The pram appears to have been developed during the 18th century. Queen Victoria is known to have bought three prams (she had 10 children). From then, it was a natural progression to create a smaller version as a leisure item, particularly for little girls.The introduction of dolls prams into the leisure item area, mirrors the development of toys generally.Pram cane, painted white with interwoven cane hood. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, pram, cane pram

The design of this and other similar treadle powered dental engine (or dentist drill) was in common use by dentists from the 1870’s into the 1920's. When electricity became accessible to most communities the electrically powered dental engines began to take over from the treadle power. Over the ages teeth were extracted using picks and scissors and other gouging instruments. Bow drills, hand drills and even a "bur thimble" drill were later used to prepare cavities for filling. Some drills were made bendable by attaching flexible shanks between the metal bur and the handle, giving access to the teeth at the back of the mouth. Other mechanical devices were introduced along the way, such as clockwork drills, but they were hard to handle and inefficient. Over the centuries “dentistry has been performed by priests, monks and other healers. This was followed by barbers; the barber’s chair may well have been the precursor to the dental chair. “(SA Medical Heritage Society Inc.) In 1871 James Morrison patented the first commercially manufactured 'foot treadle dental engine', the first practica dental engine although others had been introduced as early as 1790 (by John Greenwood). Handmade steel burs or drills were introduced for dental handpieces, taking advantage of the significant increase in the speed of the drill. In 1891 the first machine-made steel burs were in use. The treadle drill reduced the time to prepare a cavity from hours to less than ten minutes. In 1876 the Samuel S. White Catalogue of Dentist Instruments listed a 12 ½ inch wheel diameter dental engine, with 14 bright steel parts, for sale at US $55 In today’s market, this is the equivalent to US $1200 approx. The specifications of that dental engine are very similar to the this one in our Flagstaff Hill Maritime Village’s collection. It is interesting to note that workings of a similar treadle dentist drill were used and modified to power a treadle spinning wheel of one of the volunteer spinners at Flagstaff Hill Maritime Village. The foot treadle dental engine was a milestone in dental history. “Historic importance of treadle powered machines; they made use of human power in an optimal way” (Lowtech Magazine “Short history of early pedal powered machines”) The invention of a machine to speed up the process of excavation of a tooth lead to the invention of new burs and drills for the handpieces, improving speed and the surgical process of dentistry. They were the fore-runner of today’s electrically powered dental engines. This treadle-powered dentist drill, or dentist engine, is made of iron and steel and provides power for a mechanical dental hand-piece that would be fitted with a dental tool. The drill has a three footed cast iron base, one foot being longer than the other two. A vertical C shaped frame is joined into the centre of the base, holding an axle that has a driving-wheel (or flywheel) and connecting to a crank. A slender, shoulder height post, made from telescoping pipes, joins into the top of this frame and is height adjusted by a hand tightened screw with a round knob. On the post just above the frame is a short metal, horizontal bar (to hold the hand-piece when it is not in use). A narrow tubular arm is attached to the top of the stand at a right angle and can move up and down. At the end of the arm is a firmly fixed, flexible rubber hose protected for a short distance by a sheath of thin metal. At the end of the hose there is a fitting where the drill’s hand-piece would be attached; a small, silver coloured alligator clip is also at the end. A treadle, or foot pedal, is hinged to the heel to the long foot of the base, and joined at the toe to the crank that turns the driving-wheel. There is a spring under the toe of the treadle. The metal driving-wheel has a wide rim. Touching the inside of the rim are four tubular rings that bulge towards the outside of the driving-wheel, away from the pole, and all meet at the hub of the axle. The axle is bulbous between the inside of the driving-wheel and the frame then passes through the frame and is attached on the other side. The driving-wheel has a groove around which a belt would sit. The belt would also fit around a pulley on the arm, at the top of the post. The pulley is joined to a rod inside the arm and this spins the drill's hand-piece and dental tool holder. The two shorter feet of the base are made from a long metal bar that has been curved outwards, and its centre is bolted to the base of the pole. Under the ends of the curved legs of the base are wedge shaped feet. The driving-wheel is decorated in light coloured paint on both sides, each side having three sets of floral decals evenly spaced around them, and each about a sixth of the wheel's circumference. Similar decoration is along the sides of the frame. The foot pedal has decorative cutout patterns in the centre of the foot and at the toe. On the long foot of the stand is some lettering with a fine, light coloured border around it. The lettering is hard to read, being a dark colour and flaking off. There are also remnants of fine, light coloured flourishes. The foot pedal has lettering of the maker’s trade mark cast into the metal at the ball of the foot. Lettering on the base is peeling and difficult to read. The foot pedal has a trade mark cast into it that looks like a combination of ‘C’ , ‘S’ , ‘A’, ‘R’. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, dentist, teeth, dental drill, dental engine, treadle drill, foot powered drill, treadle engine, orthodontics, dental surgery, james morrison

