Amy Huxtable was born at Cheltenham in 1918, to Robert Henry Huxtable and Violet a Dagg. Her father was an installer for an oil company and travelled the State. taking his family with him. She completed her education at the Bendigo High School and later attended the Bendigo Business College, becoming an expert shorthand writer. Her first position was as a copy writer with Radio 3BO, in the mid 1930s. She worked with an advertising agency in Melbourne and then with the Age,newspaper. In 1953, Miss Huxtable was appointed temporarily to succeed Miss E B Millane as social editress of the Bendigo Advertiser, during the latter's absence abroad. In 1956, Amy travelled abroad and on her return in 1957 was appointed permanently as Women's editor, a position she held for twenty-three ears. During her early years with The Advertiser she wrote under the name Toora, but in later years her own name became widely known. Miss Huxtable was well known both in her professional capacity and through a interest and involvement in community activites. She was life governor of the Bendigo Hospital, the Bendigo Home for the Aged, and Mirridong Home for the Blind, she was a member of Soroptimist International and the Business and Professional Women's Club. Amy was also a tireless worker for the spastic society and a strong supporter of the YWCA. When Amy Huxtable died at Mt AJvernia Hospital on 16 January 1980 Mayor Campbell ordered the city flag to be flown at half-mast. "Lowering the flag is the least we can do for such a lady" Cr Campbell said. Douglas Lockwood, editor of the Bendigo Advertiser said, "She was a devot d colleague who gave her craft and her newspaper the kind of service which identified a rare and generous spirit." She was a true professional who decided to make Bendigo her home. More than 300 people packed St Paul's Church for her funeral ervice the bell tolled as the casket was carried from the church. At a ceremony in the Conservatory Gardens on No ember 22 1981 The Amy Huxtable Memorial Committee presented to the City of Bendigo, a garden seat in memory of the late Miss Huxtable. This Bendigo manufactured seat was a fitting tribute to one ofBendigo's most loved and esteemed citizens. All Miss Huxtable's Advertiser articles were microfilmed and presented to the Library by the above committee. Catalogue for an Exhibition of Watercolors by Thomas H. Bone. Held in the Advertiser Lounge, View point, Bendigo Sept 10th to the 13th, 10am to 5pm. A list of 31 watercolours.history, amy huxtable, bendigo, watercolour exhibition bendigo

Amy Huxtable was born at Cheltenham in 1918, to Robert Henry Huxtable and Violet a Dagg. Her father was an installer for an oil company and travelled the State. taking his family with him. She completed her education at the Bendigo High School and later attended the Bendigo Business College, becoming an expert shorthand writer. Her first position was as a copy writer with Radio 3BO, in the mid 1930s. She worked with an advertising agency in Melbourne and then with the Age,newspaper. In 1953, Miss Huxtable was appointed temporarily to succeed Miss E B Millane as social editress of the Bendigo Advertiser, during the latter's absence abroad. In 1956, Amy travelled abroad and on her return in 1957 was appointed permanently as Women's editor, a position she held for twenty-three ears. During her early years with The Advertiser she wrote under the name Toora, but in later years her own name became widely known. Miss Huxtable was well known both in her professional capacity and through a interest and involvement in community activites. She was life governor of the Bendigo Hospital, the Bendigo Home for the Aged, and Mirridong Home for the Blind, she was a member of Soroptimist International and the Business and Professional Women's Club. Amy was also a tireless worker for the spastic society and a strong supporter of the YWCA. When Amy Huxtable died at Mt AJvernia Hospital on 16 January 1980 Mayor Campbell ordered the city flag to be flown at half-mast. "Lowering the flag is the least we can do for such a lady" Cr Campbell said. Douglas Lockwood, editor of the Bendigo Advertiser said, "She was a devot d colleague who gave her craft and her newspaper the kind of service which identified a rare and generous spirit." She was a true professional who decided to make Bendigo her home. More than 300 people packed St Paul's Church for her funeral ervice the bell tolled as the casket was carried from the church. At a ceremony in the Conservatory Gardens on No ember 22 1981 The Amy Huxtable Memorial Committee presented to the City of Bendigo, a garden seat in memory of the late Miss Huxtable. This Bendigo manufactured seat was a fitting tribute to one ofBendigo's most loved and esteemed citizens. All Miss Huxtable's Advertiser articles were microfilmed and presented to the Library by the above committee. Invitation to a Presentation of Works by Ola Cohn from the President, Committee of Management and the Director of the Bendigo Art Gallery and the Amy Huxtable Memorial Committee. Two copies of a printed formal invitation to a reception to celebrate the presentation by Miss Norma Young A.M., Chairman of the Committee at 7.30 pm at the Bendigo Art Gallery.history, amy huxtable, bendigo, ola cohn, norma young bendigo, bendigo art gallery

Amy Huxtable was born at Cheltenham in 1918, to Robert Henry Huxtable and Violet a Dagg. Her father was an installer for an oil company and travelled the State. taking his family with him. She completed her education at the Bendigo High School and later attended the Bendigo Business College, becoming an expert shorthand writer. Her first position was as a copy writer with Radio 3BO, in the mid 1930s. She worked with an advertising agency in Melbourne and then with the Age,newspaper. In 1953, Miss Huxtable was appointed temporarily to succeed Miss E B Millane as social editress of the Bendigo Advertiser, during the latter's absence abroad. In 1956, Amy travelled abroad and on her return in 1957 was appointed permanently as Women's editor, a position she held for twenty-three ears. During her early years with The Advertiser she wrote under the name Toora, but in later years her own name became widely known. Miss Huxtable was well known both in her professional capacity and through a interest and involvement in community activites. She was life governor of the Bendigo Hospital, the Bendigo Home for the Aged, and Mirridong Home for the Blind, she was a member of Soroptimist International and the Business and Professional Women's Club. Amy was also a tireless worker for the spastic society and a strong supporter of the YWCA. When Amy Huxtable died at Mt AJvernia Hospital on 16 January 1980 Mayor Campbell ordered the city flag to be flown at half-mast. "Lowering the flag is the least we can do for such a lady" Cr Campbell said. Douglas Lockwood, editor of the Bendigo Advertiser said, "She was a devot d colleague who gave her craft and her newspaper the kind of service which identified a rare and generous spirit." She was a true professional who decided to make Bendigo her home. More than 300 people packed St Paul's Church for her funeral ervice the bell tolled as the casket was carried from the church. At a ceremony in the Conservatory Gardens on No ember 22 1981 The Amy Huxtable Memorial Committee presented to the City of Bendigo, a garden seat in memory of the late Miss Huxtable. This Bendigo manufactured seat was a fitting tribute to one ofBendigo's most loved and esteemed citizens. All Miss Huxtable's Advertiser articles were microfilmed and presented to the Library by the above committee. Amy Huxtable Memorial Committee Receipts for 1980 to 1983. ANZ passbook included and breakdown of the costs and donations for the Amy Huxtable memorial seat which is opposite the former Bendigo Advertiser office in Pall Mall, Bendigo.history, amy huxtable, bendigo, amy huxtable memorial committee

Amy Huxtable was born at Cheltenham in 1918, to Robert Henry Huxtable and Violet a Dagg. Her father was an installer for an oil company and travelled the State. taking his family with him. She completed her education at the Bendigo High School and later attended the Bendigo Business College, becoming an expert shorthand writer. Her first position was as a copy writer with Radio 3BO, in the mid 1930s. She worked with an advertising agency in Melbourne and then with the Age,newspaper. In 1953, Miss Huxtable was appointed temporarily to succeed Miss E B Millane as social editress of the Bendigo Advertiser, during the latter's absence abroad. In 1956, Amy travelled abroad and on her return in 1957 was appointed permanently as Women's editor, a position she held for twenty-three ears. During her early years with The Advertiser she wrote under the name Toora, but in later years her own name became widely known. Miss Huxtable was well known both in her professional capacity and through a interest and involvement in community activites. She was life governor of the Bendigo Hospital, the Bendigo Home for the Aged, and Mirridong Home for the Blind, she was a member of Soroptimist International and the Business and Professional Women's Club. Amy was also a tireless worker for the spastic society and a strong supporter of the YWCA. When Amy Huxtable died at Mt AJvernia Hospital on 16 January 1980 Mayor Campbell ordered the city flag to be flown at half-mast. "Lowering the flag is the least we can do for such a lady" Cr Campbell said. Douglas Lockwood, editor of the Bendigo Advertiser said, "She was a devot d colleague who gave her craft and her newspaper the kind of service which identified a rare and generous spirit." She was a true professional who decided to make Bendigo her home. More than 300 people packed St Paul's Church for her funeral ervice the bell tolled as the casket was carried from the church. At a ceremony in the Conservatory Gardens on No ember 22 1981 The Amy Huxtable Memorial Committee presented to the City of Bendigo, a garden seat in memory of the late Miss Huxtable. This Bendigo manufactured seat was a fitting tribute to one ofBendigo's most loved and esteemed citizens. All Miss Huxtable's Advertiser articles were microfilmed and presented to the Library by the above committee. Amy Huxtable Memorial Committee Receipts for 1980. Envelope included and breakdown of the costs and donations for the Amy Huxtable memorial seat which is opposite the former Bendigo Advertiser office in Pall Mall, Bendigo.history, amy huxtable, bendigo, amy huxtable memorial committee

