This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships. PS Etona was built in 1898 at Milang, South Australia as a missionary church steamer for the Church of England. The Etona's run was from Mannum, South Australia, where she was based up to Renmark. As churches were built in river tower she was no longer required and in 1912 she was sold to Captain Arch Conner who used her as a fishing steamer at Boundary Bend for many years. She was brought out of retirement during the 1956 floods to do trips up the Murrumbidgee River. She was eventually bought by interest in Echuca and restoration was commenced in 1962. The Etona, now fully restored with her original steam engine can now be seen moored along side the historic wharf at Echuca.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Foreword - G. F. Tilley - 5 The "Etona" - H. Vaughan Evans - 6 Editorial - Russell Hemingway - 11 The Old Lady Of The River - Captain J. Gaby - 19 "Takapuna" Interlude On A Moonless Night - E. Harper - 31 Maritime Museum of Tasmania - J. Miller - 34 The Confederate Raiders "Florida" and "Alabama" - A. R. Osmond - 36 "Ease After War . . . Doth Greatly Please" - Captain W. J. Cowling - 44 Mutiny At Sea - P. R. Wilkins - 49 War Service In The Indian Ocean - H. Mossman - 51 Cape Horn - Captain Eino Koivistoinen - 57 "Tragedy of Loss" - Jonathan john - 61 The End of The "Queen Elizabeth" - Bradley J. Newell - 62 London Could Cope With Him - Dr. Stanislaw Bernatt - 68 Three Ships Canals - N. S. Smith - 69 The Loss Of The "Eyoshi Maru" - Captain M. B. Glasier - 77 A Small Consignment But Valuable - J. B. Hodgson - 85 Lowden and The "Candida" - D. R. Rickard - 87 "Lauriston" Sails On - F. W. Rudd - 89 Confusion of Identities, "Young Australian", "Young Australia" and "Carl" - J. M. MacKenzie - 93 Rescue from "Clarissa", 1957 - Captain Leif Asklund - 97 Journey Home - Captain W. E. Eastoe - 100 Disaster At Blanket Bay - J. K. Loney - 104 The End Of The "Antiope" - Captain Bruce Bell - 106 The "Great Britain" - C. E. Bonwick - 108 Search The Coast To Shark Bay - Rear-Admiral Charles Adair U.S.N. - 110 The "Polly Woodside" Family - Rev. H. W. Coffey - 121 Book Reviews - 123sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch, murray river, paddlesteamers, echuca, etona, ps etona

This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Foreword - - 5 Editorial - - 9 Steam Tug Wattle - G.C. Hogben - 11 The Legend of the Marco Polo Pride of all New Brunswick - Sponsors of the Marco Polo Restoration Project - 17 Yarra Mud Re-visited - Harrow Morgan - 21 Abandon Ship (in Dry Dock) - T. E. Goldfinch - 33 The Golden Plover Lives Again - Alison Forte - 37 San Pedro Offshore - P.H. Lewis - 41 White Sails in Australian Waters - Late D. McLennan - 45 Barque Polly Woodside - - 52 The Edwin Fox Restoration Picton, New Zealand - - 55 A Gulf Trader - R.N. Thiele - 57 The Great Britain (Poem) - C.E. Bonwick - 65 Singapore for Orders - - 67 Memories of a Master Under Sail The China Coast - Late Captain William Phillip - 71 Junior Marine Radio Officer on the S.S. Iron Flinders - Ellery Teare - 75 Australia’s Oldest Vessel — The Portland Lifeboat - Reprinted from the Journal of Portland Smelter Services Pty. Ltd. - 79 Any port in a Storm - W.P. Shemmeld - 81 A Happy Introduction to Sail - Captain George Molyneux - 87 Restored Ships in Sydney Harbour - Jean Barrie - 89 The Voyage of the Jane Richardson — 1889 Part II - Late E. Binham - 99 Preservation of HMAS Castlemaine. - Peter J. Williams - 103 When Blood Stained the Wattle - Late D. McLennan - 107 Book Reviews - - 112sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch, wattle tug, tug boat

Steam whistle which sits near the ships funnel from the 'Killara' which was a car ferry from Cowes to Stony Point from 1933.Brass and steel ships whistlephillip island, cowes, stony point, killara, steam whistle, car ferry

In 1865 Melbourne was visited by a fully rigged steam sloop flying The Confederate Ensign; at the time the American Civil War was in progress. Samuel Amess feted Captain Waddell and his crew although some people were against The Confederate cause. The Captain was most appreciative and presented Samuel Amess with the small cannon.Coloured photograph showing the Cannon from the Confederate Ship "Shanandoah" in the garden of the homestead on Churchill Island.local history, photographs, buildings - historical, rural industry, coloured photograph, john cook, churchill island, cannon

One of a collection of over 400 photographs in an album commenced in 1960 and presented to the Phillip Island & Westernport Historical Society by the Shire of Phillip IslandPhotograph of Arthur Woodley with a Model Yacht and Model Steam Tug made by him during his school dayslocal history, photography, photographs, model ships, two seaworthy model boats and arthur woodley, black & white photograph, shipping, models, arthur woodley, john jenner, bryant west

One of a collection of over 400 photographs in an album commenced in 1960 and presented to the Phillip Island & Westernport Historical Society by the Shire of Phillip IslandPhotograph of the ship "Victoria" which surveyed Western Post in 1865. The first Victorian Man-o-War.local history, photography, photographs, maritime technology, boats, steam sailing ship "victoria", black & white photograph, ships, man-o-war, western port, survey, john jenner, bryant west

250 pages, Appendices, Bibliography and Indices, extensively illustratednon-fictionThis high-quality book is the extraordinary story of an ordinary little ship that had a long and eventful life. Perhaps few Australian coasters have had a more interesting and varied history. Built in Scotland in 1912 for the North Coast Steam Navigation Company, Tambar worked as a lifeline to isolated river and island communities, first in New South Wales, then for the Tasmanian Government and Holymans in Bass Strait (King Island) and as the last steamer serving the Gippsland Lakes. In between she even spent a few years in Papua New Guinea. When World War II broke out, Tambar was commissioned into the RAN as an auxiliary minesweeper, but after the terrible Darwin air raid in 1942 became the first vessel of the newly formed Salvage Board, later assisting in the search for survivors of the Battle of the Coral Sea. Returning to Bass Strait in 1944 for a few more years, she then spent the 1950s on standby as a salvage vessel in Melbourne, working on Merilyn, Terawhiti, E.J. Fairnie, and River Burnett. Craig Mair grew up in Grangemouth, Scotland where Tambar was built, and became interested after inheriting a builder's model from his father. He has consulted thousands of records, including the ship's logs, tracked down witnesses, and assembled over 100 photographs and maps to give a unique insight into Tambar's story, and coastal Australia in the middle decades of the twentieth century, before roads took over the transport task. Besides many colourful stories of shipwrecks and strandings, strange cargoes, salty characters, exotic places, wartime air raids, and salvage jobs, the book includes a definitive account of the worst Second World War 'friendly fire' incident in Australian waters in Moreton Bay in 1942.naa, australian national line, interest group, moreton bay, tambar, coaster, ships