The design of this and other similar treadle powered dental engine (or dentist drill) was in common use by dentists from the 1870’s into the 1920's. When electricity became accessible to most communities the electrically powered dental engines began to take over from the treadle power. Over the ages teeth were extracted using picks and scissors and other gouging instruments. Bow drills, hand drills and even a "bur thimble" drill were later used to prepare cavities for filling. Some drills were made bendable by attaching flexible shanks between the metal bur and the handle, giving access to the teeth at the back of the mouth. Other mechanical devices were introduced along the way, such as clockwork drills, but they were hard to handle and inefficient. Over the centuries “dentistry has been performed by priests, monks and other healers. This was followed by barbers; the barber’s chair may well have been the precursor to the dental chair. “(SA Medical Heritage Society Inc.) In 1871 James Morrison patented the first commercially manufactured 'foot treadle dental engine', the first practica dental engine although others had been introduced as early as 1790 (by John Greenwood). Handmade steel burs or drills were introduced for dental handpieces, taking advantage of the significant increase in the speed of the drill. In 1891 the first machine-made steel burs were in use. The treadle drill reduced the time to prepare a cavity from hours to less than ten minutes. In 1876 the Samuel S. White Catalogue of Dentist Instruments listed a 12 ½ inch wheel diameter dental engine, with 14 bright steel parts, for sale at US $55 In today’s market, this is the equivalent to US $1200 approx. The specifications of that dental engine are very similar to the this one in our Flagstaff Hill Maritime Village’s collection. It is interesting to note that workings of a similar treadle dentist drill were used and modified to power a treadle spinning wheel of one of the volunteer spinners at Flagstaff Hill Maritime Village. The foot treadle dental engine was a milestone in dental history. “Historic importance of treadle powered machines; they made use of human power in an optimal way” (Lowtech Magazine “Short history of early pedal powered machines”) The invention of a machine to speed up the process of excavation of a tooth lead to the invention of new burs and drills for the handpieces, improving speed and the surgical process of dentistry. They were the fore-runner of today’s electrically powered dental engines. This treadle-powered dentist drill, or dentist engine, is made of iron and steel and provides power for a mechanical dental handpiece that would be fitted with a dental tool. On the foot is painted lettering naming it "The Brentfield" and there is a fine line of light coloured paint creating a border around the name. The paint under the lettering is peeling off. The drill has a Y-shaped, three footed cast iron base, one foot being longer than the other two. A vertical frame is joined into the centre of the base, holding an axle that has a driving-wheel (or flywheel) and connecting to a crank. A slender, shoulder height post, made from adjustable telescoping pipes, joins into the top of this frame. On the post just above the frame is a short metal, horizontal bar (to hold the hand-piece when it is not in use). A narrow tubular arm is attached to the top of the stand at a right angle and can move up, down and around. There is a pulley each side of the joint of the arm and a short way along the arm is fitted a short metal pipe. A little further along the arm a frayed-ended cord hangs down from a hole. At the end of the arm is another pulley and a joint from which hangs a long, thin metal pipe with two pulleys and a fitting on the end. A treadle, or foot pedal, is joined to the long foot of the base, and joined at the toe to the crank that turns the driving-wheel. The metal driving-wheel has a wide rim. Touching the inside of the rim are four tubular rings that bulge towards the outside of the driving-wheel, away from the pole, and all meet at the hub of the axle. The axle fits between the inside of the driving-wheel and the frame then passes through the frame and is attached on the other side. The driving-wheel has a groove around which a belt would sit. The belt would also fit around a pulley on the arm, at the top of the post. The pulley is joined to a rod inside the arm and this spins the drill's hand-piece and dental tool holder. The foot pedal has a cross-hatch pattern on the heel and the ball of the foot has tread lines across it. The end of the toe and the instep areas have cut-out pattern in them. "The ____/ Brentfield / __ DE IN L___" (Made in London) painted on the long foot of the base. Marked on the drill connection is “Richter De Trey, Germany”flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, dentist, teeth, dental drill, dental engine, treadle drill, foot powered drill, treadle engine, orthodontics, dental surgery, james morrison, the brentfield, richter de trey, german dental fitting, london dental drill

Bed pan ceramic white glaze handle cracked at bottom of handle.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, bed pan ceramic, ceramic bed pan

Clothes brushes were a common household item, used particularly for removing lint and fluff woven fabrics. This clothes brush is an example of personal items used for grooming and care of clothes in the earlier part of the 20th century. Items of similar design are still used in modern times.Clothes brush, handle and back are one piece, made of dark brown-coloured ebony. the brush has with yellow bristles. Inscription on handle. Rounded tip of brush has indented white circles. Inscription on brush handle.Embossed "REAL EBONY"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, brush, clothes brush, grooming, personal item, ebony, real ebony

