This photograph of the wrecked SPECULANT would have been taken soon after the ship ran aground, as her sails are still flying. There are people aboard at the stern of the ship. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the barquentine Speculant, on rocks at Cape Patton, some sails still hung, people on board. White hand writing on front of photograph "SPECULANT WRECKED CAPE PATTEN.10/2/11" (incorrect spelling of Cape Patton)White hand writing on front of photograph "SPECULANT WRECKED CAPE PATTEN.10/2/11" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph would have been taken a while after the SPECULANT was wrecked at Cape Patton, Victoria, because she has broken up and the bow has been moved away from the ship. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Bow of the Speculant, on rocks at Cape Patton. On reverse side it states that the photograph was taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay "Taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph of the wreck SPECULANT was taken shortly after the ship was wreck, sails still on masts. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton, sails still up, steep hill in background. Black pen written on pfront of photograph "Wreck Speculant", "Cape Patten". On reverse side it states that the photograph was taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay On front, Black pen written on pfront of photograph "Wreck Speculant", "Cape Patten". On reverse, "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay "flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

This photograph was taken shortly after the wreck of the SPECULANT at Cape Patton, Victoria. There are people on board the ship and it seems that they are taking the sails down. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton. Several people are on board. Some sails are still on masts. White hand writing on front "Wreck Speculant On Rocks Cape Patten". On reverse side it states that the photograph was taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay. on front, hand written in white "Wreck Speculant On Rocks Cape Patten". On reverse "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, mr. h. pengilley, photograph, speculant, cape patton, apollo bay

Photograph of the wrecked SPECULANT taken shortly after the ship was wrecked at Cape Patton, Victoria. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton. On front hand written in white "Wreck of Speculant on Cape Patten". On reverse side it states that the photograph was "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay" On front, white hand writing, "Wreck of Speculant on Cape Patten". On reverse "taken by Mr. H. Pengilley Apollo Bay Hotel, Apollo Bay" flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

Photograph of the wreck of the barque SPECULANT, wrecked at Cape Patton, Victoria. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Black and White photograph of the Barquentine Speculant, on rocks at Cape Patton. On front in white hand writing "Speculant wrecked 10/2/11 Cape Patten"."Speculant wrecked 10/2/11 Cape Patten".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history, h. pengilley apollo bay, cape patton victoria, warrnambool historical photograph

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone piece. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070. Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone vertebrae. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone piece. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone piece. Advanced stage of calcification as indicated by deep pitting. Off white to grey.None.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone was an important commodity, used in corsets, collar stays, buggy whips, and toys.Whale bone vertebrae. Advanced stage of calcification as indicated by deep pitting. Off white to grey.Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whales, whale bone, corsets, toys, whips, whalebone

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Whalebone The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The bone of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as whalebone. Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone during the 17th, 18th, 19th and early 20th centuries was an important industry providing an important commodity. Whales from these times provided everything from lighting & machine oils to using the animal's bones for use in corsets, collar stays, buggy whips, and many other everyday items then in use.Whale bone Vertebrae with advanced stage of calcification as indicated by deep pitting. Off white to grey.None.warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whale bones, whale skeleton, whales, whale bone, corsets, toys, whips, whaleling industry, maritime fishing, whalebone

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone during the 17th, 18th, 19th and early 20th centuries was an important industry providing an important commodity. Whales from these times provided everything from lighting & machine oils to using the animal's bones for use in corsets, collar stays, buggy whips, and many other everyday items then in use.Whale jaw bone one side, long & curved with advanced stage of calcification off white to grey.None.warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whale bones, whale skeleton, whales, whale bone, corsets, toys, whips, whaleling industry, maritime fishing, whalebone

Prior to carrying out a detailed condition report of the cetacean skeletons, it is useful to have an understanding of the materials we are likely to encounter, in terms of structure and chemistry. This entry invites you to join in learning about the composition of whale bone and oil. Whale bone (Cetacean) bone is comprised of a composite structure of both an inorganic matrix of mainly hydroxylapatite (a calcium phosphate mineral), providing strength and rigidity, as well as an organic protein ‘scaffolding’ of mainly collagen, facilitating growth and repair (O’Connor 2008, CCI 2010). Collagen is also the structural protein component in cartilage between the whale vertebrae and attached to the fins of both the Killer Whale and the Dolphin. Relative proportions in the bone composition (affecting density), are linked with the feeding habits and mechanical stresses typically endured by bones of particular whale types. A Sperm Whale (Physeter macrocephalus Linnaeus, 1758) skeleton (toothed) thus has a higher mineral value (~67%) than a Fin Whale (Balaenoptera physalus Linnaeus, 1758) (baleen) (~60%) (Turner Walker 2012). The internal structure of bone can be divided into compact and cancellous bone. In whales, load-bearing structures such as mandibles and upper limb bones (e.g. humerus, sternum) are largely composed of compact bone (Turner Walker 2012). This consists of lamella concentrically deposited around the longitudinal axis and is permeated by fluid carrying channels (O’Connor 2008). Cancellous (spongy) bone, with a highly porous angular network of trabeculae, is less stiff and thus found in whale ribs and vertebrae (Turner Walker 2012). Whale oil Whales not only carry a thick layer of fat (blubber) in the soft tissue of their body for heat insulation and as a food store while they are alive, but also hold large oil (lipid) reserves in their porous bones. Following maceration of the whale skeleton after death to remove the soft tissue, the bones retain a high lipid content (Higgs et. al 2010). Particularly bones with a spongy (porous) structure have a high capacity to hold oil-rich marrow. Comparative data of various whale species suggests the skull, particularly the cranium and mandible bones are particularly oil rich. Along the vertebral column, the lipid content is reduced, particularly in the thoracic vertebrae (~10-25%), yet greatly increases from the lumbar to the caudal vertebrae (~40-55%). The chest area (scapula, sternum and ribs) show a mid-range lipid content (~15-30%), with vertically orientated ribs being more heavily soaked lower down (Turner Walker 2012, Higgs et. al 2010). Whale oil is largely composed of triglycerides (molecules of fatty acids attached to a glycerol molecule). In Arctic whales a higher proportion of unsaturated, versus saturated fatty acids make up the lipid. Unsaturated fatty acids (with double or triple carbon bonds causing chain kinks, preventing close packing (solidifying) of molecules), are more likely to be liquid (oil), versus solid (fat) at room temperature (Smith and March 2007). Objects Made From the Whaling Industry We all know that men set forth in sailing ships and risked their lives to harpoon whales on the open seas throughout the 1800s. And while Moby Dick and other tales have made whaling stories immortal, people today generally don't appreciate that the whalers were part of a well-organized industry. The ships that set out from ports in New England roamed as far as the Pacific in hunt of specific species of whales. Adventure may have been the draw for some whalers, but for the captains who owned whaling ships, and the investors which financed voyages, there was a considerable monetary payoff. The gigantic carcasses of whales were chopped and boiled down and turned into products such as the fine oil needed to lubricate increasing advanced machine tools. And beyond the oil derived from whales, even their bones, in an era before the invention of plastic, was used to make a wide variety of consumer goods. In short, whales were a valuable natural resource the same as wood, minerals, or petroleum we now pump from the ground. Oil From Whale’s Blubber Oil was the main product sought from whales, and it was used to lubricate machinery and to provide illumination by burning it in lamps. When a whale was killed, it was towed to the ship and its blubber, the thick insulating fat under its skin, would be peeled and cut from its carcass in a process known as “flensing.” The blubber was minced into chunks and boiled in large vats on board the whaling ship, producing oil. The oil taken from whale blubber was packaged in casks and transported back to the whaling ship’s home port (such as New Bedford, Massachusetts, the busiest American whaling port in the mid-1800s). From the ports it would be sold and transported across the country and would find its way into a huge variety of products. Whale oil, in addition to be used for lubrication and illumination, was also used to manufacture soaps, paint, and varnish. Whale oil was also utilized in some processes used to manufacture textiles and rope. Spermaceti, a Highly Regarded Oil A peculiar oil found in the head of the sperm whale, spermaceti, was highly prized. The oil was waxy, and was commonly used in making candles. In fact, candles made of spermaceti were considered the best in the world, producing a bright clear flame without an excess of smoke. Spermaceti was also used, distilled in liquid form, as an oil to fuel lamps. The main American whaling port, New Bedford, Massachusetts, was thus known as "The City That Lit the World." When John Adams was the ambassador to Great Britain before serving as president he recorded in his diary a conversation about spermaceti he had with the British Prime Minister William Pitt. Adams, keen to promote the New England whaling industry, was trying to convince the British to import spermaceti sold by American whalers, which the British could use to fuel street lamps. The British were not interested. In his diary, Adams wrote that he told Pitt, “the fat of the spermaceti whale gives the clearest and most beautiful flame of any substance that is known in nature, and we are surprised you prefer darkness, and consequent robberies, burglaries, and murders in your streets to receiving as a remittance our spermaceti oil.” Despite the failed sales pitch John Adams made in the late 1700s, the American whaling industry boomed in the early to mid-1800s. And spermaceti was a major component of that success. Spermaceti could be refined into a lubricant that was ideal for precision machinery. The machine tools that made the growth of industry possible in the United States were lubricated, and essentially made possible, by oil derived from spermaceti. Baleen, or "Whalebone" The bones and teeth of various species of whales were used in a number of products, many of them common implements in a 19th century household. Whales are said to have produced “the plastic of the 1800s.” The "bone" of the whale which was most commonly used wasn’t technically a bone, it was baleen, a hard material arrayed in large plates, like gigantic combs, in the mouths of some species of whales. The purpose of the baleen is to act as a sieve, catching tiny organisms in sea water, which the whale consumes as food. As baleen was tough yet flexible, it could be used in a number of practical applications. And it became commonly known as "whalebone." Perhaps the most common use of whalebone was in the manufacture of corsets, which fashionable ladies in the 1800s wore to compress their waistlines. One typical corset advertisement from the 1800s proudly proclaims, “Real Whalebone Only Used.” Whalebone was also used for collar stays, buggy whips, and toys. Its remarkable flexibility even caused it to be used as the springs in early typewriters. The comparison to plastic is apt. Think of common items which today might be made of plastic, and it's likely that similar items in the 1800s would have been made of whalebone. Baleen whales do not have teeth. But the teeth of other whales, such as the sperm whale, would be used as ivory in such products as chess pieces, piano keys, or the handles of walking sticks. Pieces of scrimshaw, or carved whale's teeth, would probably be the best remembered use of whale's teeth. However, the carved teeth were created to pass the time on whaling voyages and were never a mass production item. Their relative rarity, of course, is why genuine pieces of 19th century scrimshaw are considered to be valuable collectibles today. Reference: McNamara, Robert. "Objects Made From the Whaling Industry." ThoughtCo, Jul. 31, 2021, thoughtco.com/products-produced-from-whales-1774070.Whale bone during the 17th, 18th, 19th and early 20th centuries was an important industry providing an important commodity. Whales from these times provided everything from lighting & machine oils to using the animal's bones for use in corsets, collar stays, buggy whips, and many other everyday items then in use.Whale rib bone with advanced stage of calcification as indicated by brittleness. None.warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, whale bones, whale skeleton, whales, whale bone, corsets, toys, whips, whaleling industry, maritime fishing, whalebone