Project to interconnect NSW, Victoria and SA power grid officially opened 30 March 1990. Painting one of several commissioned to mark the link up. Presented to Cr. Bob Menzel at Heywood terminal station. Later in Admella Week activities display (Aug. 4-18, 1990). Displayed at Woodturners' Guild rooms in 1992 (Source: Portland Observer, 12/8/92).Depiction of a harbour and port with industry, boats, ships and a town in the background. In foreground is a road and a grassy area with pine trees. Jetties lead from this area into water. At centre right is an active port with woodchip pile, cranes, buildings and silos. To the left is a red vessel. At top left is a shore area with a road rising to the right, a spired church and several buildings. Large amounts of steam rises from the pile of woodchips of the port. Unframed.Front: (no inscriptions) Back: (no inscriptions)

Caulking is the traditional technique used on wooden vessels built with butted or clinker-built planks to fill the gaps between these planks while still allowing the wood to flex and move. This involved driving the irons, hammered in with the mallet, deep into the seams to open them up. After this, spun yarn, oakum (hemp) or cotton was driven deep into the gaps. The hemp or cotton was soaked in creosote or pine tar to make the joins watertight. Caulking also played a structural role in tightening up the hull or deck by reducing the longitudinal movement of the neighbouring planks. The subject item was made by Ward & Payne of the Limbrick Works at Hillsborough, Sheffield England manufacturers of hand-forged tools. Their trademark registered in 1850 was a Letter "W" & "P" stamped into the steel. The firm was established by David Ward (1767-1822) in 1803 the company became David Ward & Sons, in 1837 after Ward's son Edward joined the firm. In 1845 Henry Payne the founder's son-in-law became a partner but died in 1850 after which the company reverted to the Ward family. The business then concentrated on making carving tools, chisels and gouges. In 1882 David Ward's grandson David Ward Jr. (1835-1889) purchased land and built a factory at Sheffield North known as the "Limerick Wheel". For a time Wards operated from both 106-114 West Street Sheffield and at Limbrick Road, Hillsborough on the river Loxley. By 1911 they had expanded into making spades, forks, sheep shears and many other types of edged tools including drills and wood planes. In 1967 Wilkinson Sword purchased all the company's share capital and continued to sell Ward & Payne tools until 1970 when a fire burned the factory down and housing development was built on the site. The subject item is significant as it gives a snapshot of the technological development of sailing ships and their operation before steam-powered vessels took over around the world. Tools such as the subject item demonstrate the traditional craftsmanship and skill of the shipwright and the aesthetic quality of the timber ships designs of the time. Caulking tool with square end"WARD Sheffield"flagstaff hill, warrnambool, flagstaff hill maritime museum, shipwreck coast, flagstaff hill maritime village, james s steele, caulking iron, caulking tool, shipwright tools, ward & payne sheffield, forged tools

Caulking is the traditional technique used on wooden vessels built with butted or clinker-built planks to fill the gaps between these planks while still allowing the wood to flex and move. This involved driving the irons, hammered in with the mallet, deep into the seams to open them up. After this, spun yarn, oakum (hemp) or cotton was driven deep into the gaps. The hemp or cotton was soaked in creosote or pine tar to make the joins watertight. Caulking also played a structural role in tightening up the hull or deck by reducing the longitudinal movement of the neighbouring planks. The subject item was made by Alexander Mathieson & Sons but the company was established in 1792 when John Manners had set up a workshop making woodworking planes at 14 Saracens Lane Glasgow. He also employed an apprentice Alexander Mathieson (1773-1851). But in the following year at Saracen's Lane, the 1841 census describes Alexander Mathieson as a master plane-maker now at 38 Saracen Lane with his son Thomas Adam working with him as a journeyman plane-maker. Presumably, Alexander must have taken over the premises and business of John Manners. Now that the business had Thomas Adam Mathieson working with his father it gradually grew and became more diversified, and it is recorded at the time by the Post-Office Glasgow Annual Directory that by 1847-1848 Alexander Mathieson was a “plane, brace, bit, auger & edge tool maker”. In 1849 the firm of James & William Stewart at 65 Nicolson Street, Edinburgh was taken over by Mathieson and Thomas was put in charge of the business, trading under the name Thomas A. Mathieson & Co. as plane and edge-tool makers. Thomas's company went on to acquire the Edinburgh edge-tool makers “Charles & Hugh McPherson” and took over their premises in Gilmore Street. In the Edinburgh directory of 1856/7, the business is recorded as being Alexander Mathieson & Son, plane and edge-tool makers at 48 Nicolson Street and Paul's Work, Gilmore Street Edinburgh. In the 1851 census, Alexander is recorded as working as a tool and plane-maker employing eight men. Later that year Alexander died and his son Thomas took over the business. Under the heading of an edge-tool maker in the 1852/3 Post-Office Glasgow Annual Directory the firm is now listed as Alexander Mathieson & Son, with further entries as "turning-lathe and vice manufacturers". By the early 1850s, the business had moved to 24 Saracen Lane. The directory for 1857/8 records that the firm had moved again only a few years later to East Campbell Street, off the Gallowgate area, and that through further diversification was also manufacturing coopers' and tinmen's tools. The ten-yearly censuses report the firm's growth in 1861 stating that Thomas was a tool manufacturer employing 95 men and 30 boys; in 1871 he had 200 men working for him and in 1881 300 men. By 1899 the firm had been incorporated as Alexander Mathieson & Sons Ltd, even though only Alexander's son Thomas appears ever to have joined the firm so the company was still in his father's name. In September 1868 Thomas Mathieson put a notice in the newspapers of the Sheffield & Rotherham Independent and the Sheffield Daily Telegraph stating that his firm had used the trade-mark of a crescent and star "for some time" and that "using or imitating the Mark would be proceeded against for infringement". The firm had acquired its interest in the crescent-and-star mark from the heirs of Charles Pickslay, the Sheffield cutler who had registered it with the Cutlers' Company in 1833 and had died in 1852. The year 1868 seems also to be the one in which the name Saracen Tool Works was first adopted; not only does it figure at the foot of the notice in the Sheffield press, but it also makes its first appearance in the firm's entry in the Post-Office Glasgow Annual Directory in the 1868/9 edition. As Thomas Mathieson's business grew, so too did his involvement in local public life and philanthropy. One of the representatives of the third ward on the town council of Glasgow, he became a river bailie in 1868, a magistrate in 1870 and a preceptor of Hutcheson's Hospital in 1878. He had a passion for books and was an "ardent Ruskinian". He served on the committee handling the bequest for the setting up of the Mitchell Library in Glasgow. When he died at Coulter Maynes near Biggar in 1899, he left an estate worth £142,764.  In the Company's later years both Thomas's sons, James Harper and Thomas Ogilvie were involved in the continuing life of the firm. James followed in his father's footsteps in becoming a local public figure. He was appointed Deputy Lieutenant of the County of the City of Glasgow and was made a deacon of the Incorporation of the Hammermen of Glasgow in 1919. His brother Thomas Ogilvie was recorded as a tool manufacturer and employer in the 1911 census. Thomas Ogilvie's son Thomas Alastair Sutherland Ogilvie Mathieson was born in 1908 and took a rather different approach to engineer, however, by becoming a racing driver. In 1947 he wed the French film actress Mila Parély. The firm had won many awards at world fairs for their goods. At the Great Exhibition, London, 1851. Prize medal for joiners' tools in the class of Cutlery & Edge Tools, Great London Exposition, 1862. Prize medal honoris causa. International Exhibition, Melbourne, 1880. Gold medal International Exhibition of Industry, Science and Art, Edinburgh, 1886. Prize medalThe firm Alexander Mathieson & Sons were one of the leading makers of hand tools in Scotland. Its success went hand in hand with the growth of the shipbuilding industries on the Firth of Clyde in the nineteenth century and the emergence of Glasgow as the "second city of the Empire". It also reflected the firm's skill in responding to an unprecedented demand for quality tools by shipyards, cooperages and other industries, both locally and far and wide. The subject item is of further significance as it gives a snapshot of the technological development of sailing ships and their operation before steam-powered vessels took over around the world. Tools such as the subject item demonstrate the traditional craftsmanship and skill of the shipwright and the aesthetic quality of the timber ships designs of the time. Caulking tool Off-set. Stamped on blade "Mathieson & Son Glasgow" also stamped in handle, James S Steele tool box.flagstaff hill, warrnambool, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, james s steele, caulking iron, caulking tool, offset caulking tool, alexander mathieson & sons, shipwrights tools, ship building, clinker hull caulking, sailing ships

