The object is a mass of small shipwreck debris that has been concreted together by sediment and marine growth. It was retrieved from the wreck-site of the SCHOMBERG, which ran aground near the mouth of the Curdies River near Peterborough in 1855. The conglomerate of preserved wood impressions, rusted metal pieces, a small square of copper alloy, and black glass-like stones, presents too disjointed a collection to provide information on their purpose or function on the ship. The natural and gradual process of limestone accretion is a significant feature of the wreck-site, which was rediscovered by fishermen and skindivers in 1973. In his book “Exploring Shipwrecks of Western Victoria”, experienced diver and former director at Flagstaff Hill, Peter Ronald writes that the SCHOMBERG’s “triple layered wooden hull has disintegrated almost without trace…The turbulent shallow waters have promoted particularly heavy marine growth which tend to disguise the wreckage…the most prominent feature being a corroded mass of railway iron…Close inspection reveals small artefacts firmly embedded in the marine concretion which…is quite literally as hard as iron”. The huge oblong mass of concretion that now distinguishes the site covers the remains of this heavy cargo. A contemporary account of the SCHOMBERG’s fate (told by two of her passengers to the Melbourne Argus) alleges the ship “was overloaded, drawing over 25 feet when she left, and the cargo was chiefly iron and plant for the Geelong Railway”. The SCHOMBERG was a 2,000 ton clipper ship, specifically designed for the Australian immigration trade (back-loading wool for Britain’s mills), and constructed in Hall’s shipyard in Aberdeen, Scotland. She was owned by the Black Ball Line and launched in 1855. Alexander Hall & Son were renowned builders of sleek and fast 1,000 ton clippers for the China trade (opium in, tea out) and were keen to show they could also outclass the big North American ships built by Donald Mackay. Consequently the SCHOMBERG was ‘overbuilt’. Her hull featured five ‘skins’ of Scotch Larch and Pitch Pine overlaying each other in a diagonal pattern against a stout frame of British Oak. Oak has been favoured by builders of wooden ships for centuries. Its close, dense grain made it harder to work, but also gave it great strength and durability. In addition, the lateral spread of its branches supplied a natural curvature for the ribs of a vessel’s hull, as well as providing the small corner or curved pieces (‘knees’ and ‘elbows’) that fit them together. The shape and texture of this wood sample suggests a dense hardwood like Oak. The timber has been cut off at one end since its recovery from the sea, exposing a smooth and almost shiny surface. Seasoned English Oak has a similar light brown colour and tight grained finish. At the launch the SCHOMBERG’s 34 year old master, Captain ‘Bully’ Forbes, had promised Melbourne in 60 days, "with or without the help of God." James Nicol Forbes was born in Aberdeen in 1821 and rose to fame with his record-breaking voyages on the famous Black Ball Line ships; MARCO POLO and LIGHTNING. In 1852 in the MARCO POLO he made the record passage from London to Melbourne in 68 days. There were 53 deaths on the voyage but the great news was of the record passage by the master. In 1954 Captain Forbes took the clipper LIGHTNING to Melbourne in 76 days and back in 63 days, this was never beaten by a sailing ship. He often drove his crew and ship to breaking point to beat his own records. He cared little for the comfort of the passengers. On this, the SCHOMBERG’s maiden voyage, he was going to break records. SCHOMBERG departed Liverpool on her maiden voyage on 6 October 1855 flying the sign “Sixty Days to Melbourne”. She departed with 430 passengers and 3000 tons cargo including iron rails and equipment intended to build the Melbourne to Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. She also carried a cow for fresh milk, pens for fowls and pigs, 90,000 gallons of water for washing and drinking. It also carried 17,000 letters and 31,800 newspapers. The ship and cargo was insured for $300,000, a fortune for the time. The winds were poor as she sailed across the equator, slowing SCHOMBERG’s journey considerably. Land was first sighted on Christmas Day, at Cape Bridgewater near Portland, and Captain Forbes followed the coastline towards Melbourne. Forbes was said to be playing cards when called by the Third Mate Henry Keen, who reported land about 3 miles off, Due in large part to the captain's regarding a card game as more important than his ship, it eventually ran aground on a sand spit near Curdie's Inlet (about 56 km west of Cape Otway) on 26 December 1855, 78 days after leaving Liverpool. The sand spit and the currents were not marked on Forbes’s map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to SCHOMBERG and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted SS QUEEN at dawn and signalled the steamer. The master of the SS QUEEN approached the stranded vessel and all of SCHOMBERG’s passengers and crew were able to disembark safely. The SCHOMBERG was lost and with her, Forbes’ reputation. The Black Ball Line’s Melbourne agent sent a steamer to retrieve the passengers’ baggage from the SCHOMBERG. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Later one plunderer found a case of Wellington boots, but alas, all were for the left foot! Local merchants Manifold & Bostock bought the wreck and cargo, but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. In 1864 after two of the men drowned when they tried to reach SCHOMBERG, salvage efforts were abandoned. Parts of the SCHOMBERG were washed ashore on the south island of New Zealand in 1870, nearly 15 years after the wreck. The wreck now lies in 825 metres of water. Although the woodwork is mostly disintegrated the shape of the ship can still be seen due to the remaining railway irons, girders and the ship’s frame. A variety of goods and materials can be seen scattered about nearby. Flagstaff Hill holds many items salvaged from the SCHOMBERG including a ciborium (in which a diamond ring was concealed), communion set, ship fittings and equipment, personal effects, a lithograph, tickets and photograph from the SCHOMBERG. One of the SCHOMBERG bells is in the Warrnambool Library. This object is listed on the Shipwreck Artefact Register, No S/49, and is significant because of its association with the ship SCHOMBERG. The SCHOMBERG collection as a whole is of historical and archaeological significance at a State level, listed on the Victorian Heritage Register VHR S612. Flagstaff Hill’s collection of artefacts from the SCHOMBERG is significant for its association with the Victorian Heritage Registered shipwreck. The collection is primarily significant because of the relationship between the objects, as together they have a high potential to interpret the story of the SCHOMBERG. The SCHOMBERG collection is archaeologically significant as the remains of an international passenger ship. The shipwreck collection is historically significant for representing aspects of Victoria’s shipping history and its potential to interpret sub-theme 1.5 of Victoria’s Framework of Historical Themes (living with natural processes). The collection is also historically significant for its association with the shipwreck and the ship, which was designed to be fastest and most luxurious of its day. The SCHOMBERG collection meets the following criteria for assessment: Criterion A: Importance to the course, or pattern, of Victoria’s cultural history. Criterion B: Possession of uncommon, rare or endangered aspects of Victoria’s cultural history. Criterion C: Potential to yield information that will contribute to an understanding of Victoria’s cultural history. The object is an aggregate of limestone sediment that formed at the wreck-site of the SCHOMBERG (1855). It is an irregularly shaped conglomerate of sand, shell-grit and marine worm casings from the ocean floor, but also incorporates an assortment of manufactured metal pieces and pipe fittings (corroded with red rust), a small rectangular piece of copper sheet, some ‘petrified’ wood remains (hardened and a soft brown colour), and pieces of black shiny stone (roughly cube shaped and possibly glass or porcelain remnants). There is an impression left in the stone of a joist or plank end but the original timber that the sediment formed around has since been dispersed by the sea.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwreck timber, alexander hall and son, shipwreck debris, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen

Taken some time between 1914-18, the photograph depicts an aerial view of Villers-Bretonneux in France, a region which was part of the Western Front during World War I. The image mostly shows rural landscape. The Western Front was the main theatre of war during World War I. Following the outbreak of war in August 1914, the German Army opened the Western Front by invading Luxembourg and Belgium, then gaining military control of important industrial regions in France. The German advance was halted with the Battle of the Marne. Following the Race to the Sea, both the French-British and German armies dug in along a meandering line of fortified trenches, stretching from the North Sea to the Swiss frontier with France. The First Battle of Villers-Bretonneux occurred between 30 March - 5 April 1918. It took place during Operation Michael, part of the German Spring Offensive on the Western Front. The offensive began against the British Fifth Army and the Third Army on the Somme, and pushed back the British and French reinforcements on the north side of the Somme. The capture of Villers-Bretonneux, close to Amiens, a strategically important road and rail-junction, would have brought the Germans within artillery-range. In late March, troops from the Australian Imperial Force were brought south from Belgium as reinforcements to help shore up the line. In early April, the Germans launched an attack to capture Villers-Bretonneux. After a determined defence by British and Australian troops, the attackers were close to success until a counter-attack by the 9th Australian Infantry Brigade and British troops late in the afternoon of 4 April restored the situation and halted the German advance on Amiens. The Second Battle of Villers-Bretonneux occurred between 24 - 27 April 1918, during the German Spring Offensive to the east of Amiens. It is notable for being the first occasion on which tanks fought against each other. A counter-attack by two Australian brigades and a British brigade during the night of 24 April partly surrounded Villers-Bretonneux, and on 25 April, the town was recaptured. On 26 April, the role of the Moroccan division of the French army was crucial in pushing back German units. Australian, British and French troops nearly restored the original front line by 27 April.The record is historically significant due to its connection to World War I. This conflict is integral to Australian culture as it was the single greatest loss of life and the greatest repatriation of casualties in the country's history. Australia’s involvement in the First World War began when the Australian government established the Australian Imperial Force (AIF) in August 1914. Immediately, men were recruited to serve the British Empire in the Middle East and on the Western Front. Additionally, the record's significance is enhanced by its depiction of Villers-Bretonneux. The battles that occurred in this town during World War I are especially historically significant to Australia as this is where the Australian Imperial Force had one their greatest World War I victories. An Australian flag still flies over Villers-Bretonneux in the present. Furthermore, a plaque outside the Villers-Bretonneux Town Hall recounts the battles fought to save the town in 1918. Kangaroos feature over the entrance to the Town Hall, and the main street is named Rue de Melbourne. More officially, recognition of the significance of the battle in Villers-Bretonneux is found at the Australian National Memorial, which was built just outside the town. It commemorates all Australians who fought in France and Belgium and includes the names of 10,772 who died in France and have no known grave. Each year, a small ceremony is held at the memorial to mark the sacrifice made by the soldiers. Lastly, the record has strong research potential. This is due to the ongoing public and scholarly interest in war, history, and especially the ANZAC legend, which is commemorated annually on 25 April, known as ANZAC Day.Sepia rectangular photograph printed on matte photographic paper.Obverse: yAE.2.35. / 125 / 62d.2834.35.36.VA.5. / 12.G.18-11 / F.-(?)" /military album, wwi, world war i, villers-bretonneux, australian imperial force, aif, france, war, army, conflict, germany, 1918, battle