Photograph, black and white, of the three-masted barque SPECULANT at a jetty in low water. On the jetty and the shore are stacks of cut timber. The ship is in a wide river or bay, hills in the background, trees (like gum trees) in the foreground. Inscribed "Wrecked 10.2.11. Cape Patten. Jacobson. Munro. - - - -" Written on the photograph in blue pen "Rosbercon". (The SPECULANT was wrecked on 10th February 2011 at Cape Patton, Victoria, (not Patten as on the photograph). She was sailing under the control of Captain James Jacobsen and her First Mate was James Mumro.) The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). Peter’s great-grandson, also called Andrew, is a Security Officer in Warrnambool. The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village. The SPECULANT is historically significant as the largest ship to have been registered in Warrnambool, and is believed to have been the largest barquentine to visit Melbourne. It is evidence of the final days of large commercial sailing vessels involved in the Victorian and New Zealand timber trade. The SPECULANT is listed on the Victorian Heritage Register VHR S626Photograph, black and white, of the three-masted barque SPECULANT at a jetty in low water. On the jetty and the shore are stacks of cut timber. The ship is in a wide river or bay, hills in the background, trees (like gum trees) in the foreground. Inscribed below photograph "Wrecked 10.2.11. Cape Patten. Jacobson. Munro. - - - -" Written on the photograph in blue pen "Rosbercon"Inscribed below photograph "Wrecked 10.2.11. Cape Patten. Jacobson. Munro. - - - -" Written on the photograph in blue pen "Rosbercon"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, warrnambool historical photograph, cape patten, munro, james munro, la bella, speculant, cumming and ellis, international timber trade, p. j. mcgennan and co. warrnambool, peter mcgennan, capt. james jacobsen, warrnambool maritime history

"The fine structure of St. Peter's, with its prettily-decorated interior, which holds crowded congregations at Holy Mass on Sundays, is alone an eloquent testimony of the piety and devotion which permeates the whole parish. Attached to the church is a circulating library, and Catholic papers and other literature are distributed at the church door. Branches of the H.A.C.B. Society and Catholic Federation are doing much good work. (Melbourne Advocate, 17 January 1914) "OPENING AND CONSECRATION OF THE NEW CATHOLIC CHURCH OF ST. PETER’S, DAYLESFORD Cross on St. Peter'sNotwithstanding the inclemency of the weather, the opening of the new Catholic Church of St. Peter’s, yesterday (Sunday), attracted a crowded congregation. Although the rain, which has poured almost incessantly for some days past, had left our roads and streets in the condition for which Daylesford is celebrated in winter weather, and although he storm and rain seemed to increase as the hour announced for the ceremonies approached, the church was filled by a large congregation, comprising all sects and denominations of Christians in and around the district. The beautiful edifice, erected mainly through the zeal, liberality and energy of the respected pastor, presented a most imposing appearance, and reflects infinite credit upon the Rev. Mr. Slattery, and the flock committed to his charge. The church was commenced in November 1863 and has been in the hands of the workmen up to the present time, work being uninterruptedly carried on. On commencing the foundations, it was necessary to excavate until solid clay was reached, which in consequence of the deep rich chocolate soil on the site of the building, had to be carried down to an average depth of 6 feet 6 inches. The foundations were laid with massive stones in courses of 12-inch, and four feet thick, reducing to 3 feet below the floor line. The style of the building is decorated Gothic, and consists of a nave, 80 feet by 30 feet in the clear, and a chancel 18 feet high; from floor line to apex of roof, 47 feet, which is elegantly constructed, consisting of six spans or frames with puncheons resting on carved corbels, low down between the windows. The north side consists of a handsome entrance, near the north-west angle, approached by nine steps of cut stone, and four bays of windows on nave, and a small door on side of chancel, intended as an entry from the sacristy. The south side presents a very handsome view to Victoria street, a beautiful porch entrance giving access to the building on the south-east end of nave; and on the south-west angle a handsome octagonal spire, terminating in an iron cross, with gilt floriations; the height of top of cross, from floor line, is 88 feet. A stone stairs gives access to the organ gallery and the belfry. The whole of the windows are of a handsome geometrical design, and carved in stone, with mullions and tracery, and glazed with amber-tinted glass, the chancel window being 15 feet high, and 8 feet wide. The chancel arch is unusually large, 27 feet St. Peter's interiorhigh and 18 feet wide, and handsomely moulded, and presents a fine appearance from the body of the church. The roof is stained a rich oak, with heavy cornice, and all the walls are smoothly plastered, and colored peach color, giving the amber-tinted glass a beautiful soft cathedral appearance to the interior. The altar is of a very chaste design, the panels being moulded with Gothic heads, and finished in white and gold; the altar rail was not completed, but is intended to be of polished cedar, with carved pillars. The interior fittings will be proceeded with immediately, and to complete the design, an organ gallery, with sittings for about 100 persons besides the choir, will be constructed on the west end. It is intended also to place pillar gaslights on each side of the main entrance, for lighting during vespers in winter. The style of architecture has been strictly carried out, and in the best and most substantial manner. The building has been erected under the superintendence of the architect Mr. John Townsend Brophy, a member of the congregation, and who has discharged his duty with great ability and care. The hour of half-past eleven has scarcely passed when from the sacristy entered His Lordship the Right Rev. Dr. Gould, Bishop of Melbourne, preceded by the Very Rev. Dean Hayes (Sandhurst), the Rev. P. J. Slattery, and a number of boys dressed in white surplices. The Right Reverend Prelate proceeded to the foot of the altar, the Very Rev. the Dean on his right, and the Rev. P. J. Slattery on the left. The prayers usual upon the occasion were read by the Bishop. A procession was then formed, and went around the church in the following order. Several youths bearing wax candles first, next the Very Rev. the Dean, then the Bishop and his train bearers, and following were the Rev. Mr. Slattery and acolytes. Having returned to the altar in the same order, the Deacon (Dean Hayes) and Sub-Deacon (Rev. P. J. Slattery) proceeded to robe his Lordship, who had taken his seat at the epistle side of the altar, for the solemn High Mass, at appropriate times wearing his mitre and bearing his crozier. The mass, which was chanted by the Bishop with touching simplicity and earnestness, was then commenced. The choir, under the direction of Mr. Meunsch, organist, was full and most effective. Mrs. Testar, of Melbourne, having generously offered her valuable services, took the leading soprano solos, and it is scarcely necessary to add, rendered them with exquisite taste and feeling – her beautiful voice being heard with great effect throughout the entire building. The choir consisted of the following ladies and gentlemen who volunteered to aid in the ceremonies upon this most interesting occasion. Ladies: Mrs. Tresar, soprano; Mrs. J.J. McCormick, alto; Miss Julia Conry, soprano; Mrs. Vincent, soprano; Mrs. Aitken, soprano. Gentlemen: H. Guthiel, tenor; Master John Murphy, tenor; James Knox, bass; J. M. Murphy, bass; Mr. Staunton, baritone; Mr. Sourby, alto; Mr. Short, bass. The chant, “Let us adore,” during the procession, was given by Mrs. Vincent with considerable power. The selection of the “Imperial Mass” (Haydn’s No. 3) was felicitous, and the highly artistic and finished manner in which the different parts were sustained, demonstrated that great and persevering care must have been bestowed on the preparation for “the opening day.” The “Kyrie” was given with the full strength and power of the choir. The swelling of the voices in complete harmony, and the pealing of the organ in the midst of incense and prayer, produced a most marked effect upon the congregation. In the “Gloria,” the solos of Mrs. Testar were really beautiful and Mrs. McCormick rendered the alto solos with considerable merit. Mr. Knox sang the part commencing with the words “Qui tolles” with much taste and power. The “Credo” than which we believe there is not a more magnificent piece of sacred music extant, was most successful in its rendering, nor do we ever remember to have heard anything more touching than the manner in which the line “Vetam Venturi in Seculi,” was given by Mrs. Testar. The offertory hymn “Come unto Me all ye that labor,” was given by Mrs. Testar with the most thrilling effect. The “Sanctus” having been sung, in which Mr. Sourby ably rendered an alto solo, the “Agnus Dei” was commenced with a solo by Mrs. McCormick and was given with great taste and feeling, Mrs. Testar, at the conclusion of the “Agnus,” taking up the soprano part. Mass being concluded, the Very Reverend Dean Hayes ascended the altar and proceeded to preach the opening sermon, taking as his text Second Paralipomenon [Chronicles II], 7th chapter and 16th verse – “For I have chosen and have sanctified this place that My hand may be there for ever, and My eyes and My heart may remain there perpetually.” St Peter's manseAt the close of the sermon a collection was made by the very reverend preacher, assisted by John Egan, Esq., Corinella, on behalf of the church, and about fifty pounds were contributed. When it is remembered that 500 tickets had been issues at 10s each, and the inclemency of the weather taken into consideration, the collection may be regarded as a large one. Benediction was sung by the Rev. P. J. Slattery, assisted by Dean Hayes, the choir singing the “O! Salutaris Hostia” and “Laudate.” Handel’s Hallelujah Chorus was sung at the termination of the ceremonies. The vestments issued at Benediction, as well as at the Mass, were of the most gorgeous and beautiful character. When the Benediction was over, the Rev. P. J. Slattery, standing at the front of the altar said– “I wish to say one or two words before the congregation leave. I feel most deeply indebted to all of you who have attended here today for the honor and glory of God, not withstanding the difficulties you had to encounter from this most inclement season. I am truly delighted at such a manifestation of feeling, and will not easily forget it.” The rev. gentleman having disrobed, thanked the members of the choir for their kindness in assisting at the ceremonies, and more especially Mrs. Testar, who had braved all the storm and rain to be present at, and give the advantage of her great musical abilities on, the “opening day.” (Daylesford Mercury, 15 May 1865.)A number of photographs of St Peter's Catholic Church, Daylesford, taken at the 150th anniversary celebration. st peter's catholic church daylesford, decoration, altar decoration, anniversary, daylesford, religion, painting, interior, slattery, gough, d'alton, mcmahon