This bearing cap is thought to be from a donkey winch engine, (or steam donkey, or donkey winch), which is a small secondary steam engine with a cylindrical shaped boiler. In 19th century merchant sailing a steam donkey was often used in marine applications such as to help raise and lower larger sails, load and unload cargo or to power pumps. The bearing cap could have been used on the donkey engine to hold the rod of the winch gear wheel in place, or bolted to another bearing cap around the neck on the top of the boiler’s cylinder, connecting it to the flue. The Newfield was a three-masted iron and steel barque, built in Dundee, Scotland, in 1889 by Alexander Stephen and Sons. It was owned by the Newfield Ship Company in 1890 and later that year It was registered in Liverpool to owners Brownells and Co. The Newfield left Sharpness, Scotland, on 28th May 1892 with a crew of 25 under the command of Captain George Scott and on 1st June left Liverpool. She was bound for Brisbane, Australia, with a cargo of 1850 tons of fine rock salt, the main export product of Sharpness. At about 9pm on 28th August 1892, in heavy weather, Captain Scott sighted, between heavy squalls, the Cape Otway light on the mainland of Victoria but, due to a navigational error (the ship’s chronometers were wrong), he assumed it to be the Cape Wickham light on King Island, some 40 miles south. He altered his course to the north, expecting to enter Bass Strait. The ship was now heading straight for the south west Victorian coast. At about 1:30am the Newfield ran aground on a reef about 100 yards from shore and one mile east of Curdie’s Inlet, Peterborough. The ship struck heavily three times before grounding on an inner shoal with 6 feet of water in the holds. Rough sea made the job of launching lifeboats very difficult. The first two lifeboats launched by the crew were smashed against the side of the ship and some men were crushed or swept away. The third lifeboat brought eight men to shore. It capsized when the crew tried to return it to the ship for further rescue The rescue was a difficult operation. The Port Campbell Rocket Crew arrived and fired four rocket lines, none of which connected with the ship. Peter Carmody, a local man, volunteered to swim about one mile off shore to the ship with a line to guide the fourth and final lifeboat safely to shore. He was assisted by James McKenzie and Gerard Irvine. Seventeen men survived the shipwreck but the captain and eight of his crew perished. The Newfield remained upright on the reef with sails set for a considerable time as the wind slowly ripped the canvas to shreds and the sea battered the hull to pieces. The Marine Board inquiry found the wreck was caused by a "one man style of navigation" and that the Captain had not heeded the advice of his crew. According to Jack Loney ‘… when the drama was over . . the Newfield was deserted except for the Captain’s dog and two pigs.’ Peter Carmody was awarded the Bramley-Moore medal by the Liverpool Shipwreck and Humane Society for Saving Life at Ssea, which he received by mail on January 21st 1893. The medal and a letter of congratulations were donated to Flagstaff Hill Maritime Museum by Peter Carmody’s grand-daughter Norma Bracken and her son Stuart Bracken on 25th May 2006. The Bearing Cap joins other items in the Newfield collection.Flagstaff Hill’s collection of artefacts from the Newfield is significant for its association with the shipwreck Newfield, which is listed on the Victorian Heritage Registry. The collection is significant because of the relationship between the objects. The Newfield collection is archaeologically significant as the remains of an international cargo ship. The Newfield collection is historically significant for representing aspects of Victoria’s shipping history and its association with the shipwreck.Brass bearing cap from the wreck of the sailing ship “Newfield” is possibly from a donkey winch engine. The half-circle shaped cuff with a rectangular brass block attached to the outside of each end of the half-circle. Both blocks have a round hole in their centre and are approximately the same depth and width as the cuff. Midway around the half-circle cuff is another brass block that is about twice the depth of the cuff. It appears to have been a circular shape that has been modified to match the width of the collar, having had the sides of the circle cut off to leave straights edge parallel to the edges of the cuff. In the centre of this block is another hole, and there appears to be the head of a bolt inside this hole. The bearing cap is lightly encrusted.1893, flagstaff hill, flagstaff hill maritime museum, maritime museum, warrnambool, newfield, 1892, 28 august 1892, port campbell, shipwreck, nineteenth century, ship, curdie s river, victorian shipwrecks, barque, ship wreck, 29 august 1892, 19th century, bearing cap, donkey engine, donkey winch, steam donkey