This nameplate was attached to the steel steamer Matthew Flinders I, a Suction Hopper Dredge used for pumping up sit and sanding from seabeds. It was donated by the Marine Engineer, Neville Dodds, from Ports and Harbours, from the Matthew Flinders I. The Matthew Flinders was constructed by Morts Dock & Engineering Coy. Ltd in Sydney, New South Wales. Identified as Ship No. 40, the dredge had twin screw engines that were made in Sydney. Its gross tonnage was 1180. It was launched on July 15th, 1916, and registered in 1917 at the Port of Melbourne by the owner, the Department of Public Works in Victoria. Unlike bucket dredges, the Matthew Flinders did not use permanent moorings but instead had bow and stern anchors. It travelled forward on the bow anchor, taking up a strip of even-depth wilt from the bed below. A local newspaper noted that the Matthew Flinders has many advantages that were especially useful for its work at Warrnambool. Warrnambool Harbour had been experiencing silting and sanding for many years. The problem continued even after the construction of the Breakwater in 1890, which was overseen by New Zealand engineer Arthur Dudley Dobson. Melbourne’s Department of Ports and Harbours sent the new Matthew Flinders to dredge the heavy silting in the Warrnambool Harbour in May 1919. This work was previously done by the smaller dredge, the Pioneer. However, after a month of work, the Matthew Flinders was returned to Melbourne for alterations to make it suitable for work in the heavy seas it experienced at Warrnambool. Both dredges were sent up from Melbourne when required over the years to periodically attend to the silting in the Harbour, but the Matthew Flinders was preferred because of its efficiency. It was still dredging the Harbour even in July 1938. The ship’s original master was J G Rosney. In February 1922 Percy Taylor from Ports and Harbours joined the Matthew Flinders as a Mate. 1923 the master in charge was Captain Dunbar. In August 1926 Percy Taylor was appointed as her Master and was later transferred to the Pioneer as Master in 1933. 1930 the dredges were no longer required as the Harbour was no longer suitable as a port. However, one source notes that the Matthew Flinders was still dredging the Harbour in 1938.This nameplate is significant for its association with the suction hopper dredge Matthew Flinders I, which was used to remove the build-up of silt and sand from the Warrnambool Harbour, allowing shipping activities to continue to operate in the Port of Warrnambool. The nameplate identifies the vessel and shows that it was built in Australia in the early 20th century for use within Australia. The need for dredging in the Warrnambool Harbour was a serious and ongoing problem, as silting continued to happen after a series of measures were taken to try and resolve the issue. Eventually, the Harbour could no longer function successfully as a port.Brass nameplate, rectangular with cut-away corners and moulded text, mounted with screws on timber. The plate is from a vessel, the dredge Matthew Flinders I, ship no. 40, built by Morts Dock & Engineering Coy Ltd in Sydney, and registered in 1917. A small rectangular engraved plaque below the nameplate gives further details of the ship and the donor.On nameplate: "MORTS DOCK / & / ENGINEERING COY. LTD. / SHIP BUILDERS / SYDNEY 1917 / SHIP NO 40" On small plaque: "Donated by / NEVILLE DODDS / PORTS & HARBOURS / MARINE ENGINEER / EX "MATTHEW FLINDERS I"flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, dredge, mathew flinders i, steel steam ship, twin screw engines, nsw, state of victoria, suction hopper, public works melbourne, warrnambool harbour, lady bay, sanding, silting, breakwater, morts dock & engineering co ltd, captain dunbar, ship no. 40, niville dodds, ports & harbours, marine engineer, marine technology, ship relic, percy taylor, matthew flinders, pioneer

ELTHAM PRIMARY SCHOOL CELEBRATIONS (EDHS Newsletter No. 170 September 2006) On 12 August the school celebrated its 150th anniversary with a most successful open day. Many former students, teachers and parents attended, together with local members of parliament and councillors. A congratulatory message from Premier Steve Bracks and Education Minister Lynne Kosky was read to the large crowd assembled to listen to the various speakers. Our members Jock Read and Geof Braithwaite were there as two of the longest surviving former students. Jock joined the youngest present day student in cutting the large birthday cake. Displays included historical information on Eltham and the school arranged by our Society and photos of school groups arranged into decades. The celebrations included the launch of a book to commemorate the event and titled "We Did Open a School in Little Eltham". The title is taken from a line in a letter from first head teacher David Clark who opened his first private school in a bark hut. This excellent publication of some 262 pages far exceeds the standard of most school commemorative histories, both in content and presentation. The three joint writers are all parents of students at the school. Ian Anderson, Barry Carozzi and Tarja Fellowes have spent many months researching and writing and are congratulated on the outcome. In the book they acknowledge the contribution of our President Harry Gilham and of Peter Cuffley, great grandson of Eltham pioneer Thomas Sweeney, Many of the photographs were provided by our Society. The stone building is the earliest building remaining on site today. It was built in 1875 and was the second school building replacing the original 1856 building of stone walls with wooden shingles on the roof. That building needed to be replaced after the stone walls collapsed outwards. In August 1912 the school issued a requisition for remodelling of the school concerned with replacement of the existing windows with larger and wider windows to allow additional light into the school rooms and the erection of a wooden partition in the centre of the room. An extension to the building at rear and skylights in the roof were added in 1921. Only two low wooden stairs were originally provided to enter the porch. These were rebuilt by 1928. A steel mud grate was introduced 1930s/1940s and an infant shelter shed circa 1945.fay bridge collection, eltham, 150th anniversary, 2006-08-12, eltham primary school, eltham state school no. 209

The Loch Torridon was built in response to the need for a large cargo-carrying ship in the 1870s becoming famous for being one of the most per4fect four-masted barques ever built. She was built for the Loch Line in 1880 by Messrs. Barclay, Curle, and Co. Her measurements were 287 feet in length and 42 feet in beam, and 24 feet depth of hold. She was well sparred and her sail plan was so perfectly balanced that she was a very handy ship, easy on her helm, which was not a common virtue amongst large four-masted ships of her day. Her sails were interchangeable on all three masts, which was common in the last days of sail for both economical and practical purposes. The Loch Torridon was considered one of the most graceful and elegant ships ever launched from the Glasgow shipyards. The first master was Captain Pinder, the first cargo was bound for Melbourne Australia, after which she went on to Calcutta with a cargo of horses. On August the 22nd 1882 with a cargo of Jute onboard loaded in Calcutta the Loch Torridon ran into a storm. Sailing in heavy seas the captain, the second mate also the man at the wheel, and a boy was washed overboard with the first mate just escaping the same fate. Captain Pinder and the crew members could not be rescued and were never seen again with the first mate having to bring the ship home. The next Captain was Robert Pattman who was regarded as a fine navigator and seaman who sailed the Loch Torridon for the next twenty-six years and nine months. He had made 25 voyages around the world during this time without any serious mishap. In 1909 Captain Pattman resigned his command of the ship to switch to a steam vessel but unfortunately was injured on his first voyage and had to be landed at Falmouth, he dies of his injuries shortly afterwards. The Loch Torridon kept on sailing until 1915 after having been sold to a Russian company two years earlier. Near the end of January 1915, the ship sprang a leak of the west coast of Ireland and was abandoned sinking shortly afterwards. For further information regards possible maker of the model see Provenance sec this document: The item is of significance as an item made possibly by a man who served on the original ship making the item of historical significance given that the original craft was a well-known and respected trade vessel making voyages between England and Australia as well as the near East. Ship model Loch Torridon 4 masted, hull is black, grey and white. Ship in full sail with 4 lifeboats on deck. Ship sits on textured base. Has plain blue background. Noneflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

This lifebuoy is part of the lifesaving equipment from the sailing ship the Falls of Halladale. It is filled with cork and covered with canvas and reinforcing bands. The name of the ship and its origin is printed on the lifebuoy. It has been sealed with several coats of white paint. A lifebuoy, or life-preserver, is used as a buoyancy device to keep a person afloat in the. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. The lifebuoy is thrown to a person in distress in the water, allowing the rescuer to pull the person to safety. The lifebuoy is a made from a buoyant material such as cork or rubber and is usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. From the early 20th century Kapok fibre was used as a filling for buoys. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The Falls of Halladale 1886-1908 The vessel ‘Falls of Halladale’ was a four-masted iron-hulled barque, launched in July 1886, by Russell & Co of Greenock, Scotland and owned by the Glasgow Falls Line, which named its ships after Scottish waterfalls. The ship was built for long distance cargo trade. The Falls of Halladale was one of the last windjammers that sailed the Trade Route. The ship was on its way from New York to Melbourne via the Cape of Good Hope when, after 102 days at sea, its journey suddenly ended. During the night of November 14, 1908, in calm seas with some coastal fog, an ocean swell raised the vessel up then let it down on a submerged reef wrecked at Curdies Inlet, Peterborough. The ship was stranded and the Port Campbell Rocket Crew were sent for, to perform a rescue. However by the time they arrived, all on board had already travelled by lifeboat to the nearby beach at the Bay of Islands. The sight of the slowly disintegrating ship on the rocks attracted many sightseers. This lifebuoy is significant for its association with the famous ship the Falls of Halladale. It is significant for its association with lifesaving equipment used on board vessels in the early 20th century. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Lifebuoy; round white canvas ring, joined with hand stitching. Stencil with inscription is printed in black on first and third quadrant. The canvas has been repainted in white but avoiding the inscription in the lifebuoy. A hanging board for display is attached with white rope. Lifesaving equipment from the Falls of Halladale.“FALLS OF HALLADALE” “GLASGOW”flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, life rings, lifebuoy, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, falls of halladale, glasgow falls line, rocket crew, lifeboat, peterborough

B&W Photos of Building AHTS vessel Lady Elizabeth at ASI shipbuilders WA.Photo Captions. Australian Offshore Services, part of the Energy Services Division of P&O Australia Ltd. recently placed an order for a new anchor—handling supply vessel to be built by Australian Shipbuilding Industries (WA) Pty. Ltd. at Cockbum Sound, W.A. The 2,650 tonnes displacement ship will be the largest 111' the A.O.S. fleet and the first built for the Company in W.A. Delivery is scheduled for September 1982, after which the ship will join other units of the A.O.S. fleet serving 011 and gas projects in Bass Strait and off the W.A. coast. PRINCIPAL DIMENSIONS: Length, overall 66.30 metres 14.15 " 5.65 H Beam Depth A new oil rig supply vessel for Australian Offshore Services, part of the Energy Services Division of P&O Australia Ltd. is due to be launched on September 9 at the Australian Shipbuilding Industries shipyard at South Coogee (W.A.). The ship will be named Lady Elizabeth by Ms Anne Elizabeth Blanckensee, wife of Mr Alan Blanckensee, a Director of P&O Australia Ltd. A.O.S. operates a large fleet of supply Vessels which support oil and gas exploration projects off the W.A. and Victorian coasts and LADY ELIZABETH will be the 14th ship built in Australia for the Company in the last 14 years. LADY ELIZABETH (2,650 tonnes displacement) is 66.30 metres in length, 14.15 metres beam and 5.65 metres moulded depth. She Will be powered by four Daihatsu engines developlng a combined total of 7,200 b.h.p. After the ceremony, the vessel's fitting out will continue and she is expected to enter service in October, under the Command of Captain G.D. Mellor of Thornlie, W.A.

