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Ballarat Heritage ServicesPhotograph - Photograph - Colour, Clare Gervasoni, Nimon's Bridge, 1999, 04/10/1999
Nimons Bridge was built in 1890, as part of the then Ballarat-Linton railway. The bridge is 17 spans with tall timber piers of four driven piles each, with triple sets of diagonal cross-bracing and walers and a single row of longitudinal horizontal bracing between piers. The spans are of a uniform twenty feet (6.1 metres), originally supported by four 21-inch x 9-inch (535 mm x 230 mm) Kauri timber beams per span, following the standard V.R. design of the period. When the superstructure was rebuilt after the 1953 fire, the timber beams were replaced with two 24-inch (610mm) deep rolled-steel-joists on each span. These are marked 'Lancashire Steel Co., Scotland' and are believed to have been second-hand. The deck of transverse-timber planks is 103.6 metres in length. Overall the bridge has an impressive appearance with its exceptionally tall triple-cross-braced piers creating a 'three-tiered' effect, with the deck 19.2 metres above the Woady Yaloak River. The Ballarat-Skipton line closed in 1985. Nimons Bridge has been recently restored, as part of the Ballarat-Skipton Rail Trail. How is it significant? Nimons Bridge is significant for technical, historic and aesthetic reasons at a State level. Why is it significant? Nimons Bridge is technically significant as Victoria's fourth-tallest timber trestle bridge when built, and as the third-tallest surviving example. It is also the second-largest composite bridge combining traditional timber piers with RSJ spans and a timber deck and falls within a select group of fewer than ten timber railway bridges with horizontal longitudinal bracing between the piers and three sets of double cross-bracing on its tallest piers, creating a visually striking 'three tiered' effect that enhances its viaduct form. Nimons Bridge is historically significant as having served initially the mining community at Linton, then the Western District agricultural area and in later years a kaolin quarry at Pittong. Nimons Bridge is historically significant as a representative of the 'light' branch line methodology that stimulated the explosion of railway construction in Victoria during the 1880s, and provides an interesting contrast with the more solid and vastly more expensive railway viaducts built in similar terrain on Victorian main lines, at Moorabool and Taradale, in the late 1850s. Approached by a deep cutting and high embankment at either end, the bridge represents a very cost-effective late 19th century engineering solution to the characteristic physiography of western Victoria with flat basalt plains intersected by deep wide valleys occasionally subject to severe flooding. Nimons Bridge is aesthetically significant for its visually impressive viaduct form, crossing a deep and steep-sided valley that is part of a rich cultural landscape. Within close proximity of the bridge are mullock dumps, tailings, shaft sites and other relics of the deep-lead alluvial mining era. The bridge is the most visually spectacular timber-trestle rail bridge in Western Victoria and is among the most spectacular timber-trestle rail bridges surviving anywhere in Victoria. It is part of the Ballarat-Skipton Rail Trail. Classified by the National Trust :02/10/2000 (http://vhd.heritagecouncil.vic.gov.au/places/67986)Colour photograph of a log bridge known as Nimon's Bridge.ballarat-linton, nimons bridge, nimon's bridge, log bridge, viaduct, timber-trestle rail bridge -
Wodonga & District Historical Society IncSouvenir - Souvenir Cup and Saucer Woodland Grove, Wodonga, Victoria, Royal Stafford China, c1940s
This item is from a collection donated by descendants of John Francis Turner of Wodonga. Mr. Turner was born on 6 June 1885. He completed all of his schooling at Scotts Boarding School in Albury, New South Wales. On leaving school, he was employed at Dalgety’s, Albury as an auctioneer. In 1924 John was promoted to Manager of the Wodonga Branch of Dalgety’s. On 15/03/1900 he married Beatrice Neal (born 7/12/1887 and died 7/2/1953) from Collingwood, Victoria. They had 4 daughters – Francis (Nancy), Heather, Jessie and Mary. In 1920, the family moved From Albury to Wodonga, purchasing their family home “Locherbie” at 169 High Street, Wodonga. "Locherbie" still stands in Wodonga in 2022. The collection contains items used by the Turner family during their life in Wodonga. A wide range of small china pieces carrying scenic views of holiday destinations or key locations were a popular kind of souvenir during much of the 20th century. Several different items have been produced to commemorate Wodonga and its landmarks over time. These items document key changes in Wodonga and its heritage. This plate depicts three key landmarks in Wodonga. THE SOLDIERS' MEMORIAL in Wodonga was unveiled on Tuesday 18th November 1924. It was designed by Messrs. Hosken & Co., of Hawthorn, Victoria. The monument is all of Australian workmanship. The pedestal is made of Harcourt granite, 9ft x 9ft at the base, and rising in seven courses to a height of 10ft 2in. The emblems (rising sun and wreath) are of bronze, and the lettering of the inscription and names of fallen soldiers are in raised lead letters. Originally the Memorial was completed with a full life size, 6ft in height, sculpture of an Australian soldier in Sicilian marble. The memorial bore the inscriptions: ERECTED BY THE RESIDENTS OF WODONGA AND DISTRICT IN MEMORY of the Men of this Town and District who fell in the Great War, 1914-1919, Also in grateful recognition of the men who served and returned. “Lest We Forget.” In 1982, due to frequent vandalism and high cost of materials to repair, the soldier statue was removed and later installed at the RSL Rooms. THE WATER TOWER is a major landmark of High Street, Wodonga. It began operation from January 1924 until it ceased operation in 1959. It stood unused for a decade until the lower section was modified and put to use as “ The Tower’s Cobbler’s Inn” in 1962. In 1972 Wodonga City Council proposed to demolish the Tower. Their suggestion received an unfavorable response from the city’s citizens, so the Tower still stands today. THE BAND ROTUNDA was officially opened on Sunday 5th September 1920 at the naming of the triangular reserve at the corner of High and Hovell Streets as Woodland Grove. The Wodonga Band gave a public performance on this occasion. The tri-coloured ribbon, which stretched across the entrance to the Rotunda was cut by Mrs R.H Murphy, daughter of Mr. John Woodland, secretary of the Wodonga Shire Council for 35 years, after whom the area was named. The rotunda has since been moved to Martin Park, Wodonga. This item comes from a collection used by a prominent citizen of Wodonga. It is also representative of a domestic item common in the 1940s and features significant landmarks used in many forms to represent the city of Wodonga.This bone china cup and saucer set features an image of Woodland Grove. Wodonga, Victoria. The image incorporates landmarks in Woodland Grove, including the Soldiers' Memorial, the Rotunda and the Water Tower. There is a makers' mark imprinted on the underside of the plate."ROYAL STAFFORD/BONE CHINA/ MADE IN ENGLAND/ 423" . A crown is in the centre of the textmemorabilia, woodland grove, wodonga victoria -
Bendigo Historical Society Inc.Document - BROADCASTING STATION 3CV, MARYBOROUGH, 2 March, 1956
Broadcasting Station 3CV, Maryborough. A souvenir of the opening of the New Studios and Offices of Central Victoria Broadcasters Pty Ltd. March 2nd, 1956. Established 1956, offices in Burke Street, opening coincides with the stations 21st birthday, March 2 for the former celebration, October 26 for the latter. Coverage included Bendigo, Ballarat, Daylesford, Castlemaine and Maryborough. 3CV plays active part in assisting charities and hospitals at Maryborough, Daylesford, Maldon and Dunolly. Active Women's Radio Club with branches in country centres adds strength to station's charitable efforts. Opening 3CV's new premises will widen the scope of the station's charitable efforts, and stronger link with Australian Commercial Broadcasting stations. Writer Harold V Nunn writes history of district of Mayborough. Manager Ken J Parker, Central Victoria Broadcasters Pty. Ltd. The Souvenir brochure also covers topics such as: deep lead mining. WWI. Houses being pulled down. New settlements of Mildura. Secondary Industries. Bowenvale, Alma, Majorca, Craigie, Amherst, Adelaide Lead, Havelock, Bet Bet, Bently. Primary production and a railway staff of approximately 150. Maryborough a little town without a future. Coal fields at Wonthaggi. 1917 a public meeting was convened in an effort to stem the tide of adversity. Mayor George Frost, M.L.A., decision to form a Progress Association, a policy of secondary industry was decided upon and committees were appointed, James L Drew much credit is due. Maryborough's move for rejuvenation was revolutionary, because apart from Ballarat, Bendigo and Geelong, it was regarded as so much presumption that industry could be expected to function with success in a country town. Governments were unsympathetic. Maryborough & district people showed determination to succeed and their faith in their town. Employment and economic security provided by the industries outweighed the debt. Maryborough's general position is that it is no longer dependent upon one particular phase of activity. The first of the industries to be formed in 1918 was the Butter Factory. The nearer dairy companies did not take kindly to the prospect of another opposition company taking supplies from their districts, and in the first few years of establishment completion made the going hard for the management. But adopting a conservative policy and placing all profits to reserve I the first six years of operation headway was gradually made. Thus it was a red letter day for the company in 1925 when the first dividend of 5 percent was paid.1955 dividend of 10 per cent. Operating it's own trucks the dairy serviced local dairymen up to 40 miles. Maryborough Knitting mills est. 1923, having transferred from Clunes. Out bid Ballarat and Bendigo to the industry. The mill has what is probably the largest circular underwear plant in the Commonwealth, which is conservatively valued at 198,913 pounds. It produces between four and five million garments each year, worth over one million pounds. The company has established subsidiary mills at Dunolly, Talbot and Avoca. The company also assisted in the establishment of the Interknit Hosiery Co. Ltd., Clunes. The Maryborough Flour Mills is the second oldest of Mayborough's industries. It was built by Mr Cadwallader over 70 years ago. It was later sold to Mr. A Land and then to Jas. Minifie & Co. It had a somewhat 'in-and -out' existence until purchased in 1923 by Messrs. Willersdorf and Forbes, of Eddington. In 1939 the firm began to build silos for the storage of bulk wheat and the present storage capacity is 100,000 bushels. 1944 power was changed from steam to electricity. The mill has an out put of 20 sacks an hour. 1938 a chaff mill was built, and now is regarded as one of the best in Victoria. Its output in one year of approximately 6,800 tons is a State record for a single cutter. During this 30 year period Patience and Nicholson Limited has grown with Maryborough and is now one of the major key industries of Australia. The P&N brand covers precision tools - taps, dies and twist drills - indispensable to the country's economy, and quality is acknowledged equally by an air craft factory in Canada, a dockyard in Thailand, a railway workshop in New Zealand, no less than by our own Australian industries. Maryborough can be proud of the part played by P&N in war when, geared to the needs of the times, it poured countless millions of tools into defence factories and to the armed forces of the Allies, and now in peace when it is providing, hydro-electric undertakings and the manufacture of cars and tractors. From 1858, W Phelan & Sons Pty Ltd has made phenomenal and spectacular growth, becoming incorporated as a private company in 1929. It is without doubt the greatest private development in the history of Maryborough. 