This Steam Engine Coupling was recovered from the wreck of the Newfield and is thought to be part of a Donkey Engine (or steam donkey, or donkey winch), which is a small secondary steam engine with a cylindrical shaped boiler. In 19th century merchant sailing, a steam donkey was often used in marine applications such as to help raise and lower larger sails, loading and unloading cargo or for powering pumps. The barque Newfield left Liverpool on 1st June 1892 with a cargo of 1850 tons of fine rock salt for Brisbane. About six weeks later the ship ran into very heavy weather approaching the Australian coast. On 28th August at about 9pm her master, Captain George Scott, observed between the heavy squalls the Cape Otway light on the mainland of Victoria, but due apparently to a navigational error (the chronometers were incorrect), he mistook it for Cape Wickham on King Island, some 40 miles south. He altered course to the north expecting to run through the western entrance of Bass Strait, but instead, at about 1:30am, the ship ran aground about about 100 yards from shore, one mile east of Curdies River. The vessel struck heavily three times before grounding on an inner shoal with six feet of water in the holds. The Newfield remained upright on the reef with sails set for a considerable time as the wind slowly ripped the canvas to shreds and the sea battered the hull to pieces. Seventeen men survived the shipwreck but the captain and eight of his crew perished.Flagstaff Hill’s collection of artefacts from the Newfield is significant for its association with the shipwreck Newfield, which is listed on the Victorian Heritage Registry. The collection is significant because of the relationship between the objects. The Newfield collection is archaeologically significant as the remains of an international cargo ship. The Newfield collection is historically significant for representing aspects of Victoria’s shipping history and its association with the shipwreckCoupling is believed to be part of the Donkey winch's steam-engine. Threaded brass collar (with side outlet) attached to a copper pipe via a locking nut, and a four holed flange with bolts and coupling plate the other end.warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, 1892, 1893, 28 august 1892, 29 august 1892, barque, curdie's river, donkey engine, newfield, nineteenth century, peter ronald, peterborough, port campbell, shipwrecks, steam engine coupling, steam donkey, victorian shipwrecks

The steam engine indicator, or dynamometer, is an instrument used on a steam engine (such as that of a vessel or train) to measure and record the change in the pressures of the engine’s cylinders during their operating cycle. The engineer would use it to identify problems or defects such as bad valve settings or constricted steam pipes. It could indicate the difference in efficiency caused by adjustments made to the engine, being able to instantly measure the variation of pressure from the engine stroke at any given time. This force of power would be registered by a pencil, fitted to the adjustable arm, which would trace a line on paper wound around the cylinder. The recorded information could be used in conjunction with mathematical tables. This particular instrument was made by T.S. Mc Innes, one of the better manufacturers of engine indicators. Mc Innes engine indicators were still being used in the mid 1900’s. This specific instrument was used by Mark Forsythe of North Berwial, Scotland and late of Ararat, Victoria when he was chief engineer on the “SS Talawena” in 1892. The Port of Warrnambool, in Victoria, harboured steam ships that carried both passengers and cargo along the south west coast in the late 1800’s and into the 1900’s. The engineer of a steam ship was responsible for reaching and maintaining the optimum level of steam energy to serve the locomotion and efficiency of the steam ship. The engineer would use a steam engine indicator to measure and record information to achieve this purpose. Engine Dynamometer or Steam Engine Indicator in square, fitted oak case. This brass instrument is used to measure and record steam pressure for setting up and adjusting valves on a steam engine. It has an oscillating recording drum with vertical, silver clip attached for holding paper in place around the drum. The drum oscillates left to right. There is a pulley attached to a length of cord, which is attached to the drum. Beside the drum is a fine metal arm, vertically adjustable, small hole in the end to hold a pencil. Inscription stamped into bracket of the arm. The engine indicator is mounted on a hinged side of the case that swings out ready for use. Attached chains prevent the side from opening past vertical. There is storage for other accessories and an empty compartment in the base (where a scale or ruler may have been located). The case has a collapsible wooden handle, brass hinges and two brass, hook-shaped catches. There is a code stamped inside the lid. It contains a brass, ‘T’ shaped steam-cock (or stop cock) with two open ends made of metal pipe with different sized threads. (Turning the handle on top opens and closes the space in the pipe and would close off the flow of steam from one end to the other.) Also inside the case are three different spiral springs, each with a threaded nut on the end that has a threaded hole inside it. Used by Mr Mark Forsythe when chief engineer on the SS Talawena in 1892 “T.S. MC INNES PATENT” and “522 _ _” (last 2 digits are unreadable) pressed into the arm of the brass indicator. “[ ] X ’ stamped inside the lid of the case. The 3 springs all have a number stamped into them: (1) “32” and “12” (2) “12” and “16” [above] “12” (3) “64” and “150” Card that came with instrument “This instrument was used by Mark Forsythe of North Berwial Scotland and late of Ararat, Victoria when chief engineer on the SS Talawena in 1892" dynamometer, steam engine indicator, t.s. mcinnes, glasgow, dobbie mcinnes, port of warrnambool, warrnambool, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, maritime museum, shipwreck coast, great ocean road

Book, titled “Orient Line Guide, Charters for Travellers by Sea and by Land”. Illustrated Guide of the Orient Line of Steamers between England and Australia. Issued on behalf of the Orient Steam Navigation Company Limited and the Pacific Steam Navigation Company, by the managers of the line, F. Green & Co. – Anderson, Anderson & Co. London, Contract with the Government of New South Wales. Brown leather and cloth cover with gold lettering and fine gold floral decoration. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, charters for travellers orient line guide, book, steam ship travel, passage from england to australia, orient steam navigation company limited, pacific steam navigation company, f. green & co. – anderson, anderson & co, e.c. maclure m macdonald

This small barrel looks well used. Unfortunately, the inscription on the barrel is indecipherable so its story is a mystery. However, the bungholes on the side are a clue that it was once used for storing liquid, likely to have been liquor. Barrels have been used over many centuries for transporting and storing a wide range of dry and liquid goods. They are made by tradesmen called coopers, who use heat and steam to bend and shape the wood to suit the work in hand. They add metal reinforcing, handles, spouts and suchlike, to complete they process. Their produce also includes buckets, casks and tubs. Ships transported bulk liquor in their cargo, stored in wooden barrels. The barrels' round shape allowed them to be easily moved by rolling them into place. The body's shape gave the barrels added strength and the iron bands helped the wooden sheaves stay in place. The tops and bottoms allowed for easy grip. The bungholes gave access to government representatives, who would sample the contents, measure the alcohol percentage, and charge the appropriate duty or tax; the process was called Ullaging and the instrument they used was a Hydrometer. Hundreds of barrels of cement were imported into Warrnambool in the late 19th century for the construction of the Warrnambool Breakwater. Barrel-shaped concrete blocks are still visible at shipwreck sites such as on the LOCH ARD wreck, which carried cement among its cargo.This small barrel is representative of 19th century containers used for transportation and storage of liquid such as liquor. It is a historic shape that is still used in modern times.Barrel; wooden barrel, cylindrical shape with metal bands or ribs for reinforcement. The side has two bungholes; one has a bung or stopper. Inscription on top (indecipherable). (indecipherable)flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, barrel, cask, small barrel, trade, coopering, cooper, casket, transport, storage, bunghole