SS Iberia (1873-1903) was built by John Elder & Co. (Govan yard no.162 Glasgow) and launched 6 December 1873 at a cost £151,600. However, due to strike delays, her maiden voyage was not until 21 October 1874. The Iberia was one of the last of the barque-rigged, clipper-bow type of steamer built for the Pacific Steam Navigation Company. At the time, she was also the second largest ship in world, after the Great Eastern. In 1877, a joint Orient Line and Pacific Steam Navigation Co. venture began a fortnightly mail service, first sailing between England and Australia on 12 May 1880, via Gibraltar, Naples, Port Said, Ismalia, Suez, Colombo, Albany, Adelaide, Melbourne, Sydney. Details: - Tonnage: 4,671 g, 2,982 n. - Dimensions: 433ft 6in (132.13m) x 45ft (13.72m) x 35ft 1in (10.69m). - Powered by a single screw, compound inverted 2 cylinder; 750 NHP; 4,000 IHP engine with steam pressure of 70 lbs, 4 cylindrical boilers, 2 to each funnel. - Speed 14 knots - 1873 Passengers: 100 1st, 150 2nd, 340 3rd Class. - 1893 Passengers: 140 first, 50 second, 800 third Some significant dates in her history include: - 1881: Replaced "Aconcagua" as standby vessel on the London - Suez- Melbourne - Sydney route - 1882: Government transport during the Egyptian Arabi Pasha Campaigns - 1883 Jan 25: Placed on regular service to Australia - 1890 Jun 11: Reverted to the Liverpool - Valparaiso route - 1893: Iberia sailed to Australia to replace a disabled ship. The journey via the Cape was non-stop at 14 knots in 32 days - 1893- Fitted with triple expansion engine; 3 cylinders, 600 NHP; 4 cylindrical boilers; 13 knots; fitted by J.Rollo & Sons, Liverpool - 1903: Broken up at Genoa. 1873 single screw, compound inverted, 2 cylinder; 750 NHP, 4000 IHP, Steam pressure 70 lbs, 4 cylindrical boilers, 2 to each funnel, 14 knots. Second largest ship in the world in 1874 (after the Great Eastern). Cost 151, 600 pounds. 1893 Triple expansion engine fitted. 3 cylinders 600 NHP, 4 cylindrical boilers, 15 knots, fitted by D Rollo and Sons, LiverpoolThe body of the model is carved and molded wood painted in black and white, the planked deck with detailed fittings and rigging, raised on a wooden base with simulated waves. At this time yards removed. "Iberia"

The ship model of the Joseph Conrad represents the craft of ship model making, which has been enjoyed by many people over the years. Although the model is made from modern materials, it shows the elements of a sailing ship of a bygone era. Ship Model of the JOSEPH CONRAD: - The Joseph Conrad began as the iron-hulled sailing ship Georg Stage, launched in 1882. It was used in Denmark as a training ship for sailors. In 1905 while docked at Copenhagen the ship was rammed by a larger ship and 22 boys were killed while sleeping in the hull. The ship was later raised and on guard during World War I. Alan Villiers, an Australian author and sailor, rescued the ship and renamed it Joseph Conrad in honour of the renowned maritime author. In 1934 the ship visited Sydney on its worldwide tour, then in 1936 it was sold to an American, who later donated it for use again as a training ship. After World War II the ship was in disuse until 1947 when it was transferred to the Mystic Seaport for use as an exhibit. The author, Joseph Conrad (1857-1927): - Joseph Conrad was Polish-born and became a British subject in 1886. He was a renowned marine fiction writer and also, for a short time, a mariner and Captain. As a boy of 13 years old, Joseph Conrad’s desire was to be a sailor. At 19, he joined the British merchant marine, working in several roles. He eventually qualified as a captain but only served in this role once, from 1888-89, when he commanded the barque Otago sailing from Sydney to Mauritius. In 1889 he also began writing his first novel, Almayer’s Folly. He retired from life as a mariner in 1894, aged 36. Conrad’s visits to Australia from 1878 to 1982, and his affection for Australia, were later commemorated by a plaque in Circular Quay, Sydney. Conrad continued as an author. It is said that many of the characters in his books were inspired by his maritime experiences and the people he had met. By the end of his life, he had completed many stories and essays, and 19 novels, plus one incomplete novel titled ‘Suspense’ that was finished and published posthumously. Shortly before he passed away, in 1924, Conrad was offered a Knighthood by Prime Minister Ramsay MacDonald for his work but declined.The ship model represents the design of sailing ships built in the 1880s and can be used as a reference in understanding the construction of the ships of the Victorian era. The model's name is significant for its association of its name with the famed early 20th-century maritime author, Joseph Conrad.Ship model; A three-masted sailing ship named the Joseph Conrad, with cabins on deck, lifeboats, a ladder on the side and a figurehead on the bow. The hull is black at the top and red below. The ship's name is painted on both sides of the bow. JOSEPH CONRADflagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, joseph conrad, captain joseph conrad, maritime author, marine author, nautical author, sailor, seafarer, ship model, two-masted ship, iron hull, sailing ship, georg stage, 1882 ship, danish ship, training ship, boys killed, alan villiers, ship joseph conrad, mystic seaport, museum ship

This sample of wood is from the American clipper ship LIGHTNING was a 3 masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her cargo listed early consignments of livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria. The LIGHTNING was built in 1854 by shipbuilder Donald McKay, of East Boston, USA. She was described as spacious and comfortable, and one of the smartest ships known. The LIGHTNING set many speed records for her sea crossings, and became one of the most famous of the racing clippers and one of the fastest ever launched. In 1854, with Captain ‘Bully’ Forbes and Mate ‘Bully’ Bragg, LIGHTNING made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record for all time. Captain Enright became the new Master of LIGHTNING soon afterwards. He has been described as one of the finest mariners in the Australian trade. One of Captain Enright’s innovations was to publish a ship’s paper called The Lightning Gazette. (Captain Forbes had left to captain the SCHOMBERG.) In January 1855 Capt. Enright sailed the LIGHTNING from Liverpool with over 700 passengers and returned home carrying gold as her cargo. In 1857, for a very brief time under Capt. Byrne the LIGHTNING was used as a troop ship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her run between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the LIGHTNING was sold to Thomas Harrison of Liverpool, and she continued to sail for the Black Ball Line. Master of LIGHTNING, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the LIGHTNING. Efforts to extinguished the fire were unsuccessful, so she was towed to the shoals in Corio Bay, where she eventually sank, losing all cargo but no lives. The area is now known as Lightning Shoals. The LIGHTNING is listed on the Victorian Heritage Register VHR S415. She is historically significant for being one of the fastest wooden ships ever built, the first clipper built in the USA for British owners and being the worst shipping disaster in Geelong's history. It spent its whole career carrying cargo and immigrants from England to Australia.Sample, wooden, varnished, from wreck the Lightning. Has a groove along one edge.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, lightning shoals geelong, rabbits introduced to australia, wood sample from a ship

This piece of wood is from the American clipper ship LIGHTNING was a 3 masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her cargo listed early consignments of livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria. The LIGHTNING was built in 1854 by shipbuilder Donald McKay, of East Boston, USA. She was described as spacious and comfortable, and one of the smartest ships known. The LIGHTNING set many speed records for her sea crossings, and became one of the most famous of the racing clippers and one of the fastest ever launched. In 1854, with Captain ‘Bully’ Forbes and Mate ‘Bully’ Bragg, LIGHTNING made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record for all time. Captain Enright became the new Master of LIGHTNING soon afterwards. He has been described as one of the finest mariners in the Australian trade. One of Captain Enright’s innovations was to publish a ship’s paper called The Lightning Gazette. (Captain Forbes had left to captain the SCHOMBERG.) In January 1855 Capt. Enright sailed the LIGHTNING from Liverpool with over 700 passengers and returned home carrying gold as her cargo. In 1857, for a very brief time under Capt. Byrne the LIGHTNING was used as a troop ship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her run between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the LIGHTNING was sold to Thomas Harrison of Liverpool, and she continued to sail for the Black Ball Line. Master of LIGHTNING, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the LIGHTNING. Efforts to extinguished the fire were unsuccessful, so she was towed to the shoals in Corio Bay, where she eventually sank, losing all cargo but no lives. The area is now known as Lightning Shoals. The LIGHTNING is listed on the Victorian Heritage Register VHR S415. She is historically significant for being one of the fastest wooden ships ever built, the first clipper built in the USA for British owners and being the worst shipping disaster in Geelong's history. It spent its whole career carrying cargo and immigrants from England to Australia.Sample of wood from the wool clipper LIGHTNING, 1854-1869, The sample has a label and a card with information about the ship and a person. Card, typewritten, "PIECE OF TIMBER FROM FAMOUS WOOL CLIPPER / "LIGHTNING". BUILD IN DONALD McKAY'S SHIPYARD / IN BOSTON, U.S.A.. SHE WAS BURNT TO TOTAL LOSS / IN GEELONG IN 1869"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, lightning shoals geelong, rabbits introduced to australia, wood sample from lightning

This sample of wood is from the American clipper ship LIGHTNING was a 3 masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her cargo listed early consignments of livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria. The LIGHTNING was built in 1854 by shipbuilder Donald McKay, of East Boston, USA. She was described as spacious and comfortable, and one of the smartest ships known. The LIGHTNING set many speed records for her sea crossings, and became one of the most famous of the racing clippers and one of the fastest ever launched. In 1854, with Captain ‘Bully’ Forbes and Mate ‘Bully’ Bragg, LIGHTNING made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record for all time. Captain Enright became the new Master of LIGHTNING soon afterwards. He has been described as one of the finest mariners in the Australian trade. One of Captain Enright’s innovations was to publish a ship’s paper called The Lightning Gazette. (Captain Forbes had left to captain the SCHOMBERG.) In January 1855 Capt. Enright sailed the LIGHTNING from Liverpool with over 700 passengers and returned home carrying gold as her cargo. In 1857, for a very brief time under Capt. Byrne the LIGHTNING was used as a troop ship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her run between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the LIGHTNING was sold to Thomas Harrison of Liverpool, and she continued to sail for the Black Ball Line. Master of LIGHTNING, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the LIGHTNING. Efforts to extinguished the fire were unsuccessful, so she was towed to the shoals in Corio Bay, where she eventually sank, losing all cargo but no lives. The area is now known as Lightning Shoals. The LIGHTNING is listed on the Victorian Heritage Register VHR S415. She is historically significant for being one of the fastest wooden ships ever built, the first clipper built in the USA for British owners and being the worst shipping disaster in Geelong's history. It spent its whole career carrying cargo and immigrants from England to Australia.Sample wooden rectangular from the clipper Lightning, which burned out at Geelong 31 Oct 1869.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, lightning shoals geelong, rabbits introduced to australia, wood from sailing ship, shipwreck-coast, flagstaff-hill-maritime-village, lightning