Amy Huxtable was born at Cheltenham in 1918, to Robert Henry Huxtable and Violet A Dagg. Her father was an installer for an oil company and travelled the State. taking his family with him. She completed her education at the Bendigo High School and later attended the Bendigo Business College, becoming an expert shorthand writer. Her first position was as a copy writer with Radio 3BO, in the mid 1930s. She worked with an advertising agency in Melbourne and then with the Age,newspaper. In 1953, Miss Huxtable was appointed temporarily to succeed Miss E B Millane as social editress of the Bendigo Advertiser, during the latter's absence abroad. In 1956, Amy travelled abroad and on her return in 1957 was appointed permanently as Women's editor, a position she held for twenty-three ears. During her early years with The Advertiser she wrote under the name Toora, but in later years her own name became widely known. Miss Huxtable was well known both in her professional capacity and through a interest and involvement in community activites. She was life governor of the Bendigo Hospital, the Bendigo Home for the Aged, and Mirridong Home for the Blind, she was a member of Soroptimist International and the Business and Professional Women's Club. Amy was also a tireless worker for the spastic society and a strong supporter of the YWCA. When Amy Huxtable died at Mt AJvernia Hospital on 16 January 1980 Mayor Campbell ordered the city flag to be flown at half-mast. "Lowering the flag is the least we can do for such a lady" Cr Campbell said. Douglas Lockwood, editor of the Bendigo Advertiser said, "She was a devot d colleague who gave her craft and her newspaper the kind of service which identified a rare and generous spirit." She was a true professional who decided to make Bendigo her home. More than 300 people packed St Paul's Church for her funeral ervice the bell tolled as the casket was carried from the church. At a ceremony in the Conservatory Gardens on No ember 22 1981 The Amy Huxtable Memorial Committee presented to the City of Bendigo, a garden seat in memory of the late Miss Huxtable. This Bendigo manufactured seat was a fitting tribute to one ofBendigo's most loved and esteemed citizens. All Miss Huxtable's Advertiser articles were microfilmed and presented to the Library by the above committee. Amy Huxtable Memorial Seat - Bendigo Conservatory Gardens. Four Newspaper articles from the Bendigo Advertiser: 2808.7a Article entitled " Committee of 9 for Huxtable Memorial 1/4/1980". Describes how the Mayor of Bendigo called for a committee to consider a suitable memorial to Amy, the former Bendigo Advertiser women's editor. Also mentions a portrait to be painted and hung in a prominent location, perhaps the Advertiser Office. There were a number of other suggestions to honour her including a book to be produced containg Miss Huxtable's numerous history articles. 2808.7b A public notice 21/11/1981 from Miss N Young, President, Amy Huxtable Memorial Committee, inviting people to the presentation of the Amy Huxtable Memorial Seat to the City of Bendigo at the Conservatory Gardens on Sunday Nov 22 1981 2808.7c Article contains a photo of the seat being installed by the Superintendant of Bendigo Parks and Gardens Andrew Taylor, and the deisgner, President of the Memorial Committee Bill Delecca. It acknowledges the seat was bought by the Committee and the Business and Professional Women's Club. 2808.7d Article advising that the Bendigo City Council had granted approval for the seat.history, amy huxtable, bendigo, amy huxtable memorial committee, bendigo professional women's club, bendigo conservatory gardens

The anchor is one of four that were carried by the FALLS OF HALLADALE when she was wrecked near Peterborough in 1908. This Rodger’s Anchor was raised from the wreck site by Flagstaff Hill divers (Peter Ronald, Colin Goodall and Gary Hayden) in 1974 and is on permanent outdoor display at the Maritime Village. The imposing 2-tonne artefact required a raft of fourteen 44-gallon drums to raise it from the seabed before it was towed by a crayfish boat to the wharf crane at Port Campbell for loading onto land transport. Following Lieutenant William Rodger’s patent in 1831, anchor design moved away from the separate attachment of straight arms and flat flutes to each side of a long shaft. Rodger’s innovation included the forging of both arms and their flutes as a single uniformly curved piece which was then attached to the crown of the shank by a thick horizontal bolt. The two-inch diameter hole for the securing through-bolt at the crown is clearly visible in this example, the bolt dislodged by corrosion and now missing. The FALLS OF HALLADALE was a four-masted, iron-hulled barque, built by Russell and Co at Greenock in 1866 for the Falls Line of Wright & Breakenridge, Glasgow. The ship was 275 feet long, 42 feet wide, with a 24 feet draft and weighed 2,085 tonnes. She was built to carry as much cargo as possible rather than for speed. Her unmistakably square bilge earned her the title of “warehouse-type” ship and her iron masts and wire rigging enabled her to maintain full sail even in gale conditions. In 1908, with new sails, 29 crew, and 2800 tons of cargo in her hold, the FALLS OF HALLADALE left New York, bound for Melbourne and Sydney via the Cape of Good Hope. 102 days later, at 3 am on the 14th of November, under full sail and in calm seas, with a six knots breeze behind and a misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a shelf of rock near Peterborough. There she stayed for nearly two months until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. 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 lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000-ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four-masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for the 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 in stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire.The shipwreck of the FALLS OF HALLADALE is of state significance – 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).A large iron Rodger’s anchor recovered from the wreck of the FALLS OF HALLADALE. It has a rounded crown, curved arms and moulded flutes. Heavy duty iron stock with round eyes at either end, fitted over shank and fixed into position by a wedge-shaped metal locking pin. Shackle missing but severed securing bolt remaining in shank. The presence of an empty bolthole at the crown junction of shank and arms confirms Rodger’s type. Corroded from 66 years submersion in seawater but otherwise structure is sound.warrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, falls of halladale, rodger’s anchor, peterborough reef, 1908 shipwreck, anchor, last days of sail, great clipper ships

The husband of the donor of this mast collar chanced to be staying a night at a motel in Peterborough, along the Great Ocean Road in Victoria. He had a keen interest in maritime items and recognise the mast collar at the motel’s back fence line. The motel owner told his guest the story of a customer, a doctor, who had organised and paid for divers to raise the mast collar from a local shipwreck, the Falls of Halladale. Shortly afterwards the doctor passed away, so the mast collar had remained at the motel site. The owner was leaving the motel the following week and wasn’t at all interested in the artefact. He was very happy for his guest to remove it. It took five men to load the mast collar up for the trip to the new owner’s two storey shed in Ballarat. It stayed there undercover, in the company of his collection of 5 buggies, for the next 40 or so years until the property was for sale. A friend, who realised the significance of the mast collar, suggested that it be donated to Flagstaff Hill Maritime Village where other artefacts from the Falls of Halladale, such as the slate tiles, were on display. This mast collar, or masthead, from the Falls of Halladale would have been used to join two sections of one of the tall masts. As sailing ships became larger there was a need for taller masts or spars, which became difficult or impossible to find. To overcome this problem mast was divided into sections; lower and top or upper mast (on some of the ‘tall ships’ a mast could be divided into three or even four sections). The Falls of Halladale was a four-masted British barque built-in 1886. On what turned out to be her fatal journey, she had left New York for Melbourne in late 1908. She ran aground on a reef close to the shore west of Peterborough, South West Victoria, on November 14th. All 29 crew eventually landed safely onshore. The wrecked ship stayed on the reef for several months as locals watched the sails slowly deteriorate. The salvaged cargo included slate tiles, as mentioned above, and many of these have been used on the roof of buildings at the 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., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This mast collar is significant due to its association with the ship FALLS OF HALLADALE, which is listed on the Victorian Heritage Register, VHR S255 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). Mast collar, steel, salvaged from the shipwreck FALLS OF HALLADALE, wrecked off the coast of Peterborough, South West Victoria. Oval shaped a band of metal with a straight band of same heights attached between the long sides. Two metal loops are attached to the outside of the oval shape, next to the crossing band. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough vic, sailing ship mast collar, masthead of sailing ship, falls of halladale mast collar, masthead, mast collar, ship rigging 1908, russell & co.

Typewritten short articles (RHSV, Bendigo Branch): ''Looking back 100 Years''. Possibly all authored by John O'C Hattam, Bendigo and ?? Published in the Newsletter/magazine of the Society. Titles for the articles and key points within are as follow: 1. ''Lock-ups'' in Bendigo (Rosalind Park, Eaglehawk and White Hills); 2. Curnow's Auction Rooms, corner Mitchell and Queen Streets. with mention of Goodwin’s grocer shop and ''Her Majesties Theatre''; 3. Hebrew Synagogue (sic) in Dowling St (Hopetoun St); 4. Caltex oil deport (end of Hopetoun St) with mention of Knight's Brick kiln and quarry; 5. First fire brigade (Pall Mall, near Bull St); 6. Sandhurst Flour Mills (corners Lyttleton Terrace, Myers and Bernal (now Chapel Streets). Mention of Iser home on site; 7. Article similar to article #5 re first fire brigade with some different details; 8. Sly grog selling (from Bendigo Advertiser 18/4/1874); 9. Alexandra Fountain. Mention of Mr P Finn, monumental mason and building of the fountain; 10. ''Joke'' re pyrites/gold taken from Bendigo Advertiser 7/4/1874; 11. Interesting article from Bendigo Advertiser re ''lost'' including advertisement for one child; 12. Gambling on the Reserve from Bendigo Advertiser April 1874; 13. ''Settling a dispute'' from Bendigo Advertiser 11/4/1874; 14. Articles re ''selling liquor'' and ''furious riding'' taken from Bendigo Advertiser 15/4/1874;document, names of bendigo pioneers, bendigo advertiser, mr p. finn. curnow's auction room. sandhurst flour mills. goodwin's grocer shop.