An adze is an ancient and versatile cutting tool and has been in use for thousands of years. Adze are similar to an axe but with the cutting edge perpendicular to the handle rather than parallel. They have been used since the Stone Age. Adzes are hand tools used for smoothing or carving wood. The subject item was made by Ward & Payne of the Limbrick Works at Hillsborough, Sheffield England manufacturers of hand-forged tools. Their trademark registered in 1850 was a Letter "W" & "P" stamped into the steel. The firm was established by David Ward (1767-1822) in 1803 the company became David Ward & Sons, in 1837 after Ward's son Edward joined the firm. In 1845 Henry Payne the founder's son-in-law became a partner but died in 1850 after which the company reverted to the Ward family. The business then concentrated on making carving tools, chisels and gouges. In 1882 David Ward's grandson David Ward Jr. (1835-1889) purchased land and built a factory at Sheffield North known as the "Limerick Wheel". For a time Wards operated from both 106-114 West Street Sheffield and at Limbrick Road, Hillsborough on the river Loxley. By 1911 they had expanded into making spades, forks, sheep shears and many other types of edged tools including drills and wood planes. In 1967 Wilkinson Sword purchased all the company's share capital and continued to sell Ward & Payne tools until 1970 when a fire burned the factory down and housing development was built on the site.The subject item is significant as it gives a snapshot of the technological development of sailing ships and their operation before steam-powered vessels took over around the world. Tools such as the subject item demonstrate the traditional craftsmanship and skill of the shipwright and the aesthetic quality of the timber ships designs of the time. Adze with wooden handle curved painted green with patent number and maker's name inscribed on inside curve of blade. Inscribed "Patd 561 Ward" "2w". flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, smoothing tool, hand tool, carpenders tool, adze, coopers tool, woodworking tools

This wooden cardholder has been made from the wood of the screw steamer S.S. Edina, most probably after she was broken up in 1957, but could have been made after one of several renovations during her lifetime. The slotted design of the cardholder allows a card to stand vertically and the base is made wider to stableise the holder. It could be used for holding items such as place cards, menus, table numbers. ABOUT THE S S EDINA The three masted iron screw steamer SS Edina was built in Glasgow, Scotland, in 1854 by Barclay and Curle. She was adorned with the figurehead of ‘fair maid of Judea’. The many years of service made SS Edina famous worldwide as the longest serving screw steamer. (The term screw steamer comes from being driven by a single propeller, sometimes called a screw, driven by a steam engine.) SS Edina’s interesting history includes English Chanel runs, serving in the Crimean Ware carrying ammunition, horses and stores to the Black Sea, and further service in the American Civil War and later, serving in the western district of Victoria as well as in Queensland and carried gold, currency and gold prospectors Australia to New Zealand. SS Edina had the privilege of being an escort vessel to H.R.H. the Duke of Edinburgh during his visit to Australia in 1867. In March 1863 SS Edina arrived in Port Phillip Bay, Melbourne, and was bought by Stephen Henty, of Portland fame, to work the cargo and passenger run from Melbourne – Warrnambool – Port Fairy - Portland. After a short time of working the run from Australia to New Zealand, with passengers and cargo that included gold and currency, she returned to her Melbourne - Warrnambool – Port Fairy run, with cargo including bales of wool produced in the western district of Victoria. The Warrnambool Steam Packet Company purchased SS Edina in 1867; she was now commanded by Captain John Thompson and Chief Engineer John Davies. She survived several mishaps at sea, had a complete service and overhaul, and several changes of commanders. In 1870 SS Edina was in Lady Bay, Warrnambool, when a gale sprung up and caused a collision with the iron screw steamer SS Dandenong. SS Edina’s figurehead was broken into pieces and it was not ever replaced. SS Edina was re-fitted in 1870 than was used as a coastal trader in Queensland for a period. She was then brought to Melbourne to carry cargo and passengers between Melbourne and Geelong and performed this service 1880-1938. During this time (1917) she was again refitted with a new mast, funnel, bridge and promenade deck, altering her appearance. In 1938, after more collisions, SS Edina was taken out of service. However she was later renamed Dinah and used as a ‘lighter’ (a vessel without engine or superstructure) to be towed and carry wool and general cargo between Melbourne and Geelong. In 1957, after 104 years, the SS Edina was broken up at Footscray, Melbourne. Remains of SS Edina’s hull can be found in the Maribyrnong River, Port Phillip Bay. [Reference: A Brief Review of Steam Navigation in Victoria; C Dickson Gregory; Centenary Maritime Exhibition catalogue, 1934; published by Shiplovers' Society of Victoria Dandenong, Passengers in History, http://passengersinhistory.sa.gov.au/node/924034 Edina, Victorian Heritage Database VHR S199 http://vhd.heritage.vic.gov.au/shipwrecks/heritage/199 SS Edina, Coastal Trader and Passenger Ship 1853-1938, Museum Victoria Collections, https://collections.museumvictoria.com.au/articles/6227 SS ‘Edina’ – the Longest Serving Screw Steamer in the World, POI Australia, https://poi-australia.com.au/ss-edina-the-longest-serving-steamer-in-the-world/ ]This card holder is made from wood from the SS Edina and is significant for its association with that vessel. The SS Edina is heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The SS Edina was purchased in the late 1860’s by local Warrnambool business, the Warrnambool Steam Packet Co. and continued trading from there as part of the local business community. The SS Edina’s original ‘fair maid of Judea’ figurehead was broken to pieces in a collision with another vessel (the SS Dandenong) in a gale off Warrnambool, Victoria, in 1870. Card holder, made from the wood from the SS Edina (screw steamer ship). Holder is cylindrical shape, wider turned wood base. Top is divided with a space in the centre tor inserting a card. Rectangular metal plaque, gold coloured, has a printed inscription within black border. Made c. 1854 - 1957.Printed in black lettering on gold coloured plaque "MADE FROM / THE WOOD OF / S.S. EDINA"warrnambool, shipwrecked coast, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, shipwrecked artefact, barclay & curle, figurehead 'fair maid of judea', centenary maritime exhibition 1934, a brief review of steam navigation in victoria, pleasure steamer edina, trade and travel late 19th and early 20th century, trade melbourne to geelong, screw steamer edina, coastal trader edina, lighter dinah, cargo carrying for cremean war, cargo carrying for american civil war, passenger and trade in western district of victoria, export gold and currency and gold diggers to new zealand, export vessel to h r h the duke of edinburgh, melbourne - warrnambool - port fairy - portland cargo run, warrnambool steam packet company, stephen henty, captain john thompson, chief engineer john davies, lady bay warrnambool, lighter edina, shipping victoria, port phillip bay steamers, steamship great britain, edina, vhr s199 victorian heritage database, card holder, menu holder, table number holder, souvenir of the ss edina