This Certificate, Load-Line, gave approval for the vessel Reginald M to load cargo up to a certain line, marked by a disc attached to the ship and inspected by the South Australian Harbors Board. The vessel had a long and varied life of service. This Certificate relates to early 1970, before the ship was sold to the Lyall Mining and Rail Company. The Load Line on the Reginald M was carved on the ship, inside the hull and not removeable. The REGINALD M - The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. The Reginald M’s purpose was to serve the coastal trade of South Australia, to carry cargo cheaply and efficiently. It is believed that the keel was in fact hewn from two telegraph poles! Its builder frequented all the salvage yards for materials and fittings. Reginald M had a very shallow draft and a flat bottom that enabled it to come close to shore and to sit high and dry at low tide or to be beached on sand. The flat bottom was also to make the ship able to skim over reefs. Wagons could load and unload direct from her side. Her cargo included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. After a variety of services, in late 1970 Reginald M was sold to the Mt. Lyell Mining and Railway Company and was used by them as a barge to carry explosives. In 1972 the Navy League of Strahan, Tasmania, purchased her for use by the Strahan Sea Cadet Unit to use at Macquarie Harbour and renamed her T.S. Macquarie. However this plan for use of Reginald M did not come to pass. In 1974 Mr. Andrew Rennie, of East Brighton, Melbourne, bought her for a similar purpose. , paying $5,000 and donating a ‘Cadet of the Year” trophy to the Sea Cadets. He sailed her from Strahan to Melbourne, planning to use her for pleasure sailing. Also in 1975 Reginald M was sold to Melbourne Ferry Company at auction. Later in 1975 the Reginald M was bought by Flagstaff Maritime Museum for $20,000 . She has been restored and is now one of the exhibits in the Village lagoon or lake. It was restored in 2006 using funds from a $4,000 government grant.This Certificate is significant because of its association with the last working days of REGINALD M. REGNIALD M was a coastal trading ketch from South Australia built in 1922. It was one of very few sailing coastal trading vessels still existing until 2016, and its flat bottom, single chine shape illustrated a very simple but robust method of construction, compared to other round bilged examples of trading vessels. The vessel is listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Certificate, rectangular, behind glass in wooden frame. Certificate is an official printed form, some information is over-typed, other information is hand written and signed. Frame has a central hole in top and bottom. The Certificate relates to Load Level of the vessel Reginald M and refers to the exact placement of a disc within the vessel that indicates the maximum load in fresh water. . Issued to the vessel 'Reginald M', Official Number 137228. . Issued by the Sough Australian Harbors Board . Valid from 25-02-1970 to 31-01-1974. . Signed by Neil Cormack, 25th February 1970Certificate of Approval - Load Line for sailing vessel Reginald M, Official Number 137228. Logo of the South Australian Harbors Board. Issued by Department of Marine & Harbors, Port Adelaide, 25th February 1970. In force until 31st January 1974. Signed by Neil William Cormack, authorised officer for Department of Marine & Harbors. Typed onto form: "AUX [SAILING SIP]" "REGINALD M" "137228" "1968" " Neil William Cormack" "Department of Marine & Harbors" "1 [foot] 3 [inches below the] main [deck]" "31st JANUARY 74" "25th FEBRUARY 70" Signature: "Neil W Cormack"flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, coastal trader, reginald m, ketch, john murch, ch murch, reg webb, carribie station, mt lyell copper company, melbourne ferry company, certificate of approval, load line, 137228, load line disc, 25-02-1970, neil w cormack, neil william cormack, south australian harbors board, department of marine and harbors, harbours

MOBA2 is a 15 metre sailplane designed by Gary Sunderland, who was an aeronautical engineer working for the Department of Civil Aviation (Australia) and a member of the Victorian Motorless Flight Group (VMFG). The design gave effect to ideas that he developed circa 1970 for an aircraft that he could build himself. He entered a 13 metre wingspan version of his MOBA design (MOBA2B) in an Australian Gliding sailplane design competition that was announced in 1970. The competition called for sailplane designs with a maximum wingspan of 13 metres that could be built by amateurs in a small workshop with limited tools and facilities. In 1973, Gary’s MOBA was judged by the competition panel as equal best with the other outstanding submission, which were chosen from a field of 19 entrants. However, after gathering further information and deliberation by the competition panel neither of the two outstanding designs were chosen as the winner. Notwithstanding the outcome, in 1974 Gary proceeded built his glider to the original 15 metre design. The wing was equipped with camber changing flaps that were permitted under special standard class rules for the 1974 world championships. Changes were made along the way in the light of construction experience and the completed glider was given the designation MOBA2C. The glider first flew on 12 December 1979. It was never flown in standard class competition as by the time the glider was built the special 1974 rules were revoked and wing flaps were no longer permitted in that class. However, Gary flew MOBA2C in the Australian national gliding competitions held at Benalla in the summer of 1979 / 1980 competing in the open class. After adjustment to the aileron gearing during initial trials MOBA2C was found to fly well and in competition produced performances believed to be better than contemporary standard class sailplanes but not as good as the open class machines. The glider was later modified in a number of respects including amongst other things the installation of spoilers located just forward of the wing flaps and by increasing the chord marginally at the wing root. With these changes the glider type was given the designation MOBA2D. The last recorded flights occurred in February 1996 at which time MOBA2 had flown an aggregate of 401 hours and 59 minutes during its 297 launches. Its operational life was brought to an end due to expansion of the foam in the wings causing distortion of the wing surface.The MOBA2 is a notable home built 1970s sailplane design that featured a number of innovative elements including composite construction without the need for expensive jigs, nose cone canopy and asymmetrical placement of control column.Composite single seat glider / sailplane finished in bright yellowRegistration "GVI" on fuselage; Kangaroo, Australian Flag and VMFG decals on vertical stabiliseraustralian gliding, glider, sailplane, moba2b, moba2c, sunderland, moba2d, victorian motorless flight group, vmfg

This photograph depicts a soldier, credited on the reverse as Fred Foster. The young man is dressed in military attire and is standing tall with a gun beside him. He is located in the Australian bush and the date of the photograph is unknown. Frederick “Fred” Arthur Foster was nephew to famous Bushranger Edward “Ned” Kelly. He was born on the 15th of March 1889 in Forbes, New South Wales. He was the eldest son of Catherine “Kate” Kelly and William Henry “Bricky” Foster. After the death of his mother in October of 1898 from apparent drowning, Foster (then aged 9) was raised by his grandmother Ellen Kelly (née Quinn) at Eleven Mile Creek in Victoria. On the 29th of June 1915, 26 year old Foster travelled to Melbourne, Victoria and enlisted in the Australian Army. He was a Private in the 17th Infantry Battalion (originally C.Company, 47th battalion). He previously was attached to the 55th Battalion but transferred in 1916. Prior to enlisting in the army, Foster worked as a Bee Keeper and served in the 16th Light Horse regiment at Benalla. Foster had blue eyes, brown hair and was of Presbyterian faith. On the 28th of February 1917, Foster travelled to France aboard SS “Golden Eagle”. He was killed in action in Lagnicourt, France on the 15th of April 1917 at 28 years old. The Battle in Lagnicourt France, on the Western Front, occurred from the 1st of March to the 30th of April of 1917 and was the location of fierce fighting between Germany and the British Empire. Germany became aware of a weakness they had along the Hindenburg Line, one of these weaknesses was located in Lagnicourt which is a small village in Northern France. Therefore, the Germans decided to launch a counter-attack in this area on the 15th of April at dawn. During this fight, German forces captured several batteries of the 1st Australian Division’s artillery but the Australians led a strong counter-attack by four of their battalions and recaptured the village and most of the guns from the German forces. German forces were forced into a premature withdrawal. This battle was not undertaken in typical WW1 “trench” style warfare. Instead, the battle was up on the ground in what was described as “old open style warfare”. In this battle, slightly more than 1000 casualties were Australian, with 300 of these prisoners of war. German forces suffered a loss of over 2300 casualties with 360 taken captive. Foster was one of 43 in his regiment who died, 87 were wounded and 51 reported missing. Foster was buried at location in Lagnicourt and whilst the grave was initially marked, it is now unknown. Foster’s service, alongside those who fell at Lagnicourt, is commemorated at the Australian National Memorial in Villers-Bretonneux, France along with other national Australian memorial sites.Photography played an important part in World War 1. Photographs of men in their military uniforms served as propaganda during the Great War to reassure civilians back at home of the military prowess of their nation and the bravery of their men. It did this while hiding the true horrors which faced the men in battle. These photographs, which includes those taken at home prior to embarking overseas like Fred Foster’s, act as censored memory for those who have lost a loved one at war. It enables families to remember their relatives in their youth and standing proudly rather than having to face the actual danger and horror which faced these men at the front line. The battle of Lagnicourt France was a victory for the European Empire and therefore, men who lost their lives protecting their countries became heroes and were awarded posthumous medals for their service. Photos of soldiers in their uniforms, were undertaken by men like Foster, so their families would be able to retain their memories and likeness before they embarked for war. Many men were killed or horribly wounded so these images were important for reminding families about their sons/ husbands/ brothers/ cousins and friends. This photo is a part of the Burke Museum Kelly album which includes numerous photographs relating to the Kelly Gang. As the son of Kate Kelly and William “Bricky” Foster, Fred Foster is an important part of the Kelly story after the execution of Edward “Ned” Kelly which has information it can impart relating to the history of the family after 1880. Whilst an important element of the Kelly Album, Foster’s photograph is also historically important in its own right for its connection to the Great War and the experiences of a soldier at the Western Front.Original sepia rectangular photograph developed on matte photographic paper, unmounted.Reverse: (Top right corner of reverse:) FRED FOSTER/ (Top centre of reverse:) Kate Kelly's son.kelly album, fred foster, kate kelly, photograph, australian soldier, the kelly gang, australian bush, burke museum, sepia photo, gum trees, family of the kelly gang, world war i, langnicourt, france, great war, 1917, ned kelly, frederick foster, william "bricky" foster, ellen kelly, military history, australian military