1940 joinery manufacture was commenced. The company entered the Ready Built Housing field in `950 - and in 1951 established a factory at Cairns, Northern Queensland to overcome the manufacturing difficulties being experienced due to the shortage of plywood in Victoria. Present activities include: Ready Built Housing Factory, on-site building, a modern joinery, timber yard, drying kilns, etc., and plumbing & electrical & engineering services, a door and panel factory at Cairns, retail hardware store, Melbourne Sales Depot. Hedges & Bell Pty Ltd were est 1945, with a staff of 40 employees are the largest printing firm outside the metropolitan area. The branch of Premier Wireworks is a contribution made by the decentralisation policy of the State.event, official, celebration, broadcasting station 3cv, maryborough. a souvenir of the opening of the new studios and offices of central victoria broadcasters pty ltd. march 2nd, 1956. established 1956, offices in burke street, 21st birthday. coverage bendigo, ballarat, daylesford, castlemaine maryborough. assisting charities and hospitals maldon and dunolly. women's radio club opening 3cv's new premises australian commercial broadcasting stations. writer harold v nunn writes history of district of mayborough. manager ken j parker, central victoria broadcasters pty. ltd. souvenir brochure: deep lead mining. wwi. houses pulled down. new settlements. primary production railway staff. coal fields wonthaggi. 1917 a public meeting was convened in an effort to stem the tide of adversity. mayor george frost, m.l.a., form a progress association, policy of secondary industry, james l drew rejuvenation was revolutionary, employment and economic security. the first of the industries to be formed in 1918 was the butter factory. thus it was a red letter day for the company in 1925 when the first dividend of 5 percent was paid.1955 dividend of 10 per cent. operating it's own trucks serviced local dairymen. maryborough knitting mills est. 1923 largest circular underwear plant in the commonwealth. established subsidiary mills at dunolly, talbot, avoca. interknit hosiery co. ltd., clunes. the maryborough flour mills it was built by mr cadwallader. mr. a land jas. minifie & co. messrs. willersdorf and forbes, build silos for wheat storage capacity is 100, 000 bushels. 1944 power was changed from steam to electricity. 20 sacks an hour. 1938 a chaff mill was built, best in victoria. patience and nicholson limited the p&n precision tools - taps, dies and twist drills. war, geared to the needs of the times, countless millions of tools into defence factories the armed forces of the allies, hydro-electric undertakings and the manufacture of cars and tractors. from 1858, w phelan & sons pty ltd, incorporated 1929. 1940 joinery manufacture. ready built housing field in 1950 - 1951 established a factory at cairns, northern queensland to overcome the manufacturing difficulties being experienced due to the shortage of plywood in victoria. present activities: ready built housing factory, on-site building, a modern joinery, timber yard, drying kilns, etc., and plumbing & electrical & engineering services, a door and panel factory at cairns, retail hardware store, melbourne sales depot. hedges & bell pty ltd were est. 1945, with a staff of 40 employees are the largest printing firm outside the metropolitan area. the branch of premier wireworks is a contribution made by the decentralisation policy of the state. -
Federation University Historical Collection
Photograph - Image, Yarrowee Hall, Redan, c1883
ROBERT MALACHY SERJEANT (1828-1902) Robert Malachy Serjeant was born on 21 December 1828 at Callington, Cornwall. He was the son of Philip Davey Serjeant, a surgeon in the Royal Marines, and Eliza Malachy. Philip Serjeant died in 1834. His mother, Eliza, remarried John Burgh in 1836. He died in 1837. In September 1848 Eliza, Robert and his two sisters, Caroline and Susan, departed Plymouth on the William Moneya for Port Adelaide and arrived in January 1849. Once gold was discovered in Victoria, Serjeant made his way to Forest Creek (near Castlemaine) and he and his mate Mr Victor, were the first party to sink through the basalt in search of a deep lead. In 1854 he moved to Ballarat to work as a miner and enjoyed some success. In 1855 he was with a group that discovered a 500 ounce nugget. With his share of the sale he set himself up with the latest mining equipment, as well as beginning a lifelong interest in the share market. He became the Manager of the Chryseis, Isis and Garibaldi claims and then the Manager of the Band and Albion Consol Company. He held the position for thirty years and only resigned when the company amalgamated with the Sir Henry Loch Mine. Robert Malachy Serjeant became interested in Politics. The first election for Parliament Representatives for Ballarat was in 1855. Robert stood for election for the first time in 1859, representing Ballarat West. He was also elected to represent Ballarat West in 1874 and 1880. Robert Serjeant’s community involvement extended to Education. Years of discussion eventually saw the development of the Ballarat School of Mines, the first school of mines in Australia. The inaugural School Council was formed in 1870 with Sir Redmond Barry, the Chief Justice, as President and Robert Malachy Serjeant as a member of the council. He held a position on the council until illness forced him to retire in 1889. He was elected a Life Governor in 1889. He was also a Life Governor of the Ballarat Hospital. Robert Serjeant showed Prince Albert and Prince George (later King George V) around the Band and Albion Mine. At the age of 42, Robert enrolled as a student at the School of Mines in 1871. He obtained a Certificate of Competency in Assaying (including Metallurgy) in 1875. The first certificate in “Geology as Applied to Mining” was awarded to Robert Serjeant in 1876. Robert Serjeant was an active and generous supporter of the School of Mines. As well as being a financial contributor, he lectured and examined in the Principles and Practice of Mining. He was regarded as an authority on alluvial and quartz mining and was a member of the Ballarat Local Court and mining board. In 1977 Robert, Joseph Flude and Henry Caselli donated the patent rights of a novel Pyrites furnace to the school. The R.M. Serjeant Scholarship at the Ballarat School of Mines resulted after a reward was offered for the first to produce the best method of treating auriferous ores – other than the smelting method. The offer was open for two years but not awarded. The money for this was donated by Robert Serjeant to the amount of 256 Pounds. It was then used to fund the School of Mines Scholarship in Engineering (1889). It was first awarded in 1922. Robert Malachy Serjeant died on 25 October 1902 and was buried at the Ballaarat Old Cemetery. (Sometimes Malachy is incorrectly written as Malachi)An copy of a photo of Yarrowee Hall, the home of of mine manager Robert Malachy Serjeant. robert malachy serjeant, r.m. sergeant, robert malachi serjeant, band of hope and albion consols, yarrowee hall, redan -
Flagstaff Hill Maritime Museum and VillageContainer - Pill bottle, Circa 1878
This small pill bottle has been handmade by a glass blower. The battles and seamless concave sides and base show that the glass was blown into a shaped mould. The rough lip shows that the glass was snapped off at the mouth and roughly ground. This was an inexpensive way to produce a bottle. The bottle was recovered from the Loch Ard, wrecked in 1878. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost her family in the tragedy. The glass pill bottle is associated with the shipwreck of the Loch Ard and of significance for Victoria as the wreck is registered on the Victorian Heritage Register ( S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard of which the pill bottle is one. Its collection is significant for being one of the largest accumulation of artefacts from this notable Victorian shipwreck of which the subject item is a small part. The collections objects give us a snapshot of how we can interpret the story of this tragic event. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allows us to interpret Victoria's social and historical themes of the time. Through is associated with the worst and best-known shipwreck in Victoria's history.Small clear green-hue glass pill bottle, rectangular in shape and chipped lip. Sides and base are seamless and concave and varying thickness. Glass has bubbles and imperfections. A sticker is attached. Recovered from the wreck of the Loch Ard, flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, loch ard, 1878 shipwreck, handblown bottle, pill bottle, small bottle, medicine bottle -
Flagstaff Hill Maritime Museum and VillageDomestic object - Bottle, Singer Sewing Machine Company, ca 1878
This Singer Sewing Machine oil bottle was made by hand, with the glass blown into a mould. Isaac M. Singer established his sewing machine company, I.M. Singer & Co. in America in 1851. A brief history of the Loch Ard (1873-1878): - The sailing ship Loch Ard was one of the famous Loch Line ships that sailed from England to Australia. Barclay, Curdle and Co. built the three-masted iron vessel in Glasgow in 1873. It had sailed three trips to Australia and one trip to Calcutta before its fateful voyage. Loch Ard left England on March 2, 1878, under the command of recently married, 29-year-old Captain Gibbs. It was bound for Melbourne with a crew of 37, plus 17 passengers. The general cargo reflected the affluence of Melbourne at the time. Onboard were straw hats, umbrellas, perfumes, clay pipes, pianos, clocks, confectionery, linen and candles, and a heavier load of railway irons, cement, lead and copper. Other cargo included items intended for display in the Melbourne International Exhibition of 1880. The Loch Ard had been sailing for three months and was close to its destination on June 1, 1878. Captain Gibbs had expected to see land at about 3 am but the Loch Ard ran into a fog that greatly reduced visibility and there was no sign of land or the Cape Otway lighthouse. The fog lifted at 4 am and the sheer cliffs of Victoria's west coast were much closer to them than Captain Gibbs expected. He tried to manage the vessel but failed and the ship struck a reef at the base of Mutton Bird Island, near Port Campbell. The top deck loosened from the hull, and the masts and rigging crashed down, knocking passengers and crew overboard. The lifeboat was launched by Tom Pearce but crashed into the side of Loch Ard and capsized. He clung onto its overturned hull and sheltered under it. He drifted out to sea and the tide brought him back to what is now called Loch Ard Gorge. He swam to shore and found a cave for shelter. A passenger, Eva Carmichael, had raced onto the deck to find out what was happening and was confronted by towering cliffs above the ship. She was soon swept off the ship by a huge wave. Eva saw Tom Pearce on a small rocky beach and yelled to attract his attention. He swam out and dragged her to the shelter of the cave. He revived her with a bottle of brandy from a case that had washed up on the beach. Tom scaled a cliff in search of help and followed some horse hoof prints. He came from two men from Glenample Station, three and a half miles away. He told the men of the tragedy and then returned to the gorge while the two men rode back to the station to get help. They reached Loch Ard Gorge and took the two shipwreck survivors to Glenample Station to recover. Eva stayed at the station for six weeks before returning to Ireland by steamship. In Melbourne, Tom Pearce received a hero's welcome and was presented with a medal and some money. Of the 54 crew members and passengers on board, only two survived: the apprentice, Tom Pearce and the young woman passenger, Eva Carmichael, who lost her family in the tragedy.The bottle is significant for representing an early innovation in domestic sewing, the treadle sewing machine. It is also significant for its connection with the Loch Ard shipwreck. The shipwreck of the Loch Ard is of significance for Victoria and is registered on the Victorian Heritage Register ( S 417). Flagstaff Hill has a varied collection of artefacts from Loch Ard and its collection is significant for being one of the largest accumulation of artefacts from this notable Victorian shipwreck. The collections object is to also give us a snapshot into history so we are able to interpret the story of this tragic event. The collection is also archaeologically significant as it represents aspects of Victoria's shipping history that allows us to interpret Victoria's social and historical themes of the time. The collection's historical significance is that it is associated unfortunately with the worst and best-known shipwreck in Victoria's history. Clear glass bottle, straight neck, broad shoulders tapering to slightly narrower indented base. Bottle once contained Singer Sewing Machine oil. Inscription embossed in the glass. Bottle was recovered from the wreck of the Loch Ard.Embossed in the glass "The Singer Manufacturing Company" on one side on the reverse "Extra Quality Machine Oil." flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, singer sewing machine, sewing machine oil, singer sewing machine oil, oil bottle, isaac m. singer, loch ard artifacts, loch ard -
Ballarat Heritage ServicesPhotograph - Photograph - Colour, Lisa Gervasoni, Remains of Angus McMillan's Bushy Park Home, 2014, 07/06/2014