The peck has been in use since the early 14th century when it was introduced as a measure for flour. The term referred to varying quantities until the modern units of measurement were defined in the 19th century. Cities in England used to have official standard weights and measures for that city or area. These containers were marked with the city's name and emblem, merchant’s weights and measures would then be checked against this to make sure they weren't trying to cheat their customers. The item in the collection is a standard measure approved by Bristol City and used by that City’s grocers to measure dry goods such as peas, beans, sugar, flour, meal etc., and its metal banding ensures that the measure cannot be reduced in size to cheat customers. Additional Information: The British Imperial System evolved from the thousands of Roman, Celtic, Anglo-Saxon, and customary local units employed in the middle Ages. Traditional names such as pound, foot, and gallon were widely used, but the values so designated varied with time, place, trade, product specifications, and dozens of other requirements. Early royal standards were established to enforce uniformity took the name Winchester, after the ancient tenth century capital of Britain. King Henry VII reaffirmed the customary Winchester standards for capacity and length and distributed royal standards throughout the realm. This process was repeated about a century later in the reign of Queen Elizabeth I. In the 16th century, the rod (5.5 yards, or 16.5 feet) was defined (once again as a learning device and not as a standard) defined by the length of the left feet of 16 men lined up heel to toe as they emerged from the church. By the 17th century usage and legal statute had established the acre, rod, and furlong at their present values together with other historic units such as the peck. Establishment of the System: The Weights and Measures Act of 1824 and the Act of 1878 established the British Imperial System based on precise definitions of selected existing units. The 1824 act sanctioned a single imperial gallon to replace the wine, ale, and corn (wheat) gallons that were in general use. The new gallon was defined as equal in volume to 10 pounds avoirdupois of distilled water weighed at 62°F with the barometer at 30 inches, or 277.274 cubic inches (later corrected to 277.421 cubic inches). The two new basic standard units were the imperial standard yard and the troy pound, which was later restricted to weighing drugs, precious metals, and jewels. In 1963 an act of parliament abolished archaic measures as the rod and chaldron and a metric system was adopted. An early example of a dry measuring container giving a snapshot of how imperial weights and measures developed in England to evolve the British measurement system into the metric arrangement that most countries have adopted today including Australia. It has social significance as an item that was in everyday use by grocers and other merchants to measure dry goods in the late 18th to early 19th centuries and used specifically in the Bristol region of England as an officially recognised measurement.Wooden measurement container with iron banding and hand made rivets container is a Quarter Peck official measurement container. Inscriptions are impressed into the sides of the wooden body. The container has the official crown and emblem of the City of Bristol, indicating this item was the Bristol City standard quarter peck measurement.Impressed into the timber on the front, a crown emblem over "C B G / CITY OF BRISTOL / QUARTER", on one side "HALF" , another side "PECK". Handwritten in white chalk on the base is "1458"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, flagstaff-hill-maritime-village, weights and measures, quarter peck, measurement container, dry grocery measure, bristol city measurement standard, city of bristol, british weights and measures, 18th and 19th centure standard measures

Original Ships History: Aréthuse was a French frigate, launched in 1757 during the Seven Years War between England and France. She was captured by the Royal Navy in 1759 and became the fifth-rate HMS Arethusa. She remained in Royal Navy service for twenty years until she was wrecked after being badly damaged in battle. The ship was constructed at Le Havre for privateer warfare as ”Pélerine” and soon after her launch, she was purchased by King Louis XV (1710-1774) and commissioned as Aréthuse on 21 January 1758. In June, under captain Vauquelin, she sailed through the British blockade of Louisbourg helping to defend the site before departing, again forcing the blockade. On 18 May 1759, she was in transit from Rochefort to Brest, under the command of Louis-Philippe de Rigaud, Marquis of Vaudreuil, when she was intercepted near Audierne Bay (Baie d'Audierne) by three Royal Navy ships the Thames, Venus and Chatham. She attempted to escape but after two hours, lost her topmasts and was overtaken by her pursuers. Thames and Venus engaged her with heavy fire, causing 60 casualties before the vessel surrendered. She entered service with the Royal Navy for the rest of the war, and was in service in British home waters and became responsible for the capture of several French privateer cutters. In 1777, a Scotsman James Aitken, widely known as John the Painter, was hanged from her mizzenmast for burning the Rope House at Portsmouth Royal Dockyard on 7 December 1776, to aid the struggle of American independence. The mast was struck from the ship and re-erected at the dockyard entrance so as many people as possible could watch the execution. On 17 June 1778, she fought a famous duel against the French 36-gun frigate, Belle Poule. Belle Poule was on a reconnaissance mission, along with the 26-gun Licorne, the corvette Hirondelle and the smaller Coureur when she encountered a large British squadron that included Arethusa at a point 37 km south of The Lizard. Admiral Keppel, commanding the British fleet ordered that the French ships be pursued. The captain of Belle Poule refused the order to sail back to the British fleet. The British fired a warning shot across his ship's bow, to which he responded with a full broadside. This action began a furious, two-hour battle between the two ships that resulted in the deaths of the French second captain and 30 of the crew. However, Arethusa was crippled by the loss of a mast and withdrew, allowing Belle Poule to escape. This battle was the first between British and French naval forces during the American Revolutionary War and took place around three weeks before France had made a formal declaration of war. The battle was widely celebrated in France as a victory, even inspiring a hair-style in court circles that included a model of Belle Poule. It was also viewed as a victory in Britain and became the subject of a traditional Sea shanty, The Saucy Arethusa. On 18 March 1779, under captain Charles Holmes Everitt, Arethusa engaged the French Aigrette, under Lieutenant Mortemart, sustaining considerable damage in the fight. Arethusa was wrecked the next day off Ushant, It was the fame of this Arethusa which induced the Royal Navy, during the following two centuries, to bestow the name on a further seven consecutive individual ships and two consecutive classes of cruisers. (See Provenance Sec this document for information on the makers of this model). Model ship of the 3 masted frigate the “Arethusa”, model is painted black and white with varnished deck and masts. A British flag is flown at the stern. The ship is displayed in a glass case with timber frame and 4 legged stand.Label at bottom of glass case, printed in black script on a gold strip “Model of the “Arethusa" "A famous frigate, taken from the French by the British, on the 18th of May 1759 and lost on the French coast in 1779. – Made and presented by G. Lance & P. Diggins, October 1894” flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, arethusa ship model, george lance, peter diggins, len asling, warrnambool art gallery, warrnambool exhibition, message in a bottle

Print of a ship in the late 1800s set against a background of other ships (one of a steam paddle) and a reddish sky. Wooden decorative frame, with carved oak leaves and acorns and gold edging to print. Handwritten inscriptions on a round yellow sticker on the front and a white rectangular sticker on the back.Yellow sticker "A5". White sticker "67"flagstaff hill, warrnambool