Set of 7 Kodachrome transparencies taken on 23/10/1965 in Melbourne. 1179.1 - W2 488 (route 42, Mont Albert) at the corner of High St. and Cotham Road Kew. Taken from Kew Post Office, has Bank of New South Wales in the background, CBC bank and the Greyhound Hotel. Tram has ads for Kolotex stockings and Ryco oil filters. 1179.2 - SW2 436, in bound (route 45, City) leaving Cotham Road, about to join High St, Kew. Buildings on the south side of Cotham Road in photo. Tram has an ad along with others for Vincent's powders. 1179.3 - W2 545 (route 48, North Balwyn) in High St. Kew. Has Commercial bank in background along with other shops. 1179.4 - W2 648 (route 42, Mont Albert) turning from High St. South into High St at Kew Junction, with Clifton Hotel in background. Tram has an ad for Kenric clothes. Note an MFBB street fire alarm by the tram stop. 1179.5 - W2 566 (inbound route 42, City) at same location as 1179.5. Tram has a Jex and a Remy Martin Brandy ads. on front dash panel. 1179.6 - W2 572 entering Victoria Parade from Brunswick St. Fitzroy. Tram has a Jex and a Remy Martin Brandy ads. on front dash panel. Eastern Hill Fire Station and ICI building in background. 1179.7 - W2 378 (inbound, route 45, City) and W2 572, inbound, in Victoria Parade between Brunswick St and Gismo St. East Melbourne. Otherwise as for 1179.6.All have date stamp of "23 Oct 1965" in purple ink. All black ink unless otherwise noted. 1179.1 - "W2 488 Entering Cotham Rd. from High St. Kew" 1179.2 - "SW2 436 in Cotham Rd., Kew, about to enter High St." 1179.3 - "W2 545 in High Street Kew, nearly opposite Cotham Road" 1179.4 - "W2 648 entering High Street from High Street South, Kew". 1179.5 - "W2 566 entering High St. South from High St. Kew" 1179.6 - "W2 572 entering Victoria Pde from Brunswick St. East Melbourne" 1179.7 - "W2 378 and 572 in Victoria Pde between Brunswick and Gisborne Sts. East Melbourne."tramways, trams, kew, high st kew, cotham road, victoria parade, melbourne, tram 545, tram 488, tram 436, tram 648, tram 566, tram 572, tram 378

The bearer of this ticket was George Thomas Henry Phillpot who was only 17 years old at the time he sailed. George relates his trip, summarised as follows; he caught a bus from Bolton to Manchester, in north west U.K then the train from Manchester to London and the boat train to Tilbury Docks (near Gravesend). On the morning of June 7th 1929 the ship S.S.Ballarat sailed down the Thames estuary and into the English Channel. The next port of call was Southampton, UK, to take on board some technical equipment. The S.S.Ballarat then sailed through the Bay of Biscay. Instead of taking the customary route around the Cape of Good Hope, this trip was going to be her maiden voyage through the Suez Canal. She sailed through the Straits of Gibraltar and into the Mediterranean Sea and on to Malta, where George and others paid a local boat owner to take them ashore for a short time. They then sailed to Port Said , stopping to load cargo, then at night through the Suez Canal. They woke up early the next morning to watch the locals working on the banks of the canal. The excessive heat on board the ship caused much illness. As they travelled through the Red Sea the heat and the smell of oil also caused sickness. On they went through the Arabian Sea to Colombo the capital of Sri Lanka (which at that time was called Ceylon). A Navigation Slip, donated together with this ticket, shows the coordinates for a location 16 miles from Colombo. They again went ashore for a meal at four-pence a head and a bottle of lemonade for a penny. George and another passenger walked to the slums area and were shocked at the state of it compared to Britain’s slums. They then sailed via the Indian Ocean to Freemantle, stopping again, stopping for goods to be unloaded. While ashore they played a game of soccer against the ship’s crew. Then on to Port Adelaide via the Great Australian Bight. Here shopped for suitable clothing under the advice of some Australian passengers. They then arrived at Port of Melbourne on July 20th 1929 and two days later (on George’s mother’s birthday) George left for Warrnambool. He received his Citizenship Award in 1971. He conducted an electrical retail business in Liebig Street for many years; his son William became principal of the accounting business Sinclair and Wilson, on the retirement of Bill Sinclair, and was actively involved in support of many community organisations. His daughter-in-law, Glenys Phillpot, is actively involved in the Warrnambool community and local government. George was one of 3 orphans on S.S. Ballarat. (The daughter and son-in-law of one of the other orphans also live in Warrnambool.). (Herbert B.G. Larkin, whose rubber-stamped name appears on the ticket, later migrated to Australia and passed away in NSW in 1944.)Of Historical Significance, this ticket is for the ship’s maiden voyage via the Suez Canal route (previously the ship travelled via the Cape of Good Hope). It is also the only existing ticket for the "S.S.Ballarat"(3rd) in our collection. Socially it shows the fare, luggage restrictions, conditions and weekly provisions for a third class passenger’s voyage from London to Melbourne, which has research potential. This ticket is also of significance to the Local Community, giving the background of the ancestor of a local family. It was also of Personal Significance to the bearer as he kept and preserved it in his possession for at least 46 years before donating it to our museum, together with a Navigation Slip, a map and a summary of his journey to Australia.Third Class (steerage) Passenger’s Contract Ticket for for passage on board the P & O line’s S.S.Ballarat, from Port of London to Port of Melbourne. The ticket is a thin paper page, printed on both sides, in very good condition. It has creases as though it has been folded. The passenger’s details, date of sailing (7th June 1929), amount paid and signature of the P & O Branch Service’s representative have been filled in. The ticket has information including a list of weekly provisions for the voyage, disclaimer of the shipping company, a list of dangerous goods not to be carried on board and fines. The page has straight edges top and bottom. The side edges are torn along perforations; some of the perforated holes can be seen. Along the inside of each perforation is printed a small fleur de lies, forming a decorative left and right border.The ticket has been stamped in black, No. ‘1040’. It has handwritten details with black pen and ink. The date of departure is written ‘Seventh June (192)9’ for the cost of,’33’ (poind), and the sum of ‘33’ pound is acknowledged as received. ‘Mr George T.H. PHILLPOT’, the age is written as ‘17’, equal to the status of ‘1’ adult, the total number of persons is ‘One’. The fare is handwritten in pen £’33’ and the total £’33’. It has a purple stamp ‘HERBT. B G LARKIN’ and a crossed out stamp ‘FREDERICK WHITE, and a handwritten signature ‘_Seymore’. Under the signature the date is stamped ‘3 JUNE 1929’.warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, s.s.ballarat, phillpot, 7 june 1929, george phillpot, george t.h. phillpot, third class passenger, steerage passenger, herbert b g larkin

These bricks are a sample of “5000 house bricks from London” carried by the CHILDREN as ballast, and intended for the Portland Bay settlement of her owners Henty Bros. Flagstaff Hill divers recovered them from Childers Cove in February 1974, and noted, “These bricks are the major feature of the wreck site. Subsequent notes indicate “The hull structure has broken up, leaving few visible remains, except for piles of house bricks intended for the Hentys of Portland”. According to Lloyds Shipping Register 1837-1839, the CHILDREN was built in 1825 at Liverpool and operated by owners Gordon & Co, of London, London registered number 123/1837; James Henty then bought her in 1837 as a three-masted barque of 254 tons, with a hull of “part pitch pine, felt sheathed” and “coppered 1837”. Launceston registered number 6/1837; in 1838 the CHILDREN, under her master Captain H. Browne, completed a successful round trip from Launceston to London (carrying wool and whale oil loaded in Portland), returning in late November of that year (carrying general cargo including the house bricks). On the 11th of January 1839, the CHILDREN sailed from Launceston for Adelaide, with 24 passengers, 14 crew, and an awkward mixed cargo, including 1500 sheep, 8 bullocks, 7 horses, and farming implements, and six whaleboats with associated whaling gear. One account states that when the CHILDREN “put out from port she was light and badly ballasted”. The vessel immediately encountered four days of hurricane-force storms, eventually clearing on the early morning of the 14th to “west force 10”, but too late to take accurate measurements of the sun or stars to establish their position relative to the coast. The CHILDREN collided with a limestone stack at the entrance of Childers Cove, and the seas smashed her into pieces within half an hour. All the cargo and 16 lives were lost (including 8 children). The Hentys contributed £150 towards a fund for the 22 survivors at a memorial service held in Launceston later that year. It was a major financial setback for the Hentys, but one from which they recovered. In a submission to the Governor of New South Wales dated 24 March 1840, the Hentys summarised their work over the previous six years of settlement: “Six stations have been occupied, one at Portland Bay…three at the open country about 60 miles inland called ‘Merino Downs’…They have erected two houses at Portland Bay and two others at Merino Downs”.These bricks are significant as a sample of 5000 house bricks carried from London as ballast by the Children and were intended for the Portland Bay settlement of her owners James Henty & Co. The CHILDREN was one of the first vessels to be lost in the Western District of Victoria, east of Warrnambool, on January 14th 1838, breaking up within twenty minutes. The wreck is also significant as one of the first vessels to have been lost in the Western District of Warrnambool and as such is registered on the Victorian Heritage Register S116.Five ‘house bricks from London’, some with white marine encrustation, recovered from the wreck of the ship CHILDREN. The bricks are oblong shaped and constructed of a blue-coloured and coarse-grained conglomerate. One brick is higher, shorter and narrower, than the other four bricks.Nonewarrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, london house bricks, children shipwreck, james henty and co, henty brothers, childers cove, early shipowreck