Bendigo Easter Fair 1985, April 5-8. Programme Booklet. Friday: Sun Loon Display, Easter Bowling Carnival, Rotary Easter Art Show, Book Bazaar, Model Railroaders Exhibition, Dudley House, Exhibition of Dolls, Embroiderers Guild, Art Gallery. Saturday: Mardi-Gras Street Carnival, Busking, Outdoor Theatre, Arts & Music, Bendigo Theatre Company, Cynthia Holland & Bendigo Talent Club Sun Loong Display, Rotary Art Show, Handcraft Bazaar, Motorcycle Show-Sandhurst Historic Vehicle Club Trams, Central Deborah, Dudley House, Exhibition Dolls, Antique Fair, Model Railroaders, Fire Brigades' Carnival for Children, Horse & Harness Parade, Book Bazaar, Bowling Carnival, Football, Photographic Exhibition, Family Activities, Cinema 180, Exhibition of Paintings silver furniture & porcelain, Embroiders Guild. Sunday: Horse Spectacular, Model Railroaders, Rotary Art Show, Handcraft Bazaar, Antique & Historical Display of Arms Weapons & Military, Antique Fair, Torchlight Procession, Awakening of Dragon, Exhibition of Dolls, Dudley House, Trams, Central Deborah, Book Bazaar, Mardi-Gras Street Carnival, Hargreaves Mall, Motorcycle Show, Photographic Exhibition, Family Activities, Cinema 180, Art Gallery, Embroiderers Guild. Monday: Philatelic Society Exhibition, Rotary Art Show, Handcraft Bazaar, Antique Fair, Model Railroaders, Bendigo District Bowling Assn. Easter Bowling Carnival, Exhibition of Dolls, Dudley House Bendigo Branch Royal Historical Society, Trams, Central Deborah, Motorcycle Show, Antique and Historical Display of Arms Weapons & Militaria, Mardi-Gras Street Carnival, Hargreaves Mall, Gala Street Procession, Carnival For Children, Sun Loong on Display, Photographic Exhibition, Fusion, Cinema 180, Art Gallery, Embroiders Guild. Church Services in Bendigo City Area During Easter (listings for Thursday, Good Friday, Eater Saturday, Easter Day). The Bendigo & District Tourism Association Welcomes you to Victoria's Premier Town. Listing of events over Easter with map to guide all around. Bendigo Easter Fair Incorporated Phone: (054) 43 9191Bendigo Easter Fair Inc. would like to thank the Ministry for the Arts for its continued assistance over the past 11 years. 3 1/2 pages of information on the Bendigo Easter Fair and its rich history dating back to 1871. The first Fair was held to aid 2 charities: Bendigo Base Hospital and the Home and Hospital for the Aged (Benevolent Asylum). Gone are the days of the Fancy Bazaar, Fat Baby Contest and the greasy Pig Chase, many tradition remain the same. Links to the Chinese community date back to when the first settlers arrived seeking gold. This gives the Fair its unique quality and Brings visitors in their thousands each Easter. The Monday Procession has always been the most famous as many old photographs show. Some photos taken before the turn of the century. Many made the journey to Bendigo from Melbourne and outlying districts. Visitors line the route to see floats, bands, and the once a year appearance of the Chinese Dragon, ''Sun Loong'' or ''New Dragon''. The longest Imperial Dragon in the World; 300ft plus in length. His predecessor, ''Long'', is acclaimed as the worlds oldest Imperial Dragon. Easter Saturday Procession has taken form of a Horse and Harness Parade, attracting and immense variety of entrants. The torchlight Procession on Sunday evening includes fireworks, Fire Brigades, Fire Trucks, firemen, marching girls and illuminated floats. The Army has helped with the procession since around the time of Federation. 15th Transport Squadron (15 Tpt. Sqdn.), processions are assembled & dispatched with Army efficiency. Marshalling the Monday Procession this year will be done by the Army as well as our own Easter Fair marshalls with a new communications system.1930 the Popular Girl contest was introduced. The four main streets of Bendigo, Pall Mall, Mitchell Street, Hargreaves Street and Williamson Street (formerly View Street), sponsored their particular girl by means of raffles, street stalls and a variety of fund raising. The winner was the one that raised the most money, and was announced from the balcony of the Shamrock Hotel, by the Mayor of Bendigo on Easter Saturday Night. The Popular girl contest is still held with a lot of the fund raising now done by service clubs and voluntary organizations. 1984 fund raising efforts, in excess of $50,000 was distributed to charities in our area. The combined Bendigo Brigades' record support for the Easter Fair goes back of many years in a variety of ways. Bendigo people are known for their love of sport and the choice in the city is very wide. There will be no Easter Sports Carnival this year but Easter Fair will still be holding functions at the Bendigo Sports Centre in Park Road. Bendigo city centre will be alive with stalls, raffles and rides of every description over the three days of sports, Sat-Sun. Hargreaves Mall will be the focus of relaxation, buskers, community theatre, arts with craft activity & musical entertainment. The Rotary Club of Bendigo and the Easter Fair Society had had independent Arts Shows but in 1981amalgamate their shows. 1981 Rotary Club of Bendigo added the Antique Fair to the Easter Program, held in the RSL Memorial Hall, Pall Mall. Last year some event were cancelled, but last year's Fair was quite a success. With many outdoor activities, the weather plays a vital role. It has been necessary to alter some venues in the past years, with Easter being a week early in April this year we are looking forward to fine conditions. The Chinese and Bendigo Easter Fair, The First Chinese arrived on the goldfields in mid 1850's in teams or groups to work the rich alluvial gold fields of Dai Gum San (Big Gold Mountain). Most were of poorer class from the district of See Yup, an area of four villages near the provincial capital Canton (Kwangchow). By far the largest group came from the village of Toi Shan. The alluvial gold quickly petered out so by the time of the first Bendigo Easter Fair in 1871 most Chinese had either left for richer fields or turned to other pursuits such as stores, market gardens, laundries, herbalists etc.. Many of course had died on the fields from the rigors of mining of diseases not encountered in their homeland. The Benevolent Asylum (Home & Hospital for the age) and Bendigo Base Hospital had become places of rest, help and haven for old, sick and lonely Chinese. SO when the idea was mooted to hold a charity fair to raise money for these worthy establishments, the Chinese were only too happy to join with the Easter Fair Society in this charitable work. It has for over 113 years. Chinese showed their costumes, scenery, and weapons of warfare, but it was not until 1892, that the first of the 5 loongs (dragons) appeared.. . The pageant was marshalled by Mr T Chapman and headed by Mr Moody, attired in habiliments of a most gorgeous character on a gaily caparisoned horse, and his get up as a Chinese grandee was perfect. . . Tom toms , bagpipes. . Wind instrument resembling a clarinet. . Bagpipes,.. The Weekly Advertiser, Friday, April 22,1892. . . Today the Chinese Association, made up of descendants and families of the early Chinese and associate members, carries on the charitable works of their predecessors. A Little Of Dragons, We have all heard of St. George Bendigo dragons (loongs) have none of these characteristics, in fact they have only brought good to Bendigo. There are 3 chief species of Chinese Dragons of which ''The Lung'' (Loong) is the most powerful. It is also the spiritual dragon which produces wind and rain. It has 9 resemblances, the head of a camel, horns of a deer, eyes of a rabbit ears of a cow, neck of a snake, belly of a frog, scales of a carp, claws of a hawk and palm of a tiger. Loong is a vegetarian, favourite food pomelo (ooluk), the father of our modern grapefruit. The abode, according to legend is the sky or water. He is also deaf, thus requiring loud noises to awaken him and to keep him awake. . . Number of claws they have represent rank. Dragons have 2, 3, 4 or 5 claws, the latter being reserved for the Emperor. Loong and Sun Loong have both five claw dragons. Bendigo has had 5 or 6 dragons, the number being confused by the fact each dragon was called 'Loong'. Today Three dragons remain in Bendigo, Loong, Sun Loong, and Yar Loong. Loong is the oldest Imperial Dragon in the world. He continued his walk through the streets of Bendigo til his retirement in 1970. He was created in Fat Shan in the Peoples Republic of China. Built of. . . Sun Loong replaced Loong after the 2 dragon procession of 1970. Created by Mr Law On, . . Yar Loong is a night dragon, came in 1930's. . . Long history of dragons. . The Birth Of A Dragon. . . To awaken A Dragon. . . The Easter Monday Chinese Procession. . . Procession divided into 6 sections,.. The Easter Monday Procession comprises,… over 350 people. Conclusion It is hoped that in the near future a museum can be built to house the priceless regalia gathered together over the last century and a half by the Bendigo Chinese Association. Advertisements; Historic Bendigo Pottery, Mim's Restaurant, Antique Fair (Rotary), The Copper Pot, Sandhurst Town (Develop Victoria Council Tourism Award 1983-1985), Bendigo Motor Co. (Mazda), Diggers, Chaplin's, Bendigo's Dunny Diner, Arakoon, Quin's Bluebird, Allara Motor Lodge, Lakeview Motor Inn, The Armoured Car Company, Gillies, Mardi Gras Street Carnival, Handcraft Bazaar, Art Show (Rotary) Bendigo Model Railroaders (Easter Exhibition), Bendigo Easter Fair Highland Games brought to you by TV8 and Coca-Cola Bottlers. Design and Finished Art By Graphics Group, Bendigo.Graphics Group Bendigoevent, easter fair, bendigo easter fair incorporated, bendigo easter fair 1985, april 5-8. programme. friday: sun loon display, easter bowling carnival, rotary easter art show, book bazaar, model railroaders exhibition, dudley house, exhibition of dolls, embroiderers guild, art gallery. saturday: mardi-gras street carnival, busking, outdoor theatre, arts & music, bendigo theatre company, cynthia holland & bendigo talent club sun loong display, rotary art show, handcraft bazaar, motorcycle show-sandhurst historic vehicle club trams, central deborah, dudley house, exhibition dolls, antique fair, model railroaders, fire brigades' carnival for children, horse & harness parade, book bazaar, bowling carnival, football, photographic exhibition, family activities, cinema 180, exhibition of paintings silver furniture & porcelain, embroiders guild. sunday: horse spectacular, model railroaders, rotary art show, handcraft bazaar, antique & historical display of arms weapons & military, antique fair, torchlight procession, awakening of dragon, exhibition of dolls, dudley house, trams, central deborah, book bazaar, mardi-gras street carnival, hargreaves mall, motorcycle show, photographic exhibition, family activities, cinema 180, art gallery, embroiderers guild. monday: philatelic society exhibition, rotary art show, handcraft bazaar, antique fair, model railroaders, bendigo district bowling assn. easter bowling carnival, exhibition of dolls, dudley house bendigo branch royal historical society, trams, central deborah, motorcycle show, antique and historical display of arms weapons & militaria, mardi-gras street carnival, hargreaves mall, gala street procession, carnival for children, sun loong on display, photographic exhibition, fusion, cinema 180, art gallery, embroiders guild. church services bendigo city easter , eater saturday bendigo & district tourism association victoria's premier town. bendigo easter fair incorporated bendigo easter fair rich history 1871. base hospital and the home and hospital for the aged (benevolent asylum). fancy bazaar, fat baby contest greasy pig chase, many old photographs floats, bands, chinese dragon, ''sun loong'' or ''new dragon''. the longest imperial dragon in the world; 300ft plus in length easter saturday procession horse harness parade. torchlight procession on sunday evening includes fireworks, fire brigades, fire trucks, firemen, marching girls and illuminated floats. army helped federation. 15th transport squadron (15 tpt. sqdn). monday procession by the army 1930 popular girl contest introduced. four main streets, pall mall, mitchell street, hargreaves street williamson street. winner announced shamrock hotel, easter saturday night. popular girl contest fund raising service clubs voluntary organizations. 1984 fund raising efforts, in excess $50, 000 distributed to charities. combined bendigo brigades'. no easter sports carnival holding functions bendigo sports centre in park road. stalls, raffles three days sports, sat-sun. relaxation, buskers, community theatre, arts with craft activity & musical rotary club of bendigo easter fair society independent arts shows in 1981amalgamate antique fair, held last year some event cancelled. with many outdoor activities, weather plays vital role. alter some venues in the past, easter being a week early first chinese arrived goldfields in mid 1850's dai gum san (big gold mountain). see yup, canton (kwangchow). toi shan. first easter fair in 1871 for richer fields other pursuits stores, market gardens, laundries, herbalists etc. benevolent asylum (home & hospital for the age) bendigo base hospital had become places of rest, help and haven for old, chinese. charity fair to raise money, chinese join easter fair society in this charitable work. costumes, scenery, weapons of warfare, 1892, the first of the 5 loongs. marshalled by mr t chapman by mr moody, caparisoned horse, chinese grandee. tom toms, wind instrument. bagpipes, advertiser, april 22, 1892. chinese association, descendants chinese and associate charitable works. st. george ''the lung'' most powerful. spiritual dragon wind rain. 9 resemblances, camel, deer, rabbit cow, snake, frog, carp, hawk tiger. a vegetarian, pomelo (ooluk), the abode, legend is the sky or water. deaf loud noises to keep him awake. claws represent rank. 2, 3, 4 or 5 claws, reserved for emperor. had 5 or 6 dragons called 'loong'. three dragons loong, sun loong, yar loong. loong oldest imperial dragon in the world. retirement 1970. created in fat shan peoples republic of china. built of. sun loong, loong 2 dragon procession 1970. created mr law on, yar loong a night dragon1930's.history dragons. birth of a dragon. awaken a dragon. easter monday chinese procession divided 6 sections 350 people. priceless regalia last century bendigo chinese association. advertisements; historic bendigo pottery, mim's restaurant, antique fair (rotary), the copper pot, sandhurst town (develop victoria council tourism award 1983-1985), bendigo motor co. (mazda), diggers, chaplin's, bendigo's dunny diner, arakoon, quin's bluebird, allara motor lodge, lakeview motor inn, armoured car company, gillies, mardi gras street carnival, handcraft bazaar, art show model railroaders highland games tv8 coca-cola. art by graphics group