Saucer porcelain made by Copeland formerly "Spode". Style Greek, blue and white decorative rim. Figures around curve, angel figures in the middle. Chip on rim.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

It is possible that this may have been a wedding present or gift to Roy Wines and or his family as his name is scratched on the bottom. Roy was married in 1924 in Warrnambool. Roy Arthur Wines was Born in 1897 in Mailors Flat Victoria Australia and Died in 1980 in Ballarat. Roy lived for a number of years in Warrnambool during his married life.A massed produced item that at the time was cheap to buy with no makers mark or date stamp thousands would have been produced using a mould to make the ceramic case in two half's by pouring liquid clay into the mould and then joining the half's together when cured. This item could have been produced in Holland at any number of pottery factories at this time for export in vast quantities.Ceramic clock; the mechanism is plated steel and set in a ceramic case with glass over the face. The ceramic base colour is white with royal blue ceramic colour to the front and sides only. The blue ceramic has been painted over with lime green house paint on the front and sides. An inscription of a handwritten name is on the case and a hard-to-read model or batch number is on the cast base. Handwritten "Roy Wines" Cast number "6072"flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, clock, roy wines, ceramic, ceramic clock, horology, time keeper, travel clock, bedside clock, timepiece

The black and white photograph depicts the Lady Bay Lighthouse Complex at Flagstaff Hill, Warrnambool. It was opened on this site in 1871. From left to right, the Chartroom (previously named the Store), Upper Lighthouse, Flagstaff, Lighthouse Keeper's Quarters. The bluestone buildings are facing North on Merri Street. The Harbour Pilot's Lodgings were on the east of the Complex. There are two unknown male figures standing in front of the light-coloured picket fence that encompasses the Complex. The photograph is mounted on card. WARRNAMBOOL'S LADY BAY LIGHTHOUSES In the 1800s ships sailing from England to Australia began to use Bass Strait as a faster route to Melbourne. Small navigation errors led to many tragic shipwrecks. From 1848 lighthouses were operating along Victoria’s southern coast as a guide for sailors. Coastal towns such as Warrnambool grew and the exchange of trade and passengers was of great benefit. However, the uncertain weather changes, relatively shallow waters and treacherous, hidden rocky reefs were not really suitable for a Harbour and in the 1840s and 1850s, there were many shipwrecks in the area, with some even stranded in its Lady Bay harbour. A jetty was built in 1850 and a flagstaff to guide seafarers was placed up high on what became known now as Flagstaff Hill. In November 1857 the Victorian Government recommended that Warrnambool Harbour had beacons and two lighthouses to guide vessels into and out of the Harbour safely. The white light of the Middle Island lighthouse was to be used for the first time on September 1, 1859. The red light of the Beach Lighthouse, a wooden obelisk structure, was first operated on March 25, 1860, but in 1868 this light was ‘discontinued’ due to it being too low. Melbourne’s Department of Public Works decided to relocate the Middle Island Lighthouse Complex - Lighthouse, Keeper’s Quarters, Privy, Store Room and even water tanks - to Flagstaff Hill. The lower obelisk was shortened, and a protruding gallery, railing, and external ladder were added, and the light from the Beach Lighthouse. A green guiding light was erected on the end of the jetty. The transfer of the Complex began in March 1871. Each shaped stone of the lighthouse was carefully numbered, removed then reassembled on Flagstaff Hill. In 1872 the well was sunk behind the Lighthouse Keeper’s Cottage. The Keepers and families had left Middle Island in April and moved to Flagstaff Hill in October 1871. Vessels entering Lady Bay align the Upper and Lower Lighthouse towers during the day and the lights at night. The Upper Lighthouse is a round tower, and the Lower Light is square. The Lighthouses were categorised as harbour lights rather than coastal lights, so they remain under the control of the Victorian Government’s Ports and Harbours section. The lights were originally powered by oil, then acetylene gas, later by electricity, and then converted to solar power in 1988. In 1993 the solar panel was replaced by a battery charger. A decision was made in 1936 to replace the lighthouses’ lights with unattended lights that no longer required Keepers and Assistants. At least 29 Keepers had attended to the lighthouse from its opening in 1859 to when the last official Lightkeepers left In April 1916. The Warrnambool Harbour Board rented out the Quarters from 1916 to 1936. The Board closed down but the rentals continued with other unknown landlords. In the 1970s the Flagstaff Hill Planning Board was set up under the chairmanship of John Lindsay. The Board was to make recommendations to the Warrnambool City Council regarding using the buildings and the rest of the Crown Land on the site. The Flagstaff Hill Maritime Village opened in 1975 and began renovating the Cottage in stages, during which time evidence of a 1920s fire was found in the eastern section of the cottage. Additions of a porch on the west and a washroom on the east were made in the 1980s. The western part of the building is now a Shipwreck Museum and the east has returned to a late 19th-century Lighthouse Keeper’s cottage and includes the screen made by Assistant Lighthouse Keeper Thomas Hope in the late 19th century. He served as Assistant Keeper in Warrnambool for two periods.The Warrnambool Lighthouse Complex is now listed on the Victorian Heritage Register, H1520, for being of historical, scientific (technological) and architectural significance to the State of Victoria. The Complex is significant as an example of early colonial development. The buildings are significant for their connection with the important navigational function of the Lighthouses, a function still being performed to this day. The buildings are also significant as an example of structures designed and works carried out by the Public Works Department in Victoria in the mid-to-late 19th century. The structures still stand strong. Photograph; Warrnambool Lighthouse Keeper's cottage, lighthouse, flagstaff and chartroom at Flagstaff Hill, and a light-coloured picket fence with gate. Two male figures are in front of the fence. Black and white print glued to a yellow card. The inscription is indecipherable. The right side of the cottage has a built-in, enclosed addition.Ink stamped in lower right hand corner, too faded to be legible.flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, warrnambool, maritime museum, shipwreck coast, lighthouse keeper's cottage, lighthouse residence, lighthouse, chart room, quarters, privy, middle island, beach lighthouse, obelisk, lighthouse complex, lady bay complex, warrnambool port, warrnambool harbour, lady bay, keepers, lighthouse keeper, upper lighthouse, lower lighthouse, assistant keeper, ports and harbours, cottage