The badge recovered from the Schomberg wreck is believed to depict one of the first steam engines. The engine's design by Charles Tayleur & Co. was to be produced for the Great Western Railway in England. The first nineteen of these locomotives were ordered by Isambard Kingdom Brunel for the Great Western Railway including six 2-2-2 Charles Tayleur locomotives. They were built by Charles Tayleur and Company, which later the Vulcan Foundry. The locomotives were unsuccessful and were rapidly supplemented by the Star Class locomotives ordered by Daniel Gooch once he had been appointed as the Locomotive Engineer. As built, they comprised two groups of three, the first group, was delivered in 1837. This locomotive was the first to run on the Great Western Railway when it was tested on 28 December 1837 from its shed at West Drayton. It was withdrawn in 1843 but was rebuilt as a 2-2-2T tank locomotive and returned to service in 1846, running in this form until 1868. It survived for two more years at Reading as a stationary boiler. It is named after the workshops where it was built, which themselves were named after the Roman god of fire. (Although a supposition, it is possible that the owner was a passenger on the ill-fated Schomberg and that they worked either for the Great Western Railway or the Vulcan Foundry that made the engine in the 1830s.) Wreck of the Schomberg: Schomberg was a large three-masted full-ship rigged wooden ship built in 1855 by Alexander Hall and Co in Aberdeen, Scotland for James Baines' famous Black Ball Line at £43,103. The vessel was 288 feet (88 meters) in length, with a beam of 45 feet (14 meters), a depth of 29.5 feet (8.99 meters) of 2,284 tons. The mainmast was 210 feet (64 meters) high and she carried 3.3 acres of sail. The vessel was constructed with three skins. One planked fore and aft, and two diagonally planked, fastened together with screw-threaded trunnels (wooden rails). The Schomberg is one of only three clipper wrecks in Victorian waters that operated the England to Australia run. While the other two, Empress of the Sea and Lightning, were built by the famous American shipbuilder, Donald Mac Kay. Schomberg was an attempt to build a faster ship than Mac Kay and a vessel fast enough to break the sailing record to Australia. The Schomberg sailed on her maiden voyage from Liverpool on 6 October 1855, under the command of Captain James Forbes, on its maiden voyage to Australia with a general cargo, jewellery, spirits, machinery, and 2,000 tons of 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, plus 90,000 gallons of water for washing and drinking. She also carried 17,000 letters and 31,800 newspapers. There were approximately 473 passengers and a crew of 105. It was hoped that Schomberg would make Melbourne in sixty days, setting a record for the voyage, but light winds at the equator dashed those expectations. The ship sighted Moonlight Head in southwest Victoria on Christmas Day but through a deadly combination of wind, currents, and unmarked sand spits, the vessel gently ran aground on 26 December 1855 on a spit that juts into Newfield Bay, just east of Curdies Inlet, and the present town of Peterborough. Fortunately, the SS Queen was nearby and managed to save all passengers and crew. The steamers Keera and Maitland were dispatched to salvage the passenger's baggage and the more valuable cargo. Other salvage attempts were made, but deteriorating weather made the work impossible, and within two weeks the Schomberg's hull was broken up and the vessel abandoned. The wrecking of the Schomberg caused quite a public stir, particularly in light of the fact the vessel was supposed to be, the most perfect clipper ship ever built. Captain Forbes was charged in the Supreme Court under suspicion that he was playing cards with two female passengers below decks when his ship ran aground. Despite a protest meeting, two inquiries, and the court proceedings, he was found not guilty and cleared of all charges. In 1975, divers from Flagstaff Hill, including Peter Ronald, found an ornate communion set at the wreck. The set comprised a jug, two chalices, a plate, and a lid. The lid did not fit any of the other objects and in 1978 a piece of the lid broke off, revealing a glint of gold. As museum staff carefully examined the lid and removed marine growth, they found a diamond ring, which is currently on display in the Great Circle Gallery at the Flagstaff Hill Maritime Museum that also displays ship fittings and equipment, and personal effects. Most of the artefacts were salvaged from the wreck by Peter Ronald, former director of Flagstaff Hill.The Schomberg has historical significance as one of the first luxurious ships built to bring emigrants to Australia to cash in on the gold rush era. And is included on the Victorian Heritage Register (VHR S612). The collection of Schomberg artefacts held at Flagstaff Hill Museum is primarily significant because of the relationship between these recovered items having a high potential to interpret the story of the Schomberg and its foundering during a storm. The shipwreck is of additional historical significance for representing aspects of Victoria’s shipping history and for its association with the first passenger ship, which was designed not only to be the fastest and most luxurious of its day but foundered on its maiden voyage to Australia.Gold coloured brass badge depicting an 1840's steam engine or locomotive with the figure of a fireman standing on the back. Smoke is coming from the smokestack. The reverse has three holes, possible where a mounting pin or fastener was attached. The badge was recovered from the wreck of the Schomberg.warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwrecked-artefact, clipper ship, black ball line, 1855 shipwreck, captain forbes, ss queen, badge, charles tayleur, great western railway, vulcan foundry, isambard kingdom brunel, locomoive, brooch

The pair of epaulettes once belonged to W.R. Angus, who possibly wore them when he worked his passage to and from the UK in the 1920s. The button on each has an unidentified emblem. They are part of Flagstaff Hill’s comprehensive W.R. Angus Collection, donated by the family of Dr W R Angus (1901-1970), surgeon and oculist. The ties, which look like shoe laces, would secure the epaulettes to the uniform's shoulders. The epaulettes were made by Harvey's Naval Outfitters of 15-16-17 London Street, London, E.C.3, in the East Central area of London. Another of the firm's addresses is Leadenhall Street, London, named the 'centre of commerce'. East India Company and Pacific & Oriental Steam Navigation Company (P&O) once had their headquarters there. The postcode 'EC3' dates back to 1917 when the postcode system was established in the United Kingdom. William Roy Angus (1901-1970) qualified as a doctor in 1923. He decided he further his studies overseas in the UK in 1927, sailing on the ship SS Banffshire (built in 1912, destroyed in 1937). He studied at London University College Hospital and Edinburgh Royal Infirmary and in 1928 he was awarded FRCS (Fellow from the Royal College of Surgeons), Edinburgh, Scotland. He worked his passage back to Australia as a Ship’s Surgeon on the Australian Commonwealth Line T.S.S. Largs Bay, purchased by the White Star Line in 1928. Dr W R Angus was a Surgeon Captain for the Australian Defence Forces, Army Medical Corps, stationed in Ballarat, Victoria, and in Bonegilla, N.S.W. He completed his service just before the end of the war due to suffering from a heart attack. The W.R. Angus Collection: - The W.R. Angus Collection includes historical medical equipment, surgical instruments and material belonging to Dr Edward Ryan and Dr Thomas Francis Ryan, (both of Nhill, Victoria) and Dr Angus’ own belongings. The Collection’s history spans the medical practices of the two Doctors Ryan, from 1885-1926 plus that of Dr Angus, up until 1969. It includes historical medical and surgical equipment and instruments from the doctors Edward and Thomas Ryan of Nhill, Victoria. Dr Angus married Gladys in 1927 at Ballarat, the nearest big city to Nhill where he began as a Medical Assistant. He was also Acting House surgeon at the Nhill hospital where their two daughters were born. During World War II He served as a Military Doctor in the Australian Defence Forces. Dr Angus and his family moved to Warrnambool in 1939, where Dr Angus operated his own medical practice. He later added the part-time Port Medical Officer responsibility and was the last person appointed to that position. Dr Angus and his wife were very involved in the local community, including the new Flagstaff Hill's planning stages and the gardens' layout. Dr Angus passed away in March 1970.This pair of epaulettes is connected to the badges in the W.R. Angus Collection. Dr W R Angus (1901-1970), surgeon and oculist, collected a range of badges and military objects including those he personally used during his time as Surgeon Captain in the Australian Defence Forces in World War II. The W.R. Angus Collection is significant for still being located at the site it is connected with, Doctor Angus being the last Port Medical Officer in Warrnambool. The Collection includes historical medical objects that date back to the late 1800s.Epaulette (pair of two), dark blue with red and gold horizontal stripes, with a gold-coloured button and woven white web ties. A tall rectangular shape with a point at the top. Made from a card base, covered by dark blue fabric and a hand-stitched lining of cream-coloured leather, stamped with the maker's details. The button has an inscripton and image. Made by Harvey's Outfitters in London. The button has images and text. The epaulettes belonged to Dr W R Angus and are now part of the W. R. Angus Collection.“HARVEYS’ / NAVAL OUTFITTERS / 15-16-17, London St / LONDON E.C.3. / TELEPHONE / ROYAL 3248” Button; Inscription and image [indecipherable] Button is embossed with images (anchor, serpent, flag) and text "B. 'G. "flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, flagstaff hill maritime museum and village, dr w r angus, w.r. angus collection, badge, insignia, badge collection, epaulettes, naval epaulettes, naval insignia, shoulder boards, ss banffshire, t.s.s. largs bay, uniform, harvey's naval outfitters, london street london