'Whose Ethics?':Codifying and enacting ethics in research settings Bringing ethics up to date? A review of the AIATSIS ethical guidelines Michael Davis (Independent Academic) A revision of the AIATSIS Guidelines for Ethical Research in Indigenous Studies was carried out during 2009-10. The purpose of the revision was to bring the Guidelines up to date in light of a range of critical developments that have occurred in Indigenous rights, research and knowledge management since the previous version of the Guidelines was released in 2000. In this paper I present an outline of these developments, and briefly discuss the review process. I argue that the review, and the developments that it responded to, have highlighted that ethical research needs to be thought about more as a type of behaviour and practice between engaged participants, and less as an institutionalised, document-focused and prescriptive approach. The arrogance of ethnography: Managing anthropological research knowledge Sarah Holcombe (ANU) The ethnographic method is a core feature of anthropological practice. This locally intensive research enables insight into local praxis and culturally relative practices that would otherwise not be possible. Indeed, empathetic engagement is only possible in this close and intimate encounter. However, this paper argues that this method can also provide the practitioner with a false sense of his or her own knowing and expertise and, indeed, with arrogance. And the boundaries between the anthropologist as knowledge sink - cultural translator and interpreter - and the knowledge of the local knowledge owners can become opaque. Globalisation and the knowledge ?commons?, exemplified by Google, also highlight the increasing complexities in this area of the governance and ownership of knowledge. Our stronghold of working in remote areas and/or with marginalised groups places us at the forefront of negotiating the multiple new technological knowledge spaces that are opening up in the form of Indigenous websites and knowledge centres in these areas. Anthropology is not immune from the increasing awareness of the limitations and risks of the intellectual property regime for protecting or managing Indigenous knowledge. The relevance of the Declaration on the Rights of Indigenous Peoples in opening up a ?rights-based? discourse, especially in the area of knowledge ownership, brings these issues to the fore. For anthropology to remain relevant, we have to engage locally with these global discourses. This paper begins to traverse some of this ground. Protocols: Devices for translating moralities, controlling knowledge and defining actors in Indigenous research, and critical ethical reflection Margaret Raven (Institute for Sustainability and Technology Policy (ISTP), Murdoch University) Protocols are devices that act to assist with ethical research behaviour in Indigenous research contexts. Protocols also attempt to play a mediating role in the power and control inherent in research. While the development of bureaucratically derived protocols is on the increase, critiques and review of protocols have been undertaken in an ad hoc manner and in the absence of an overarching ethical framework or standard. Additionally, actors implicated in research networks are seldom theorised. This paper sketches out a typology of research characters and the different moral positioning that each of them plays in the research game. It argues that by understanding the ways actors enact research protocols we are better able to understand what protocols are, and how they seek to build ethical research practices. Ethics and research: Dilemmas raised in managing research collections of Aboriginal and Torres Strait Islander materials Grace Koch (AIATSIS) This paper examines some of the ethical dilemmas for the proper management of research collections of Indigenous cultural materials, concentrating upon the use of such material for Native Title purposes. It refers directly to a number of points in the draft of the revised AIATSIS Guidelines for Ethical Research in Indigenous Studies and draws upon both actual and hypothetical examples of issues that may arise when requests are made for Indigenous material. Specific concerns about ethical practices in collecting data and the subsequent control of access to both the data itself and to published works based upon it are raised within the context of several types of collections, including those held by AIATSIS and by Native Title Representative Bodies. Ethics or social justice? Heritage and the politics of recognition Laurajane Smith (ANU) Nancy Fraser?s model of the politics of recognition is used to examine how ethical practices are interconnected with wider struggles for recognition and social justice. This paper focuses on the concept of 'heritage' and the way it is often uncritically linked to 'identity' to illustrate how expert knowledge can become implicated in struggles for recognition. The consequences of this for ethical practice and for rethinking the role of expertise, professional discourses and disciplinary identity are discussed. The ethics of teaching from country Michael Christie (CDU), with the assistance of Yi?iya Guyula, Kathy Gotha and Dh�?gal Gurruwiwi The 'Teaching from Country' program provided the opportunity and the funding for Yol?u (north-east Arnhem Land Aboriginal) knowledge authorities to participate actively in the academic teaching of their languages and cultures from their remote homeland centres using new digital technologies. As two knowledge systems and their practices came to work together, so too did two divergent epistemologies and metaphysics, and challenges to our understandings of our ethical behaviour. This paper uses an examination of the philosophical and pedagogical work of the Yol?u Elders and their students to reflect upon ethical teaching and research in postcolonial knowledge practices. Closing the gaps in and through Indigenous health research: Guidelines, processes and practices Pat Dudgeon (UWA), Kerrie Kelly (Australian Indigenous Psychologists Association) and Roz Walker (UWA) Research in Aboriginal contexts remains a vexed issue given the ongoing inequities and injustices in Indigenous health. It is widely accepted that good research providing a sound evidence base is critical to closing the gap in Aboriginal health and wellbeing outcomes. However, key contemporary research issues still remain regarding how that research is prioritised, carried out, disseminated and translated so that Aboriginal people are the main beneficiaries of the research in every sense. It is widely acknowledged that, historically, research on Indigenous groups by non-Indigenous researchers has benefited the careers and reputations of researchers, often with little benefit and considerably more harm for Indigenous peoples in Australia and internationally. This paper argues that genuine collaborative and equal partnerships in Indigenous health research are critical to enable Aboriginal and Torres Islander people to determine the solutions to close the gap on many contemporary health issues. It suggests that greater recognition of research methodologies, such as community participatory action research, is necessary to ensure that Aboriginal people have control of, or significant input into, determining the Indigenous health research agenda at all levels. This can occur at a national level, such as through the National Health and Medical Research Council (NHMRC) Road Map on Indigenous research priorities (RAWG 2002), and at a local level through the development of structural mechanisms and processes, including research ethics committees? research protocols to hold researchers accountable to the NHMRC ethical guidelines and values which recognise Indigenous culture in all aspects of research. Researching on Ngarrindjeri Ruwe/Ruwar: Methodologies for positive transformation Steve Hemming (Flinders University) , Daryle Rigney (Flinders University) and Shaun Berg (Berg Lawyers) Ngarrindjeri engagement with cultural and natural resource management over the past decade provides a useful case study for examining the relationship between research, colonialism and improved Indigenous wellbeing. The Ngarrindjeri nation is located in south-eastern Australia, a ?white? space framed by Aboriginalist myths of cultural extinction recycled through burgeoning heritage, Native Title, natural resource management ?industries?. Research is a central element of this network of intrusive interests and colonising practices. Government management regimes such as natural resource management draw upon the research and business sectors to form complex alliances to access funds to support their research, monitoring, policy development, management and on-ground works programs. We argue that understanding the political and ethical location of research in this contemporary management landscape is crucial to any assessment of the potential positive contribution of research to 'Bridging the Gap' or improving Indigenous wellbeing. Recognition that research conducted on Ngarrindjeri Ruwe/Ruwar (country/body/spirit) has impacts on Ngarrindjeri and that Ngarrindjeri have a right and responsibility to care for their lands and waters are important platforms for any just or ethical research. Ngarrindjeri have linked these rights and responsibilities to long-term community development focused on Ngarrindjeri capacity building and shifts in Ngarrindjeri power in programs designed to research and manage Ngarrindjeri Ruwe/Ruwar. Research agreements that protect Ngarrindjeri interests, including cultural knowledge and intellectual property, are crucial elements in these shifts in power. A preliminary review of ethics resources, with particular focus on those available online from Indigenous organisations in WA, NT and Qld Sarah Holcombe (ANU) and Natalia Gould (La Trobe University) In light of a growing interest in Indigenous knowledge, this preliminary review maps the forms and contents of some existing resources and processes currently available and under development in the Northern Territory, Queensland and Western Australia, along with those enacted through several cross-jurisdictional initiatives. A significant majority of ethics resources have been developed in response to a growing interest in the application of Indigenous knowledge in land and natural resource management. The aim of these resources is to ?manage? (i.e. protect and maintain) Indigenous knowledge by ensuring ethical engagement with the knowledge holders. Case studies are drawn on from each jurisdiction to illustrate both the diversity and commonality in the approach to managing this intercultural engagement. Such resources include protocols, guidelines, memorandums of understanding, research agreements and strategic plans. In conducting this review we encourage greater awareness of the range of approaches in practice and under development today, while emphasising that systematic, localised processes for establishing these mechanisms is of fundamental importance to ensuring equitable collaboration. Likewise, making available a range of ethics tools and resources also enables the sharing of the local and regional initiatives in this very dynamic area of Indigenous knowledge rights.b&w photographs, colour photographsngarrindjeri, ethics, ethnography, indigenous research, social justice, indigenous health