Candle stick holder ceramic white glaze moulded in form of an elephant sitting on a leaf with a container on its head. Basket section broken, as are the front legs of the elephant and the handle is missing.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

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

Ship model Loch Torridon 4 masted barque, painted grey, white and black. No glass case. Handmade in Glasgow, Scotland, UK in 1898. Ship built on Clyde 1881. Some of the rigging broken.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship model, loch torridon

Tin metal hinged with lid coloured red, white and blue with leaf and floral border. Marked "Best British Razor" Made in Australia.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, tin, best british razor

The blue pennant with the white letters "J R E" flag of the Ellerman Wilson Line Pty. Ltd. of Hull. The letters refer to the founder of the Ellerman Group, John Reeves Ellerman. Ship model of the vessel "Heather", a three masted tall ship. Model is painted black and white with a brown deck. Sails are raised. The name "HEATHER" is painted in white on it black bow. The ship is displayed as a diorama in a glass fronted, wide edged timber frame with deep sides. The back of the frame is painted pale green. The base of the frame depicts textured sea and the back has a seascape with a cliff and other sailing vessels. Ship is flying two pennants, top one is blue with 'JRE" on it, bottom one is plain white with a red disc and a swallow-tailed end; the rectangular flag is divided by a yellow cross on white, and the top left corner is blue with a yellow anchor symbol on it. "HEATHER" on bow. "JRE" on blue pennant.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship model, sailing ship heather, tall ship diorama, diorama, sailing vessel, john reeves ellerman., jre, ellerman wilson line pty. ltd

The ship’s communication system that was used from the late 19th century to early-to-mid-20th-century is called an Engine Order Telegraph (E.O.T.) or ship’s telegraph. The system has two parts, the Bridge Section and the Engine Room Section. The Bridge Section is usually mounted on top of a pedestal, and the Engine Room Section is often attached to a vertical surface. The standard commands printed or stamped onto the dial are the directions of AHEAD and ASTERN, and the speeds of STOP, SLOW, HALF, and FULL. The ship’s pilot on the Bridge of a vessel sends his Orders for speed and direction to the to the Engine Room with the E.O.T. He moves the lever or levers, depending on the number of engines the ship has, to change the indicator on the Bridge Section’s dial to point in the new direction and speed of travel. This change causes the Orders to be duplicated on the Engine Room Section’s dial and a bell to signal the change at the same time. The engineer then adjusts the ship’s engines and steering equipment to follow the pilot’s Order. The manufacturer, A. Robinson & Co. Ltd of Liverpool, established his business in 1780 and continued until 1968 when the business was purchased by marine products maker Chadburns, established in London in 1870.This Engine Room section is part of a ship's telegraph communication system and represents marine technology used in the late-19th to mid-20th-century. Engine Room Section of a ship’s telegraph or Engine Order Telegraph (E.O.T.). The round brass dial has inscriptions stamped around its edge and centre. Red inlaid glass plates have inscriptions in white paint on them. The inscriptions are nautical terms for direction and speed and include the maker’s details. A rotating pointer is joined to the centre of the dial. The maker is A. Robinson & Co. Ltd of Liverpool. Stamped: “FULL / HALF / SLOW / STOP / FULL / HALF / SLOW / STOP”, “AHEAD / ASTERN” Printed: “FULL / HALF / SLOW / STOP / FULL / HALF / SLOW / STOP” Stamped on the dial: “A. ROBINSON & CO. LTD / MANUFACTURERS / LIVERPOOL”flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, marine technology, marine communications, engine order telegraph, e.o.t., ship’s telegraph, bridge section, engine room section, ship’s engine telegraph section, marine telegraph, a. robinson & co. ltd, liverpool

Atomiser tube and attachment head for a perfume bottle. Atomizers, which vaporised liquid into fine droplets using air, were first used in the medical field around c. 1859. By the late 1870s, French perfume makers were using vaporizers to scent the air in their sales booths.This item is part of a collection that represent the urban development occurring in the Warrnambool.Container brass for perfume bottle. Ribbed cylinder with screw lid. Blue and white stones inlaid on top. warrnambool, shipwrecked-coast, flagstaff-hill-maritime-museum, shipwreck-coast, brass container, perfume bottle, perfume

A frontal, or Antependium, is the same size as the front of the altar. Some churches opt for a plain frontal as this one is, has an embossed cross in the centre and blue in colour (Advent), it is W 52cm x L139cm. One characteristic is shared by all frontals: they are coloured green, red, purple, blue, black, white, gold or of unbleached muslin, and are changed according to the colour of the Church year. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, antependium, altar cloth