HMAS Melbourne (R21) was a Majestic-class light aircraft carrier of the Royal Australian Navy (RAN). Operating from 1955 until 1982, she was the third and final conventional aircraft carrier to serve in the RAN. Melbourne was the only British Commonwealth naval vessel to sink two friendly warships in peacetime collisions. The ship was laid down for the British Royal Navy as the lead ship of the Majestic class in April 1943, and was launched as HMS Majestic (R77) in February 1945. At the end of World War II, work on the ship was suspended until she was purchased by the RAN in 1947. At the time of purchase, it was decided to incorporate new aircraft carrier technologies into the design, making Melbourne the third ship to be constructed with an angled flight deck. Delays in construction and integrating the enhancements meant that the carrier was not commissioned until 1955. Melbourne never fired a shot in anger during her career, having only peripheral, non-combat roles in relation to the Indonesia-Malaysia confrontation and the Vietnam War. However, she was involved in two major collisions with allied vessels. On the evening of 10 February 1964, Melbourne collided with and sank HMAS Voyager when the Daring class destroyer altered course across her bow. Eighty-two of Voyager's crew were killed, and two Royal Commissions were held to investigate the incident. The second collision occurred in the early morning of 3 June 1969, when Melbourne collided with and sank the Allen M. Sumner class destroyer USS Frank E. Evans in similar circumstances. Seventy-four United States Navy (USN) personnel died, and a joint USN–RAN Board of Inquiry was held. These incidents, along with several minor collisions, shipboard accidents, and aircraft losses, led to the reputation that Melbourne was jinxed. Melbourne was paid off from RAN service in 1982. A proposal to convert her for use as a floating casino failed, and a 1984 sale was cancelled, before she was sold in 1985 and towed to China for breaking. The scrapping was delayed so Melbourne could be studied by the People's Liberation Army Navy (PLAN) as part of a secret project to develop a Chinese aircraft carrier and used to train PLAN aviators in carrier flight operations. HMAS Melbourne was decommissioned on 30 June 1982, having spent 62,036 hours underway and having steamed 868,893 nautical miles. A proposal to convert her for use as a floating casino failed, and a 1984 sale was cancelled, before she was sold for scrap in 1985 and towed to China for breaking. The scrapping was delayed so Melbourne could be studied by the People's Liberation Army Navy (PLAN) as part of a secret project to develop a Chinese aircraft carrier and used to train PLAN aviators in carrier flight operations.The pictorial history of HMAS Melbourne with rare photos. Now a scarce title and highly desirable title that is now long out of print. Has provenance history of all ships movements from 1955 till decommissioned.HMAS Melbourne 25 YearsOn the front page is a picture of HMAS Melbourne with the words at top "H.M.A.S. Melbourne. At bottom are the words in orange, '25 Years'. In white, are the words 'by Ross Gillett' then 'Forward by Rear Admiral G.G.O. Gatacre C.B.E. DSO. DSC & Bar, RAN'. On the rear page is a list of all the Captains that served on the HMAS Melbourne between 1955-1980.hmas melbourne, aircraft carrier, royal australian navy, australian navy, westland whirlwind, sea venom, fairy gannet, bristol sycamore, westland wessex, douglas skyhawk, grumman tracker, westland sea king, fleet air arm, hmas albatross, nowra

This photograph shows the crew of the first HMAS Warrnambool (J202) marching east along Timor Street in Warrnambool, just opposite the Post Office on the corner of Gillies Street. People are watching the parade from the footpath and two boys, dressed in their ‘best’ clothes, are marching alongside the crew. The HMAS Warrnambool was one of 60 Bathurst class corvette vessels built during World War II for the Royal Australian Navy (RAN) as armed minesweepers. The namesake of the City of Warrnambool, Victoria, was launched in Sydney in 1941. The HMAS Warrnambool began service with patrols off Bass Strait in 1941. In December the ship docked in the Warrnambool harbour at Lady Bay. The crew came ashore and performed a march for the city. The Mayor, Cr. John R Astbury presented them with a plaque of the City of Warrnambool’s Coat of Arms and the Warrnambool Patriotic Fund gave them a gift of 110 books for the crew’s library. The Warrnambool served in Darwin during the time it was bombed, it was involved in several rescues and carried troops to New Guinea, it carried out escort and patrol duties on Australia's east coast, then at Fremantle and back to Darwin. The ship was at Timor when the Japanese surrendered in 1945. It performed mine clearance work around the Solomon Islands and New Guinea after the war. In 1947 the HMAS Warrnambool was at the Great Barrier Reef, off the Queensland coast, to clear the defensive British mines previously laid to protect Australia’s boarders. The ship hit a mine near Cockburn Reef, exploded and sank shortly afterwards. One of the 70 or so men on board was killed and three died later. The rescued men were transferred by boats to the nearby HMAS Swan II, which took the survivors to Cairns. The four deceased were Victorian seamen. In May 1948 the Royal Australian Navy divers recovered a number of items from the wreck, including the ship’s bell and the City of Warrnambool plaque. In 1949 the RAN returned the plaque to the Warrnambool City Council, and donated the ship’s bell to the Australian War Memorial. Further objects were recovered in 1972-75 by Southern Cross Diving and Salvage. A memorial plaque was erected in Warrnambool on September 13, 1995 in honour of all who served on HMAS Warrnambool. NOTE: (1)- HMAS Warrnambool II (FCPB204 was built in 1980 in Cairns, with a compliment of 22 personnel. It was decommissioned in 2005. (2)- SS Warrnambool, a steam and sail ship, was built in 1892 in London and broken up in 1926. [A more detailed history can be found in our Collection Record 3477.]This photograph is significant for its association with the lifesaving rescue of the crew and the sinking Royal Australian Navy vessel, HMAS Warrnambool (J202). The HMAS Warrnambool played a nationally significant role in overturning Australia’s Immigration Restriction Act 1901 (colloquially known as the White Australia policy). The ship rescued, and brought to Australia, Samuel and Annie Jacob and their family after they evacuated Dutch East India. The family was threatened with deportation and made the first successful appeal to High Court regarding that Act. The HMAS Warrnambool has - Local significance for being the namesake of the City of Warrnambool - Local significance, having docked in Warrnambool Harbour - Local significance, the crew having paraded in Timor Street, Warrnambool - State significance for its first patrol being in Bass Strait. - National significance, being present in Timor at the Japanese surrender - National significance, shown by the significance of the ship’s bell being curated as Military Heritage and Technology at the Australian War Memorial. - National significance as part of Australia’s defence force history, being one of only four Bathurst class corvettes lost while in Australian service, the only Bathurst class corvette lost after World War II, the only RAN vessel to be sunk by a mine, and associated with the last four Navy deaths of WWIIPhotograph of the crew of HMAS Warrnambool J202. This black and white image shows the crew marching east along Timor Street in Warrnambool. People are watching from the footpath and two formally dressed boys are marching alongside the sailors. Inscription on the reverse.(PRIVATE details - See Notes)flagstaff hill, maritime village, maritime museum, warrnambool, shipwreck coast, mort's dock & engineering co ltd, h.m.a.s. warrnambool, hmas warrnambool, hmas warrnambool i, hmas warrnambool j202, hmas swan ii, j202, world war ii, bathurst class corvette, royal australian navy, ran, sydney built ship, bass strait patrol, sea mine patrol, mine sweeper, mine clearance, navy divers, great barrier reef, cockburn reef, southern cross diving and salvage, warrnambool city council, cr j r astbury, mayor j r astbury, warrnambool patriotic fund, seal, coat of arms, dedicatory plaque, hmas warrnambool 1941, shipwreck by sea mine 1947, sinking ship, sunk ship, marching, parade, timor street warrnambool, minesweeper

The Lightning was an American-built sailing ship and it is believed the rope block was part of the ship’s rigging or included as cargo. The plaque on the block mentions that the item was, “as supplied by Burrows Ship Chandlers” in 1869. The plaque could also mean that the rope block was supplied by the firm Burrows, Ship Chandler and Shipping Stock, as a replacement block for the Lightning. The American vessel named “Lightning” was a 3-masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her load listed on early consignments included livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria, where the challenging association between Australia's agriculture and the imported rabbits started. The Lightning was built in 1854 by shipbuilder Donald McKay, in East Boston, USA. She was described as spacious and comfortable and regarded as one of the smartest ships of the time. The vessel set many speed records for her voyages and became one of the most famous of racing clippers and one of the fastest ever launched. In 1854, with Captain 'Bully' Forbes and Mate 'Bully' Bragg, Lightning made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record. Captain Enright became the new Master of LIGHTNING soon after this record was established and was regarded as one of the finest mariners in the Australian trade. One of Captain Enright's innovations was to publish a ship's paper called "The Lightning Gazette". What is of additional historic interest is that captain "Bully Forbes" had left the Lightning to captain the ill-fated Schomberg. In 1857, for a very brief time under Capt. Byrne the Lightning was used as a troopship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her normal route between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the Lightning was sold to Thomas Harrison of Liverpool, and continued to sail for the Black Ball Line. Master of Lightning, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1 am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the vessel. Efforts to extinguish the fire were unsuccessful, so she was towed to the "Lightning Shoals" in Corio Bay, where she eventually sank, losing all cargo but no lives. The Lightning is listed on the Victorian Heritage Register (Ref S 415). The vessel is historically significant for being one of the fastest wooden ships ever built. it was notable as the first clipper built in the USA for British owners and as a shipping disaster in Geelong's history. The Lightning spent its whole career carrying cargo and immigrants from England to Australia. Its documented voyages give us a snapshot into shipping history, not only of Australia in the mid-19th century but how the world's commercial transport functioned o promote trade and emigration during this time.Large ship's block, wood, with two wooden sheaves and fibre straps, eye and thimble. The metal plaque attached to the block has an inscription. The block was used on the ship "Lightning".Plaque inscription: "BLOCK OFF THE LIGHTNING / AS SUPPLIED BY / BURROWS SHIPS CHANDLERS / & SHIPPING STOCK CORIO BAY / 1863" (or 1869)flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, corio bay geelong, lightning shoals geelong, rabbits introduced to australia, burrows and bascombe, burrows, ship chandler, corio bay, burrow's ship chandlers and shipping stock,

This photograph was taken at the scene of the fire on the LIGHTNING, in Corio Bay, Geelong on 31st October 1869. The American clipper ship LIGHTNING was a 3 masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her cargo listed early consignments of livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria. The LIGHTNING was built in 1854 by shipbuilder Donald McKay, of East Boston, USA. She was described as spacious and comfortable, and one of the smartest ships known. The LIGHTNING set many speed records for her sea crossings, and became one of the most famous of the racing clippers and one of the fastest ever launched. In 1854, with Captain ‘Bully’ Forbes and Mate ‘Bully’ Bragg, LIGHTNING made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record for all time. Captain Enright became the new Master of LIGHTNING soon afterwards. He has been described as one of the finest mariners in the Australian trade. One of Captain Enright’s innovations was to publish a ship’s paper called The Lightning Gazette. (Captain Forbes had left to captain the SCHOMBERG.) In January 1855 Capt. Enright sailed the LIGHTNING from Liverpool with over 700 passengers and returned home carrying gold as her cargo. In 1857, for a very brief time under Capt. Byrne the LIGHTNING was used as a troop ship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her run between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the LIGHTNING was sold to Thomas Harrison of Liverpool, and she continued to sail for the Black Ball Line. Master of LIGHTNING, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the LIGHTNING. Efforts to extinguished the fire were unsuccessful, so she was towed to the shoals in Corio Bay, where she eventually sank, losing all cargo but no lives. The area is now known as Lightning Shoals. The LIGHTNING is listed on the Victorian Heritage Register VHR S415. She is historically significant for being one of the fastest wooden ships ever built, the first clipper built in the USA for British owners and being the worst shipping disaster in Geelong's history. It spent its whole career carrying cargo and immigrants from England to Australia.Black and white photograph of the burning of the clipper Lightning in Corio Bay Geelong, Sunday Oct 31st 1869. Photograph shows the Lightning in the process of burning, smoke billowing above the deck. Another sailing ship, plus several small boats, are in the bay, with a crowd on the pier.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, corio bay geelong, lightning shoals geelong, rabbits introduced to australia, historic photograph of shipwreck lightning, shipwreck-coast, flagstaff-hill-maritime-village, clipper lightning, photograph