Falls Creek Primary School Prior to 1965, couples with small children would move away from Falls Creek due to there being no school facilities in the village. In the mid 60's a few families with school age children established themselves in the village, and a need arose for a school to encourage them to stay. An enrolment of seven children and a building was required before the Education Department could become involved. The Management Committee of the day gifted the families some land (still the site of the Falls Creek Primary School No. 5067) and fundraising began. The original committee consisted of the Steven family (two children), the Lee family (three children), the Caddie family (no children), the Carroll family (no children), and the Alston family (children?). After two years of community based, yet dubious fundraising methods (including weekly gluhwein parties, keg parties and numerous raffles), enough money ($1,300) was raised and an unused SEC building in Mt Beauty was bid on and won. Due to the condition of the road up to Falls Creek, it had to be dismantled and reassembled up the mountain. Unfortunately, the building was delivered to Falls Creek too late into the season to be erected but the following summer, with no money available to hire builders, working bees began, beer was on tap, and BBQs were cooked, and a crude schoolroom with an oil heater donated by Cecil Dobson from Winterhaven was erected. The first teacher hired was an Alaskan woman who agreed to a wage of $10 per child per week. Due to minimal resources the children were sent home at different times of the day in order to warm up and have a meal. Through the winter of 1971 many government departments were lobbied and it was decided that if the building could be finished to the Education Departments standards then they would provide a government endorsed full time teacher. The three main site holders (Bob Lee, Cecil Dobson and Dick Humphries) took out a loan and the school was refurbished and opened as the 'Bob Scott Memorial Hall' in time for the 1972 season. Maree Keele was the first Head Teacher. After three years of fund raising by the school committee the hall was paid off in full. After many years in the original building the Education Department took control of the school, updated the classrooms and provided accommodation for the teachers. In 1982, discussions began surrounding construction of a 'new' Falls Creek Primary School, a joint property with the community and the Education Department. After it was decided that the funds could not be raised fully by the community ($150,000), the Department constructed a new facility and students moved in on 1st July 1985.This image is significant because it represents the school which the Falls Creek Community fought to establish for their children.A framed coloured photo of Falls Creek Primary School under heavy snowIn lower right corner - 1981 Old Primary School Above doorway:- FALLS CREEK SCHOOL No. 5067falls creek primary school, fcps 5067, education falls creek

Falls Creek Primary School Prior to 1965, couples with small children would move away from Falls Creek due to there being no school facilities in the village. In the mid 60's a few families with school age children established themselves in the village, and a need arose for a school to encourage them to stay. An enrolment of seven children and a building was required before the Education Department could become involved. The Management Committee of the day gifted the families some land (still the site of the Falls Creek Primary School No. 5067) and fundraising began. The original committee consisted of the Steven family (two children), the Lee family (three children), the Caddie family (no children), the Carroll family (no children), and the Alston family (children?). After two years of community based, yet dubious fundraising methods (including weekly gluhwein parties, keg parties and numerous raffles), enough money ($1,300) was raised and an unused SEC building in Mt Beauty was bid on and won. Due to the condition of the road up to Falls Creek, it had to be dismantled and reassembled up the mountain. Unfortunately, the building was delivered to Falls Creek too late into the season to be erected but the following summer, with no money available to hire builders, working bees began, beer was on tap, and BBQs were cooked, and a crude schoolroom with an oil heater donated by Cecil Dobson from Winterhaven was erected. The first teacher hired was an Alaskan woman who agreed to a wage of $10 per child per week. Due to minimal resources the children were sent home at different times of the day in order to warm up and have a meal. Through the winter of 1971 many government departments were lobbied and it was decided that if the building could be finished to the Education Departments standards then they would provide a government endorsed full time teacher. The three main site holders (Bob Lee, Cecil Dobson and Dick Humphries) took out a loan and the school was refurbished and opened as the 'Bob Scott Memorial Hall' in time for the 1972 season. Maree Keele was the first Head Teacher. After three years of fund raising by the school committee the hall was paid off in full. After many years in the original building the Education Department took control of the school, updated the classrooms and provided accommodation for the teachers. In 1982, discussions began surrounding construction of a 'new' Falls Creek Primary School, a joint property with the community and the Education Department. After it was decided that the funds could not be raised fully by the community ($150,000), the Department constructed a new facility and students moved in on 1st July 1985.This image is significant as it is representative of the children who have attended Falls Creek Primary School and their families who work to establish an education facility in Falls Creek.A coloured photo of a group of students gathered outside Falls Creek Primary School No. 5067 held in the Bob Scott Memorial Hall. Children in the photo include:- Phoebe Irwin, Paul Bryce, Sharon Purdue, Matthew Dobson, Tracy Lee, Danielle Humphries, Emma Brown, Kelly Bryce, Tim Scott, Megan Scott, Darren Spargo, David Spargo, Paul Costa, Adrian Costa, Luke (?) Spargo, Charlie Brownfalls creek primary school, bob scott memorial hall, education falls creek, fcps 5067

Falls Creek Primary School Prior to 1965, couples with small children would move away from Falls Creek due to there being no school facilities in the village. In the mid 60's a few families with school age children established themselves in the village, and a need arose for a school to encourage them to stay. An enrolment of seven children and a building was required before the Education Department could become involved. The Management Committee of the day gifted the families some land (still the site of the Falls Creek Primary School No. 5067) and fundraising began. The original committee consisted of the Steven family (two children), the Lee family (three children), the Caddie family (no children), the Carroll family (no children), and the Alston family (children?). After two years of community based, yet dubious fundraising methods (including weekly gluhwein parties, keg parties and numerous raffles), enough money ($1,300) was raised and an unused SEC building in Mt Beauty was bid on and won. Due to the condition of the road up to Falls Creek, it had to be dismantled and reassembled up the mountain. Unfortunately, the building was delivered to Falls Creek too late into the season to be erected but the following summer, with no money available to hire builders, working bees began, beer was on tap, and BBQs were cooked, and a crude schoolroom with an oil heater donated by Cecil Dobson from Winterhaven was erected. The first teacher hired was an Alaskan woman who agreed to a wage of $10 per child per week. Due to minimal resources the children were sent home at different times of the day in order to warm up and have a meal. Through the winter of 1971 many government departments were lobbied and it was decided that if the building could be finished to the Education Departments standards then they would provide a government endorsed full time teacher. The three main site holders (Bob Lee, Cecil Dobson and Dick Humphries) took out a loan and the school was refurbished and opened as the 'Bob Scott Memorial Hall' in time for the 1972 season. Maree Keele was the first Head Teacher. After three years of fund raising by the school committee the hall was paid off in full. After many years in the original building the Education Department took control of the school, updated the classrooms and provided accommodation for the teachers. In 1982, discussions began surrounding construction of a 'new' Falls Creek Primary School, a joint property with the community and the Education Department. After it was decided that the funds could not be raised fully by the community ($150,000), the Department constructed a new facility and students moved in on 1st July 1985.This image is significant because it includes children who became champion competitors at Victorian State, national and international level.A black and white photo of a group of children on a toboggan outside the Falls Creek Primary. It includes several future champion skiers. From back:- Kate Stevens, Pretty Valley Lodge, World Cup Freestyle representative and Champion; Tracey Lee, Attunga Lodge, Second in the Australian Freestyle and Australian Under Fifteen champion; Matthew Dobson, Winterhaven; Steven Lee, Attunga, three times Olympic and World Cup representative and competed on professional circuit; Chris Losch, Feathertop; Chris Heberle, Le Chalet, Cross Country Champion, eight times Australian Champion; Michelle Caddy, Geilo; Julie Smith: Vicki Losch, Feathertop: Debbie Humphreys, Powerhouse, Scott Caddy, Geilo: Sue Heberle, Le Chalet: Danielle Humphreys, Powerhouse, raced in State Championships and became ski instructor.falls creek primary school, falls creek education, falls creek skiers

WARM was a community textile art project that saw over 250 knitters come together to create a beautiful collage tapestry. Made entirely from wool, the artwork contains more than 1000 individual hand knitted sections. The project takes aim at global warming, it highlights both the causes and solutions for us to create a sustainable and safe climate for future generations. Lisa Kendal, the co-creator of the project, said “One of the problems in the world is that we have forgotten how to warm ourselves with wool. We have become too dependent on fossil fuels (for heating)”. This is the key idea surrounding the project. WARM began as two large scale images created by Lars Stenberg. The first image is a landscape scarred by coal mining. The second image is the same landscape only many decades later. Regeneration and regrowth have taken over the landscape and hidden the past coal mine completely. In its place is a beautiful landscape including trees, native flowers, a lake, lots of greenery and wind turbines. From March to the end of August in 2016, knitters worked hard to create the over one thousand pieces that came together to form the final tapestry. The pieces were all designed by Fibre Artist Georgie Nicolson of Tikki Knitting Designs, who converted the second image of the healed landscape into patterns for the 250 plus knitters to follow. These patterns included unusual designs such as gum leaves, trees, native flowers and even the wind turbines. During several days of installation, the knitted pieces were stitched together by Lars Stenberg over a picture of the first image of the operational coal mine. They worked to create the second image of the renewed landscape; like an enormous collage. The WARM project was donated to the National Wool Museum in 2021. It was a much-loved hanging within the Ballarat Hospital for many years before coming to the museum. More information about the project can be found on the following website. http://www.seam.org.au/warm The tapestry is made from 1000+ hand knitted sections stitched together to make an image. In the foreground of this image is a large gum tree that stretches from the bottom left to the top right corner. The trunk of this tree follows the left edge of the tapestry, with foliage from the gum tree spanning its top border. The bottom third of the tapestry is predominantly green grass with yellow, pink and red flowers providing sporadic colour. The middle third encompasses a lake, with orange colours surrounding the banks of the water as opposed to the green grasses of the bottom third. To the right of the lake are wind turbines. The top third of the tapestry is blue sky with white clouds. It also contains the previously described gum tree leaves. Each piece of the tapestry is 100% wool and was hand knitted and stitched together. The Tapestry is accompanied by an oil painting on canvas. It is a painting that matches the tapestry and served as a template for the final tapestry. Finally, the tapestry is accompanied by another pointing on wood board. This final panting is of a coal mine. This is the setting before regeneration and regrowth have reclaimed this site, which is the theme captured in the final tapestry. In the foreground of the coal mine painting is the same gum tree described in the tapestry; however, it is grey and sickle with only 4 leaves visible at the top border, compared to the numerous leaves in the tapestry. Also in the foreground is a broken barb wire fence adding to the unwelcoming nature of the site. The colour scheme of this image is of dark greys and browns. A coal fired power plant can be seen in the final third of the image with four chimneys emitting plumes of smoke into the sky. In front of this power plant is the spiral shape of a coal mine, burrowing deep into the earth’s crust. Inside of the coal mine 3 yellow trucks are seen mining and transporting coal to the top of the mine.warm, community textile tapestry, knitting, community artwork, global warming