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

The photograph taken on Sunday September 6, 1891, shows the Port Campbell Rocket Rescue Crew and Equipment at Wreck Beach, Moonlight Head, preparing to save the stranded men on the wreck of the barque Fiji. The man standing in the middle, front of the photograph, facing the ocean, is Herbert Maxwell Morris, a farmer at Barruppa near Princetown, also a member of the Rocket Rescue Crew. The Rocket Rescue lifesaving method used an explosive rocket to shoot a light line from shore across to the distressed vessel. The line was then secured to the ship’s mast and a heavy, continuous line was then sent out with a ‘breaches buoy’ attached (a buoy similar to the seat of a pair of trousers). The stranded seafarers would sit in the seat and be pulled along the line to safety. A lot of skill was needed to set up the line to reach its target and the Crew trained regularly to keep up their skills. The three-masted iron barque Fiji was built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on May 22, 1891, bound for Melbourne under the command of Captain William Vickers with a crew of 25. The Cape Otway light was sighted on September 5, 1891. However, the bearing was different from Captain Vickers’ calculations. At about 2:30am the next morning land was reported only 4-5 miles away. The captain tried to redirect the ship in the rough weather without success and the Fiji struck rock only 300 yards (274 metres) from shore. The crew burned blue lights fired rockets to signal distress. The lifeboats either capsized or were swamped and smashed to pieces. Two younger crewmen volunteered to swim for the shore with a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, Julius Gebauhr, a 17 year old German able seaman, reached shore safely on his second attempt but had cut the line lose with his sheath-knife when it tangled in kelp. He climbed the steep cliffs in search of help. Later that morning a young man, William (Willie) Ward, saw the wreck of the ship close to shore near Moonlight Head from the cliffs and the alarm sent for help from Princetown, six miles away. At around the same time a Mott’s party of land selectors, including F. J. Stansmore, Leslie Dickson, was travelling on horseback from Princetown towards Moonlight Head. They were near Ryans Den when they found Gebauhr in the scrub, bleeding and dressed only in singlet, socks and a belt with his sheath-knife. They thought the man may be an escaped lunatic, due to his wild and shaggy looking state and what seemed to be gibberish speech. After Gebauhr threw his knife away they realised that he was speaking half-English, half-German as he talked about the wreck. They gave him food, brandy and clothing, and he was taken to a nearby guest house Rivernook, owned by John Evans, where he was cared for. Most of the party went off to the wreck site. Stanmore and Dickson rode for help from both Port Campbell for the two Rocket Rescue Crew buggies, and Warrnambool for the lifeboat. The vessel S.S. Casino sailed from Portland towards the scene. Half of the Port Campbell Rocket Crew and equipment arrived after a 25 mile journey and set up the rocket tripod on the beach below the cliffs. By this time the weary crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. The Office in Charge of the Rocket Crew, W. Tregear, ordered the rocket to be fired but the light line broke and the rocket was carried away. A second line, successfully set up by Herbert Morris, crossed the ship and was secured. The anxious sailors tried to come ashore along the line but some were washed off as the line sagged with too many on it at one time. Other nearly exhausted crewmen made their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Rocket Crew members and onlookers on the beach took it in turns to go into the surf and drag the half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Herbert Morris, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody, who was also involved in the rescue of men from the Newfield. Arthur Wilkinson, a 29 year old land selector, swam out to help one of the ship’s crewmen, a carpenter named John Plunken who was trying to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck where they were both hauled back on board. Wilkinson was unconscious, possibly from hitting his head on the anchor before they were brought up. Plunken survived but Wilkinson later died and his body was washed up the next day. The 26 year old Bill Robe hauled out the last man; it was the captain and he’d been tangled in the kelp. Only 20 minutes later the wreck of the Fiji was smashed apart and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach. Their coffins were made from timbers from the wrecked Fiji and they were buried on the cliff top above the wreck. The survivors were taken to Rivernook and cared for over the next few days. Funds were raised by locals soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. There was public criticism of the rescue. The important canvas ‘breeches buoy’ and heavy line for the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue as they had been delayed at the Gellibrand River ferry. The communications to Warrnambool were down so the call for help didn’t get through on time. The boat that had been notified of the wreck failed to reach it in time. Much cargo looting occurred. One looter was caught with a small load of red and white rubber balls. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. Years later Bill used the pocket watch to pay a debt, and it was handed down through that family. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the cliffs overlooking Wreck Beach pays tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife are amongst the artefacts salvaged from the Fiji that are now part of the Fiji collection at Flagstaff Hill Maritime Village. The man identified in the photograph, Herbert Maxwell Morris, was the nephew of the Victorian era artist, William Morris. Herbert had sailed from England to Australia and was about 25 years old when he joined the Rocket Rescue Crew at Port Campbell. His successful rocket line firing at the Fiji wreck site was noted by author Jack Loney in one of his historic shipwreck books. Later Morris moved from his property at Baruppa to Laver’s Hill to run a more profitable enterprise. This photograph is significant as an image of a historical event, being the willingness of local volunteers to aid in the saving of lives of stranded seafarers. It gives a clear picture of the use of Rocket Rescue Equipment in shore-to-ship rescues. Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. The Fiji is archaeologically significant as the wreck of a typical 19th century international sailing ship with cargo. It is educationally and recreationally significant as one of Victoria's most spectacular historic shipwreck dive sites with structural features and remains of the cargo evident. It also represents aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes. The Fiji collection meets the following criteria for assessment; Importance to the course, or pattern, of Victoria’s cultural history, possession of uncommon, rare or endangered aspects of Victoria’s cultural history, and potential to yield information that will contribute to an understanding of Victoria’s cultural history. Black and white photograph. Subject is the Rocket Rescue Crew from Pt Campbell on Wreck Beach, Moonlight Head, at the wreck site of the barque 'Fiji'. September 6, 1891.warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, pocket watch, fob watch fiji, william vickers, william robe, bill robe, gebauhr, stansmore, carmody, wreck bay, moonlight head, fiji shipwreck 1891, rocket crew, port campbell rocket crew, lifesaving crew, photograph of rocket crew, herbert morris, warrnambool, shipwreck artefact, mott, william ward, rocket rescue, breeches buoy, rivernook guest house