This photograph shows the remains of the clipper ship LIGHTNING as it continues to burn to its end in Corio Bay, Geelong, 31st October 1869. The American clipper ship LIGHTNING was a 3 masted, fully rigged extreme clipper ship. She was commissioned by James Baines, of the Black Ball Line in Liverpool, England, during the time of the Australian Gold Rush for the trade of passengers and cargo between England and Australia. Her cargo listed early consignments of livestock and animals, including rabbits sent to Thomas Austin of Barwon Park, Winchelsea, Victoria. The LIGHTNING was built in 1854 by shipbuilder Donald McKay, of East Boston, USA. She was described as spacious and comfortable, and one of the smartest ships known. The LIGHTNING set many speed records for her sea crossings, and became one of the most famous of the racing clippers and one of the fastest ever launched. In 1854, with Captain ‘Bully’ Forbes and Mate ‘Bully’ Bragg, LIGHTNING made the return trip from Melbourne to Liverpool in only 64 days, 3 hours and 10 minutes; a record for all time. Captain Enright became the new Master of LIGHTNING soon afterwards. He has been described as one of the finest mariners in the Australian trade. One of Captain Enright’s innovations was to publish a ship’s paper called The Lightning Gazette. (Captain Forbes had left to captain the SCHOMBERG.) In January 1855 Capt. Enright sailed the LIGHTNING from Liverpool with over 700 passengers and returned home carrying gold as her cargo. In 1857, for a very brief time under Capt. Byrne the LIGHTNING was used as a troop ship, taking British officers and soldiers, stores and ammunition, to fight in India. In 1859 she then returned to her run between Liverpool and Melbourne, apart from 1867 when she made a special trip between Melbourne and Port Chalmers in New Zealand. In 1869 the LIGHTNING was sold to Thomas Harrison of Liverpool, and she continued to sail for the Black Ball Line. Master of LIGHTNING, Captain Henry Jones, sailed her to Geelong in October 1869, and whilst docked, he had her loaded with a cargo of wool, copper, wire, tallow and other goods. At about 1am on 31st October 1869, whilst still docked and fully laden, a fire was noticed on the LIGHTNING. Efforts to extinguished the fire were unsuccessful, so she was towed to the shoals in Corio Bay, where she eventually sank, losing all cargo but no lives. The area is now known as Lightning Shoals. The LIGHTNING is listed on the Victorian Heritage Register VHR S415. She is historically significant for being one of the fastest wooden ships ever built, the first clipper built in the USA for British owners and being the worst shipping disaster in Geelong's history. It spent its whole career carrying cargo and immigrants from England to Australia.Black and white photograph of the burning of the sailing ship LIGHTNING, 31st October 1869 in Corio Bay, Geelong. The photograph shows the ship with only 2 masts remaining, still billowing smoke. Below the photograph is the photograph's title.Title hand written 'LIGHTNING"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, sailing ship lightning, extreme clipper ship, american clipper ship, record breaking clipper ship, james baines, black ball line, donald mckay shipbuilder, captain ‘bully’ forbes, australian immigration, liverpool to melbourne migration, captain enright, captain byrne, captain henry jones, corio bay geelong, lightning shoals geelong, rabbits introduced to australia, burning of the lightning, historic photograph of shipwreck lightning

Lifebuoy is from the ketch Reginald M, built in Port Adelaide by John Murch in 1922. Lifebuoys were part of the emergency lifesaving equipment carried on vessels in the late 19th and early 20th century. The ring was made of strips of cork wood joined together to make the ring shape then covered in canvas and sealed usually with white paint. Four evenly spaced canvas reinforcing bands would be added for strength and for a place to thread a rope or line. A lifebuoy, or life-preserver, is used as a buoyancy device often thrown to an endangered or distressed person in the water to keep them afloat while they receive help. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. Lifebuoys is a made from a buoyant materials such as cork or foam and ae usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. Cork lifebuoys were used from the late 19th to early 20th century. Kapok fibre was then used as a filling for buoys but wasn’t entirely successful. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The Reginald M 1922- The two-masted coastal trading ketch Reginald M was built by John (Jack) Murch in Port Adelaide, South Australia, in 1922 and it was launched there in Largs Bay in the same year. It is thought that the keel was hewn from two telegraph poles - its owner was a regular visitor to salvage yards. Its cargo at times included Guano, Barley, Wool, Horses, Cattle, Timber, Explosives, Potatoes, Shell Grit and Gypsum. At one time the vessel was used as a customs boat, renamed 'HMC No. 3, Pt Adelaide'. In 1969 she was used by a mining and railway company as a barge to carry explosives. In 1972 the vessel was renamed 'T.S. Macquarie' and planned to be used for sea cadet training.; this did not eventuate. It was sold again and went to Melbourne to be used for pleasure sailing, and again sold for use as a ferry. Late in 1975 Flagstaff Hill purchased the vessel to be used as an exhibit at the Maritime Village where many visitors enjoyed being able to board and explore a real ship with a long history. Sadly, in late 2016, the decision was made to 'decommission' the vessel due to the continuing high cost of maintenance and the risk to public safety. Many of the components of the vessel are held as part of Flagstaff Hill's collection.The lifebuoy is an example of equipment carried on vessels in the late 19th and early 20th century to help preserve life. There were many lives lost in Australia’s colonial period, particularly along the coast of South West Victoria. The lifebuoy is significant for its connection with the Australian built, 1922 coastal trader, Reginald M. Lifebuoy, round , cork, filled, white canvas cover with four red tabs. Text is printed in black on quarters 1 and 3. This lifebuoy once belonged to the vessel 'Reginald M' , Pt Adelaide. "REGINALD M / Pt ADELAIDE".flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lifebuoy, lifesaving, ship equipment, reginald m, life rings, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, coastal trader, john murch, reg webb

This sheet of copper sheathing or Muntz metal has been recovered from the site of the wrecked ship Schomberg. It has been damaged by the reaction of the metals to the sea, it has encrustations from the sea such as sand, and another damage has caused the edges to break away or fold over. Early sailing ships had a problem of the timber hulls being eaten through by the marine animals called Teredo Worms, sometimes called ‘sea worms’ or ‘termites of the sea’. The worms bore holes into wood that is immersed in seawater and the bacteria inside the worms digest the wood. Early shipbuilders applied coatings of tar, was, lead or pitch onto the timber to prevent this. In the 18th and 19th centuries, the outsides of ships’ hulls were encased in either copper sheathing or Muntz metal, which is a combination of 60 per cent copper and 40 per cent zinc. The ships would be re-metalled periodically to ensure the sheathing would remain effective. In more recent times the ships are protected with a toxic coating. About the SCHOMBERG- James Blaine’s Black Ball Line had commissioned the luxury sailing ship, Schomberg, to be built for its fleet of passenger liners The three-masted wooden ship was launched in 1855, designed by the Aberdeen builders to sail faster than the quick clippers designed by North American Donald McKay. The material used for the diagonal planking was British oak with layers of Scottish larch. The Schomberg’s master Captain ‘Bully’ Forbes commanded the ship on its maiden journey between Liverpool and Melbourne, departing on 6 October 1855 with 430 passengers and 3000 tons of cargo including iron rails and equipment intended the build the Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. After sailing for 78 days she ran aground on a sand spit at Curdies Inlet near Peterborough, Victoria, on 27 December 1835. At dawn on the next day, the ship’s Chief Officer signalled a passing steamer, SS Queen, for help and all of Schomberg’s passengers were able to disembark safely. The passengers’ baggage and some of the cargo were later collected from the Schomberg. Local merchants Manifold & Bostock bought the wreck and the remaining cargo but did not attempt to salvage the cargo that was still on board. They eventually sold it and after two of the men drowned in the salvage efforts the job was abandoned. In 1975, divers from Flagstaff Hill, including former Director, Peter Ronald, explored the Schomberg wreck site and recovered many artefacts that are now on display at the Museum.The copper sheathing is significant for its connection with the Schomberg, which is on the Victorian Heritage Register (VHR S612), has great historical significance as a rare example of a large and fast clipper ship that sailed on the England-to-Australia run, carrying emigrants at the time of the Victorian gold rush. She represents the technical advances made to break sailing records between Europe and Australia. Flagstaff Hill’s collection of artefacts from the Schomberg is significant for its association with the shipwreck. The collection is primarily significant because of the relationship between the objects, as together they can interpret the story of the ship, Schomberg. It is archaeologically significant as the remains of an international passenger Ship. It is historically significant for representing aspects of Victoria’s shipping history and for its association with the shipwreck and the ship, which was designed to be the fastest and most luxurious of its day.Copper sheathing; rectangular sheet of copper, shaped for use on a ship's hull, buckled, with fibres protruding from one edge. The object was recovered from the wreck of the SCHOMBERG.flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, schomberg, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, ship construction, copper sheating, sheathing, sea worm, muntz, muntz metal, copper sheathing, teredo worms, sea worms, sea termites, shipbuilding

Bushfire Prevention Week was initiated by the Forests Commission in 1930. Victoria’s State Governor, Lord Somers, the Lord Mayor of Melbourne, Sir Harold Luxton and the newly appointed Minister for Forests, William Beckett launched the innovative campaign with great flourish to 250 invited guests at Melbourne’s opulent Town Hall on Monday 13 January 1930. Special church sermons had been held previously on Sunday. The packed program of gala events included lavish luncheon talks at city clubs, scholarly lectures broadcast on the wireless, together with daily articles in the Melbourne and country press about the pressing need for fire prevention. The slogan for the ground-breaking campaign was… Prevent Bush Fires – It Pays… The Shell Petrol Company of Australia supplied 15000 windshield stickers, the British Australasian Tobacco Company donated a large supply of stamp stickers, while many other companies drew attention to the campaign in their newspaper advertisements. The Victorian Railways and many city firms displayed special fire posters, while Bryant and May posted messages on their limited-edition matchbox covers which are now highly prized by phillumenists (i.e. matchbox collectors). The Postmaster General's Department franked postage stamps and letters with special bushfire slogans. While plainclothes police were secretly deployed to the bush to arrest potential arsonists. Canvas and enamel fire prevention signs were erected on most roads leading to forest areas. Letters to the Editor later appeared in many city and country newspapers extolling the virtues of Bushfire Prevention Week and urging for its continuation as an annual event. Although a new idea for Australia, the Canadian Forest Service had been running a similar program for a few years. The Forests Commission in its 1929-30 Annual Report, under the title of "Propaganda", noted with some glee… "One of the most gratifying features of the ''Week" was its low cost to the Government, the major part of the publicity material being donated by private firms." And so for the next 50 years until the 1980s, Bushfire Prevention Week continued unabated with the Forests Commission producing a series of coloured “Magic Lantern” slides which were manufactured by Alex Gunn and Sons in Collins Street Melbourne for screening at Val Morgan cinemas. The slides famously introduced the menacing character, Willy Wildfire, warning motorists to be careful with matches. Now known as Fire Action Week, it remains a key event in the annual calendar for both DEECA and the CFA and is still going strong... These canvas fire awareness signs were used right throughout the period of the Forests Commission until the mid 1980sBushfire awareness signbushfire