Angus McMillan was born in 1810 at Glenbrittle in the Isle of Skye. He was one of fourteens sons of Ewan McMillan. Angus McMillan arried i New South Wales in January 1839, and became an overseer for Captai nLachlan Macalister. I n 1839 Angus McMillan travelled south. He settled for a time on Jame MacFarlane's statin at Currawong. IOn 28 May 1839 Angus MacMillan stated travelling southward toward the coast. Angus Macmillan named the Avon River after the river of the same name in his native Scotland. In 1840 he established a pastoral run at Bushy Park, near Maffra. William Odell Raymond established a run in the area in 1842, and built his house, Strathfieldsaye, during 1848–54. European settlement did not take place without resistance, and in return, massacres were inflicted by Angus McMillan and others on Gunai people, especially between the years of 1840 and 1850. (wikipedia) The first application for the 'Bushy Park' run appears in the “Port Phillip Gazette” on 13 August 1843. It was taken up by Angus McMillan, who also took up the 'Boisdale' run for his employer Lachlan Macalister at the same time. In March 1844 a Licence to occupy the 16,000 acre 'Bushy Park' was granted to McMillan. In the late 1840s Andrew Martin and Matt McCraw built Angus McMillan's Bushy Park homestead. Aboriginal killings in Gippsland area most often were never formally recorded, but lived on in folklore, mainly in place names pinpointing what some historians now refer to as "massacres", and others as "conflicts". There is Boney Point, on Lake Wellington, Butchers Creek, near Metung, Slaughterhouse Gully, at Buchan, Skull Creek, at Lindenow, and, notoriously, Warrigal Creek, at Woodside. "Here, according to a couple of contemporary - though not eyewitness - reports, between 50 and 150 blacks were killed in an orgy of revenge after the murder and mutilation of a leading Scots settler, Ronald Macalister. If anybody had any doubts about the fitness of commemorating McMillan's name, no one voiced them then. Gippsland was, and still is, dotted with stone cairns tracing his route from Omeo, down the Tambo Valley to the fertile plains where he was to make (and lose) his fortune. And where, according to a growing body of opinion, he was to lead the "Highland Brigade", a band of armed settlers, against the Kurnai. History is fiction agreed on, and it is written by the winners. For most of the past 150 years, McMillan has been hailed as a trail-blazing pioneer. The legend began to crumble 20 years ago with publication of new histories, which at first outraged Gippsland historical societies and old residents, but which have gradually changed the way McMillan is viewed. ... Still, not all McMillan's contemporaries agreed with the "Highland Brigade" and its methods. Henry Meyrick, an English-born squatter, wrote to relatives in disgust about his neighbours. He estimated that 450 had been killed, and wrote: "Men, women and children are shot down whenever they can be met with. Some excuse might be found for shooting the men by those who are daily getting their cattle speared, but what they can urge in their excuse who shoot the women and children I cannot conceive." (http://www.theage.com.au/articles/2002/04/26/1019441303552.html, accessed 20 September 2016.) The Gippsland electorate is called 'McMillan' in his honour. Photographs of the remains of a timber home used by squatter Angus McMillan at his "Bushy Park" property on the Avon River. angus mcmillan, bushy park, avon river, squater -
City of Greater Bendigo - Civic CollectionTextile - Yomut Turkmen Islamic Rug, c 1880
This rug was a gift and gesture of friendship from the local Muslim community to the City of Greater Bendigo. It was presented to Mayor, Cr Rod Fyffe on behalf of the people of Bendigo at a 2016 'Thank You Bendigo' dinner. In 2014 approval for a planning application from the Bendigo Islamic Association to build a community centre and mosque in East Bendigo prompted a series of public protests that captured widespread media attention. During this tumultuous period the Council identified the need for a community-wide plan to promote diversity and help address potentially divisive cultural issues. These events led to the COGB becoming the first local government area (LGA) formally accredited under Australia’s Welcoming Cities Standard. Community leaders emerged who wanted to show that the anti-mosque protesters did not reflect the views of the majority of Bendigo residents. The community lead ‘Believe in Bendigo’ movement gained momentum, and the Council and other local organisations joined forces to present a unified message that Bendigo residents do not tolerate racism. Muslims have made Central Victoria their home since the Goldrush, contributing to the community and the economy for the past 120 years. Traditional Islamic rugs, especially their patterns and motifs are intrinsically linked with the design of the Bendigo Mosque and Bendigo Islamic Community Centre providing important points of reference for the architects of the project. Typically, mosques are linked with specific cultural groups but not in the case of Bendigo where the Muslim community is made up of multi-ethnic groups. This meant the building's design was not fixed to a specific style or cultural iconography but instead needed to encompass many. The small local Muslim community selected a specific Australian architect because of their interest and knowledge of Islamic design and iconography gained through family collection of Islamic textiles. In thinking about the design of the mosque and community centre the architects wanted to acknowledge the role of Afghans in Australian history, especially tribal Afghans who helped build connections across the interior of Australia between First Nations communities, European settlers and Central Asian migrants. The gift of this Turkmen rugto the Bendigo community thus symbolises collaborative partnerships across faith and cultural groups based on friendship and mutual benefit. A Turkman rug was specifically chosen as it is the pinnacle of nomadic arts of the Islamic world. It was also important to the architects and the local Muslim community that the gift was a female artistic product as it was mainly a female Muslim architecture team that designed the mosque in Bendigo and there was a desire to select something that celebrated female artistry. This hand-woven rug is an engsi, made for a woman in preparation for marriage. Design work and weaving is a shared experience, between many generations of women and each rug hold the personal story of the woman it is made for and her family and thus holds deep symbolic meaning. There are often songs and poetry that are recited as the rug is made – helping the makers to memorisze the mathematical structure of the design. An engsi is put on the doorway to a yurt as part of a wedding ceremony. During the ceremony the groom turns the engsii upside down to check the quality of the rug makers weaving skills. The nomadic lifestyle of Yomut Turkman tribes determines the size of the rug as the loom can’t be carried. Its size is also restricted by the dimensions of the doorway of the yurt. This rug is dated as c 1880 because of the types of patterns used, the use of natural dyes (synthetic dyes were introduced to the area in 1890s) and with the smoother weaving on the back indicating the quality of craftsmanship dating to this time period. The Yomut engsi rug was made in Turkmenistan c1880 by Yomut Turkmen Tribes people and is designed to fit over the doorway of a yurt during a wedding ceremony. The main field motif is related to Turkoman jewelery design. The women and girls of the tribe spin the wool and design and weave the rugs. The men shear the sheep, dye the wool and clip the rug after it has been woven. The word “Turkoman” is thought to have been derived from Turk-iman, meaning the first nomadic Turkic tribes that began to follow Islam. Dyes used are natural including orange from madder root. bendigo mosque, bendigo islamic association, city of greater bendigo community partnerships, city of greater bendigo community groups -
Flagstaff Hill Maritime Museum and VillageEquipment - Foundry Patterns set, Briggs Brass Foundry, Early 20th century
The wooden crate contains a set of patterns or moulds that were once used at Briggs’ Brass Foundry for making sand moulds. The traditional method of sand casting is over 2000 years old. It is part of a crafted process used to make brass and copper alloy goods suited to marine use; bells, boat hooks, cowls, propellers, handles, lids, rowlocks, hooks, letters, bolts, rail holders, brackets, deck plates, flanges, rudder guides, portholes and covers. Briggs’ Bronze is a copper-based alloy made from local ingots of copper, tin, zinc and lead in carefully measured quantities. The finished product is non-corrosive and can last indefinitely. The crate of patterns was donated by the Briggs family in the early years of Flagstaff Hill, along with other related items such as brassware, tools and machinery. The donated items were displayed in a simulated Brass Foundry in the Village. The items were on show from the completion of the building in 1986 until 1994 when the building was repurposed. The patterns represent the trades of foundering and metalwork, both supporting maritime industries such as shipwrights and boatbuilders. Farmers, manufacturers and other local industries also needed the castings made by foundries. The Brass Foundry display was one of the early ‘working craft’ shops at Flagstaff Hill. It included a historic Cornish chimney that was set up as a working model, telling the story of heat from furnaces to smelt metal, which would then be poured into the sand moulds. This chimney is made from specially curved bricks and is about two-thirds of its full height when originally located at the Grassmere Cheese factory. HISTORY of BRIGGS BRASS FOUNDRY: - The family business was founded in 1912 by Herbert Harrison Briggs (1963-1931) with his son George Edward Briggs, trading as Briggs & Son Foundry at 70 Wellington Street, Collingwood. Younger son Cyril Falkiner McKinnon Briggs joined the foundry in 1922, and it was renamed H H Briggs & Sons Foundry. Both sons ran the firm after Herbert’s death in 1931, making products mainly for marine purposes. They became Bell Founders in 1936 and were known for their specialty of high-quality ship bells. They produced miniature varieties of these and other decorative items such as small propellers. The firm became known as Briggs Marine Foundry. The great-granddaughter of Herbert Briggs inherited the Briggs Brass Bell, similar to the one at Flagstaff Hill. Cyril became the sole family member of the firm in 1965. The Briggs Marine was an exhibitor at the 1965 Boat Show, where he advertised as “non-ferrous founders” and “Bell Specialists”. The foundry relocated to Chesterville Rd, Moorabbin. Cyril passed away in 1967. It is thought that either Cyril or his business partner Frank Lee donated the objects from the Briggs’ Foundry around the time when the business moved to Moorabbin. However, Flagstaff Hill hadn’t been thought about until 1972. The donated items were registered in the Collection in 1986 but they could have been in storage from an earlier date. In October of that same year, Briggs Marine restored Schomberg Bell, a shipwreck artefact from the collection at Flagstaff Hill. Peter Oram, who had worked for the previous owners of Briggs Marine as a fitter and turner, took over the firm in 2014, reviving some of the old casts for current use. The business is now located at Seaford in Victoria and is part of Alliance Casting & Engineering Solutions (Alliance Casting Pty Ltd). In 2016 the original Collingwood Foundry building was repurposed as a thriving business hub named The Foundry. The crate and its patterns are significant for their association with brass foundries locally and generally in coastal areas of Victoria. Marine industries such as ship and boat building rely on good quality castings for their machinery, equipment and fittings. The patterns are associated with the long-running firm, Briggs Brass Foundry, that specialised in cast goods for the marine industry, ready to supply the needs for once-off or mass-produced items. Their products would have been fitted to sail and steam vessels along coastal Victoria including Warrnambool. Briggs Marine is also associated with the Schomberg Bell in Flagstaff Hill, restoring the bell to is former state to show an example of the bell from a luxury mid-19th century vessel. The craft of sand-casting from carved wooden patterns to create metal is an example of skills from the past that are still used today. Wooden rectangular crate with removable wooden lid. Inside is a set of wooden patterns of various shapes and sizes for making sand moulds in a metal foundry. The crate is made from thick wooden planks nailed together. The extended wooden struts on the long sides form a frame to hold the wooden lid. A pair of metal handles are at each short end of the crate, fixed with strong metal bolds. Between each pair of handles is an inscription stamped into the wood. The underside of the crate has red paint splashes. There are insect holes in the wood but no sign of current infestation. Stamped: "H.33 / II" (H may be N or a square B)flagstaff hill maritime museum and village, great ocean road, shipwreck coast, pattern, mould, foundry, brass foundry, metal foundry, crate, box, wooden container, briggs, traditional method, trade, sand cast, cast, brass alloy, copper alloy, marine equipment, marine tools, marine fittings, briggs' bronze, copper tin zinc lead, non-corrosive, briggs family, brassware, metalware, foundering, metalwork, maritime, casting, cornish chimney, curved bricks, grassmere cheese factory, 1912, herbert harrison briggs, h h briggs, george edward briggs, briggs & son foundry, collingwood, cyril falkiner mckinnon briggs, cyril briggs, h h briggs & sons foundry, bell founders, schomberg bell, alliance casting & engineering solutions, collingwood foundry, ship chandlers, marine products, flagstaff hill, warrnambool, maritime museum, maritime village, briggs & son brass foundry, briggs marine, moorabbin -