We don?t leave our identities at the city limits: Aboriginal and Torres Strait Islander people living in urban localities Bronwyn Fredericks Aboriginal and Torres Strait Islander people who live in cities and towns are often thought of as ?less Indigenous? than those who live ?in the bush?, as though they are ?fake? Aboriginal people ? while ?real? Aboriginal people live ?on communities? and ?real? Torres Strait Islander people live ?on islands?. Yet more than 70 percent of Australia?s Indigenous peoples live in urban locations (ABS 2007), and urban living is just as much part of a reality for Aboriginal and Torres Strait Islander people as living in remote discrete communities. This paper examines the contradictions and struggles that Aboriginal and Torres Strait Islander people experience when living in urban environments. It looks at the symbols of place and space on display in the Australian cities of Melbourne and Brisbane to demonstrate how prevailing social, political and economic values are displayed. Symbols of place and space are never neutral, and this paper argues that they can either marginalise and oppress urban Aboriginal and Torres Strait Islander people, or demonstrate that they are included and engaged. Juggling with pronouns: Racist discourse in spoken interaction on the radio Di Roy While the discourse of deficit with regard to Australian Indigenous health and wellbeing has been well documented in print media and through images on film and on television, radio talk concerning this discourse remains underresearched. This paper interrogates the power of an interactive news interview, aired on the Radio National Breakfast program on ABC Radio in 2011, to maintain and reproduce the discourse of deficit, despite the best intentions of the interview participants. Using a conversation-analytical approach, and membership categorisation analysis in particular, this paper interrogates the spoken interaction between a well-known radio interviewer and a respected medical researcher into Indigenous eye health. It demonstrates the recreation of a discourse emanating from longstanding hegemonies between mainstream and Indigenous Australians. Analysis of firstperson pronoun use shows the ongoing negotiation of social category boundaries and construction of moral identities through ascriptions to category members, upon which the intelligibility of the interview for the listening audience depended. The findings from analysis support claims in a considerable body of whiteness studies literature, the main themes of which include the pervasiveness of a racist discourse in Australian media and society, the power of invisible assumptions, and the importance of naming and exposing them. Changes in Pitjantjatjara mourning and burial practices Bill Edwards, University of South Australia This paper is based on observations over a period of more than five decades of changes in Pitjantjatjara burial practices from traditional practices to the introduction of Christian services and cemeteries. Missions have been criticised for enforcing such changes. However, in this instance, the changes were implemented by the Aboriginal people themselves. Following brief outlines of Pitjantjatjara traditional life, including burial practices, and of the establishment of Ernabella Mission in 1937 and its policy of respect for Pitjantjatjara cultural practices and language, the history of these changes which commenced in 1973 are recorded. Previously, deceased bodies were interred according to traditional rites. However, as these practices were increasingly at odds with some of the features of contemporary social, economic and political life, two men who had lost close family members initiated church funeral services and established a cemetery. These practices soon spread to most Pitjantjatjara communities in a manner which illustrates the model of change outlined by Everett Rogers (1962) in Diffusion of Innovations. Reference is made to four more recent funerals to show how these events have been elaborated and have become major social occasions. The world from Malarrak: Depictions of South-east Asian and European subjects in rock art from the Wellington Range, Australia Sally K May, Paul SC Ta�on, Alistair Paterson, Meg Travers This paper investigates contact histories in northern Australia through an analysis of recent rock paintings. Around Australia Aboriginal artists have produced a unique record of their experiences of contact since the earliest encounters with South-east Asian and, later, European visitors and settlers. This rock art archive provides irreplaceable contemporary accounts of Aboriginal attitudes towards, and engagement with, foreigners on their shores. Since 2008 our team has been working to document contact period rock art in north-western and western Arnhem Land. This paper focuses on findings from a site complex known as Malarrak. It includes the most thorough analysis of contact rock art yet undertaken in this area and questions previous interpretations of subject matter and the relationship of particular paintings to historic events. Contact period rock art from Malarrak presents us with an illustrated history of international relationships in this isolated part of the world. It not only reflects the material changes brought about by outside cultural groups but also highlights the active role Aboriginal communities took in responding to these circumstances. Addressing the Arrernte: FJ Gillen?s 1896 Engwura speech Jason Gibson, Australian National University This paper analyses a speech delivered by Francis James Gillen during the opening stages of what is now regarded as one of the most significant ethnographic recording events in Australian history. Gillen?s ?speech? at the 1896 Engwura festival provides a unique insight into the complex personal relationships that early anthropologists had with Aboriginal people. This recently unearthed text, recorded by Walter Baldwin Spencer in his field notebook, demonstrates how Gillen and Spencer sought to establish the parameters of their anthropological enquiry in ways that involved both Arrernte agency and kinship while at the same time invoking the hierarchies of colonial anthropology in Australia. By examining the content of the speech, as it was written down by Spencer, we are also able to reassesses the importance of Gillen to the ethnographic ambitions of the Spencer/Gillen collaboration. The incorporation of fundamental Arrernte concepts and the use of Arrernte words to convey the purpose of their 1896 fieldwork suggest a degree of Arrernte involvement and consent not revealed before. The paper concludes with a discussion of the outcomes of the Engwura festival and the subsequent publication of The Native Tribes of Central Australia within the context of a broader set of relationships that helped to define the emergent field of Australian anthropology at the close of the nineteenth century. One size doesn?t fit all: Experiences of family members of Indigenous gamblers Louise Holdsworth, Helen Breen, Nerilee Hing and Ashley Gordon Centre for Gambling Education and Research, Southern Cross University This study explores help-seeking and help-provision by family members of Indigenous people experiencing gambling problems, a topic that previously has been ignored. Data are analysed from face-to-face interviews with 11 family members of Indigenous Australians who gamble regularly. The results confirm that substantial barriers are faced by Indigenous Australians in accessing formal help services and programs, whether for themselves or a loved one. Informal help from family and friends appears more common. In this study, this informal help includes emotional care, practical support and various forms of ?tough love?. However, these measures are mostly in vain. Participants emphasise that ?one size doesn?t fit all? when it comes to avenues of gambling help for Indigenous peoples. Efforts are needed to identify how Indigenous families and extended families can best provide social and practical support to assist their loved ones to acknowledge and address gambling problems. Western Australia?s Aboriginal heritage regime: Critiques of culture, ethnography, procedure and political economy Nicholas Herriman, La Trobe University Western Australia?s Aboriginal Heritage Act 1972 (WA) and the de facto arrangements that have arisen from it constitute a large part of the Aboriginal ?heritage regime? in that state. Although designed ostensibly to protect Aboriginal heritage, the heritage regime has been subjected to various scholarly critiques. Indeed, there is a widespread perception of a need to reform the Act. But on what basis could this proceed? Here I offer an analysis of these critiques, grouped according to their focus on political economy, procedure, ethnography and culture. I outline problems surrounding the first three criticisms and then discuss two versions of the cultural critique. I argue that an extreme version of this criticism is weak and inconsistent with the other three critiques. I conclude that there is room for optimism by pointing to ways in which the heritage regime could provide more beneficial outcomes for Aboriginal people. Read With Me Everyday: Community engagement and English literacy outcomes at Erambie Mission (research report) Lawrence Bamblett Since 2009 Lawrie Bamblett has been working with his community at Erambie Mission on a literacy project called Read With Me. The programs - three have been carried out over the past four years - encourage parents to actively engage with their children?s learning through reading workshops, social media, and the writing and publication of their own stories. Lawrie attributes much of the project?s extraordinary success to the intrinsic character of the Erambie community, not least of which is their communal approach to living and sense of shared responsibility. The forgotten Yuendumu Men?s Museum murals: Shedding new light on the progenitors of the Western Desert Art Movement (research report) Bethune Carmichael and Apolline Kohen In the history of the Western Desert Art Movement, the Papunya School murals are widely acclaimed as the movement?s progenitors. However, in another community, Yuendumu, some 150 kilometres from Papunya, a seminal museum project took place prior to the completion of the Papunya School murals and the production of the first Papunya boards. The Warlpiri men at Yuendumu undertook a ground-breaking project between 1969 and 1971 to build a men?s museum that would not only house ceremonial and traditional artefacts but would also be adorned with murals depicting the Dreamings of each of the Warlpiri groups that had recently settled at Yuendumu. While the murals at Papunya are lost, those at Yuendumu have, against all odds, survived. Having been all but forgotten, this unprecedented cultural and artistic endeavour is only now being fully appreciated. Through the story of the genesis and construction of the Yuendumu Men?s Museum and its extensive murals, this paper demonstrates that the Yuendumu murals significantly contributed to the early development of the Western Desert Art Movement. It is time to acknowledge the role of Warlpiri artists in the history of the movement.b&w photographs, colour photographsracism, media, radio, pitjantjatjara, malarrak, wellington range, rock art, arrernte, fj gillen, engwura, indigenous gambling, ethnography, literacy, erambie mission, yuendumu mens museum, western desert art movement