Trudi HARLEY Born Korumburra, Victoria Born in country Victoria Trudi Harley graduated with a Bachelor of Education (Art and Craft) at Victoria College, Burwood. After teaching for 10 years in both Government and Independent schools in Melbourne she worked as a Sales Executive and Art Educator for Cavalier Art Supplies for 16 years. Recently Trudi Harley completed a Bachelor of Arts (Visual Arts) (Honours) with Distinction between 2008 – 2009, and a Master of Arts (Research), Visual Art between 2010 – 2012 at the University of Ballarat (now Federation University). Maintaining an artistic practice while in a business partnership Trudi Harley owns and runs Atelier Art Supplies in Williamstown, Victoria, which is a major supporter of the arts in the western suburbs of Melbourne/ This item is part of the Federation University Art Collection. The Art Collection features over 2000 works and was listed as a 'Ballarat Treasure' in 2007.Artist's Statement: As an artist am continually drawn to ‘what makes us who we are’ and as a result the work, whatever it may be, is a reflection on what makes me who I am. In this I refer to perception, experience and memory as aspects that contribute to our sense of reality. By using these references I intend to engage the audience and develop a sense of connection and community through the visual image. ‘Fallen’ was not necessarily a reflection on my own life but of life in general as I recall at the time I had a family member who was struggling to cope with their own reality. I can also recall at the time reflecting on the adage ‘walk a mile in my shoes’ and the pressures we all face in life. Added to this were my own influences of upbringing, I have always been particularly drawn to fabrics and patterns as my mother was/is (getting a little old now) a seamstress and my father was a bit of a ‘perfectionist’. During my honours study I came across the term ‘Esperpento’ which included such visual elements as exaggeration and unusual viewpoints. Fallen was a comment on the psychology associated with expectations in life, or more importantly those expectations placed on offspring by their parents. This painting reflected the consequences of not living up to those expectations. It is unfortunate that in life, by the time you get to the point of realising that you have the opportunity to set your own standards, that you’ve probably embodied a great many set of values by osmosis and that you’ve now claimed them as your own. The view is from above to dramatize the subject, the figure placed compositionally in the top right hand corner to open up the picture plane and allow for the narrative to continue outside the visual area of the canvas. It was also in this painting that I rubbed back some of the darker oil paint to allow the lighter underpainting to show through.art, artwork, trudi harley, harley, carpet, portrait, self-portrait, alumni

AUSTRALIAN LANDSCAPE ART. A FINE COLLECTION. The late Mr. Walter Withers was one of the little band of landscapists that Included Streeton Condor, who pioneered the "plein-airiste" movement In Victoria thirty years ago. Mr. Withers had been trained in Paris, but practically all his artistic life was spent in Australia, and examples from his easel are to be found in all the leading Australian galleries. He belonged to a brilliant little coterie of men whose works have since been eagerly sought for at ever-rising prices. And now collectors have an opportunity of acquiring examples of his art for a thoroughly characteristic collection of his work, both in oils and in water-color, will be open to-day In the fine art gallery at Anthony Horderns', in George Street. The collection includes 28 paintings in oil by the late Mr. Walter Withers, and 32 of his water-color drawings, while smaller collections by his daughter, Miss Margery Withers, and by his son, Mr. Meynell Withers, are also added. Among the landscapes in oils by the deceased artist may be seen examples of many moods, and also many phases of his artistic development. At different times he was a realist, a romanticist, an idealist. In his fine picture "The Easter Moon" the emotional appeal to the homing instinct is direct and compelling. This delightful work, low in tone and charming in its feeling of repose, suggests the sentiment of Gray's "Elegy." Entirely different in range, intention, and feeling, are two brilliantly-painted pictures entitled "The Young Gardener," and "The Dividing Fence," Mr. Withers here displays an unusual gift for placing effective notes in an admirably harmonised color scheme. "Sunlight in the Forest" is a pastoral poem in color. Most of these pictures were painted in the Eltham or Warrandyte country, while the "marines" are impressions at Phillip Island or on the shores of the bay. The artist was well equipped with technical knowledge and experience. His pictures are full of air and sunlight, and his realisation of cloud-forms is most convincing. The watercolor drawings which he did in the full maturity of his powers have, a softness, richness, and depth of color quite unusual. His son, Meynell Withers, shows a collection of landscapes of striking merit, recalllng his father's handling of color and selective taste In composition. Miss Margory Withers shows a charming group of watercolor portraits, and also some meritorious landscapes. The pictures have been hung with fine artistic discrimination in the grouping of the subjects, and so skilfully that in each group an essential harmony of tone has been preserved. The exhibition will be open to the public from to-day. AUSTRALIAN LANDSCAPE ART. (1918, November 18). The Daily Telegraph (Sydney, NSW : 1883 - 1930), p. 4. Retrieved August 22, 2023, from http://nla.gov.au/nla.news-article239575164Journal inscribed: "Mrs Withers 463 Collins St. West Melbourne"art exhibition, art review, artist, john withers collection, walter herbert withers

It is no secret that copper is currently experiencing a huge upsurge in popularity. This is mainly thanks to its beautiful colour featuring heavily in the ranges of countless homeware retailers. There is, however, far more to this lustrous metal than just its appearance. For example, it has a greater level of thermal conductivity than any other metal (except silver); roughly 60% higher than aluminium and 3000% higher than stainless steel. This means copper is capable of heating up very quickly when compared to other metals. Perhaps a less commonly known property of copper is it being inherently antimicrobial. A wide range of harmful microbes are unable to survive for more than a couple of hours when in contact with a surface made of copper or one of its alloys (brass and bronze). This has led to it often being used for frequently touched surfaces such as door knobs, push plates and taps. A seemingly perfect material for cooking, it is therefore no surprise that it has been used in kitchens for millennia. But exactly when did we learn to utilise copper and its valuable assets? Origins It is hard to pin down an exact date when copper cookware was first introduced. Pieces discovered in regions of the middle east were dated as far back as 9000BC, suggesting cooking with copper began during the Neolithic period (≈10000-2000BC). As civilisations became increasingly capable in metallurgical techniques, metals such as copper became more widely used. It would have been around this time that copper replaced stone as the material used for making tools and cooking vessels. The use of copper is also well documented in Ancient Egypt. Not only was it used to produce water and oil containers, but it was also used to in medical practices. The antimicrobial nature of copper was exploited long before the concept of microorganisms was fully understood. The Smith Papyrus, a medical text written between 2600 and 2200BC records the use of copper in sterilising wounds and drinking water. Tin Lining Although copper is essential to many processes within the human body, it can become toxic if consumed in excess. It was this knowledge that gave rise to lining cookware with tin, a technique used for hundreds of years to prevent copper leaching in to food. These tin linings would eventually wear out and during the 18th and 19th century, it was common for people to send pans away to be re-tinned. This practice is becoming increasingly rare, as are the craftsmen who perform it. Despite this, there are still manufactures producing tin-lined copper cookware who also offer a re-lining service. Perhaps the best known of these is Mauviel, a French manufacturer who have been making this type of cookware since 1830. Tin has now largely been replaced by stainless steel as an interior cooking surface. Not only is it more cost effective, but the high grade of stainless steel used in premium cookware (typically 18/10) is highly resistant to corrosion and more durable than tin.Copper saucepans are still used in many kitchens.Small copper saucepan with long handle and three ridges around the circumference. Extensive corrosion.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, copper, saucepans, kitchen equipment

Nails such as this solid copper nail were forged by blacksmiths. A nail of this length could have been used for the ship's decking. It was recovered from the shipwreck of the barque Children. The Children wrecking: The barque Children was one of the first vessels to be lost in the Western District the vessel was wrecked to the east of Warrnambool on 14th January 1838. When it ran ashore in hurricane-force winds, 22 passengers and crew were fortunate to escape being battered to death on the rocks. The Children broke up within 20 minutes, sweeping sixteen of those on board to their deaths. After eleven days, the survivors, all of whom were injured, were rescued and taken to Portland. According to Lloyd's Shipping Register 1837-1839, the Children was built in 1825 at Liverpool and operated by owners Gordon & Co, of London. Registration number 123/1837, James Henty then bought her in 1837 as a three-masted barque of 254 tons, with a hull of “part pitch pine, felt sheathed” and “coppered in 1837” at Launceston registered number 6/1837. In 1838 the Children, under her master Captain H. Browne, completed a successful round trip from Launceston to London (carrying wool and whale oil loaded in Portland), returning in late November of that year carrying a general cargo including house bricks used for ballast. On the 11th of January 1839, the Children sailed from Launceston for Adelaide, with 24 passengers, 14 crew, and an awkward mixed cargo, including 1500 sheep, 8 bullocks, 7 horses, and farming implements, and six whaleboats with associated whaling gear. One account states that when the Children were “put out from port she was light and badly ballasted”. The vessel immediately encountered four days of hurricane-force storms, eventually clearing on the early morning of the 14th. However, it was too late to take accurate measurements of the sun or stars to establish their position relative to the coast. The Children collided with a limestone stack at the entrance of Childers Cove, and the seas smashed her into pieces within half an hour. All the cargo and 16 lives were lost including 8 children. The Henty brothers contributed £150 towards a fund for the 22 survivors at a memorial service held in Launceston later that year. It was a major financial setback for James Henty and his brothers, but one from which they recovered. In a submission to the Governor of New South Wales dated 24 March 1840, the Henty’s summarised their work over the previous six years of establishing the Portland settlement stating. “Six stations have been occupied, one at Portland Bay three at the open country about 60 miles inland called ‘Merino Downs’ They have erected two houses at Portland Bay and two others at Merino Downs”.This nail is significant as part of the vessels original fixtures. The Children was delivering cargo intended for the Portland Bay settlement of her owners the James Henty brothers The wreck is also significant as one of the first vessels to have been lost in the Western District of Warrnambool. As a result the shipwreck of the Children is registered with the Victorian Heritage Register S116. Ship's nail, copper, with a washer attached. The nail has a round head, solid round shank and a flat end. It is bent, twisted and has indentations in the centre section. The nail was recovered from the wreck of the CHILDREN.warrnambool, flagstaff-hill-maritime-museum, shipwreck-coast, shipwreck artefact, the children, nail, copper nail, ship's nail, children shipwreck