Bushfire Prevention Week was initiated by the Forests Commission in 1930. Victoria’s State Governor, Lord Somers, the Lord Mayor of Melbourne, Sir Harold Luxton and the newly appointed Minister for Forests, William Beckett launched the innovative campaign with great flourish to 250 invited guests at Melbourne’s opulent Town Hall on Monday 13 January 1930. Special church sermons had been held previously on Sunday. The packed program of gala events included lavish luncheon talks at city clubs, scholarly lectures broadcast on the wireless, together with daily articles in the Melbourne and country press about the pressing need for fire prevention. The slogan for the ground-breaking campaign was… Prevent Bush Fires – It Pays… The Shell Petrol Company of Australia supplied 15000 windshield stickers, the British Australasian Tobacco Company donated a large supply of stamp stickers, while many other companies drew attention to the campaign in their newspaper advertisements. The Victorian Railways and many city firms displayed special fire posters, while Bryant and May posted messages on their limited-edition matchbox covers which are now highly prized by phillumenists (i.e. matchbox collectors). The Postmaster General's Department franked postage stamps and letters with special bushfire slogans. While plainclothes police were secretly deployed to the bush to arrest potential arsonists. Canvas and enamel fire prevention signs were erected on most roads leading to forest areas. Letters to the Editor later appeared in many city and country newspapers extolling the virtues of Bushfire Prevention Week and urging for its continuation as an annual event. Although a new idea for Australia, the Canadian Forest Service had been running a similar program for a few years. The Forests Commission in its 1929-30 Annual Report, under the title of "Propaganda", noted with some glee… "One of the most gratifying features of the ''Week" was its low cost to the Government, the major part of the publicity material being donated by private firms." And so for the next 50 years until the 1980s, Bushfire Prevention Week continued unabated with the Forests Commission producing a series of coloured “Magic Lantern” slides which were manufactured by Alex Gunn and Sons in Collins Street Melbourne for screening at Val Morgan cinemas. The slides famously introduced the menacing character, Willy Wildfire, warning motorists to be careful with matches. Now known as Fire Action Week, it remains a key event in the annual calendar for both DEECA and the CFA and is still going strong... These canvas fire awareness signs were used right throughout the period of the Forests Commission until the mid 1980sBushfire awareness signHelp Prevent Bushfiresbushfire

Bushfire Prevention Week was initiated by the Forests Commission in 1930. Victoria’s State Governor, Lord Somers, the Lord Mayor of Melbourne, Sir Harold Luxton and the newly appointed Minister for Forests, William Beckett launched the innovative campaign with great flourish to 250 invited guests at Melbourne’s opulent Town Hall on Monday 13 January 1930. Special church sermons had been held previously on Sunday. The packed program of gala events included lavish luncheon talks at city clubs, scholarly lectures broadcast on the wireless, together with daily articles in the Melbourne and country press about the pressing need for fire prevention. The slogan for the ground-breaking campaign was… Prevent Bush Fires – It Pays… The Shell Petrol Company of Australia supplied 15000 windshield stickers, the British Australasian Tobacco Company donated a large supply of stamp stickers, while many other companies drew attention to the campaign in their newspaper advertisements. The Victorian Railways and many city firms displayed special fire posters, while Bryant and May posted messages on their limited-edition matchbox covers which are now highly prized by phillumenists (i.e. matchbox collectors). The Postmaster General's Department franked postage stamps and letters with special bushfire slogans. While plainclothes police were secretly deployed to the bush to arrest potential arsonists. Canvas and enamel fire prevention signs were erected on most roads leading to forest areas. Letters to the Editor later appeared in many city and country newspapers extolling the virtues of Bushfire Prevention Week and urging for its continuation as an annual event. Although a new idea for Australia, the Canadian Forest Service had been running a similar program for a few years. The Forests Commission in its 1929-30 Annual Report, under the title of "Propaganda", noted with some glee… "One of the most gratifying features of the ''Week" was its low cost to the Government, the major part of the publicity material being donated by private firms." And so for the next 50 years until the 1980s, Bushfire Prevention Week continued unabated with the Forests Commission producing a series of coloured “Magic Lantern” slides which were manufactured by Alex Gunn and Sons in Collins Street Melbourne for screening at Val Morgan cinemas. The slides famously introduced the menacing character, Willy Wildfire, warning motorists to be careful with matches. Now known as Fire Action Week, it remains a key event in the annual calendar for both DEECA and the CFA and is still going strong... These canvas fire awareness signs were used right throughout the period of the Forests Commission until the mid 1980sBushfire awareness signProtect your forests from firebushfire

Yields information about the condition of the ESCo tram fleet at the time of the SEC takeover of the operations their appearance, the reconstruction work and trackwork to rehabilitate the system. Demonstrates an important era of the Ballarat Tramways through the SEC preparing an album of photographs. The completeness of the record adds to the significance.Photo Album - comprising folded manila card covers, 11 photo sheets each with two, one with three black and white photos. Has three metal - steel fold back clips holding the sheets together. Folded so that the metal clips are not exposed on the outside. Has the title "Photographs of Ballarat Tramways Rolling Stock & Track Reconditioning Works". Album contains 23 photos, glued to the manila sheets - assembled by the SEC. All SEC photos except as noted below. Each of the photographs have been separately registered, as shown in the table below. Scanned images made of photos. Conservation Notes prepared - within the cataloguing sheet. Inside cover Typed notes, dated 1935, of the early trams of Ballarat, trailers ex Sydney, new trams ex Melbourne in 1930, and a further 5 in 1931. Lists the original Brill trams still in service (9 Number), and a noted on the recent scrapping of No. 11. Also had a note re the Sebastopol cars and the timber quality used in their construction - see hi Res image btm3000h-cover.jpg (added 16-12-2015) Folio Reg. Notes Item No. 1 3001 ESCo 14 see also Reg Item Image 755 for early copy. 3002 ESCo 21 ditto 1354. 2 3003 ESCo 1 ditto 756 3004 ESCo 1 ditto 758 3 3005 SEC 30 1357 and N204 3006.1 Interior photo 3006.2 Interior photo 4 3007 189 1356 and N203 3008 SEC car? 5 3009.1 Track work at Grenville St 3009.2 Track work at Grenville St with 27 in photo. 6 3010 Official party for launch of new rolling stock 1935 - Richards & Co photo 3011 No 30 on ditto - Richards & Co photo 7 3012.1 Interior photo of ex MMTB car 3012.2 ditto 8 3013.1 Track reconstruction photo 3013.2 ditto 9 3013.3 ditto 3013.4 ditto 10 3013.5 ditto 3013.6 ditto 11 3009.3 ditto - City Loop (See note below) 3009.4 ditto - Grenville St It would appear or is possible that folio 5 is out of position relative to No. 10 and 11. This is given the location of the photographs contained and would be more consistent with that of No. 11. Also the silverfish damage to the photographs would be consistent. The folio arrangement has been left as found, although catalogued to the follow style of photographs. Photos not to be taken out of the album unless for photographic copying. Use image files.Handwritten notes re trams history under each photo on sheet 1 in pencil., On front cover in ink "Ballarat Tramway Preservation Society Catalogue No. 601"trams, tramways, ballarat, reconstruction, tramcars, esco, mmtb, new trams

150 years of experience and commitment. Norwegians have been producing and exporting cod liver oil for more than 1000 years. But it was not before 1645 it was reported that cod liver oil could be used to prevent and cure disease. At the end of the 18th century the first scientific article was published to support this. In the middle of the 19th century, the pharmacist Peter Möller observed that people along the west coast of Norway consuming cod liver oil regularly were rarely ill. He dedicated himself to finding out how this healthy liquid could be produced with better taste and pureness at a lower price. He developed a method of using steam to extract the oil from fresh cod livers. Based on this technological advance, the company Peter Möller was founded in 1854 in Lofoten on Norway’s arctic coast, where you find pure, cold, clean seas and high quality raw material. Peter Joachim Möller (1793-1869) At first Möller’s Cod Liver Oil was believed to be a good source of vitamin D and A, and the health benefits were associated with these vitamins. Peter Möller believed, however, that there were other significant benefits from fatty acids and other ingredients in the cod liver oil – both known and unknown. Peter Möller was dedicated to understanding more about these benefits. His dedication and commitment is clear in Möller's vision to improve people’s health by delivering the highest quality omega 3 products. Timeline 1793 Peter Möller is born in Røros, Norway 26 April. 1819 Peter Möller travels to Christiania (Oslo) and is employed by the pharmacist Frantz Peckel at the Svane chemist. He is employed on condition that he passes his pharmaceutical exam within one year. 1822 Graduated as a pharmacist with a unanimous first grade and with the award of the Professor's special satisfaction. 1842 Together with professors A. Holst and Chr. Boeck, Peter Möller participates in the commission which develops the first Norwegian Pharmacopoeia. 1853 Peter announces his method to cod liver oil works along the coast. He equips cod liver oil factories with new equipment in Lofoten, Ålesund and Kristiansund. The facility outside Ålesund is the most important for testing the method. 1854 The Peter Möller company is established as production has started at the three factories. Sales are lower than anticipated even though the quality is considerably better with the new method. The consumers of cod liver oil had been used to the fact that “good medicine must taste bad” and would not believe that the new and better quality was as healthy. Therefore, the following years are used to introduce consumers to the product, and also to convert more producers to the new method. 1869 Peter Möller dies. There are 70 cod liver oil steamers which use his steam rendering method, and 5000 barrels are produced every year. Möller’s company increases the quality by better routines for quality controls. 1870 Severin A Heyerdal, Möller’s son-in-law, assumes the leadership of the firm after Peter's death. He continues the work by improving the quality of the cod liver oil. The goal was to make it as pure and unaltered as in the liver. At this time, Möller had already started selling its product in the USA. In 1870, WH Schieffelin & Co. ("The oldest drughouse in America") was engaged by Peter Möller in the USA. 1881 Frantz Peckel Möller assumes the leadership of the Peter Möller company. He saw it as his duty to further the work on cod liver oil, and through a combination of solid scientific education and an eminent sense of the great mercantile possibilities, he made Möller’s cod liver oil the number one in the world market. 1914 The first world war leads to Möller’s bottled cod liver oil being shut out of the export market. However, domestic sales are good. 1924 The subsidiary Møystad Möller & Co. is established for bulk exports and the Association of Medicinal Cod liver oil Exporters is established in Bergen in 1925. 1925/26 The green bottles are introduced. Medicinal cod liver oil exports remain almost constant, while total Norwegian cod liver oil exports increase. 1938 The factory on the Løren grounds in Oslo, Norway is built. The factory is in the same place today. Peter Möller’s Pharmaceutical Laboratorium A/S is also established to separate out the scientific business. Investment is made in a new facility for refining and bottling veterinary cod liver oil, and increased production of industrial cod liver oil. 1940 The outbreak of the 2nd world war sees exports fall dramatically, while cod liver oil’s significance as a dietary supplement receives increased attention. Domestic sales increase strongly. 1945 After the war, medicinal cod liver oil retains its high status as an important dietary supplement in the “rebuilding" of the country. Cod liver oil becomes an ”emergency product in ravaged areas where the supply situation is difficult. Competition from other countries such as the USA, England and Iceland increases, and Norway no longer dominates the market. 1983 Möller’s cod liver oil in capsule form is launched and palatable cod liver oil is launched. 1990 Peter Möller A/S merges with Orkla Borregaard A/S (now ORKLA) 2005 Peter Möller merges with CollettPharma. The new company is called MöllerCollett. 2007 Merger between MöllerCollet and DanskDroge. The new company is called Axellus. Oval in section with a thin neck, mauve tinted clear glass bottle with text embossed on side.On side : 'P.MOLLER', 'OL JECOR', 'GADOR VER', 'CHRISTIANIA'.cod liver oil, norway, peter moller, christiana, oslo