Flagstaff Hill Maritime Museum and VillagePhotograph - Ship, Alma Doepel, 1931-1934
This photograph is of the square-rigged schooner "Alma Doepel". Details added to the back of the photograph incorrectly describe the vessel as "Amy Doepel / ketch / Amy Doepel". The rigging on the vessel dates the photograph to sometime between 1931-1933. The location is yet to be determined. Frederick Doepel was a shipping agent in Bellinger Valley, NSW. He employed an experienced shipwright to build Alma Doepel, which was made from local timber. He named the ship “Alma Doepel” after his baby daughter Alma. The ship was registered in Sydney and launched 19th October 1903, and her first sea voyage was in December. She traded in timber Port Macquarie/Bellinger River and New Zealand. “Alma Doepel” was purchased by Henry Jones & Co., Hobart jam makers, in partnership with Harry Heather, her new captain, in 1916. The ship was then registered in Hobart. She carried jam and timber to the mainland, particularly Melbourne, and brought back cargo for Tasmania. She even carried the piles for the building of Portland Harbour. When Harry Heather passed away in 1937 he was succeeded by Eric Droscoll. Before the square-rigged "Alma Doepel" left for Tasmania on March 8th 1937 she was fitted with a new set of sails, becoming a fore-and-aft rigged schooner. She had been the last 'top sail' schooner in Bass Strait trade! "Alma Doepel" continued her coastal trading until 1942, when she was requisitioned by the Army. In January 1943 she was left in Melbourne by her crew and the Army took her over, taking her to Sydney in February, 1943. She was relaunched by the Army in 1944 minus two of her masts and her small 1936 engine, and was fitted with three large bus engines. In March 1945 she headed for the war zone, delivering cargo up and down the coast of New Guinea, at one time carrying over 400 troops. In 1946 she returned to Hobart where the Army re-converted her back for Bass Strait trading and returned her. In January 1947 Eric Driscoll took “Alma Doepel” to the eastern Tasmanian coastal port of St. Helens, trading cargo of local mountain ash timber to Melbourne on the mainland until 1959. She was then stripped down to her hull with only a single mast and two engines, and fitted with wooden bins on rails in her hold. From 1961 to 1975 she carried limestone to a factory to make carbide. Michael Wood and David Boykett, two of the governors of "Sail and Adventure", then bought her for the price of her two Gardiner engines and in 1976 they brought her to Melbourne. An Alma Doepel Supporters Club was formed to support the ship’s major restoration to a topsail schooner. In 1987 she was overhauled in Adelaide, with the support of Elders IXL and she returned to Sydney to lead the Parade of Sail on Bicentenary Day, 25th January 1988. She returned to Melbourne in February and began sail training voyages in Port Phillip Bay, operating from an office on Station Pier. The Alma Doepel Voyagers Club was started. Trainees joined the crew in sailing the ship over nine or ten days of instruction in sailing and seamanship. These trips plus chartered trips and fund raisers continued until early 1999, when she was no longer in a condition to operate; she needed a lot of attention. She lay idle in Victoria Dock for quite some time. In April 2001 “Alma Doepel” was taken to Port Macquarie’s Lady Nelson Wharf where she became a museum ship maintained by volunteers. In 2008 she had time in dry-dock and after sea-trials headed off to Victoria Harbour, Docklands, in Melbourne, where she is currently being restored with the help of The Supporters.This phot graph is significant for its connection with the Bass Strait trade, being the last top-sail schooner to brade across the strait. The photograph is also significant in its representation of the the sailing ships that traded around Australia in the 1930s.Photograph of "Alma Doepel " a wooden, 3 masted, square rigged sailing schooner built in Sydney, launched in 10/10/1903. Photograph is sepia coloured, mounted on card, inscription on the back. Information also provided with photograph. Photograph (marked incorrectly on back) "Amy Doepel / ketch / Amy Doepel". Sticker with "91" in pencil. Information provided (dated incorrectly) "1943, Sydney, New South Wales"flagstaff hill, warrnambool, shipwreck coast, maritime museum, maritime village, photograph, alma doepel, frederick doepel, henry jones and co, harry heather, eric droscoll, alma doepel supporters club, elders ixl, parade of sail, bicentenary day, alma doepel voyagers club, last top sail schooner in bass strait trade, square-rigged, fore-and-aft rigged -
Federation University Historical CollectionPhotograph, R. Millist, Hanlon Consols Mine Rokewood, 1901
The photo depicts one shift of mine hands at Hanlon Consols Mine Rokewod in 1901. ist on the left is George Edgar Yung. George was born in Ararat the son of Yohann Godlip and Christina (b Weller)Yung. They lived at Happy Valley near Linton. and Piggoreet. Yohann was a miner and died in the All Nations Mine collapse at Derwnt Jack's in 1877. Interesting to note in the following information that the Hanlon Consol mamager, William Maughan was also the manager of the Try Again Mine in Piggoreet. He was also on the six man school committee of Piggoreet Common School No. 726. (Is this why George Yung ended up working in Rokewood because of a previous connection at Piggoreet? George married Clara Emma Smith from Happy Valley and worked in a mine at Allendale. They later moved to Yendon) About the Hanlon gold mining company near Rokewood. 1901 - Information Bendigo Prospecting Club, 21/08/2020. Information provided once again by Peter McCarthy. Christopher Hanlon had put down a line of bores south of the Rokewood main street, looking for a continuation of the Break O’Day lead which had been worked for two or three miles with highly payable results, though in a primitive manner. Ground was being paddocked 30 feet deep and made to pay. The bores suggested the sinking would be about 70 feet and a shaft site was selected at the back of Stanbrook’s Hotel. The Hanlon Gold Mining Company was formed in March 1895 and the shaft was bottomed at 68 feet, getting just over an ounce of gold from the shaft bottom. By January 1896, the poppet heads were up, and steam plant was nearly ready. The mine produced 846 oz by September, which was not as good as expected, but they installed a second puddling machine. The mine was profitable for the next three years, with periods of prospecting and the need to install steam pumps in 1897. A second shaft was sunk in 1899, which bottomed at 86 feet on good wash and was sunk on to 109 feet. 1743 oz of gold had been produced in six months to September 1899, but the No1 shaft was let on tribute as the No2 workings were opened and machinery installed the following year. The No1 shaft tributors broke even in 1900 and in 1901 the shaft was shut down, with the No1 shaft machinery sold late in 1902. By September 1901, the mine had produced gold worth £66,124 and the No2 shaft main drive was in 346 feet, with gold being found mainly in crevices in the hard floor. Mining continued, but once the No2 shaft workings met up with the old No1 shaft workings at the end of 1902 there was not much wash remaining. The mine was let on tribute in June 1903 and a drive was put in to test deeper ground. The company was wound up in February 1904 and the plant sold. From what they discovered, the manager concluded that the mine sat at the edge of an ancient coastline and the gold was in a beach deposit. The total gold production from the mine was worth £73,294. J Lee Archer JP, shareholder, was the manager of the Bank of Victoria in Ballarat. Born in Tasmania, he came to Victoria with his parents and first came to Ballarat in 1855 as a junior clerk with the bank. He died in 1902 aged 64. Alexander J. Peacock was a legal manager and a share broker. In 1897 Peacock, born in Creswick, had been elected as one of the Victorian delegates to the Constitutional Convention which wrote the Australian Constitution. He later became a politician, state treasurer and three times state premier of Victoria and was knighted KCGM. He died in 1933 aged 72. William Maughan, director, was an English miner who came to Victoria in the 1850s and became a mine manager, managing the Try Again at Piggoreet, Ryan’s Freehold and the Madam Berry, among others. He died in Williamstown in 1915 aged 85. Sepia photographRhs front of photo: R. Millist Phto & Lanternist Geelong Verso (upside down): ONE SHIFT OF MINE HANDS HANLON CONSOLS MINE ROKEWOOD 1901 Grandfather Yung 1st on left rokewood, hanlon consols mine, shift of mine workers 1901, gold mines, george edgar godlip yung, william maughan -
Flagstaff Hill Maritime Museum and VillageFunctional object - Rowlock, early 20th century
This row lock was fitted onto the Warrnambool Lifeboat, which is also on-site at Flagstaff Hill Maritime Village. The construction of the lifeboat 'Warrnambool' began 15th September 1909 and was completed almost 12 months later 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by Great Britain's Royal Lifeboat Institution, and included whale back decks fore and aft, mast and centre board, and rudder and tiller hung from the stern post. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was a foreman boat builder. Mr Beagley built the lifeboat with his fellow workmen. It had all the latest improvements in shape, disposition of weight with watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature was on the plaque that was found concealed in the hull, was involved with the building of the lifeboat. His signature and the dates of the start and finish of the boat's construction are penciled on the raw timber 'plaque' found in the hull in the early 1990s when the lifeboat was being restored. It is interesting that the 'Melbourne Directory' of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, It is quite possibly the business of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill's documentation also mentions that the keel was laid at 'Harry Myers, boat builders, Williamstown, Melbourne the name 'Myers' can also be spelled 'Meiers', which could be the same person as the Meiers in "McAuley and Meiers" (as mentioned in genealogy lines of Myers). The new lifeboat, to be named 'Warrnambool' was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built-in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, with new sea-going qualities such as greater maneuverability. The ‘self-righting, self-draining’ design was made the vessel difficult to capsize and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has plenty of free board. The backbone timbers were made of Jarrah. The Warrnambool lifeboat was one of several rescue boats used at Port Fairy and Warrnambool in the early 1900s. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares and were able to discover the body of one of the crewmen. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be ready for action in case of an emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River. Flagstaff Hill obtained the Warrnambool lifeboat in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990, she was lifted from the water and placed in a cradle for restoration. The name 'WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.” The subject row lock is significant due to its association the Warrnambool Lifeboat which was an integral part of an important service to the local community as a lifesaving vessel for a half-century. One of the lifeboats many achievements was when it was used to help retrieve the body of a shipwrecked crew member of the ship Antares. Rowlock from the Warrnambool Lifeboat.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifeboat warrnambool, life boat, life saving vessel, 1910 vessel, port fairy, boat builder plaque, rescue boat, beagley, government dockyard, williamstown, v.e.e. gotch, royal lifeboat institution, captain ferguson, non-capsizeable lifeboat, self-righting lifeboat, antares shipwreck, double diagonal planking, captain carrington, rowlock, lifeboat rowlock -