The artefact is a damaged brass cow bell recovered from the 1878 shipwreck of the LOCH ARD near Port Campbell. It was raised by Flagstaff Hill divers in 1973 and is in storage at the Maritime Village. The LOCH ARD was constructed on the Clyde in 1873 for the prestigious Loch Line of colonial clipper ships, designed for the Australian run. She sailed from England on 1 March 1878 carrying 37 crew, 17 passengers and a diverse general cargo ranging from luxury items to bulk railway iron. On 1 June 1878, emerging from fog and hearing too late the sound of breakers against the tall limestone cliffs, the vessel struck the southern foot of Mutton Bird Island and sank in 23 metres of water. Of the fifty-four people on board only two survived, one young male crewman and one young female passenger. A century later, despite the pounding seas and the efforts of looters, the wreck site continued to provide ample evidence of the extraordinary range of goods being imported into the Colony of Victoria in the post-Gold Rush era. Flagstaff Hill divers in the 1970s reported finds of “Bottles of champagne, window panes, rolls of zinc, barrels of cement, iron rails, clocks, lead shot, corrugated iron, lead, marble, salad oil bottles, ink bottles, copper wire, gin bottles, rolls of carpet, floor tiles, copper rivets, gas light fittings, pocket knives, toys, crystal chandeliers, beer mugs, cutlery, candles sticks, wick scissors, cow bells, and sauce bottles.” From this array of objects on the ocean floor emerged the humble brass cow bell. Cow bells were common to colonial agriculture and transport, used wherever animals were turned out to graze overnight and had to be rounded up again next morning. Bells were fastened around the necks of household milking cows, domestic goats, bullock teams, horse teams, and camel teams, to help find them in the pre-dawn light. Station shepherds and cattle drovers also used them to warn of any disturbances to their flocks and herds overnight. The bells were a necessary item in a largely unfenced continent. So important, that Anthony Mongon began making his pot-bells at Yackandandah from 1861, August Menneke produced the “Wagga Pot” from 1867, and Samuel Jones started manufacturing his distinctively shaped “Condamine Bell” in 1868. However, these deeply resonant Australian bells were made from iron — Mongon and Jones were blacksmiths who simply beat old pitsaw blades into shape. Few genuinely brass cow bells were made here, the vast majority being imported from Britain where the industry of brass founding was already well established. (Some bells were also imported from the United States, but these too were nearly all of iron).This bell is historically significant as typical of a cow bell used by farmers and herdsmen in Colonial Victoria. It was included in the cargo of the Loch Ard. Its significance is increased by being one of a collection of artefacts recovered by the Flagstaff Hill Divers from the wreck of the Loch Ard in the early 1970s. Items that come from several wrecks along Victoria's coast have also been recovered for Flagstaff Hill Maritime Village’s museum collection under a Government permit, illustrating this item’s level of historical value. The cow bell is also significant for being part of Flagstaff Hill’s collection of artefacts from LOCH ARD, which is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best-known shipwrecks in Victoria’s history.Cow bell; a small brass bell, blunt-wedge shaped. The sides expand outwards from the smaller rectangular roof of the bell to a larger open rectangle or bell mouth. The handle, now missing, was fixed in two places at the top. A neat half-circle piece has been cut from the base on a long edge. Recovered from the wreck of the Loch Ard.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, eva carmichael, mutton bird island, loch ard gorge, brass cow bell, colonial cow bells, 1878 shipwreck, shipwreck artefact, flagstaff hill divers, cow bell

The materials used to build the colonial cupboard have been gathered from various sources and recycled. In those days, it was normal to keep all manner of items 'just in case' they could be repurposed for another item. The brand "Laurel" on one of the wooden panels is from the Mobil Oil company's kerosene. There In the words of the donor, Betty Stone, "Made by Ellis Dale of Latrigg Wangoom, Warrnambool c 1890. The cupboard consists of packing cases stamped with original brand names. One drawer made from a gelignite packing case is of special significance as the Dale family owned a bluestone quarry known as The Dale Bluestone Quarries at Wangoom situated about three miles east of Warrnambool. Ellis Dale, second son of William Dale and Elizabeth (nee Chamberlain) Dale, was born in Wangoom, Warrnambool on 21 November 1860. His father, William Dale, a quarryman from Saddleworth, Yorkshire migrated to Australia in 1852; seven years later - in 1859- he purchased the quarries on twenty acres of land situated in Wangoom at the corner of what is now known as Dales and Aberline Roads. Later, when his two eldest sons, William Jnr and Ellis, reached ten or eleven years of age they worked with their father in the quarries. The work was arduous and dangerous as gelignite was used to blast the bluestone. In 1890 Ellis Dale married Ann Lees, daughter of Lees and Sarah (nee Chamberlain) Lees of Wangoom, Warrnambool. Initially Ellis and Ann Dale resided in a two roomed bluestone cottage which Ellis built a little further up the hill from his parents' home on the Dale family property. A few years later, in order to accommodate their growing family, additional rooms were added making a spacious, comfortable weatherboard home situated in Dales Road which they named Latrigg. Ellis Dale constructed this cupboard soon after he and Ann first set up home in their little stone cottage in 1890. When the home was rebuilt, the home-made cupboard was moved into the larger kitchen, and although Latrigg was well furnished, it remained in the corner between the kitchen door and the large wood stove where it served its purpose very well as it was used for storing ironing utensils. The lower compartment with the hinged drop-door was designed to store the flat irons which were heated on the wood stove, while the ironing blanket and cover, iron holders and other items were stored in the drawers. The Dale quarrying and contracting business existed in Wangoom, Warrnambool for over eighty years as after William Dale’s death. Ellis Dale together with his son lvor, continued on until he died in 1940. (Note: For additional information please refer to Betty Stone’s book “Pioneers and Places - A History of three Warrnambool Pioneering Families” i.e. Chamberlain, Dale and Lees Families)This item is associated with families of Chamberlain, Dale and Lees. These families are listed in the "Pioneers' Register" for Warrnambool Township and Shire, 1835-1900, published by A.I.G.S. Warrnambool Branch.Cupboard, rare example of a Colonial Cupboard, wooden. Made by Ellis Dale from packing cases; several brand names are evident inc. Gelignite and Laurel. Cupboard is lined with newspaper and wallpaper. Panels on left side are braced by attaching a metal scraper. Comprises four compartments, three have round wooden handles, lower compartment has a hinged, drop down door. (From the Chamberlain, Dale and Lees Collection)Brands on wooden panels of cupboard include "Gelignite" and "Laurel" (Laurel is a brand of kerosene)flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, chamberlain, dale, lees, stone, betty stone, warrnambool pioneers, dale bluestone quarries, wangoom, cupboard, colonial cupboard, furniture, gelignite, packing crate, ellis dale, laurel

The artefact is a damaged brass cow bell recovered from the 1878 shipwreck of the LOCH ARD near Port Campbell. It was raised by Flagstaff Hill divers in 1973 and is in storage at the Maritime Village. The LOCH ARD was constructed on the Clyde in 1873 for the prestigious Loch Line of colonial clipper ships, designed for the Australian run. She sailed from England on 1 March 1878 carrying 37 crew, 17 passengers and a diverse general cargo ranging from luxury items to bulk railway iron. On 1 June 1878, emerging from fog and hearing too late the sound of breakers against the tall limestone cliffs, the vessel struck the southern foot of Mutton Bird Island and sank in 23 metres of water. Of the fifty-four people on board only two survived, one young male crewman and one young female passenger. A century later, despite the pounding seas and the efforts of looters, the wreck site continued to provide ample evidence of the extraordinary range of goods being imported into the Colony of Victoria in the post-Gold Rush era. Flagstaff Hill divers in the 1970s reported finds of “Bottles of champagne, window panes, rolls of zinc, barrels of cement, iron rails, clocks, lead shot, corrugated iron, lead, marble, salad oil bottles, ink bottles, copper wire, gin bottles, rolls of carpet, floor tiles, copper rivets, gas light fittings, pocket knives, toys, crystal chandeliers, beer mugs, cutlery, candles sticks, wick scissors, cow bells, and sauce bottles.” From this array of objects on the ocean floor emerged the humble brass cow bell. Cow bells were common to colonial agriculture and transport, used wherever animals were turned out to graze overnight and had to be rounded up again next morning. Bells were fastened around the necks of household milking cows, domestic goats, bullock teams, horse teams, and camel teams, to help find them in the pre-dawn light. Station shepherds and cattle drovers also used them to warn of any disturbances to their flocks and herds overnight. The bells were a necessary item in a largely unfenced continent. So important, that Anthony Mongon began making his pot-bells at Yackandandah from 1861, August Menneke produced the “Wagga Pot” from 1867, and Samuel Jones started manufacturing his distinctively shaped “Condamine Bell” in 1868. However, these deeply resonant Australian bells were made from iron — Mongon and Jones were blacksmiths who simply beat old pitsaw blades into shape. Few genuinely brass cow bells were made here, the vast majority being imported from Britain where the industry of brass founding was already well established. (Some bells were also imported from the United States, but these too were nearly all of iron).This bell is historically significant as typical of a cow bell used by farmers and herdsmen in Colonial Victoria. Its significance is increased by being one of a collection of artefact recovered by the Flagstaff Hill Divers from the wreck of the Loch Ard in the early 1970s. Items that come from several wrecks along Victoria's coast have also been recovered for Flagstaff Hill Maritime Village’s museum collection under Government permit, illustrating this item’s level of historical value. The cow bell is also significant for being part of Flagstaff Hill’s collection of artefacts from LOCH ARD, which is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history.A small brass cow bell, in poor condition. It is blunt-wedge shaped. The sides expand outwards from the smaller rectangular roof of the bell to a larger open rectangle or bell mouth. A handwritten label is attached to the bel. Recovered from the wreck of the Loch Ard.Label text "["10/6/73, Brass Cow Bell, LOCH ARD, Found in the sandy hole in the centre of the wreck site. Cow bells were part of the cargo" - "10/6/73, LOCH ARD, small brass cow bell salvaged by FHMV divers"]. "LOCH ARD / PETER RONALD"flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, loch line, loch ard, eva carmichael, mutton bird island, loch ard gorge, brass cow bell, colonial cow bells, 1878 shipwreck, shipwreck artefact, flagstaff hill divers

