint 200 portraits in watercolour of the pioneers who settled in the district prior to 1860. The Pioneer Honour Board can still be seen on display in the Warrnambool Library. In the Warrnambool Standard, Dec. 1917, “Mr Foyle’s studio was awarded the contract to decorate rail cars on newly opened Trans-Continental railway, assisted by his sister, Miss Findlay.” HISTORY OF THE LOCH ARD The LOCH ARD belonged to the famous Loch Line which sailed many ships from England to Australia. Built-in Glasgow by Barclay, Curdle and Co. in 1873, the LOCH ARD was a three-masted square-rigged iron sailing ship. The ship measured 262ft 7" (79.87m) in length, 38ft (11.58m) in width, 23ft (7m) in depth and had a gross tonnage of 1693 tons. The LOCH ARD's main mast measured a massive 150ft (45.7m) in height. LOCH ARD made three trips to Australia and one trip to Calcutta before its final voyage. LOCH ARD left England on March 2, 1878, under the command of Captain Gibbs, a newly married, 29-year-old. She was bound for Melbourne with a crew of 37, plus 17 passengers and a load of cargo. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrella, perfumes, clay pipes, pianos, clocks, confectionary, linen and candles, as well as a heavier load of railway irons, cement, lead and copper. There were items included that intended for display in the Melbourne International Exhibition in 1880. The voyage to Port Phillip was long but uneventful. At 3 am on June 1, 1878, Captain Gibbs was expecting to see land and the passengers were becoming excited as they prepared to view their new homeland in the early morning. But LOCH ARD was running into a fog which greatly reduced visibility. Captain Gibbs was becoming anxious as there was no sign of land or the Cape Otway lighthouse. At 4 am the fog lifted. A man aloft announced that he could see breakers. The sheer cliffs of Victoria's west coast came into view, and Captain Gibbs realised that the ship was much closer to them than expected. He ordered as much sail to be set as time would permit and then attempted to steer the vessel out to sea. On coming head-on into the wind, the ship lost momentum, the sails fell limp and LOCH ARD's bow swung back. Gibbs then ordered the anchors to be released in an attempt to hold its position. The anchors sank some 50 fathoms - but did not hold. By this time LOCH ARD was among the breakers and the tall cliffs of Mutton Bird Island rose behind the ship. Just half a mile from the coast, the ship's bow was suddenly pulled around by the anchor. The captain tried to tack out to sea, but the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. Waves broke over the ship and the top deck was loosened from the hull. The masts and rigging came crashing down knocking passengers and crew overboard. When a lifeboat was finally launched, it crashed into the side of LOCH ARD and capsized. Tom Pearce, who had launched the boat, managed to cling to its overturned hull and shelter beneath it. He drifted out to sea and then on the flood tide came into what is now known as LOCH ARD Gorge. He swam to shore, bruised and dazed, and found a cave in which to shelter. Some of the crew stayed below deck to shelter from the falling rigging but drowned when the ship slipped off the reef into deeper water. Eva Carmichael had raced onto the deck to find out what was happening only to be confronted by towering cliffs looming above the stricken ship. In all the chaos, Captain Gibbs grabbed Eva and said, "If you are saved Eva, let my dear wife know that I died like a sailor". That was the last Eva Carmichael saw of the captain. She was swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He dived in and swam to the exhausted woman and dragged her to shore. He took her to the cave and broke and opened the case of brandy, which had washed up on the beach. He opened a bottle to revive the unconscious woman. A few hours later Tom scaled a cliff in search of help. He followed hoof prints and came by chance upon two men from nearby Glenample Station three and a half miles away. In a state of exhaustion, he told the men of the tragedy. Tom returned to the gorge while the two men rode back to the station to get help. By the time they reached LOCH ARD Gorge, it was cold and dark. The two shipwreck survivors were taken to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland, this time by steamship. In Melbourne, Tom Pearce received a hero's welcome. He was presented with the first gold medal of the Royal Humane Society of Victoria and a £1000 cheque from the Victorian Government. Concerts were performed to honour the young man's bravery and to raise money for those who lost family in the LOCH ARD disaster. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost all of her family in the tragedy. Ten days after the LOCH ARD tragedy, salvage rights to the wreck were sold at auction for £2,120. Cargo valued at £3,000 was salvaged and placed on the beach, but most washed back into the sea when another storm developed. The wreck of LOCH ARD still lies at the base of Mutton Bird Island. Much of the cargo has now been salvaged, and some of it was washed up into what is now known as LOCH ARD Gorge. Cargo and artefacts have also been illegally salvaged over many years before protective legislation was introduced. One of the most unlikely pieces of cargo to have survived the shipwreck was a Minton porcelain peacock - one of only nine in the world. The peacock was destined for the Melbourne International Exhibition in 1880. It had been well packed, which gave it adequate protection during the violent storm. Today, the Minton peacock can be seen at the Flagstaff Hill Maritime Museum in Warrnambool. From Australia's most dramatic shipwreck it has now become Australia's most valuable shipwreck artefact and is one of very few 'objects' on the Victorian State Heritage Register.Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best-known shipwrecks in Victoria’s history. Foyle's photographs date from the late 19th century to the early 20th century, representing a time of growth in the Warrnambool district and a time when the still relatively new technology of photography was more available to the community.Photograph of Loch Ard Gorge. This sepia coloured rectangular photograph is mounted on a brown cardboard backing that has a wood grain pattern. The photograph has an inscription above it, below it, and in the bottom left corner. It was made for the purpose of a presentation by the Port Campbell Progress Association. Printed above the photograph "PRESENTED BY THE PORT CAMPBELL / PROGRESS ASSOCIATION". Printed below the photograph "LOCH ARD GORGE / PORT CAMPBELL". Hand written on bottom left corner "Foyle". flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, photograph, port campbell, port campbell progress association, foyle photograph, foyle photographic studio warrnambool, warrnambool photo studio