The Port of Warrnambool - In the early years the Port of Warrnambool was a busy port. Steamships and sailing ships were frequent visitors to the port. Steam navigation companies were plentiful, carrying passengers and freighting cargo such as coal, timber, food, livestock, furniture, hardware and haberdashery between Melbourne and the ports along the southwest coast of Victoria, including Warrnambool. The carts would take their loads into the township for distribution. The Breakwater was built (using 32 ton blocks of concrete) between 1874 and 1890 to provide ships with greater protection from the Southern Ocean. The Lifeboat and Rocket House - The coastline of South West Victoria has had over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built to house it, followed in 1864 by a rocket house to safely store the Rocket Rescue equipment. In 1878 the buildings were moved to the Breakwater area, and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost one hundred years the lifeboat and rocket crews, mostly local volunteers, trained regularly to maintain and improve their skills, summoned when needed by alarms, gunshots, ringing bells and foghorns. Some became local heroes but all served an important role. By the end of the 1950s the lifeboat and rescue equipment had become obsolete. Joseph Jordan - Joseph Jordan was born in 1841 in Leicester England. When he was 16 he joined the 7th Queen's Own Hussars and was sent to India at the outbreak of the mutiny. He took part in the relief of Lucknow and remained in India for eleven years. It was during this time, he became interested in photography. He was posted to New Zealand and later came to Victoria, becoming a sergeant major of the Mounted Rifles. In the mid 1880s he came to the Western district where he was responsible for establishing units of the Mounted Rifles in various country towns such as Dunkeld, Mortlake, Panmure, Bushfield, Koroit etc. He resigned from the army in 1889 and set up a professional photography studio in Liebig Street, Warrnambool. He became very well known in the Western District for family photographs, official photographs of local councillors and groups as well as views of local scenery. In 1891 he photographed the wrecked barque "Fiji" at "Wrecks Beach" near Princetown. His business was taken over by his son Arthur around 1917. Joseph was a keen rifle shot and in 1924 he donated the "Jordan Shield" as a prize to the Victorian Rifle Association. He was made a "Life Honorary Member" of the Warrnambool Returned Soldiers League and in 1933 he was recognised as being the oldest living soldier in Victoria. Joseph died in 1935 aged 95.This photograph is significant for its association with the Port of Warrnambool and the Warrnambool Breakwater as it shows a point in time when shipping activities were an important part of Warrnambool's commerce and social development. It is also a record of the Warrnambool Lifeboat and Rocket house which was important in aiding ordinary citizens, harbour employees and the volunteer boat and rescue crew in saving the lives of sailors and passengers due to the high number of shipwrecks that occurred along the coastline. Joseph Jordan is a significant figure in Warrnambool history as he helped to establish early units of the Mounted Rifles (G Company) in local towns during the late 1880's and later, photographed local scenes, groups and citizens of early Warrnambool. Sepia photograph showing the beach and the Breakwater in Lady Bay Warrnambool, two ships (a steamship and a barque), a small sailboat, and the Lifeboat and Rocket House plus two smaller sheds.Front of photo - BREAKWATER, WARRNAMBOOL, VICTORIA Back of photo - "From: P Gregory / 365 Beach Road / BLACK ROCK 3193"flagstaff hill, flagstaff hill maritime museum, warrnambool, warrnambool harbour, port of warrnambool, tramway jetty, breakwater, lifeboat and rocket shed, steamship, barque, photograph of lady bay, rocket house, shipping, joseph jordan, lady bay, views of warrnambool, jordan photography

This is an original propeller included with the steamer, the 1909 ferry SS Rowitta, which was installed at Flagstaff Hill in 1975 and was enjoyed by many visitors for 40 years. The wooden steam ferry Rowitta was built from 1909 to 1910 at Battery Point, Hobart, by Purdon & Featherstone using planks of Huon and Karri timber. It was owned and operated by the Tamar Trading Company and navigated the Tamar River from Launceston to George Town for many years. The ferry trip became a favourite activity for sightseeing passengers along Tasmania’s Tamar and Derwent rivers for 30 years. Rowitta also worked as a coastal trading vessel between Devonport and Melbourne as well as along the southern coast of Australia. The ship had served as a freighter, an army supply ship, a luxury charter ferry and a floating restaurant as well as a prawn boat at Lakes Entrance. It was also previously named the Sorrento by Port Phillip Ferries Pty Ltd of Melbourne and had at one time carried the name Tarkarri. The ferry was originally purchased by the Flagstaff Hill Museum in 1974 for converting into the historic and significant sailing ship the Speculant, but this didn’t eventuate due to the unavailability of funding. It was renovated it and renamed as the original Rowitta, to be used as an exhibit.The propeller represents a step in the evolution of ways that vessels were powered. It is also a record of the Rowitta, a large exhibit at Flagstaff Hill Maritime Village from the museum’s early beginnings until the vessel’s end of life 40 years later. The Rowitta represents the importance of coastal traders to transport, trade and communication along the coast of Victoria, between states, and in Australia before rail and motor vehicles. The vessel was an example of a ferry built in the early 20th century and serving many different purposes over its lifetime of over 100 years. Propeller, three metal blades that meet in a central boss fitting that has a pointed cap. The blades have rounded edges and tips. This is an original propeller from the 1909-1910 steam ferry, ROWITTA, built in Hobart, Tasmania.flagstaff hill, warrnambool, maritime village, maritime museum, liverpool, ss rowitta, navigation, marine technology, steam driven, propeller, hobart, tasmania, devonport, tasmanian-built, ferry, steam ferry, steamer, 1909, early 20th century, passenger vessel, tamar trading company, tamar river, launceston, george town, tarkarri, speculant, port phillip ferries pty ltd, melbourne, coastal trader, timber steamer, huon, karri, freighter, supply ship, charter ferry, floating restaurant, prawn boat, lakes entrance, sorrento