The ship building company E. & A. Sewall, from Bath, Maine, USA, built many ships that had wheels with the same decorative, starburst pattern on them as this particular wheel segment, including the Eric the Red. The wheel was manufactured by their local Bath foundry, Geo. Moulton & Co. and sold to the Sewall yard for $100, according to the construction accounts of the vessel. Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, and was the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows that Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) - about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. On 4th September 1880 the ship had been sailing for an uneventful 85 days and the voyage was almost at its end. Eric the Red approached Cape Otway in a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats, the mizzenmast fell, with all of its rigging, then the mainmast fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Cries were heard coming from out of the darkness. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts and bravery, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and a medal for bravery. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Segment of a ship's wheel, or helm, from the wreck of the sailing ship Eric the Red. The wheel part is an arc shape from the outer rim of the wheel and is made up of three layers of timber. The centre layer is a dark, dense timber and is wider than the two outer layers, which are less dense and lighter in colour. The wheel segment has a vertically symmetrical, decorative copper plate inlaid on the front. The plate has a starburst pattern; six stars decorate it, each at a point where there is a metal fitting going through the three layers of timber to the rear side of the wheel. On the rear each of the six fittings has an individual copper star around it. The edges of the helm are rounded and bevelled, polished to a shine in a dark stain. Around each of the stars, front and back, the wood is a lighter colour, as though the metal in that area being polished frequently. The length of the segment suggests that it has probably come from a wheel or helm that had ten spokes. (Ref: F.H.M.M. 16th March 1994, 239.6.610.3.7. Artefact Reg No ER/1.)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ship's-wheel, eric-the-red, helm, shei's wheel, ship's steering wheel

The wooden door was salvaged from the wreck of the sailing ship Eric the Red, which was a wooden, three masted clipper ship. Eric the Red was the largest full-rigged ship built at Bath, Maine, USA in 1871, having had a 1,580 tons register. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. On 4th September 1880 the Eric the Red approached Cape Otway with a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. He ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats. The mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod and samples of wood. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Door from the wreck of the ship Eric the Red. The wooden singular rectangular door includes three insert panel sections. The top section is square shaped and is missing its panel or glass. The centre timber panel is about a third of the height of the top panel and the bottom timber panel is approximately equal in height to the total height of the two upper panels. The door fastenings include both a metal door latch and traditional door bolt. They are both attached to the front right hand side of the door. The bolt is just below the top panel, and the door latch is in approximately the centre of that side. The door latch has a round mark where a handle could have been attached. The wood of the door has scraping marks in a semi-circle around the door latch where the latch has swung around on its one remaining fastening and grazed the surface. There is a metal hinge at the top section of the door on the opposite side to the latch. The painted surface has been scraped back to expose the wood. The door is shorter than the average height of a person. On the reverse of the door there are lines on the panels, just inside their edges, is what appears to be pencil. The door is not aligned straight but is skew to centre.warrnambool, flagstaff hill, flagstaff hill maritime village, maritime museum, shipwreck coast, great ocean road, shipwreck artefact, eric the red, jaques allen, sewall, 1880, melbourne exhibition 1880, cape otway, otway reef, victorian shipwreck, bass strait, eric-the-red, door

This wooden sword is said to “possibly be the only remaining part of the figurehead from the sailing ship Eric the Red.” It was previously part of the collection of the old Warrnambool Museum and the entry in its inventory says “Wooden sword, portion of the figurehead, held by “Eric the Red” at the bow.” A large part of the ship’s hull was found on the rocks and a figurehead may have been attached or washed up on the shore. The shipping records for E. & A. Sewall, the builders, owners and managers of Eric the Red, are now preserved in the Maine Maritime Museum. There is no photograph on record of Eric the Red but photographs of other ships built around that time by the same company show that these did not have figureheads, and there is no record found of a figurehead for Eric the Red being ordered or paid for. Further research is being carried out. The ship building company E. & A. Sewall, from Bath, Maine, USA, built Eric the Red, a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, and was the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows that Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric the Red, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) - about a quarter to a third of America’s total exhibits - from America for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Z. Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were 2 saloon passengers also. On 4th September 1880 the ship had been sailing for an uneventful 85 days and the voyage was almost at its end. Eric the Red approached Cape Otway in a moderate north-west wind and hazy and overcast atmosphere. Around 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. A heavy sea knocked the man away from the wheel, broke the wheel ropes and carried away the rudder. The sea swamped the lifeboats, the mizzenmast fell, with all of its rigging, then the mainmast fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. Cries were heard coming from out of the darkness. Captain Jones sent out two life boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Z. Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. The captain and crew of the Dawn were recognised by the United States Government in July 1881 for their humane efforts and bravery, being thanked and presented with substantial monetary rewards, medals and gifts. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and a medal for bravery. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse. (Victorian Heritage Database Registration Number S239, Official Number 8745 USA)This carved wooden sword, recovered from the Eric the Red, is possibly the only portion of the figurehead recovered after the wreck. There are spirals carved from the base of the handle to the top of the sword. The hilt of the sword is a lion’s head holding its tail in its mouth, the tail forming the handle. The blade of the sword has engraved patterns on it. Tiny particles of gold leaf and dark blue paint fragments can be seen between the carving marks. There are remnants of yellowish-orange and crimson paint on the handle. At some time after the sword was salvaged the name of the ship was hand painted on the blade in black paint. The tip of the sword has broken or split and the remaining part is charcoal in appearance. On both the tip and the base of the handle are parts made where the sword could have been joined onto the figurehead There is a white coating over some areas of the sword, similar to white lead putty used in traditional shipbuilding. The words “ERIC the RED” have been hand painted on the blade of the sword in black paint sometime after it was salvaged.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, sword, wooden sword, eric the red, carved sword, figurehead, snake head on sword

This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Triangular shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

This piece of timber from the ship Eric the Red has been eaten through by the marine animals called Teredo Worms, sometimes called sea worms or ‘termites of the sea’. The worms bore holes into wood that is immersed in sea water and bacteria inside the worms digest the wood. Shipbuilders tried to prevent this problem by using coatings of tar, wax, lead or pitch. In the 18th and 19th centuries the outside of their ships were sheathed in copper or a combination of copper and zinc (called Muntz metal) and would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. The American ship Eric the Red was a wooden, three masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson , who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and hazy and overcast atmosphere. On 4th September 1880 at about 1:30am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, south west of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its rigging, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually the Captain made it to the deckhouse and the men pulled him up. At about 4:30am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, its sailing time different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey she was commanded by Captain Jones, and was sailing between Melbourne and Portland via Warrnambool. The provedore of the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats, and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and the able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia, passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship, nor its cargo, was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steam ship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally those on board the Pharos had the name of the wrecked vessel. During this operation Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated on to Point Franklin. Some of the vessels yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of floating wreckage about 10 miles off land, south east of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and fly catchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, several samples of wood and a medal for bravery, awarded to Nelson Johnson, a crew member of the S.S. Dawn by the U.S. President, for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and tea pots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that were awarded to his father, another Dawn crew member who was part of the rescue team. The medal is inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and sheds around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7 foot long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at ship building in Apollo bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson, recipient of the medal for bravery, married Elizabeth Howard in 1881 and they had 10 children. They lived in South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn".The wood (timber) sample is listed on the Collections Australia Database, Heritage Victoria, number 239 00010 A “The Eric the Red is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) Wood sample from the wreck of the ship Eric the Red. Oblong shaped, full of sea worm (Teredo worm) holes. The wood is dark in colour and is very light in weight. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwreck-artefact, eric-the-red, zaccheus-allen, sewall, 1880, melbourne-exhibition, cape-otway, otway-reef, wood-sample, s.s.-dawn