The artefact is a brass cow bell recovered from the 1878 shipwreck of the LOCH ARD near Port Campbell. It was raised by Flagstaff Hill divers in 1973 and is in storage at the Maritime Village. The LOCH ARD was constructed on the Clyde in 1873 for the prestigious Loch Line of colonial clipper ships, designed for the Australian run. She sailed from England on 1 March 1878 carrying 37 crew, 17 passengers and a diverse general cargo ranging from luxury items to bulk railway iron. On 1 June 1878, emerging from fog and hearing too late the sound of breakers against the tall limestone cliffs, the vessel struck the southern foot of Mutton Bird Island and sank in 23 metres of water. Of the fifty-four people on board only two survived, one young male crewman, Tom Pearce, and one young female passenger, Eva Carmichael. A century later, despite the pounding seas and the efforts of looters, the wreck site continued to provide ample evidence of the extraordinary range of goods being imported into the Colony of Victoria in the post-Gold Rush era. Flagstaff Hill divers in the 1970s reported finds of “Bottles of champagne, window panes, rolls of zinc, barrels of cement, iron rails, clocks, lead shot, corrugated iron, lead, marble, salad oil bottles, ink bottles, copper wire, gin bottles, rolls of carpet, floor tiles, copper rivets, gas light fittings, pocket knives, toys, crystal chandeliers, beer mugs, cutlery, candles sticks, wick scissors, cow bells, and sauce bottles.” From this array of objects on the ocean floor emerged the humble brass cow bell. Cow bells were common to colonial agriculture and transport, used wherever animals were turned out to graze overnight and had to be rounded up again next morning. Bells were fastened around the necks of household milking cows, domestic goats, bullock teams, horse teams, and camel teams, to help find them in the pre-dawn light. Station shepherds and cattle drovers also used them to warn of any disturbances to their flocks and herds overnight. The bells were a necessary item in a largely unfenced continent. So important, that Anthony Mongon began making his pot-bells at Yackandandah from 1861, August Menneke produced the “Wagga Pot” from 1867, and Samuel Jones started manufacturing his distinctively shaped “Condamine Bell” in 1868. However, these deeply resonant Australian bells were made from iron — Mongon and Jones were blacksmiths who simply beat old pitsaw blades into shape. Few genuinely brass cow bells were made here, the vast majority being imported from Britain where the industry of brass founding was already well established. (Some bells were also imported from the United States, but these too were nearly all of iron). This bell is historically significant as typical of a cow bell used by farmers and herdsmen in Colonial Victoria. Its significance is increased by being one of a collection of artefact recovered by the Flagstaff Hill Divers from the wreck of the Loch Ard in the early 1970s. Items that come from several wrecks along Victoria's coast have also been recovered for Flagstaff Hill Maritime Village’s museum collection under Government permit, illustrating this item’s level of historical value. The cow bell is also significant for being part of Flagstaff Hill’s collection of artefacts from LOCH ARD, which is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Brass cow bell, flat-top pyramid shape, rectangular head, shoulders flare out to a rectangular mouth. The hanging yoke is missing. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, loch ard, cowbell, great ocean road, loch line, captain gibbs, eva carmichael, tom pearce, glenample station, mutton bird island, loch ard gorge, cow bell, brass cow bell, shipwreck artefact, flagstaff hill divers, horse bell, bell smith, vintage bell, farmer, shepherd, drover, stock bell, brass bell

The artefact is a brass cow bell recovered from the 1878 shipwreck of the LOCH ARD near Port Campbell. It was raised by Flagstaff Hill divers in 1973 and is in storage at the Maritime Village. The LOCH ARD was constructed on the Clyde in 1873 for the prestigious Loch Line of colonial clipper ships, designed for the Australian run. She sailed from England on 1 March 1878 carrying 37 crew, 17 passengers and a diverse general cargo ranging from luxury items to bulk railway iron. On 1 June 1878, emerging from fog and hearing too late the sound of breakers against the tall limestone cliffs, the vessel struck the southern foot of Mutton Bird Island and sank in 23 metres of water. Of the fifty-four people on board only two survived, one young male crewman, Tom Pearce, and one young female passenger, Eva Carmichael. A century later, despite the pounding seas and the efforts of looters, the wreck site continued to provide ample evidence of the extraordinary range of goods being imported into the Colony of Victoria in the post-Gold Rush era. Flagstaff Hill divers in the 1970s reported finds of “Bottles of champagne, window panes, rolls of zinc, barrels of cement, iron rails, clocks, lead shot, corrugated iron, lead, marble, salad oil bottles, ink bottles, copper wire, gin bottles, rolls of carpet, floor tiles, copper rivets, gas light fittings, pocket knives, toys, crystal chandeliers, beer mugs, cutlery, candles sticks, wick scissors, cow bells, and sauce bottles.” From this array of objects on the ocean floor emerged the humble brass cow bell. Cow bells were common to colonial agriculture and transport, used wherever animals were turned out to graze overnight and had to be rounded up again next morning. Bells were fastened around the necks of household milking cows, domestic goats, bullock teams, horse teams, and camel teams, to help find them in the pre-dawn light. Station shepherds and cattle drovers also used them to warn of any disturbances to their flocks and herds overnight. The bells were a necessary item in a largely unfenced continent. So important, that Anthony Mongon began making his pot-bells at Yackandandah from 1861, August Menneke produced the “Wagga Pot” from 1867, and Samuel Jones started manufacturing his distinctively shaped “Condamine Bell” in 1868. However, these deeply resonant Australian bells were made from iron — Mongon and Jones were blacksmiths who simply beat old pitsaw blades into shape. Few genuinely brass cow bells were made here, the vast majority being imported from Britain where the industry of brass founding was already well established. (Some bells were also imported from the United States, but these too were nearly all of iron). This bell is historically significant as typical of a cow bell used by farmers and herdsmen in Colonial Victoria. Flagstaff Hill’s collection of artefacts from LOCH ARD is significant for being one of the largest collections of artefacts from this shipwreck in Victoria. It is significant for its association with the shipwreck, which is on the Victorian Heritage Register (VHR S417). The collection is significant because of the relationship between the objects, as together they have a high potential to interpret the story of the LOCH ARD. The LOCH ARD collection is archaeologically significant as the remains of a large international passenger and cargo ship. The LOCH ARD collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the LOCH ARD, which was one of the worst and best known shipwrecks in Victoria’s history. Cow bell, brass, covered in encrustation, handle missing from the top.flagstaff hill, warrnambool, shipwreck coast, flagstaff hill maritime museum, flagstaff hill maritime village, maritime museum, great ocean road, shipwreck artefact, loch ard, mutton bird island, glenample, eva carmichael, tom pearce, flagstaff hill divers, cow bell, horse bell, bell smith, vintage bell, farmer, shepherd, drover, stock bell, brass bell