This is the whip's wheel that was on display for 40 years on the vessel SS Rowitta, installed on the lake at the Flagstaff Hill Maritime Museum and Village as an educational display and attraction. SS ROWITTA: - The 1909 steam ferry, SS Rowitta, was installed as an exhibit at Flagstaff Hill in 1975 and was enjoyed by many visitors for 40 years. Rowitta was a timber steam ferry built in Hobart in 1909 using planks of Huon and Karri wood. It was a favourite of sightseeing passengers along Tasmania’s Tamar and Derwent rivers for 30 years. Rowitta was also known as Tarkarri and Sorrento and had worked as a coastal trading vessel between Devonport and Melbourne, and Melbourne Queenscliff and Sorrento. In 1974 Rowitta was purchased by Flagstaff Hilt to convert into a representation of the Speculant, a historic and locally significant sailing ship listed on the Victorian Heritage Database. (The Speculant was built in Scotland in 1895 and traded timber between the United Kingdom and Russia. Warrnambool’s P J McGennan & Co. then bought the vessel to trade pine timber from New Zealand to Victorian ports and cargo to Melbourne. It was the largest ship registered with Warrnambool as her home port, playing a key role in the early 1900s in the Port of Warrnambool. In 1911, on her way to Melbourne, it was wrecked near Cape Otway. None of the nine crew lost their lives.) The promised funds for converting Rowitta into the Speculant were no longer available, so it was restored back to its original configuration. The vessel represented the importance of coastal traders to transport, trade and communication in Australia times before rail and motor vehicles. Sadly, in 2015 the time had come to demolish the Rowitta due to her excessive deterioration and the high cost of ongoing repairs. The vessel had given over 100 years of service and pleasure to those who knew her. The ship's wheel is an example of the equipment used on a steam ship for navigation. This wheel is connected to the history of the Rowitta, which was a large exhibit on display at Flagstaff Hill Maritime Village from the museum’s early beginnings until the vessel’s end of life 40 years later. The display was used as an aid to maritime education. The Rowitta represents the importance of coastal traders to transport, trade and communication along the coast of Victoria, between states, and in Australia before rail and motor vehicles. The vessel was an example of a ferry built in the early 20th century that served many different roles over its lifetime of over 100 years. Ship's wheel, light coloured wood, eight turned spokes, brass hub in centre with square hold. The wheel was part of the display of the vessel Rowitta at Flagstaff Hill.flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, flagstaff hill, maritime village, maritime museum, ss rowitta, navigation, marine technology, steam power, hobart, tasmania, devonport, tasmanian-built, ferry, steam ferry, steamer, 1909, early 20th century vessel, passenger vessel, tamar trading company, tamar river, launceston, george town, sorrento, tarkarri, speculant, peter mcgennan, p j mcgennan & co. port phillip ferries pty ltd, melbourne, coastal trader, timber steamer, huon, karri, freighter, supply ship, charter ferry, floating restaurant, prawn boat, lakes entrance, ship's wheel, ship's steering wheel, ship's steering, direction

In the 19th century, the Industrial Revolution meant that shipbuilders could build ships using iron. These iron ships could be much larger, with more space for cargo and they didn't need as much work to keep them in good condition. Isambard Kingdom Brunel's "Great Britain" built in 1843, was the first ship to be built entirely of wrought iron. In the 1880's steel began to be used instead of iron. Ships also began to be fitted with steam engines although a great deal of coal was needed to travel even short distances. For this reason, ships continued to be fitted out with sails even though some came with engines. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This particular artefact was one of many found by John Laidlaw (a local Warrnambool diver) when diving on the Falls of Halladale in the 1960's. In August 1973, John Laidlaw and Stan McPhee went on to discover the underwater location of the Schomberg - a passenger ship sailing from Liverpool that ran aground on December 26th 1855 near Peterborough which now lies in 825 metres of water. When John Laidlaw died, his family donated a number of artefacts to Flagstaff Hill.This item is significant as it was recovered from the Falls of Halladale by a local diver. 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).A thick metal bolt with a flattened head at one end, a smooth shaft approximately 4 cm long followed by a 6 cm long screw section - some of which is damaged and flattened. The end appears to have had a part broken off and is showing rust damage. flagstaff hill, flagstaff hill divers, flagstaff hill maritime museum & village, great ocean road, warrnambool, shipwreck coast, falls of halladale, falls of halladale wreck, shipwreck artefact, artefact, diver, john laidlaw, bolt, metal bolt, metal artefact, ship's bolt

In the 19th century, the Industrial Revolution meant that shipbuilders could build ships using iron. These iron ships could be much larger, with more space for cargo and they didn't need as much work to keep them in good condition. Isambard Kingdom Brunel's "Great Britain" built in 1843, was the first ship to be built entirely of wrought iron. In the 1880's steel began to be used instead of iron. Ships also began to be fitted with steam engines although a great deal of coal was needed to travel even short distances. For this reason, ships continued to be fitted out with sails even though some came with engines. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on the south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. This particular artefact was one of many found by John Laidlaw (a local Warrnambool diver) when diving on the Falls of Halladale in the 1960's. In August 1973, John Laidlaw and Stan McPhee went on to discover the underwater location of the Schomberg - a passenger ship that ran aground on December 26th 1855 near Peterborough which now lies in 825 metres of water. When John Laidlaw died, his family donated a number of artefacts to Flagstaff Hill.This item is significant as it was recovered by a local diver from the Falls of Halladale. 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).Long, slender, smooth brass rod tapering from 1.5 cm diameter at one end to .8 cm and widening back out to 1.5 cm at opposite end. One end has a smooth, rounded edge and the other end curves in and out with the end showing evidence of a piece having been broken off.flagstaff hill, flagstaff hill maritime museum and village, flagstaff hill divers, great ocean road, shipwreck coast, warrnambool, falls of halladale, falls of halladale wreck, shipwreck artefact, artefact, brass artefact, brass rod, brass fitting, diver, john laidlaw