This medal for bravery, for rescue of the crew from the shipwreck “Eric the Red” on 4th September 1880, was awarded to one of the crew of the steamer S.S. Dawn by the President of the United States in July 1881. The medal is engraved with the name “Nelson Johnson” (the anglicised version of his Swedish name Neils Frederick Yohnson). It was donated to Flagstaff Hill Maritime Village in 2013 by Nelson’s granddaughter. Nelson had migrated from Sweden to Sydney in 1879. The next year in 1880, aged 24, he was a seaman on the steamship Dawn and involved in the rescue of the survivors of the Eric the Red. Nelson Johnson was a crew member of the S.S. Dawn and was one of the rescue team in the dinghy in the early morning of September 4th 1880. Medals were awarded to the Captain and crew of the S.S. Dawn by the President of the United States, through the Consul-general (Mr Oliver M. Spencer), in July 1881 “ … in recognition of their humane efforts in rescuing the 23 survivors of the American built wooden sailing ship, the Eric the Red, on 4th September 1880.” The men were also presented with substantial monetary rewards and gifts. The city of Warrnambool’s care of the survivors was also mentioned by the President at the presentation, saying that “the city hosted and supported the crew ‘most graciously’. Previously, a week after the shipwreck, the Australian Government had also conveyed its thanks to the Captain and crew of the S.S. Dawn “Captain Griffith Jones, S.S. Dawn, The Hon. Mr Clark desires that the thanks of the Government should be conveyed to you for the prompt, persevering and seamanlike qualities displayed by you, your officers and crew in saving the number of lives you did on the occasion referred to. The hon. The Commissioner has also been pleased to award you a souvenir in commemoration of the occasion, and a sum of 65 pounds to be awarded to your officers and crew according to annexed scale. I am, &c, W Collins Rees, for and in the absence of the Chief Harbour Master.” The Awards are as follows: - Crew of DAWN'S lifeboat-Chief Officer, Mr G. Peat, 15 pounds; boat's crew-G. Sterge, A.B., 5 pounds; T. Hammond, A.B., 5 pounds; J. Black, A.B., 5 pounds; H. Edwards, A.B., 5 pounds. Dinghy's Crew-Second Officer, Mr Christie, 10 pounds; boat's crew -F. Lafer, A.B., 5 pounds; W. Johnstone, A.B., 5 pounds; Mr Lear, provedore, 5 pounds; Mr Dove, purser, 5 pounds. Captain Jones receives a piece of plate. (from “Wreck of the ship Eric the Red” by Jack Loney) The medal’s history, according to the Editor of ‘E-Sylum’ (the newsletter of The Numismatic Bibliomania Society “… appears to be an example of an 1880 State Department medal, catalogued as LS-3 (page 322 of R. W. Julian's book, Medals of the United States Mint: The First Century 1792-1892). The reverse is mostly blank for engraving, surrounded by a thin wreath. It was designed by George Morgan, chief engraver for the Philadelphia Mint, and struck in gold, silver and bronze. The one pictured here (in The Standard newspaper, 2nd July 2013) appears to be silver.” The following is an account of the events which led to the awarding of this medal. The American ship Eric the Red was a wooden, three-masted clipper ship. She had 1,580 tons register and was the largest full-rigged ship built at Bath, Maine, USA in 1871. She was built and registered by Arthur Sewall, later to become the partnership E. & A. Sewall, the 51st ship built by this company. The annually-published List of Merchant Vessels of the U.S. shows Bath was still the home port of Eric the Red in 1880. The vessel was named after the Viking discoverer, Eric ‘the Red-haired’ Thorvaldsson, who was the first European to reach the shores of North America (in 980AD). The ship Eric the Red at first traded in coal between America and Britain, and later traded in guano nitrates from South America. In 1879 she was re-metalled and was in first-class condition. On 10th June 1880 (some records say 12th June) Eric the Red departed New York for Melbourne and then Sydney. She had been commissioned by American trade representatives to carry a special cargo of 500 exhibits (1400 tons) – about a quarter to a third of America’s total exhibits - for the U.S.A. pavilion at Melbourne’s first International Exhibition. The exhibits included furniture, ironmongery, wines, chemicals, dental and surgical instruments, paper, cages, bronze lamp trimmings, axles, stamped ware, astronomical and time globes, samples of corn and the choicest of leaf tobacco. Other general cargo included merchandise such as cases of kerosene and turpentine, brooms, Bristol's Sarsaparilla, Wheeler and Wilson sewing machines, Wheeler’s thresher machine, axe handles and tools, cases of silver plate, toys, pianos and organs, carriages and Yankee notions. The Eric the Red left New York under the command of Captain Zaccheus Allen (or some records say Captain Jacques Allen) and 24 other crew including the owner’s son third mate Ned Sewall. There were also 2 saloon passengers on board. The ship had been sailing for an uneventful 85 days and the voyage was almost at its end. As Eric the Red approached Cape Otway there was a moderate north-west wind and a hazy and overcast atmosphere. On 4th September 1880 at about 1:30 am Captain Allen sighted the Cape Otway light and was keeping the ship 5-6 miles offshore to stay clear of the hazardous Otway Reef. However, he had badly misjudged his position. The ship hit the Otway Reef about 2 miles out to sea, southwest of the Cape Otway light station. Captain Allen ordered the wheel to be put ‘hard up’ thinking that she might float off the reef. The sea knocked the helmsman away from the wheel, broke the wheel ropes and carried away the rudder. The lifeboats were swamped, the mizzenmast fell, with all of its riggings, then the mainmast also fell and the ship broke in two. Some said that the passenger Vaughan, who was travelling for his health and not very strong, was washed overboard and never seen again. The ship started breaking up. The forward house came adrift with three of the crew on it as well as a longboat, which the men succeeded in launching and keeping afloat by continually bailing with their sea boots. The captain, the third mate (the owner’s son) and others clung to the mizzenmast in the sea. Then the owner’s son was washed away off the mast. Within 10 minutes the rest of the ship was in pieces, completely wrecked, with cargo and wreckage floating in the sea. The captain encouraged the second mate to swim with him to the deckhouse where there were other crew but the second mate wouldn’t go with him. Eventually, the Captain made it to the deckhouse and the men pulled him up. At about 4:30 am the group of men on the deckhouse saw the lights of a steamer and called for help. At the same time, they noticed the second mate and the other man had drifted nearby, still on the spur, and pulled them both onto the wreck. The coastal steamer SS Dawn was returning to Warrnambool from Melbourne, and its sailing time was different to its usual schedule. She was built in 1876 and bought by the Portland and Belfast Steam Navigation Co. in 1877. At the time of this journey, she was commanded by Captain Jones and was sailing between Melbourne and Portland via Warrnambool. The provedore the Dawn, Benjamin Lear, heard cries of distress coming through the portholes of the saloon. He gave the alarm and the engines were stopped. Cries could be heard clearly, coming from the land. Captain Jones sent out crew in two boats and fired off rockets and blue lights to illuminate the area. They picked up the three survivors who were in the long boat from Eric the Red. Two men were picked up out of the water, one being the owner’s son who was clinging to floating kerosene boxes. At daylight, the Dawn then rescued the 18 men from the floating portion of the deckhouse, which had drifted about 4 miles from where they’d struck the reef. Shortly after the rescue the deckhouse drifted onto breakers and was thrown onto rocks at Point Franklin, about 2 miles east of Cape Otway. Captain Jones had signalled to Cape Otway lighthouse the number of the Eric the Red and later signalled that there was a wreck at Otway Reef but there was no response from the lighthouse. The captain and crew of the Dawn spent several more hours searching unsuccessfully for more survivors, even going back as far as Apollo Bay. On board the Dawn the exhausted men received care and attention to their needs and wants, including much-needed clothing. Captain Allen was amongst the 23 battered and injured men who were rescued and later taken to Warrnambool for care. Warrnambool’s mayor and town clerk offered them all hospitality, the three badly injured men going to the hospital for care and others to the Olive Branch Hotel, then on to Melbourne. Captain Allen’s leg injury prevented him from going ashore so he and three other men travelled on the Dawn to Portland. They were met by the mayor who also treated them all with great kindness. Captain Allen took the train back to Melbourne then returned to America. Those saved were Captain Zaccheus Allen (or Jacques Allen), J. Darcy chief mate, James F. Lawrence second mate, Ned Sewall third mate and owner’s son, John French the cook, C. Nelson sail maker, Clarence W. New passenger, and able seamen Dickenson, J. Black, Denis White, C. Herbert, C. Thompson, A. Brooks, D. Wilson, J. Ellis, Q. Thompson, C. Newman, W. Paul, J. Davis, M. Horenleng, J. Ogduff, T. W. Drew, R. Richardson. Four men had lost their lives; three of them were crew (Gus Dahlgreen ship’s carpenter, H. Ackman steward, who drowned in his cabin, and George Silver seaman) and one a passenger (J. B. Vaughan). The body of one of them had been found washed up at Cape Otway and was later buried in the lighthouse cemetery; another body was seen on an inaccessible ledge. Twelve months later the second mate James F. Lawrence, from Nova Scotia passed away in the Warrnambool district; an obituary was displayed in the local paper. Neither the ship nor its cargo was insured. The ship was worth about £15,000 and the cargo was reportedly worth £40,000; only about £2,000 worth had been recovered. Cargo and wreckage washed up at Apollo Bay, Peterborough, Port Campbell, Western Port and according to some reports, even as far away as the beaches of New Zealand. The day after the wreck the government steamship Pharos was sent from Queenscliff to clear the shipping lanes of debris that could be a danger to ships. The large midship deckhouse of the ship was found floating in a calm sea near Henty Reef. Items such as an American chair, a ladder and a nest of boxes were all on top of the deckhouse. As it was so large and could cause danger to passing ships, Captain Payne had the deckhouse towed towards the shore just beyond Apollo Bay. Between Apollo Bay and Blanket Bay, the captain and crew of Pharos collected Wheeler and Wilson sewing machines, nests of boxes, bottles of Bristol’s sarsaparilla, pieces of common American chairs, axe handles, a Wheelers’ Patent thresher and a sailor’s trunk with the words “A. James” on the front. A ship’s flag-board bearing the words “Eric the Red” was found on the deckhouse; finally, those on board the Pharos had the name of the wrecked vessel. During this operation, Pharos came across the government steamer Victoria and also a steamer S.S. Otway, both of which were picking up flotsam and wreckage. A whole side of the hull and three large pieces of the other side of the hull, with some of the copper sheathing stripped off, had floated onto Point Franklin. Some of the vessels' yards and portions of her masts were on shore. The pieces of canvas attached to the yards and masts confirmed that the vessel had been under sail. The beach there was piled with debris several feet high. There were many cases of Diamond Oil kerosene, labelled R. W. Cameron and Company, New York. There were also many large planks of red pine, portions of a small white boat and a large, well-used oar. Other items found ashore included sewing machines (some consigned to ‘Long and Co.”) and notions, axe and scythe handles, hay forks, wooden pegs, rolls of wire (some branded “T.S” and Co, Melbourne”), kegs of nails branded “A.T. and Co.” from the factory of A. Field and Son, Taunton, Massachusetts, croquet balls and mallets, buggy fittings, rat traps, perfumery, cutlery and Douay Bibles, clocks, bicycles, chairs, a fly wheel, a cooking stove, timber, boxes, pianos, organs and a ladder. (Wooden clothes pegs drifted in for many years). There seemed to be no personal luggage or clothing. The Pharos encountered a long line, about one and a half miles, of f locating wreckage about 10 miles off land, southeast of Cape Otway, and in some places about 40 feet wide. It seemed that more than half of it was from Eric the Red. The ship’s crew rescued 3 cases that were for the Melbourne Exhibition and other items from amongst the debris. There were also chairs, doors, musical instruments, washing boards, nests of trunks and flycatchers floating in the sea. Most of the goods were saturated and smelt of kerosene. A section of the hull lies buried in the sand at Parker River Beach. An anchor with a chain is embedded in the rocks east of Point Franklin and a second anchor, thought to be from Eric the Red, is on display at the Cape Otway light station. (There is a photograph of a life belt on the verandah of Rivernook Guest House in Princetown with the words “ERIC THE RED / BOSTON”. This is rather a mystery as the ship was registered in Bath, Maine, USA.) Parts of the ship are on display at Bimbi Park Caravan Park and at Apollo Bay Museum. Flagstaff Hill Maritime Village also has part of the helm (steering wheel), a carved wooden sword (said to be the only remaining portion of the ship’s figurehead; further research is currently being carried out), a door, a metal rod, samples of wood and this medal awarded for the rescue of the crew. Much of the wreckage was recovered by the local residents before police and other authorities arrived at the scene. Looters went to great effort to salvage goods, being lowered down the high cliff faces to areas with little or no beach to collect items from the wreckage, their mates above watching out for dangerous waves. A Tasmanian newspaper reports on a court case in Stawell, Victoria, noting a man who was caught 2 months later selling tobacco from the wreckage of Eric the Red. Some of the silverware is still treasured by descendants of Mr Mackenzie who was given these items by officials for his help in securing the cargo. The gifts included silver coffee and teapots, half a dozen silver serviette rings and two sewing machines. A Mr G.W. Black has in his possession a medal and a purse that was awarded to his father, another Dawn crew member who was part of the rescue team. The medal is similarly inscribed and named “To John Black ….” (from “Shipwrecks” by Margaret E. Mackenzie, 3rd edition, published 1964). The wreck and cargo were sold to a Melbourne man who salvaged a quantity of high-quality tobacco and dental and surgical instruments. Timbers from the ship were salvaged and used in the construction of houses and shed around Apollo Bay, including a guest house, Milford House (since burnt down in bushfires), which had furniture, fittings and timber on the dining room floor from the ship. A 39.7-foot-long trading ketch, the Apollo, was also built from its timbers by Mr Burgess in 1883 and subsequently used in Tasmanian waters. It was the first attempt at shipbuilding in Apollo Bay. In 1881 a red light was installed about 300 feet above sea level at the base of the Cape Otway lighthouse to warn ships when they were too close to shore; It would not be visible unless a ship came within 3 miles from it. This has proved to be an effective warning. Nelson Johnson married Elizabeth Howard in 1881 and they had 10 children, the father of the medal’s donor being the youngest. They lived in 13 Tichbourne Place, South Melbourne, Victoria. Nelson died in 1922 in Fitzroy Victoria, age 66. In 1895 the owners of the S.S. Dawn, the Portland and Belfast Steam Navigation Co., wound up and sold out to the Belfast Company who took over the Dawn for one year before selling her to Howard Smith. She was condemned and sunk in Suva in 1928. The State Library of Victoria has a lithograph in its collection depicting the steamer Dawn and the shipwrecked men, titled. "Wreck of the ship Eric the Red, Cape Otway: rescue of the crew by the Dawn". The medal for bravery is associated with the ship the “The Eric the Red which is historically significant as one of Victoria's major 19th century shipwrecks. (Heritage Victoria Eric the Red; HV ID 239) The wreck led to the provision of an additional warning light placed below the Cape Otway lighthouse to alert mariners to the location of Otway Reef. The site is archaeologically significant for its remains of a large and varied cargo and ship's fittings being scattered over a wide area. The site is recreationally and aesthetically significant as it is one of the few sites along this coast where tourists can visit identifiable remains of a large wooden shipwreck, and for its location set against the background of Cape Otway, Bass Strait, and the Cape Otway lighthouse.“ (Victorian Heritage Database Registration Number S239, Official Number 8745 USA) This medal was awarded to Nelson Johnson by the U.S. President for bravery in the rescue of the Eric the Red crew. The obverse of the round, solid silver medal has an inscription around the rim. In the centre of the medal is the head of Liberty to the left, hair in a bun, with a sprig of leaves in the top left of a band around her head. There is a 6-pointed star below the portrait, between the start and end of the inscription. There are two raised areas on the rim, horizontally opposite each other, from the edge to just below the lettering and coinciding with the holes drilled in the edge. Slightly right of the top is a round indentation in the rim. The reverse has a wreath of leaves as a border, joined at the bottom by a ribbon bow. In the centre of the medal is an inscription, decorated with 3-pronged design and dots. The edge is plain with 2 small, rough and uneven holes horizontally opposite to each other, as though they had been used for mounting the medal at some stage. The medal has a matte finish on both sides and is slightly pitted and scratched.“PRESENTED BY THE PRESIDENT OF THE UNITED STATES” around the perimeter of the obverse of the medal. “TO / Nelson Johnson, / seaman of the British, / str “Dawn”, for bravery, / at risk of life, / in / rescuing the crew of / the American Ship / “Eric the Red.” “M” on obverse, truncation of the portraitwarrnambool, flagstaff hill, flagstaff hill maritime village, maritime museum, shipwreck coast, great ocean road, shipwreck artefact, eric the red, zaccheus allen, sewall, 1880, melbourne exhibition, cape otway, otway reef, victorian shipwreck, medal, nelson johnson, neils frederick yohnson, s.s. dawn, george morgan, hero