Flagstaff Hill Maritime Museum and VillageFunctional object - Rowlock, early 20th century
This row lock was fitted onto the Warrnambool Lifeboat, which is also on-site at Flagstaff Hill Maritime Village. The construction of the lifeboat 'Warrnambool' began 15th September 1909 and was completed almost 12 months later 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by Great Britain's Royal Lifeboat Institution, and included whale back decks fore and aft, mast and centre board, and rudder and tiller hung from the stern post. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was a foreman boat builder. Mr Beagley built the lifeboat with his fellow workmen. It had all the latest improvements in shape, disposition of weight with watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature was on the plaque that was found concealed in the hull, was involved with the building of the lifeboat. His signature and the dates of the start and finish of the boat's construction are penciled on the raw timber 'plaque' found in the hull in the early 1990s when the lifeboat was being restored. It is interesting that the 'Melbourne Directory' of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, It is quite possibly the business of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill's documentation also mentions that the keel was laid at 'Harry Myers, boat builders, Williamstown, Melbourne the name 'Myers' can also be spelled 'Meiers', which could be the same person as the Meiers in "McAuley and Meiers" (as mentioned in genealogy lines of Myers). The new lifeboat, to be named 'Warrnambool' was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built-in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, with new sea-going qualities such as greater maneuverability. The ‘self-righting, self-draining’ design was made the vessel difficult to capsize and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has plenty of free board. The backbone timbers were made of Jarrah. The Warrnambool lifeboat was one of several rescue boats used at Port Fairy and Warrnambool in the early 1900s. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares and were able to discover the body of one of the crewmen. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be ready for action in case of an emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River. Flagstaff Hill obtained the Warrnambool lifeboat in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990, she was lifted from the water and placed in a cradle for restoration. The name 'WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.” The subject row lock is significant due to its association the Warrnambool Lifeboat which was an integral part of an important service to the local community as a lifesaving vessel for a half-century. One of the lifeboats many achievements was when it was used to help retrieve the body of a shipwrecked crew member of the ship Antares. Rowlock from the Warrnambool Lifeboat.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifeboat warrnambool, life boat, life saving vessel, 1910 vessel, port fairy, boat builder plaque, rescue boat, beagley, government dockyard, williamstown, v.e.e. gotch, royal lifeboat institution, captain ferguson, non-capsizeable lifeboat, self-righting lifeboat, antares shipwreck, double diagonal planking, captain carrington, rowlock, lifeboat rowlock -
Flagstaff Hill Maritime Museum and VillageFunctional object - Rowlock, early 20th century
This row lock was fitted onto the Warrnambool Lifeboat, which is also on-site at Flagstaff Hill Maritime Village. The construction of the lifeboat 'Warrnambool' began 15th September 1909 and was completed almost 12 months later 1st September 1910. It was built at the Government Dockyard in Williamstown, Victoria, along the lines designed by Great Britain's Royal Lifeboat Institution, and included whale back decks fore and aft, mast and centre board, and rudder and tiller hung from the stern post. It could be propelled by both sail and oar. At that time Captain Ferguson was Chief Harbour Master and Mr Beagley was a foreman boat builder. Mr Beagley built the lifeboat with his fellow workmen. It had all the latest improvements in shape, disposition of weight with watertight compartments, and it had space for a large number of people in addition to the crew. It appears that 'H Meiers' whose signature was on the plaque that was found concealed in the hull, was involved with the building of the lifeboat. His signature and the dates of the start and finish of the boat's construction are penciled on the raw timber 'plaque' found in the hull in the early 1990s when the lifeboat was being restored. It is interesting that the 'Melbourne Directory' of 1911, published by Sands and MacDougal, lists McAuley and Meiers, boat builders, Nelson Place foreshore, between Pasco and Parker Streets, Williamstown, It is quite possibly the business of the person whose name is inscribed on the lifeboat plaque. Flagstaff Hill's documentation also mentions that the keel was laid at 'Harry Myers, boat builders, Williamstown, Melbourne the name 'Myers' can also be spelled 'Meiers', which could be the same person as the Meiers in "McAuley and Meiers" (as mentioned in genealogy lines of Myers). The new lifeboat, to be named 'Warrnambool' was brought to town by train and launched at the breakwater on 1st March 1911 using the Titan crane (the old lifeboat built-in 1858, was then returned to Melbourne in 1911). This new lifeboat was stationed at Warrnambool in a shed located at the base of the Breakwater, adjacent to the slipway. The lifeboat ‘Warrnambool’ was similar in size to the old lifeboat but far superior in design, with new sea-going qualities such as greater maneuverability. The ‘self-righting, self-draining’ design was made the vessel difficult to capsize and even if the boat overturned it would right itself to an even keel and the water would drain away. The hull was built of New Zealand Kauri, using double diagonal planking, laid in two layers at right angles, with a layer of canvas and red lead paint between the timbers to help seal the planking. It has plenty of free board. The backbone timbers were made of Jarrah. The Warrnambool lifeboat was one of several rescue boats used at Port Fairy and Warrnambool in the early 1900s. In late 1914 the Warrnambool lifeboat and crew were used to help find what was left of the tragic wreckage of the Antares and were able to discover the body of one of the crewmen. Between 1951 and 1954 the lifeboat was manned under the guidance of Captain Carrington. He held lifeboat practice each month on a Sunday morning, to comply with the Ports and Harbour’s request that lifeboats be ready for action in case of an emergency. In the early 1960’s it ended its service as a lifeboat and was used in Port Fairy as a barge to help dredge the Moyne River. Flagstaff Hill obtained the Warrnambool lifeboat in 1975. In 1984 it was on display at Flagstaff Hill Maritime Village, Warrnambool. On 23rd May 1990, she was lifted from the water and placed in a cradle for restoration. The name 'WARRNAMBOOL could be seen faintly on the lifeboat before it was restored. It was during the restoration that Flagstaff Hill's boat builder discovered the 'plaque' inside the hull. A copy of the blueprint plans has the name “V.E.E. Gotch” printed on it. His advertisement in Footscray’s ‘Independent’ newspaper of Saturday 11th May 1901 states he is “Principal and Skilled member (Naval Architect) to the Court of Marine Inquiry of Victoria and holds classes for naval architectural drawing and arithmetic.” The subject row lock is significant due to its association the Warrnambool Lifeboat which was an integral part of an important service to the local community as a lifesaving vessel for a half-century. One of the lifeboats many achievements was when it was used to help retrieve the body of a shipwrecked crew member of the ship Antares. Rowlock from the Warrnambool Lifeboat.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifeboat warrnambool, life boat, life saving vessel, 1910 vessel, port fairy, boat builder plaque, rescue boat, beagley, government dockyard, williamstown, v.e.e. gotch, royal lifeboat institution, captain ferguson, non-capsizeable lifeboat, self-righting lifeboat, antares shipwreck, double diagonal planking, captain carrington, rowlock, lifeboat rowlock -
Flagstaff Hill Maritime Museum and VillageCopper Sheathing
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries the outside of their ships were sheathed in copper sheathing or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery. Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Copper sheathing or "Muntz metal" - 60% copper and 40% zinc, used to line the hull of the Schomberg to prevent shipworm infestation. Recovered from the wreck of the Schomberg. There are 11 irregular shaped small pieces. Verdigris, nail holes and slight encrustation.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Flagstaff Hill Maritime Museum and VillageCopper Sheathing
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries the outside of their ships were sheathed in copper sheathing or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery. Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Copper sheathing or "Muntz metal" - 60% copper and 40% zinc, used to line the hull of the Schomberg to prevent shipworm infestation. Recovered from the wreck of the Schomberg. Folded, with verdigris, marine growth and slight encrustation. Irregular shaped 2' 2" long by 2' 1" wide.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Flagstaff Hill Maritime Museum and VillageFunctional object - Copper Sheathing, ca 1855
This sheet of copper sheathing or Muntz metal has been recovered from the sea at the wreck-site of the ship SCHOMBERG. . It has been damaged by the reaction of the metals to the sea, it has encrustations from the sea such as sand, and has other damage that has caused the edges to break away or fold over. Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in seawater and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries, the outsides of their ships were sheathed in copper sheathing or a combination of 60 per cent copper and 40 per cent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUTH THE SCHOMBERG- When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery. Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill.The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its dayCopper sheathing or Muntz metal recovered from the shipwreck Schomberg. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, coppper sheathing, ship building, sea worm -
Flagstaff Hill Maritime Museum and VillageCopper Sheathing
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries the outside of their ships were sheathed in copper sheathing or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery. Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Copper sheathing or "Muntz metal" - 60% copper and 40% zinc, used to line the hull of the Schomberg to prevent shipworm infestation. Recovered from the wreck of the Schomberg. With verdigris, marine growth and slight encrustation. Irregular shaped 1' 2½" Wide by 2' 7" long.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Flagstaff Hill Maritime Museum and VillageCopper Sheathing
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries the outside of their ships were sheathed in copper sheathing or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery. Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Piece of rectangular Muntz metal from the wreck of the Schomberg. Metal has been bent back on itself at one end. Evidence of nail holes. Metal has verdigris and marine encrustation. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Eltham District Historical Society IncDocument - Property Binder, 836 Main Road, Eltham