View of Bell Street Yarra Glen looking north from junction with King Street. On left hand side is Scott & Allen's General Store, next to that is a bootmaker, then the house of Charles Bath, the Grand Hotel and the Colonial Bank building. On the eastern side of Bell Street (right hand side of photograph) is the Victoria Hall. Beyond that is W.J.Dawborn's General Store, then Smith's bakery, and on top of the hill the trees surrounding 'Point Pleasant' owned by the Herbert family.yarra glen, point pleasant, grand hotel, victoria hall, bell street, charles bath, general store, colonial bank, bank building, w j dawborn, scott and allen, bootmaker, smith, bakery, baker s shop, herbert

Photograph taken from the junction of Bell and King Streets looking north up Bell Street early 20th century. On the eastern side of Bell Street (left hand side of photograph) is the Victoria Hall. Behind the hall is a newsagency and behind that is the bakery. The pine trees at the top of the hill are at 'Point Pleasant', home of the Herbert family. On the western side of Bell Street can be seen the Grand Hotel and the Colonial Bank. The street trees are in wooden tree guards. In the middle foreground are two men in a buggy drawn by two horses.On back of the postcard at the top "POST CARD". Under those words are "CORRESPONDENCE" on the left and "ADDRESS ONLY" on the right.yarra glen, point pleasant, victoria hall, horse drawn vehicle, bell street, bakery, herbert, newsagency, newsagent, bakers shop, horse buggy, buggy

Australia informed Great Britain that would likely support the enlistment of volunteers to South Africa. The Victorian Commandant, Major General Holled Smith, a veteran of the humiliation at Majuba Hill, publicly declared his support of the idea of an Australian force.The growing idea that an ability to ride and shoot, combined with some degree of military training, was the fore-runner for the Mounted Riflemen. In the late 1890s, Major General Sir Charles Holled Smith believed that mounted rifles were 'essentially the arm for Australia. They know the country to be operated over, and they can ride'.Individual image from photographed poster of tobacco and cigarette cards.australia, great britain, south africa, volunteers, charle holled smith, majuba hill, mounted riflemen, commandant

In 1870 MacDonald joined the Inverness-shire Highland Rifle Volunteers and in 1871 enlisted in the 92nd Gordon Highlanders. He rose rapidly through the noncommissioned ranks. His distinguished conduct in the presence of the enemy during the Second Afghan War led to him being offered either a Victoria Cross or a commission with his regiment. He chose the latter. He served in the First Boer War and at the Battle of Majuba Hill made prisoner. At the Battle of Omdurman (1898), the British commander Lord Kitchener was assisted by the skillful manoeuvring of MacDonald and his men in overcoming the Dervishes. Due to this MacDonald was promoted to colonel, appointed an aide-de-camp to Queen Victoria and received a cash reward. In Scotland MacDonald was regarded the true hero of Omdurman, not Kitchener. In 1899 he was seconded to command a military district in India but with the outbreak of war in South Africa, he was ordered to command the Highland Brigade, under Lord Roberts and his Chief of Staff, Lord Kitchener. MacDonald arrived in Cape Town and assumed command of the Highland Brigade stationed at Modder River with rank of Major-general. He took part in the Battle of Paardeberg and later operations in Bloemfontein and Pretoria. In 1901 he was knighted as Knight Commander of the Order of the Bath In1902 he was appointed Commander-in-Chief of British Troops in Ceylon with the temporary rank of major-generalIndividual image taken from photographed poster of tobacco and cigarette cards.hector macdonald, highland rifle volunteers, gordon highlanders, noncommissioned, second afghan war, victoria cross, first boer war, battle of majuba hill, battle of omdurman, lord kitchener, lord roberts, aide-de-camp, queen victoria, dervishes, cape town, highland brigade, modder river, battle of paardeburg, bloemfontein, pretoria, knight commander of the order of the bath, commander-in-chief, ceylon