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

The carronade was designed as a short-range naval weapon with a low muzzle velocity for merchant ships, but it also found a niche role on warships. It was produced by the Carron Iron Works and was at first sold as a complete system with the gun, mounting, and shot altogether. Carronades initially became popular on British merchant ships during the American Revolutionary War. A lightweight gun that needed only a small gun crew and was devastating at short range was well suited to defending merchant ships against French and American privateers. The invention of the cannon is variously attributed to Lieutenant General Robert Melville in 1759, or to Charles Gascoigne, manager of the Carron Company from 1769 to 1779. In its early years, the weapon was sometimes called a "mellvinade" or a "gasconade". The carronade can be seen as the culmination of a development of naval guns reducing the barrel length and thereby the gunpowder charge. The Carron Company was already selling a "new light-constructed" gun, two-thirds of the weight of the standard naval gun and charged with one-sixth of the weight of the ball in powder before it introduced the carronade, which further halved the gunpowder charge. The theory of its design was to use less powder and had other advantages that were advertised in the company's sales pamphlet of the time, state. The smaller gunpowder charge reduced the barrel heating in action, also reduced the recoil. The mounting, attached to the side of the ship on a pivot, took the recoil on a slider, without altering the alignment of the gun. The pamphlet advocated the use of woollen cartridges, which eliminated the need for wadding and worming, although they were more expensive. Carronades also simplified gunnery for comparatively untrained merchant seamen in both aiming and reloading that was part of the rationale for adopting the gun. Other advantages promoted by the company were. The replacement of trunnions by a bolt underneath, to connect the gun to the mounting, reduced the width of the carriage that enhanced the wide angle of fire. A merchant ship would almost always be running away from an enemy, so a wide-angle of fire was much more important than on a warship. A carronade weighed a quarter as much as a standard cannon and used a quarter to a third of the gunpowder charge. This reduced charge allowed Carronades to have a shorter length and much lighter weight than long guns. Increasing the size of the bore and ball reduces the required length of the barrel. The force acting on the ball is proportional to the square of the diameter, while the mass of the ball rises by the cube, so acceleration is slower; thus, the barrel can be shorter and therefore lighter. Long guns were also much heavier than Carronades because they were over-specified to be capable of being double-shotted, (to load cannons with twice the shot, for increased damage at the expense of range), whereas it was dangerous to do this in a carronade. A ship could carry more carronades, or carronades of a larger calibre, than long guns, and carronades could be mounted on the upper decks, where heavy long guns could cause the ship to be top-heavy and unstable. Carronades also required a smaller gun crew, which was very important for merchant ships, and they were faster to reload. The small bore carronade and carriage is part of a collection of nineteenth Century Flagstaff Hill Guns and Cannon, which is classified as being of significance and was made a few years after the beginning of Queen Victoria's reign in 1837 and fires a 6 lb pound cannon ball. This nineteenth century artillery piece is a rare and representative item of artillery of this era, used predominately on ships, both military and merchant. The artillery piece, individually and as part of the collection, is highly significant for its historical, scientific and aesthetic reasons at the state, national and world level. This carronade represents the methods of artillery technology, its advancement and its modifications to suit dangerous situations that sailors encountered from attacks from free booters (pirates, living from plunder) or others at the time. Carronade firing a 6 lb cast iron ball, with a smooth bore barrel 6.5 cm in dia the item is mounted on stepped wooden carriage with wooden wheels. Cannon barrel can have its elevation adjusted via a wooden wedge. Gun carriage has loops for locating and holding in position to a deck by ropes. Carriage is a replica made 1982Cast into the barrel is the royal emblem of Queen Victoria (VR "Victoria Regina") indicating the carronade was cast during Queen Victoria's reign / 1840 & 4-2-0 denoting the weight of the barrel. Right hand trunnion has a serial number “8708”. Also on top of the barrel is the British "Board of Ordinance" identifying mark a broad arrow indicating the carronade was in military use. flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, colonial defences, victoria’s coastal defences, warrnambool fortification, warrnambool garrison battery, warrnambool volunteer corps, ordinance, armaments, garrison gun, smooth bore cannon, carronade, black powder, 12 pounder, 1840, artillery, lieutenant general robert melville, charles gascoigne, carron company, mellvinade, gasconade

Five items about this church. 1.Detailed inscription of foundation stone. 2.Photograph, date unknown. 3.Pamphlet of Inaugural Service Diamond Jubilee Celebration 1912 to 1972. 4.Information on the window installed by Mrs Agnes M Beck. 5.A photocopy of a typed document titled ‘The Methodist Heritage of the Murrumbeena Uniting Church’.daws c.k. rev, cain j.h. rev, johns w. rev, blakemore john rev, foundationstones, white h.g builder, murrumbeena, methodist church, st giles presbyterian, festivals and celebrations, architect browning and bladen, delascombe rohan sir, murrumbeena road, delacombe lady, fox mrs, fox emc mhr, scanlon a mr mla, arden f.a. mrs, moran mrs, moran b mr, moyors, councillors, town clerks, beck agnes m mrs, windows, monuments and memorials, doble allan, brown bob rev, presbyterian church, inglis robert mr, mcdonald hall, parish magazine ‘encounter’, reid jack, arden f.a, kindergartens, religious groups, fusion, demmler pty ltd, mcdonald hall, pollock lex. rev, plaques, bruce mrs, monkhouse mrs, holbern mrs, ladies league, sunderland h. rev, armstrong w.j., secomb w.e. rev, dandenong road, belgrave road, harwood c., tally ho auxiliary, women’s auxiliary, murrumbeena men’s methodist movement, methodist men’s society, hartley f. rev, manzoney w.s. rev, sholton h.t rev, eldridge l.b rev, wilcock s.c rev, bye r. rev, slattery k. rev, archbold b. rev, sunderland h. rev, blanksby a. rev, mcdonald n. rev, porrih d. rev, lukies j. rev, reid g. rev, orton a. rev, young men’s club, methodist babies home, assisted migrant scheme, harris l.b., reid pris, reid will, davey eric, field jack, st giles centenary, encounter no.2. 1990, encounter no.3. 1991, mcdonald edua, don anne

In green cloth with a pasted-on colour lithograph illustration. Black and red titles with a black and white frontispiece. 304 pages. Book is in fair the boards show some use and shelf-wear. The front and back covers are worn with some staining and foxing. Corners are worn and holes in spine. Binding tight and text unmarked. Internally there is some light soiling. No Jacket. fiction"The story of the boy chums hunting the blue herons and the pink and white egrets for their plumes in the forests of Florida is full of danger and excitement. In this story is fully told how the chums encountered the Indians; their battles with the escaped convicts; their fight with the wild boars and alligators; and many exciting encounters and escapes. This is the third story of the boy chums' adventures." -- 1910. A.L. Burt. https://c.web.umkc.edu/crossonm/boychums.htmadventures, boys