Newspaper article: Was woman found in well put in it? Diamond Valley Local, 16 February 1954, story of wife of baker found in well before Burgoyne family purchased bakery. Newspaper article: Bakery goes ... locals protest, The Valley Voice, 18 July 1979, Joh Ebeli protests about planned destruction, history of building memories of Alistair Knox. Note on demolition of Eltham Bakery building, 1979, by Joh Ebeli who tried to save front of house with friend names Elwers. Photocopy newspaper article: Murder mystery at bakery, History comes to life for old building, 4 November 1979, Harry Burgoyne remembers his grandfather John James Thomas Neville Burgoyne bought bakery in 1896 at time of body found in well, bakery build 1860-1864, sold in 1921. Photocopy newspaper article: Public meeting called over Eltham restaurant proposal, Diamond Valley News, 4 October 1988, protests re proposal for motel and restaurant. Photocopy newspaper article: Fresh tales at an old mine, Diamond Valley News, 4 October 1988, Ausminde Pty Ltd applied for renewal of exploration licence at Old Tree Hill Mine, last mined by Stan Bone and Bill Wallace, photograph of Russell Yeoman at site. Photocopy of line drawing, The Bakery, by Joh Ebeli, 1978. Photocopy of photograph, Old Bakery, next to house built 1880. Photocopy of photograph with Old Bakery in background. On August 12, 1902, appearing before T. Smallman, Esq,. Police Magistrate, and Messrs. W. Duncan and W.J. Taylor, Justices of the Peace is Luther Haley, baker. Wilfred Henry Johnston, by his agent Stanley Ernest Elder had applied for a warrant of ejectment under the Landlord and Tenant Act 1890 against Luther Haley from the bakery premises at the corner of Main Road and York Street. From the evidence presented it is made known that Mrs Burgoyne of Eltham had purchased the property some months earlier from Mr Johnston, which consisted of a store and bakery establishment at Eltham occupied by Mr. Luther Haley, and whose lease expired some little time back, and up to the present time, Mr. Haley was not prepared to leave. He informed the court that he was unable to secure at Eltham a suitable house in which to carry on his business, but he was building a place near the railway station which he expected to be done in about three weeks time, at which time he would give up possession of the bakery. Mr Smallman informed the defendant, Luther Haley, that he would have to quit the premises in three weeks from the present date, and that a warrant of ejectment would be issued. However he also informed Mr Haley that he would order the warrant to lie in the office for three weeks from that date. The premises under construction refered to by Luther Haley in court were situated on the western side of Main Road, near the railway station slightly opposite present day Arthur Street. It was opened around September 1902 as a General Store, Bakery and Tea Rooms. In June 2024 Annie Hackrath shared a memory of living in the old bakery: "My husband and I lived in the old bakery for 18 months in 1978-9 , husband Geoff used the old bakery out the back as a wood workshop, making turnery and handcrafted furniture. The front shop was operated as a “sometimes” art gallery which we called “Gouge and Grain”. There were old sheds against the back fence which we thought were probably stables from the bakery days. Lovely memories of the old place which had so much character and seemed to attract a multitude of interesting creative people! Sad that it was pulled down; a friend salvaged some of the lead light glass in the old doors and included it in a new door panel for us."main road, eltham, property, shops, businesses, eltham bakery, burgoyne family, joh ebeli, alistair knox, harry burgoyne, john james thomas neville burgoyne, one tree hill mine, stan bone miner, bill wallace miner, russell yeoman, henry rech, ausminde pty ltd, john street, bridge street, judy paynter, art gallery, gouge and grain, annie hackrath, geoff hackrath -
Flagstaff Hill Maritime Museum and VillageFunctional object - Copper Sheathing, ca. 1855
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries, the outsides of their ships were sheathed in copper sheathing or a combination of 60 per cent copper and 40 per cent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG- When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three-masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first-class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two men drowned when they tried to reach Schomberg, salvage efforts were abandoned.32 In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the cover and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery.33 Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photographs from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill.The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its dayCopper sheathing or "Muntz metal" - 60% copper and 40% zinc, used to line the hull of the Schomberg to prevent shipworm infestation. The sheet was recovered from the wreck of the Schomberg. It is irregular in shape with nail holes and slight encrustation.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building, late 19th century sailing ships -
Flagstaff Hill Maritime Museum and VillageFunctional object - Copper Sheathing
This sheet of copper sheathing or Muntz metal has been recovered from the sea. It has been damaged by the reaction of the metals to the sea, it has encrustations from the sea such as sand, and has other damage that has caused the edges to break away or fold over. Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in seawater and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries, the outsides of their ships were sheathed in copper sheathing or a combination of 60 per cent copper and 40 per cent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG- When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oak with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned.32 In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery.33 Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill.The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck, The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day This Muntz sheet was recovered from the wreck of the Schomberg. It has been folded, bent and wrinkled. It has nail holes, Verdigris, marine growth and slight encrustation. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Flagstaff Hill Maritime Museum and VillageCopper sheathing
This sheet of copper sheathing or muntz metal has been recovered from the sea. It has been damaged by reaction of the metals to the sea, it has encrustations from the sea such as sand, and other damage has caused the edges to break away or fold over. ABOUT MUNTZ Early timber sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries the outside of their ships were sheathed in copper sheathing or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oat with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned.32 In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery.33 Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. The Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck. The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Copper sheathing or Muntz metal in concretion. Recovered from the wreck of the Schomberg.warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwrecked-artefact, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, muntz, muntz metal, copper sheating,, copper sheathing, teredo worms, sea worms, sea termites, ship building -
Melbourne Tram MuseumEphemera - Jungle Scrapbook, "MMTB #2", 1987 to 2003
Collection of newspaper clippings pasted into the scrapbook by the donor. Covers the period 1987 to 2003 when the Melbourne tram system underwent large changes. Contains the following cuttings: 1 - Our trams keep rolling along - Herald Sun 9/8/1991 2 - Old trams will stay on track - The Sun - 8/8/1991 - featuring Joan Kirner at the front of tram 3 - Getting our bid on track - Olympic bid tram - Z4, - The Sun 9/3/1990 4 - Tram tours lead tourist bid - using a Y class - The Sun, 8/6/1992 5 - Spring St - city circle trackwork - The Sun 17/9/1993 6 - Track tokens mark tram trial - Bendigo battery tram - Bendigo Advertiser 11/4/1990 7 - $184 million commitment to build new vehicles - B2 class, 130 trams, Comeng 8 - The light rail project - Gail Moody - The Sun 1/7/1987 9 - Bet and shop on trams - Trust - Herald Sun 17/8/1993 10 - A clean sweep by star Paul - Paul Hudson and X 217 - Herald Sun 20/11/1991 11 - Tramway lines up 75th Anniversary - Progress Press 20-11-1991 12 - Public Notice - Spring and Bourke track works - The Met - Herald Sun 17/9/1993 13 - in the Heart of Hawthorn - Progress Press March 1993 14 - Peak hour boost pledge - Alan Brown - Herald Sun 9/7/1993 15 - Photo of Gas and Fuel buildings under construction - 1966, Herald sun 31/12/1993 16 - Drive brings comic relief - Victor Borge - Herald Sun 19/2/1994 17 - City circle tram loop - two cuttings - 28/4/1994 18 - Trust slams new-look trams - Herald Sun 8/2/1994 19 - Public notice - track works - Nicholson and Victoria - Herald Sun 18/2/1994 20 - Free trams draw fire - Herald Sun 12/4/1994 21 - Tram launce chaos - 29/4/1994 22 - Life and love as the tram trundles on - Ted Hopkins - Weekend - 15/4/1995 23 - Tram city Dan McDonnell - Weekend - 15/4/1995 24 - Favorites out for tram day - three associated cuttings tram parade - Herald Sun 19/4/1995 25 - The A to Z of Melbourne's trams - Herald Sun 19/4/1995 26 - Trams out for a night on the town - Box Hill testing - Whitehorse leader 23/4/2003 27 - Trams rolling - Box Hill opening - Whitehorse leader 7/5/2003 28 - Bracks launches tram route and residents riled about bottleneck - Whitehorse leader 7/5/2003 29 - A century of trams in Bendigo (Kym Smith) - Bendigo Advertiser 14/4/2003 30 - MP calls for fair go for old tramways (Medicals) - Bendigo Advertiser - 12/4/2003 31 - House of the rising tram - Mentone tramcar bodies 32 - Back on track - Sydney trams - Daily Telegraph 11/8/1997 33 - New look trams just the ticket - Sydney - Daily Telegraph 11/8/1997 34 - Dark ages end for light rail - Daily Telegraph 1997 35 - A trip down memory lane - Sydney - The Age 21/8/1997 36 - End of the Line - sale of Elwood bus depot - New Home 6/12/1996 37 - Bidders line up for tram and train - The Age 17/5/1999 38 - Holding the line - The Herald Sun 8/3/1998 39 - Advert - Who will be Melbourne's tram museum operator - Weekend Australian 16-9-1995 40 - Trams take to sport - new Melbourne park route - Herald Sun 4/6/1999Yields information about the Melbourne tram network in the 1990sScrap book - Tudor - 32 plain sheets + printed card covers, centre stapled.tramways, melbourne, bendigo, newspapers, tram 4, olympics, joan kirner, tourist tram, city circle, w class, tram, box hill, elwood bus depot, tmsv, museums, tram museums, batman ave, victor borge -
Flagstaff Hill Maritime Museum and VillagePhotograph - Vessel, H.M.A.S. Warrnambool J202, Between 1941-1947
This photograph is connected to the first HMAS Warrnambool (J202), which was one of 60 Bathurst class corvette vessels built during World War II by Mort's Dock & Engineering Co Ltd of Sydney under the commission of the Royal Australian Navy (RAN). It was the namesake of the City of Warrnambool in Victoria. The armed minesweeper was 57 metres long and could had a complement of 85 personnel. Its armament included 1 × 4 inch Mk XIX gun, 1 × 40 mm Bofors AA gun (installed later), 3 × 20 mm Oerlikon guns (1 later removed), machine guns and depth charge chutes and throwers. It was launched in Sydney in May, 1941. The HMAS Warrnambool began service with patrols off Bass Strait in 1941. In December the ship docked in Warrnambool Harbour and the crew marched in a parade along Timor Street. The ship’s crew received a donation of 110 books from the Warrnambool Patriotic Fund, and a plaque of the City of Warrnambool’s Coat of Arms presented by the Mayor, Cr. John R Astbury. In September 1942 a Dutch East Indies family, Samuel and Annie Jacob and seven of their eight children, was rescued by the HMAS Warrnambool and evacuated to Darwin. The family settled in Melbourne, then in 1944 Samuel tragically died. After the war ended the family was threatened with deportation under Australia’s Immigration Restriction Act 1901 (known also as the White Australia policy). Annie married her landlord, John O’Keefe but was still issued a deportation order in 1949. The family appealed to the High Court and the case became famous for being the first successful legal challenge to the Act. The HMAS Warrnambool was in Darwin during the time it was bombed, attacked by the Japanese while rescuing 73 crew from a merchant vessel that had also been attacked. The ship was involved in several other rescues and carried troops to New Guinea. Other events included escort and patrol duties on Australia's east coast, then at Fremantle and back to Darwin. When the Japanese surrendered on September 11, 1945, at the end of World War II, the ship was at Timor. It performed mine clearance work around the Solomon Islands and New Guinea after the war. On 13th September 1947 the ship was sent to lead a flotilla at the Great Barrier Reef, off the Queensland coast. The mission was to clear the defensive British mines that were laid during1941-43 to protect Australia’s boarders. The HMAS Warrnambool hit a mine near Cockburn Reef, exploded and sank shortly afterwards. One of the 70 or so men on board was killed at the time and thirty-two men were badly injured; three of these also lost their lives. The four deceased were Victorian seamen. The wounded men were transferred by boats to the nearby HMAS Swan II, where the Swan’s and the Warrnambool’s doctors cared for them. The HMAS Swan II took the survivors to Cairns, and from there the men were flown by RAAF to either Brisbane or Sydney hospitals. The HMAS Warrnambool