William Penn Symons' first combat experience was in South Africa during the Ninth Xhosa War, 1877-78. In 1879 he took part in the Zulu war. He then served during the Burma Expedition (1885-89). In 1889 he received the Companion of the Order of the Bath. In 1898, following other campaigns, he was awarded the Knight Commander of the Order of the Bath. In 1899, Symons was given the staff rank of brigadier general and was to be General Officer Commanding of Natal. He was asked by the War Office to advise on the number of troops required to safely garrison the Natal from the threat of invasion from the Boer Republics of the Transvaal and Orange Free states. Cabinet decided to send ten thousand extra troop abut they also appointed Lieutenant General Sir George White to supersede Symons as Generat Officer Commanding in Natal. Penn Symons, on his own authority deployed one of his brigades to Dundee, a town north of Ladysmith. The position of Ladysmith anad Dundee was precarious as they stand in a triangle of Natal, Orange Free State and Transvaal. White wanted to recall the Dundee garrison to Ladysmith but because of political pressure from Sit Walter Hely-Harrison, the Governor of Natal, he agreed to leave them there. The Boers declared war on 11 October and began crossing the Natal borders the following day. On 20 October 1899 Boer troops on the nearby Talana Hill proceeded to open fire on the town. The British guns moved to return fire as the general surveyed the Boer positions and gave orders to his commanding officers. Symons believed in old fashioned military tactics of close order but these formations were not designed to be used against lonf range bolt action rifles and Symons' brigades would be the first of manyin this war to pay the heavy cost ofthe mistake, as many generals would repeat it. The infantry battalions set off from the east of the town. The first part of the advance went well and they reached a small wood at the foot of the hill where they found shelter. Beyond the wood was a wall and then open ground. Symons rode up to the wood to find out why the attack had halted. He ordered the men to proceed, rode through the wood then walked through the gap in the wall. After a few moments he returned and was helped to remount his horse. He rode back from the front lines until he was out of sight of his troops before he asked for assistance from the Indian stretcher bearers. He had been shot in the stomach. Symons was taken to the field hospital at Dundee. After a few wasted days Symons' replacement, Brigadier General Yule, decided to abandon the town and the worst-wounded to the Boers and steal away at night to Ladysmith. Symons became a prisoner of war along with many others. He felt betrayed by Yule and just before he died he implored the medical officer, Major Donegal, to "tell everyone I died facing the enemy". Individual image from photographed poster of tobacco and cigarette cards.william penn symons, south africa, ninth xhosa war, companion of the order of the bath, knigt commander of the order of the bath, general officer commanding in natal, dundee, ladysmith, orange free state, transvaal, sir walter hely-harrison, governor of natal, boers, brigadier general yule

The Second Boer War saw attempted application of bombardment as an alternative to the use of ground forces. In most battles fought during the conflict this was proved not to be possible. There was competition from the other side's ability to take evasive measures. The opponent was able to use cover to protect himself and hide his position. This was the tactic used against the British at the Battle of Magersfontein and the Battle of Colenso. The British had success when they ceased using artillery by itself and used it in conjunction with infantry. British General Buller linked the use of artillery and the movement of infantry in continuous interlocking assaults upon each hill south of Ladysmith. As soon as shelling had finished in a location the infantry moved. The front collapsed on the 27 February 1900 when use was made of a creeping curtain of shell fire sent over the heads of advancing infantry destroying everything 100 yards ahead of them. It was this tactic of the creeping barrage that has been described as "revolutionary'. Individual image from photographed poster of tobacco and cigarette cards.second boer war, ground forces, battle of magersfontein, battle of colenso, general buller, infantry, ladysmith, interlocking assaults

Constitution Hill, Johannesburg was formally the site of a fort which was later used as a prison. The Old Fort Prison complex was built to house white male prisoners in 1892. The Old Fort was built around this prison by Paul Kruger from 1896 to 1899 to protect the South African Republic from the threat of British invasion. During the Anglo-Boer War, however, the British seized Johannesburg and converted the Old Fort Prison buildings for the incarceration of Boers, some of whom were executed there. Even prominent Boer leaders of the Anglo-Boer War were imprisoned here by the British soon after the British had succeeded in seizing and controlling Johannesburg. In later times many famous people were imprisoned here, e.g. Mahatma Gandhi and Nelson Mandela. It became known as "The Robben Island of Johannesburg". It closed in 1983.Individual image from photographed poster of tobacco and cigarette cards.constitution hill johannesburg, fort, prison, old fort prison, paul kruger, south african republic, boers, anglo-boer war, johannesburg, mahatma gandi, nelson mandela, robben island of johannesburg

Ladysmith is a city in the Uthukela District of KwaZulu-Natal, South Africa. In 1847 after buying the land from the Zulu King Mpande, a number of Boers settled in the area and called it the Republic of Klip River. The Republic was annexed by the British in the same year and on 20 June 1850 it was proclaimed a township called Windsor. In October 1850 the name changed to Ladysmith after Juana Maria de los Delores de Leon Smith, also known was "Lady Smith", the Spanish wife of Sir Harry Smith, the Governor of the Cape Colony. He was also High Commissioner in South Africa from 1847 to 1852. A for was built in 1860 to protect the villagers from the Zulu. During the Second Boer War British commander Lieutenant General Sir George White made Ladysmith his centre of operations for the protection of Natal against the Boer forces. A number of short lived battles were fought for the control of the town. After suffering many casualties the British retreated to Ladysmith. While the British regrouped in the town, Boer forces surrounded Ladysmith. The siege lasted 118 days during one of the most crucial stage of the war. Three attempts by General Sir Redvers Buller to break the siege resulted in defeat for the British forces at the Battles of Colenso, Spion Kop and Vaal Krantz. The Boer forces attempted to break the siege. This led to the Battle of Platrand, or Wagon Hill, south the town. Buller finally broke the siege in February 1900 after defeating the Boers. Sir Winston Churchill, a young war correspondent was present at the Relief of Ladysmith after having been taken prisoner - between Ladysmith and Colenso - and escaping earlier during the war.Individual image from photographed poster of tobacco and cigarette cards.ladysmith, south africa, zulu, boers, republic of klip river, windsor, lady smith, sir harry smith, governor, cape colony, high commissioner, sir george white, natal, siege of ladysmith, sir redvers buller, battle of colenso, battle of platrand, sir winston churchill, wagon hill