This bottle was one of the items salvaged from the wreck of the Fiji in 1891. Joseph Bosisto began manufacturing Eucalyptus Oil in Australia from 1854. This bottle is marked ‘J. BOSISTO”, which probably dates it from 1885 when the company J. Bosisto & Co. was formed. The marking on the bottom of the bottle “GERMAN/B_ _ E” could mean that the bottle was imported by J. Bosisto from Germany. In the early years bottles were imported from overseas countries including England and Germany. In 1872 the Melbourne Bottle Works was established to supply the bottles locally and more cheaply but had difficulty keeping up with the supply. From 1865 Australian-made Bosisto’s Eucalyptus Oil began to be exported to England then later to Germany and other countries. Bosisto’s Eucalyptus Oil won many prizes at exhibitions between 1854 – 1891. The three-masted iron barque Fiji had been built in Belfast, Ireland, in 1875 by Harland and Wolfe for a Liverpool based shipping company. The ship departed Hamburg on 22nd May 1891 bound for Melbourne, under the command of Captain William Vickers with a crew of 25. The ship’s manifest shows that she was loaded with a cargo of 260 cases of dynamite, pig iron, steel goods, spirits (whisky, schnapps, gin, brandy), sailcloth, tobacco, coiled fencing wire, concrete, 400 German pianos (Sweet Hapsburg), concertinas and other musical instruments, artists supplies including brushes, porcelain, furniture, china, and general cargo including candles. There were also toys in anticipation for Christmas, including wooden rocking horses, miniature ships, dolls with china limbs and rubber balls. On September 5th, one hundred days out from Hamburg in squally and boisterous south west winds the Cape Otway light was sighted on a bearing differing from Captain Vickers’ calculation of his position. At about 2:30am, Sunday 6th September 1891 land was reported 4-5 miles off the port bow. The captain tried to put the ship on the other tack, but she would not respond. He then tried to turn her the other way but just as the manoeuvre was being completed the Fiji struck rock only 300 yards (274 metres) from shore. The place is known as Wreck Bay, Moonlight Head. Blue lights were burned and rockets fired whilst an effort was made to lower boats but all capsized or swamped and smashed to pieces. Two of the younger crewmen volunteered to swim for the shore, taking a line. One, a Russian named Daniel Carkland, drowned after he was swept away when the line broke. The other, 17 year old able seaman Julius Gebauhr, a German, reached shore safely on his second attempt but without the line, which he had cut lose with his sheath-knife when it become tangled in kelp. He rested on the beach a while then climbed the steep cliffs in search of help. At about 10am on the Sunday morning a party of land selectors - including F. J. Stansmore, Leslie Dickson (or Dixon) and Mott - found Gebauhr. They were near Ryans Den, on their travels on horseback from Princetown towards Moonlight Head, and about 5km from the wreck. Gebauhr was lying in the scrub in a poor state, bleeding and dressed only in singlet, socks and a belt with his sheath-knife, ready for all emergencies. At first they were concerned about his wild and shaggy looking state and what seemed to be gibberish speech, taking him to be an escaped lunatic. They were reassured after he threw his knife away and realised that he was speaking half-English, half-German. They gave him food and brandy and some clothing and were then able to gain information about the wreck. Some of the men took him to Rivernook, a nearby guest house owned by John Evans, where he was cared for. Stansmore and Dickson rode off to try and summon help. Others went down to the site of the wreck. Messages for rescuing the rest of the crew were sent both to Port Campbell for the rocket rescue crew and to Warrnambool for the lifeboat. The S.S. Casino sailed from Portland towards the scene. After travelling the 25 miles to the scene, half of the Port Campbell rocket crew and equipment arrived and set up the rocket tripod on the beach below the cliffs. By this time the crew of the Fiji had been clinging to the jib-boom for almost 15 hours, calling frantically for help. Mr Tregear from the Rocket Crew fired the line. The light line broke and the rocket was carried away. A second line was successfully fired across the ship and made fast. The anxious sailors then attempted to come ashore along the line but, with as many as five at a time, the line sagged considerably and some were washed off. Others, nearly exhausted, had to then make their way through masses of seaweed and were often smothered by waves. Only 14 of the 24 who had remained on the ship made it to shore. Many onlookers on the beach took it in turns to go into the surf and drag half-drowned seamen to safety. These rescuers included Bill (William James) Robe, Edwin Vinge, Hugh Cameron, Fenelon Mott, Arthur Wilkinson and Peter Carmody. (Peter Carmody was also involved in the rescue of men from the Newfield.) Arthur Wilkinson, a 29 year old land selector, swam out to the aid of one of the ship’s crewmen, a carpenter named John Plunken. Plunken was attempting to swim from the Fiji to the shore. Two or three times both men almost reached the shore but were washed back to the wreck. A line was thrown to them and they were both hauled aboard. It was thought that Wilkinson struck his head on the anchor before s they were brought up. He remained unconscious. The carpenter survived this ordeal but Wilkinson later died and his body was washed up the next day. It was 26 year old Bill Robe who hauled out the last man, the captain, who had become tangled in the kelp. The wreck of the Fiji was smashed apart within 20 minutes of the last man being brought ashore, and it settled in about 6m of water. Of the 26 men on the Fiji, 11 in total lost their lives. The remains of 7 bodies were washed onto the beach and their coffins were made from timbers from the wrecked Fiji. They were buried on the cliff top above the wreck. The survivors were warmed by fires on the beach then taken to Rivernook and cared for over the next few days. Funds were raised by local communities soon after the wreck in aid of the sufferers of the Fiji disaster. Captain Vickers was severely reprimanded for his mishandling of the ship. His Masters Certificate was suspended for 12 months. At the time there was also a great deal of public criticism at the slow and disorganised rescue attempt to save those on board. The important canvas ‘breech buoy’ or ‘bucket chair’ and the heavy line from the Rocket Rescue was in the half of the rocket outfit that didn’t make it in time for the rescue: they had been delayed at the Gellibrand River ferry. Communications to Warrnambool were down so the call for help didn’t get through on time and the two or three boats that had been notified of the wreck failed to reach it in time. Much looting occurred of the cargo that washed up on the shore, with nearly every visitor leaving the beach with bulky pockets. One looter was caught with a small load of red and white rubber balls, which were duly confiscated and he was ‘detained’ for 14 days. Essence of peppermint mysteriously turned up in many settlers homes. Sailcloth was salvaged and used for horse rugs and tent flies. Soon after the wreck “Fiji tobacco” was being advertised around Victoria. A Customs officer, trying to prevent some of the looting, was assaulted by looters and thrown over a steep cliff. He managed to cling to a bush lower down until rescued. In 1894 some coiled fencing wire was salvaged from the wreck. Hundreds of coils are still strewn over the site of the wreck, encrusted and solidified. The hull is broken but the vessel’s iron ribs can be seen along with some of the cargo of concrete and pig iron. Captain Vickers presented Bill Robe with his silver-cased pocket watch, the only possession that he still had, as a token for having saved his life and the lives of some of the crew. (The pocket watch came with 2 winding keys, one to wind it and one to change the hands.) Years later Bill passed the watch to his brother-in-law Gib (Gilbert) Hulands as payment of a debt and it has been passed down the family to Gilbert Hulands’ grandson, John Hulands. Seaman Julius Gebauhr later gave his knife, in its hand crafted leather sheath, to F. J. Stansmore for caring for him when he came ashore. The knife handle had a personal inscription on it. A marble headstone on the 200m high cliffs overlooking Wreck Beach, west of Moonlight Head, paying tribute to the men who lost their lives when Fiji ran aground. The scene of the wreck is marked by the anchor from the Fiji, erected by Warrnambool skin divers in 1967. Amongst the artefacts salvaged from the Fiji are china miniature animals, limbs from small china dolls, rubber balls, this glass bottle, sample of rope from the distress rocket and a candlestick holder. These items are now part of the Fiji collection at Flagstaff Hill Maritime Museum, along with Captain Vickers’ pocket watch and Julius Gebauhr’s sheath knife. The glass bottle is registered as “Artefact Reg No Fiji/1”. Flagstaff Hill’s Fiji collection is of historical significance at a State level because of its association with the wreck Fiji, which is on the Victorian Heritage Register VHR S259. It also represents aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The Fiji collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. Clear glass oval medical bottle with rounded corners and flattened sides on front and back surfaces. Opening of bottle has a lip around it and could have been sealed with a stopper. There is a chip in the lip. One face of the bottle has a rectangular border with a name embossed vertically on it, “J. BOSISTO / RICHMOND”. The oval base of the bottle also has letters embossed on it “GE_ _AN” “B _ _ _ _ _”. There is also a large chip out of the base. The sides of the bottle have a vertical joining line. The bottle was recovered from the wreck of the Fiji.Flat side of bottle has rectangular border with “J BOSISTO / RICHMOND” embossed in the centre. The base of the bottle has “G E . . A N/B . . . . . .” embossed on it. Other letters have been removed with the chip. (probable wording was ‘GERMAN/BOTTLE)warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, fiji, 1891, glass bottle, medicine bottle, bosistos, j bosistos, german bottle

The photograph was taken towards the ESE from Peterborough headland. It reproduces an original landscape view of the FALLS OF HALLADALE shipwreck which occurred at 3 am on 14 November 1908 (and confirms that the vessel was on an ENE tack at the time of the collision). The image includes three groups of formally dressed Edwardian sightseers on the cliff top and an adjacent rock ledge. Subsequent versions of this well-known image are usually cropped to present a striking portrait view, emphasising the vertical lines of the ship’s masts and sails, and excluding the groups of sightseers on the right hand of the original image. The small girl in the foreground and the loose sail on the foremast are common to both the landscape and edited portrait versions of this memorable scene. The photograph was taken at an early stage of the ship’s final days, somewhere between the date of her grounding in mid-November 1908 and early January 1909 (when salvagers began dynamiting her iron masts so they could get to the valuable cargo still in her holds). Firmly wedged between two parts of the reef and with all of her square-rigged sails fully set, the FALLS OF HALLADALE provided a spectacle for many miles along the coast. Over these weeks she attracted hundreds of sightseers, and photographers, before the pounding seas finally broke her weakened hull and she disappeared back into deeper waters. 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: 29The shipwreck of the FALLS OF HALLADALE is of state significance: Victorian Heritage Register No. S255. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976). The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Photograph; sepia-toned black and white, mounted on grey card. Image of a fully rigged sship, the Falls of Halladale, stranded near the shore with a group of people in the foreground seated on the ground. The photograph is well-worn. Description of Image: Quadrant 01, vessel with full set of sails perched on reef with stern submerged; Quadrant 02, predominantly clear sky over flat calm sea; Quadrant 03, two groups of standing sightseers on rocky promontory with three individuals approaching from left foreground; Quadrant 04, fifteen well-dressed sightseers seated on grassed cliff top including one child and six women. There is a deliberately obscured inscription in white ink along the lower border or foreground of the photograph.Lettering of white uppercase in grassed foreground of initial image is smudged out by subsequent development process and largely indecipherable. However pencilled writing on rear of card ― “Mrs Francis” and “Wreck of ‘Falls of Halladale’ Peterborough 1908”.flagstaff hill maritime village, shipwreck coast, peterborough reef, shipwreck photograph, falls of halladale, warrnambool, flagstaff hill, shipwrecked image, flagstaff hill maritime museum, shipwrecked coast, maritime museum, edwardian sightseers, shipwreck spectacle, photograph, mrs francis, wreck of falls of halladale, peterborough 1908, 1908, peterorough, shipwreck