was the only RAN ship to be sunk by a mine, and the four who lost their livers were the last naval casualties from World War II. The ship’s wartime service was recognised by three honours. In May 1948 a number of items were recovered by Navy divers from the wreck of HMAS Warrnambool. The items included the ship’s bell (inscribed HMAS Warrnambool 1941) and the round plaque with the Seal of the Warrnambool City Council. In 1949 the plaque was returned to the Council, and the bell was donated to the Australian War Memorial. Further objects were recovered by the new owners of the wreck, Southern Cross Diving and Salvage, in 1972-75. A memorial plaque, honouring the memories of all those who served on the HMAS Warrnambool until is sunk on September 13 1947, was erected in Warrnambool on September 13, 1995. NOTE: (1)- The second HMAS Warrnambool (FCPB204), also the namesake of the City of Warrnambool, was built in 1980 in Cairns, one of fifteen Fremantle Class Patrol Boats ordered by the RAN. It was just over 41 metres long with a compliment of 22 personnel. It patrolled Australia’s northern waters for illegal fishing vessels. This vessel was decommissioned in 2005. (2)- There was also a steam and sail ship named the S.S. Warrnambool, built in 1892 in London and broken up in 1926.This photograph is significant for its association with Royal Australian Navy and its vessel, HMAS Warrnambool (j202). The HMAS Warrnambool played a nationally significant role in overturning Australia’s Immigration Restriction Act 1901 (colloquially known as the White Australia policy). The ship rescued, and brought to Australia, Samuel and Annie Jacob and their family after they evacuated Dutch East India. The family was threatened with deportation and made the first successful appeal to High Court regarding that Act. The HMAS Warrnambool has - Local significance for being the namesake of the City of Warrnambool - Local significance, having docked in Warrnambool Harbour - Local significance, the crew having paraded in Timor Street, Warrnambool - State significance for its first patrol being in Bass Strait. - National significance, being present in Timor at the Japanese surrender - National significance as part of Australia’s defence force history, being one of only four Bathurst class corvettes lost while in Australian service, the only Bathurst class corvette lost after World War II, the only RAN vessel to be sunk by a mine, and associated with the last four Navy deaths of WWIIBlack and white photograph of vessel H.M.A.S. Warrnambool J202 on an open sea. The identifying number is painted on the hull. The ship is flying a white ensign. A lifeboat is suspended near the centre of the ship. Figures can be seen on deck. Hand written inscription on the reverse side. On ship's hull "J202" On reverse of photo "From P.O. FRED MATTHEWS. 23378. R.A.N." "MARIBYRNONG MAIDSTON RSL" "H.M.A.S. WARRNAMBOOL"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, photograph, h.m.a.s. warrnambool, maritime village, maritime museum, shipwreck coast, mort's dock & engineering co ltd, hmas warrnambool, hmas warrnambool i, hmas warrnambool j202, hmas swan ii, j202, world war ii, bathurst class corvette, royal australian navy, ran, sydney built ship, bass strait patrol, sea mine patrol, mine sweeper, mine clearance, navy divers, great barrier reef, cockburn reef, southern cross diving and salvage, warrnambool city council, cr j r astbury, mayor j r astbury, warrnambool patriotic fund, seal, coat of arms, ship’s bell, hmas warrnambool 1941, shipwreck by sea mine 1947, sea rescue, life saving, lifesaving, sinking ship, sunk ship, immigration restrictions act 1901, white australia policy, samuel and annie jacob, john o'keere, minesweeper -
Flagstaff Hill Maritime Museum and VillageFunctional object - Copper sheathing, c. 1855
This object is a piece of Muntz or copper sheathing, a sheet of metal used for lining a ship's hull as protection from sea worm or muntz worm. It has been salvaged from the Schomberg ship wreck. The muntz has been damaged by reaction of the metals to the sea. It also has encrustations from the sea such as sand. Other damage, such as movement of the sea or objects in the sea, has caused the edges to break away or fold over. ABOUT MUNTZ The hulls of early timber sailing ships had a problem of being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and the bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by applying coatings of tar, wax, lead or pitch onto the timber. In the 18th and 19th centuries ships were built with their hulls sheathed in sheets of copper or a combination of 60 percent copper and 40 percent zinc (called Muntz metal). The ships would be re-metalled periodically to ensure the sheathing remained effective. In more recent times the ships are protected with a toxic coating. ABOUT THE SCHOMBERG When the ship Schomberg was launched in 1855, she was considered the most perfect clipper ship ever to be built. James Blaine’s Black Ball Line had commissioned her to be built for their fleet of passenger liners. At a cost of £43,103, the Aberdeen builders designed her to sail faster than the quick clippers designed by North American Donald McKay. She was a three masted wooden clipper ship, built with diagonal planking of British oat with layers of Scottish larch. This luxury vessel was designed to transport emigrants to Melbourne in superior comfort. She had ventilation ducts to provide air to the lower decks and a dining saloon, smoking room, library and bathrooms for the first class passengers. At the launch of Schomberg’s maiden voyage, her master Captain ‘Bully’ Forbes, drunkenly predicted that he would make the journey between Liverpool and Melbourne in 60 days. Schomberg departed Liverpool on 6 October 1855 with 430 passengers and 3000 tons cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. The winds were poor as Schomberg sailed across the equator, slowing her journey considerably. She was 78 days out of Liverpool when she ran aground on a sand-spit near Peterborough, Victoria, on 27 December; the sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS Queen at dawn and signalled the steamer. The master of the SS Queen approached the stranded vessel and all of Schomberg’s passengers were able to disembark safely. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. After two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned.32 In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery.33 Flagstaff Hill also holds ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the Schomberg. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill. This piece of muntz sheathing is representative of building methods and materials used in late 19th and early 20th century ship building. The munts is also significant for its association with the Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large, fast clipper ship on the England to Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck. The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day Copper sheathing or Muntz metal in concretion. Recovered from the wreck of the Schomberg.warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwrecked-artefact, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, copper sheathing, muntz, muntz metal, teredo worms, sea worms, sea termites, ship building, 19th century sailing ships -
Puffing Billy RailwayV. R. Krupp 1888. IV. Rail, 1888
60lbs rail that was used throughout the Victorian rail network. In 1887 Gibbs, Bright and Co. had a contract with Victorian Railways for railway and canal construction and supply of Krupp Rails. Gibbs, Bright and Co were merchant bankers and shipping agents and merchants who where also Directors of the GWR ( Great Western Railway ) and the Ship The "Great Britain" in England Gibbs, Bright and Company had principally been involved in shipping and trading, mainly in the West Indies, but following the discovery of gold in Victoria they established an office in Melbourne and soon became one of the leading shipping agents and merchants in the Colony. They expanded into passenger shipping and soon established offices in Brisbane, Sydney, Newcastle, Adelaide and Perth as well as launching passenger services between England, Mauritius and New Zealand. Gibbs, Bright also held a number of financial agencies from British mortgage, finance and investment companies as well as representing several British insurance companies in Australia. In addition they conducted a growing import business as well as an export business that included livestock, dairy produce, wool and flour. Also the company played a substantial part in the development of Australia's mineral resources, starting with lead in 1895, and later venturing into tin, gold, copper, cement and super phosphates. In Australia, after WWI, many of the larger companies were managing their own import and export so Gibbs, Bright and Company tended to focus its Agency business on smaller companies while expanding their interest into other markets such as timber, wire netting, zinc, stevedoring, road transport, marine salvage, gold mining as well as mechanical, structural, electrical and marine engineering. The Company's shipping interests continued to grow as well and still formed a major part of its business. In 1948 the parent company in England took the major step from tradition when they changed the business from a partnership into a private limited company. The name was the same, Antony Gibbs and Sons Limited, and in practice the effect of the change was very little. Some of the firm's branches and departments had already become limited companies and the formation of a parent company simplified the structure. The Australian operation was in time changed to Gibbs Bright & Co Pty Ltd in 1963. In 1848 Alfred Krupp becomes the sole proprietor of the company which from 1850 experiences its first major growth surge. In 1849 his equally talented brother Hermann (1814 - 1879) takes over the hardware factory Metallwarenfabrik in Berndorf near Vienna, which Krupp had established together with Alexander Schöller six years earlier. The factory manufactures cutlery in a rolling process developed by the brothers. Krupp's main products are machinery and machine components made of high-quality cast steel, especially equipment for the railroads, most notably the seamless wheel tire, and from 1859 to an increased extent artillery. To secure raw materials and feedstock for his production, Krupp acquires ore deposits, coal mines and iron works. On Alfred Krupp's death in 1887 the company employs 20,200 people. His great business success is based on the quality of the products, systematic measures to secure sales, the use of new cost-effective steel-making techniques, good organization within the company, and the cultivation of a loyal and highly qualified workforce among other things through an extensive company welfare system. From 1878 August Thyssen starts to get involved in processing the products manufactured by Thyssen & Co., including the fabrication of pipes for gas lines. In 1882 he starts rolling sheet at Styrum, for which two years later he sets up a galvanizing shop. The foundation stone for Maschinenfabrik Thyssen & Co. is laid in 1883 with the purchase of a neighboring mechanical engineering company. In 1891 August Thyssen takes the first step toward creating a vertical company at the Gewerkschaft Deutscher Kaiser coal mine in [Duisburg-]Hamborn, which he expands to an integrated iron and steelmaking plant on the River Rhine. Just before the First World War he starts to expand his group internationally (Netherlands, UK, France, Russia, Mediterranean region, Argentina). info from The company thyssenkrupp - History https://www.thyssenkrupp.com/en/company/history/the-founding-families/alfred-krupp.htmlHistoric - Victorian Railways - Track Rail - made by Krupp in 1888Section of VR Krupp 1888 Rail mounted on a piece of varnished wood. Rail made of ironpuffing billy, krupp, rail, victorian railways -
Melbourne Tram MuseumMagazine, Melbourne & Metropolitan Tramways Board (MMTB), "Metra News", 1980 to 1982