In 1952 the subject surf boat crewed by Geoff Scott, Ron Blackney, Wes McLaren, Jim Tibb, and Stan Stephens, won the Victorian Surf Boat Championships. When the club had finished with the boat Mr. Harold Stephenson paid one shilling and it eventually found its way into a garage where it remained for over 20 years before being donated to Flagstaff Hill. This boat is regarded as a unique example of craftsmanship, closely resembling Bay whaleboats used around the Warrnambool area in the 1800s. This timber caravel surf boat was named “Aeroplane Jelly” and was built by N & E Towns a Newcastle boat builder in 1949 Aeroplane Jellies and David Jones as sponsors of the Sydney Surf Carnival of 1950/1951 donated jointly the vessel. George Towns started his boat-building business in 1869 on Dempsey Island on the Hunter River, NSW. George's sons took over the business as N & E Towns (Norman and Eldrid) and continued until the early 1950s. The business made a variety of small craft including fishing boats, launches, and flood boats. In 1928 they built their first surf boat it took about six weeks to build with cedar planks and hardwood frames. After World War II surf boats became their main focus and they became well known for the lighter and faster designs. Many “Towns built” craft have won events at state and national surf championships. They were renowned Boat Builders producing a much lighter and faster running boat than anything previously made, with a buoyant type bow design giving it the lift necessary to get out and through heavy surf. while its sleek lines from amidships aft provided very fast running qualities. Either side of its bows, it bore the bright silver aircraft transfer of the Aeroplane Jellies Company. After a surf competition at Narrabeen NSW, the competing Warrnambool surf lifesaving team returned home to Warrnambool their club committee decided to purchase the "Aeroplane Jellies" Surf boat if and when it became available as the team had been so impressed with the boat. On 30 October 1951 a cheque for £207-2/6' was raised, £180 for the boat, balance for oars. Transport was arranged and the boat was delivered in November 1951. When the "Aeroplane Jellies" competition days were over in the early 1960's due largely to changing surf boat design, Warrnambool Club's Secretary, Mr. Harold Stephenson, sought permission from the Committee to purchase the boat for the nominal sum of one shilling thus preserving the vessel for posterity. The boat had been stored for many years at the Nullawarre Bakery where it remained until Mr. Stephenson died in 1985. After Mr. Stephenson's passing his family donated the vessel to Flagstaff Hill Maritime Museum in 1986.A very rare example of a surf lifesaving boat that for its time was a unique creation that revolutionised small vessel design in Australia. It was made by a renowned maker that today unfortunately many of his examples of boats he made, especially surf life-saving boats no longer exist making the Flagstaff Hill boat very significant to not only surf lifesaving history but to the part it played in our social life for all those who went to the beaches in 1960s Australia.Surf boat named "Aeroplane Jellies". Timber, double ender carvel, built in 1949 by N & E Towns, Newcastle, NSW. Only a few are in existence. She was a trophy prize at Sydney Surf Carnival 1950/1951, donated by Aeroplane Jellies and David Jones Dept. Store, Sydney. The boat was won by South Narrabeen Surf Club. Warrnambool Surf Club purchased her on 30/10/1951 for £207-2/6, and she was sold to Harold Stephenson in early 1960's for 1 shilling. Donated to Flagstaff Hill by the family of Harold Stephenson around 1985-1986. The name Aeroplane Jellies was lettered in gold across the boat's coaming and there is a remnant of some of the gold lettering still there.warrnambool, flagstaff hillflagstaff hill maritime museum, great ocean road, ememgency, historic boat, surf boat, n & e towns, carvel, vintage boat, double ender boat, lifesaving boat, geoff scott, south narrabeen surf club, warrnambool surf life saving club, lifeboat

The Excelsior IV Log is a nautical instrument for measuring a vessel’s speed and distance travelled. When navigating a ship it is essential to be able to estimate the boat’s speed and distance travelled to determine its position at sea. In times past the only way to measure a ship’s speed was to throw a wood log into the water and observe how fast it moved away from the ship. In the 16th century, the log was fastened to a rope knotted at set intervals. The log was thrown over the stern (back) of the vessel and a crew member counted the number of knots that were paid out in a set time. From this, they could estimate the speed of the vessel through the water. This was known as streaming the log and is also the derivation of the knot as a measurement of nautical speed. The Walker’s Excelsior Mark IV instrument was designed for smaller vessels, such as yachts, launches and fishing vessels. Historical: Thomas Walker & Son was internationally renowned in the manufacturing of ships logs, founding father , Thomas Walker (1805–1871), an engineer in Birmingham, patented a mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kick starting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ship’s log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (British-based organisation promoting ties and trade with the British Caribbean), being the most common log in use for two generations. It took until 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By the time of his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log and the Walker factory was one of the first to introduce the 48 hour work week for employees. The ship log was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades.Ship's Taff Rail Log, rope attached. Walker's Excelsior IV Log model. Nautical miles dials: units and 10's. "Walker's Excelsior IV Log", "Made in England by Thomas Walker, Birmingham"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, log register, taff rail log, taffrail log, marine navigation, a1 harpoon log, cherub’ log, walker’s excelsior mark iv log, ship’s log instrument, mechanical ship’s log, measure ship’s speed, nautical instrument, navigation instrument, massey & sons, thomas walker, blue brick walker, thomas walker & son, thomas ferdinand walker, 48 hour work week

The 2nd Light Horse Regiment was raised at Enoggera in Queensland on 18 August 1914. Its recruits came mainly from Queensland but some hailed from the northern rivers district of New South Wales. The 2nd was one of three regiments of the 1st Light Horse Brigade – the first Australian mounted formation raised by Australia during the First World War. The regiment sailed from Brisbane on 25 September and disembarked in Egypt on 9 December. The 2nd Light Horse Regiment deployed to Gallipoli without its horses and landed there on 12 May 1915, joining the New Zealand and Australian Division. It played a defensive role for most of the campaign but did attack the Turkish trenches opposite Quinn’s Post, one of the most contested positions along the ANZAC Line. The first assault wave was mown down and fortunately the officer commanding the attack had the wisdom and courage to call it off. The 2nd was withdrawn from the front line in September and left the peninsula on 18 December. Back in Egypt, the 2nd Light Horse joined the ANZAC Mounted Division. Between January and May 1916, the regiment was deployed to protect the Nile valley from bands of pro-Turkish Senussi Arabs. On 18 May, as part of its parent brigade, it joined the forces defending the Suez Canal. The 1st Light Horse Brigade played a significant role in turning back the Turkish advance on the canal at the battle of Romani on 4 August. In ensuing days the regiments of the brigade participated in the immediate follow-up of the defeated Turks, but were soon withdrawn to rest. The 2nd Light Horse Regiment rejoined the Allied advance across the Sinai in November and was subsequently involved in the fighting to secure the Turkish outposts on the Palestine frontier – Maghdaba on 23 December 1916 and Rafa on 9 January 1917. A stint of protective duty along the line of communications through the Sinai followed. The 2nd’s next major engagement was the abortive second battle of Gaza on 19 April. Gaza finally fell on 7 November, after a wide outflanking move via Beersheba, in which the 1st Light Horse Brigade played a part. With the capture of Gaza, the Turkish position in southern Palestine collapsed. The 2nd Light Horse Regiment participated in the advance to Jaffa that followed, and was then committed to operations to clear and occupy the west bank of the Jordan River. It was involved in the Amman (24–27 February) and Es Salt (30 April–4 May) raids and the repulse of a major German and Turkish attack on 14 July 1918. The final British offensive of the campaign was launched along the Mediterranean coast on 19 September 1918, with the ANZAC Mounted Division taking part in a subsidiary effort east of the Jordan aimed at Amman. Turkey surrendered on 30 October 1918. The 2nd Light Horse Regiment sailed for Australia on 13 March 1919 without their horses, which were either shot or transferred to Indian cavalry units. Events in the daily routine of the soldier were signalled by bugle and trumpet calls. This trumpet is signicant because historically, it was issued to the 2nd Australian Light Horse Regiment in 1912. This Regiment served with distinction in Gallipoli and Palestine in World War 1. It is probable, but not confirmed, that tthe trumpet was used by the Regiment during these operations. Each light horse regiment was divided into four squadrons. Each squadron had a trumpeter sergeant, equipped with a cavalry trumpet, who was employed at the Squadron Headquarters Technically called a cavalry trumpet, this brass instrument can be described as a "simple trumpet" ie. the direct forerunner of the modern valve trumpet. It is in E flat not B flat as is the bugle. Both were carried slung over the player's body by means of green tasselled cords.Crest with inscription: "Exposition Universelle De Paris" with circular logo with inscribed "1900". "Hors Concours Membre De Jury". Logo formed of initials (not deciphered). "Couesnon Cie 94 Rue Dangouleme Paris". Bomb burst type logo with "01" in centre. "W H Paling & Co Ltd Sydney NSW Brisbane" On bell: "Mounted Rifles (2nd ALH)" trumpet, cavalry, musical instrument, 2nd light horse, mounted rifles