.0 - Autumn 1980 - Passenger counting, Survey provides data, We lead the way with Z3, Wattle Park, transport in Moscow, Spike Milligan, Melbourne's decorated trams, transporting art, sports, training, and Raymond Stock, Assistant Traffic Manager Revenue .1 - Winter 1980 - Bourke St Mall is popular, Senior citizens help design new tram (Z3), A bus-only lane in Johnstone St., Depot Employees' Social and facility Melbourne. Has a profile on Mr R. C. Drummond, Traffic Manager. .2 - Spring 1980 - Christmas Message, supporting those children with polio in 1938, Trolley buses, Z3 trams being built, use of parafil in overhead, cleaning truck. Has a profile on Ken Hall, Assistant Chief Engineer - Mechanical and Reg Robinson who was the organiser for the 1938 polio event - bus driver / instructor. .3 - Summer 1981 - MMTB involvement with Australia Day pageant, note involvement of TMSV, Bendigo, BTPS 27 (26 Jan. 1981), film on apprentices, tram stop shelters, resilient track work, trolley buses, the supply and systems department including Hawthorn clothing workroom and printing department (photos) and profile on Mr Jerry Compton, Supply and systems department. (Two copies held) .4 - Autumn 1981 - new buildings at Footscray, South Melbourne, trolley buses for Melbourne?, building MAN buses, why join the Tramways Benefit Society, article that looks at the Engineering Branch and profile of John Grigg, Chief Engineer. (Two copies held) .5 - Winter 1981 - New passenger shelters, image of the Elizabeth St shelter proposal, where do old trams go?, "Around the Clock" Emergency Service (item on R10) (See Reg item 1004 for photo), formation of Tramway's Sporting Associations, retirement of Board's driver Peter Savage, bus driving school transferred to Hawthorn, Apprentices and Profile on Bill Sibbison, Depot Manager North Fitzroy. .6 - Spring 1981 - 8 pages - Making of Squizzy Taylor film - Flinders St station, Engineering Amenities at South Melbourne opened, traverser at Preston Workshops, track work - pressing curves at South Melbourne, Conductresses re-union, model tramway at the Royal Show, retirements, sporting association, tramway band, AVM, reducing noise levels, lists Editorial committee. .7 - Summer 1982 - 8 pages - Its Christmas Party time, want to charter a tram or bus?, portable radios, MMTB role in Paraplegic Games, MMTB Architect Gene Marshall retires, photo of WW2 most popular conductresses ball, MMTB Highlights, O-Bahn. Has a profile on Rob Downing - Deputy Chairman. Also Dick Newnham - lift operator at head office, Bob Moffatt - driver turned actor. Also has a follow up on the making of the Squizzy Taylor film "What's wrong with Squizzy" and a photo of the Editorial team and their names. .8 - Autumn 1982 - 8 pages - item on "Taking Melbourne by Storm", photo of Austerity bus 500, Radio Centre, Clifton Pugh tram 504, Essendon Depot (see Reg Item 1005) includes of photos of managers, revenue etc, story on the most popular conductress photo by Win Gibson (see Reg item 180 and 181), new apprentices, John Murdoch model train (Diamond Valley) builder, Sunday vintage tram service (V214) and L class to the zoo. Has a profile on Mr. Peter Saul, Architect. (two copies held) (see image 1178i5 for cover) .9 - Winter 1982 - 8 pages - changes to Doncaster bus - Eastern Free extension, changes to Ministry will affect Board - Steve Crabb, new uniforms, Footscray Depot, apprentice awards, follow up on Austerity buses, Norm Cross and Destination City, Profile on Alan Nolan Runningsheds Engineer, and Mike McLeod MMTB Photographer. (two copies held) .10 - Spring 1982 - book - see Melbourne by tram, Bundoora tramway work, new articulated vehicles (B class trams), Elizabeth St modal interchange shelter, Brunswick depot, demise of the F class bus (Mark VI), profile of Daryl Meade bus engineer, Joe Saccasan carpenter building branch and a list of Jargon. (two copies held).Demonstrates a MMTB employee newsletter, early 1980sMagazine, two colour printed on A2 sheet, folded to A3, "METRA News", published by the MMTB. Each issue unless noted otherwise four pages. Major items listed. Each issue has personnel news, including new staff, promotions, overseas items;trams, tramways, mmtb, z3 class, bourke st, track equipment, overhead, most popular conductress competition, hawthorn depot, clothing, trolley buses, fund raising, footscray, welfare, sale of trams, recovery, r10 vehicle, flinders st, films, radio centre, essendon depot, theatre, transporting art, austerity buses, footscray depot, doncaster, minister for transport, shelters, bundoora, brunswick depot, buses, mont albert, route 42 -
Eltham District Historical Society IncDocument - Property Binder, 1184 Main Road, Eltham
Newspaper article: A sustainable award, Diamond Valley Leader, 1 November2006, Architect and building Llewellyn Pritchard won resource Efficiency Housing Award, finalist in HIA Greensmart Building of the Year Award. House – Environmental Leader (Published: Nillumbik Now and Then / Marguerite Marshall 2008; photographs Alan King with Marguerite Marshall.; p186) In 2006 environmental awareness was mushrooming in the community, which is reflected in the award-winning house at Main Road near Wattletree Road, Eltham. At first sight, the building appears a mix of a classic Eltham mud-brick house and an avant-garde building style. The crown of solar panels stretching along the width of the curved roof, indicates that this is no ordinary house. In fact it signals a new building trend of minimal impact on the environment. Yet it utilises the environment with high technical expertise to achieve comfort and cut running and maintenance costs. In recognition of this, its designer/builder, Conscious Homes, won the 2006 National HIA Greensmart Resource Efficiency Award. For Conscious Homes director, Llewellyn Pritchard, this house reflects a philosophy, strengthened by his connection with Aboriginal culture, through his foster siblings. Pritchard believes the sustainable way indigenous Australians lived and their spiritual connection with land, demonstrates how humanity is part of the ecology. His interest in environmental design stemmed from growing up in bushy Eltham Shire, with its mud-brick tradition. This was followed by studying Architecture at RMIT in the early 1980s, and learning about passive solar design. Pritchard says this house demonstrates that environmental sustainability is not about sacrifice, but about exceptional levels of occupant comfort, savings in running costs and modern fittings and appliances.1 The solar panels on the north roofs are intentionally obvious to make a statement about what the building is doing. But inside the systems are hidden and interactive with conventional services, such as the underground water tank. The house is water and energy self-sufficient and at 12 squares is much smaller than conventional houses, to minimise resources. Yet it accommodates his family of four with three bedrooms, a living/dining and kitchen area and a bathroom/laundry. Importantly the building is designed to last hundreds of years, by being able to be modified as the need arises, such as for commercial use. In this way the structure minimises its environmental impact. The solid double mud-brick walls (which are insulated) include steel beams and supporting frame, allowing the future removal or alteration of any section. The materials are local, recycled and of low toxicity where possible.2 Inside and out, the mud-brick is rendered and sealed with a combination of cement and sand and a mud-based coating in a soft golden hue increases its life. Inside, the golden-brown timber is plantation Mountain Ash and the concrete floors throughout – of local stone aggregate with a clear seal – have a natural looking random stone appearance. The house sustains a stable temperature of around 20 degrees, assisted by the concrete slab floor. The many large double-glazed windows and highlights (windows set high on walls) provide cross-flow ventilation. The north-facing living area maximises heating from the lower winter sun and is cooler in summer, because the sun is higher. Heating comes from a solar hydronic slab system. All appliances and fittings are high efficiency energy or water rated. Appliances in the timber kitchen include a gas stove and a dishwasher, using the building’s own power and water. French doors open from the living area to a deck, concealing the treatment system for all waste water. This is pumped through sub-soil drippers to the indigenous garden beds and no-dig vegetable patch. Below the carport is the 80,000-litre rainwater tank and at the back, the boiler room houses the solar boiler, water tank access, domestic water supply pump, filter gear and hydronic slab heating controls. The solar system is backed up with gas, which is needed to heat water only in winter. Gas used is less than one quarter of that for an average home with ducted heating. Excess power is fed back to the grid and the building uses about one quarter of the mains electricity of an average home. Other local builders have followed Pritchard’s lead in resource efficiency for minimal environmental impact.main road, eltham, businesses, llewellyn pritchard, hia greensmart building of the year award., efficiency housing award, conscious homes australia pty ltd -
Federation University Historical CollectionBook, Ballarat School of Mines Students' Magazine, 1907-1909, 1907-9
Bound volume of the Ballarat School of Mines Students' Magazine for 1907-1909. Articles include the location and pegging of a tramway Route, the transmission of Power by Rope Driving by A.E.C. Kerr, A visit to the Briseis Mine, and New Brothers' Home, Mining Engineers in Tasmania, Obituaries for David Ham and Matthew Lyndsay, Pioneer Mining at Leichhardt, Automatic Ore Feeders and Chacedony Park by J.H. Adams. Images include the Ballarat School of Mines Football Team and the Ballarat School of Mines Sports Committee. 1907 * Hubert Krause 1908 * The location and Pegging of a Tramway Route by Yamba * The Unity of things by John Brittain * The transmission of power by Rope Driving, by A.E.C. Kerr * A visit to the Briseis Mine, and New Brothers' Home (includes photographs) * Mining Engineers in Tasmania * Limericks Sluiced at Snake Valley * David Ham Obituary * Matthew Lyndsay Obituary * Some Bunsen Memories by Professor Alfred Mica Smith * Geological Camp to Daylesford * Practical Mathematics by Hubert F. Hall * Pioneer Mining - Leickhardt * Automatic Ore Feeders * A Unique Ore Deposit (Lucknow Goldfield, NSW) * A country Ramble * The Alkaline Titration for Zinc * Chalcedony Park, Arizona, United States of America by J.H. Adams * Notetaking at Lectures * Smelter Cost-Keeping by Oliver E. Jaeger * Benefits of Physical Culture * Mineral Tasmania and its Wonderful Resources by F.F. Bradford * A holiday Trip to Queensland * The Compression of Air as Applied to Mining * Machine V Hand Drilling * The mining in the Malay States * William Thomas Grownow Obituary (includes image) * Timbering Stopes (Includes images) * Trip to Melbourne * Two Problems of Alluvial Mining by Richard Hain * The Berry Leads (includes plan of mines) * Black Pudding Supper * Observations for Meridian * NOtes on Coking Plants (includes plan) * How Old is the Earth * Conglomerations * A Pat Formula * The making of a Suitable Muffle for General Assay Work * Reduction of Gold Chloride by Charcoal * Chemical Definitions * Old Boys (R.J. Allen, W.B. Blyth, F. Brinsden, Lindsay D. Cameron, George W. Cornwell, John M. Currie, C.M. Harris, T. Wighton-Hood, W. Lakeland, W.S. Macartney, Fred A. Marriott, Karl B. Moore, G.E. Sander, Sherb. H. Sheppard, Norman S. Stuckby, John Sutherland, Lewis A. Westcott, Walter White, O.C. Witherden, Gerald Young) 1909 * The Graduates Problem * An Interesting Nevada Cyanide Plant (Bamberger De Lamar Gold Mines) * Easter Geological Camp to Ingliston * New Methods for the Volumetric Estimation of Lead * William Charles Kernott Obituary * Mount Morgan Mine by G.W. Williams * Tin Dredging at Tingha, New South Wales * Notes on the Iodide estimation of Copper * Photograph of the Ballarat School of Mines Students' Association Committee * The Importance of Mine Ventilation to the Students by F. Howells * Life in Mining Camp * Wise Words to Mining School Students * Military Search Lights * Gleaning s on resistance * Ministerial Visit to the Ballarat School of Mines by the Hon. A.A. Billson, Minister of Education , accompanied by Frank Tate, Director of Education. * Picture Making in Photography Composition * Mountains of Fire * A Walking Engine - New Military Machine - Guns into Action - Caterpillar No. 1. (Tank) * Fireless Locomotives * Elmore Concentrating Process (includes plan of Elmore Concentrator) * Mount Pani Limited * Surveying for Irrigation * Weights and Measures * Carbon Monoxide * Joseph Francis Usher obituary * The Problem of the Metalliferous Veins * Ballarat School of Mines Ambulance Class * Treatment of Gold in a battery Without the Use of Copper Plates by E.C. Hurdsfield * Meteorites * Werribee Gorge * Dredging in the Ovens Valley * Electrical Chatter - Electrocution by an Imaginary Eye-Witness * The Electric Furnace in Iron Metallurgy ballarat school of mines, ballarat school of mines football team, football, sports, tramway, mining engineers, david ham, matthew lyndsay, jack adams, berry lead, hepburn consuls, madame berry, west ristori, ristori no 1, allendale, dyke's co, charleson's mill, australian extended, mining, r.j. allen,, w.b. blyth, f. brinsden, lindsay d. cameron, george w. cornwell, john m. currie, c.m. harris, t. wighton-hood, w. lakeland, w.s. macartney, fred a. marriott, karl b. moore, g.e. sander, sherb. h. sheppard, norman s. stuckby, john sutherland, lewis a. westcott, walter white, o.c. witherden, gerald young, ballarat school of mines students' association, hubert krause, krause, vfl, afl
