Henry Sutton is a talented world-wide accepted inventor with inventions relating to the telephone, photography, wireless, cars, motorcycles, and bicycles as well as many more inventions. Henry was also one of four brothers that ran the Sutton's Music Store after the death of their Father Richard Sutton. Henry Sutton taught Applied Electricity at the Ballarat School of Mines in 1883 to 1886.Black and White Photograph of A.E. Sutton and motorcycle on which he won the first VMCC 100 Mile road road race in 1906, in a brown wooden framed.henry sutton, a.e. sutton, motorcycle, photograph, vmcc, race, winner

This file contains three items about Theobald, Augustus Gus. One page type-written document title CAULFIELD IDENTITIES on the history of Gus Thoebald. The summary of it is published in the nineteenth newsletter (April 1982) of Caulfield Historical Society. Original newspaper cutting from THE AGE dated 20/08/1990, a sports article remembering Augustus Gus Theobald at the V.A.A. mens cross-country championship held on 18/08/1990. He was killed in a road accident at 93. Two original black and white photographs of Gus Theobald as a school-crossing supervisor at O’Neil campus in Garden Vale, undated.caulfield, glen huntly, theobald gus, theobald augustus albert, glen huntly road, royal avenua, electrical business, glen huntly athletic club, medals, sport, sports people, school crossing supervisor, death and dying, castella nick de, ryan gerard, lubofsky jon, deveson glen, hoyle adam, theobald augustus gus, ramadge col.

This photograph is part of the Caulfield Historical Album 1972. This album was created in approximately 1972 as part of a project by the Caulfield Historical Society to assist in identifying buildings worthy of preservation. The album is related to a Survey the Caulfield Historical Society developed in collaboration with the National Trust of Australia (Victoria) and Caulfield City Council to identify historic buildings within the City of Caulfield that warranted the protection of a National Trust Classification. Principal photographer thought to be Trevor Hart, member of Caulfield Historical Society. Most photographs were taken between 1966-1972 with a small number of photographs being older and from unknown sources. All photographs are black and white except where stated, with 386 photographs over 198 pages.From the Victorian Heritage Register Database - Citation for Halstead, 23 Bambra Road as at (as at 12/10/2020) https://vhd.heritagecouncil.vic.gov.au/places/276 Halstead is believed to be the oldest standing residence in Caulfield constructed in 1857 with subsequent additions during the 19th Century. The house was built for and owned by James Dickson, a stock agent, until his death in 1880. Although on a much reduced parcel of land, Halstead is one of the few remaining remnants of Caulfield when it was an area of mansion houses occupied by town residing squatters, professional and business men. It is important for its place in the socio-economic history of south eastern suburban Melbourne, the inland pattern of development stretching from Malvern through Murrumbeena. Architecturally the single storey building displays a history of alteration and addition. Its main front presents with a single storey cast iron verandah across the full width, including the two pavilion wings at each end. Located towards the rear on the Halstead Street side is the substantial three storey tower with its Mansard roof and cast-iron balustrade which makes the house clearly visible from Halstead Street and Bambra Road. Because of internal alteration the importance of the building relates to the exterior only of the main house. Halstead is believed to be the oldest standing residence in the city of Caulfield. https://vhd.heritagecouncil.vic.gov.au/places/43645 "Halstead" is regionally important as a surviving large villa from the early Victorian (1850's) period, offering insights into the lifestyles of the privileged in Caulfield at that time. The later tower is of architectural interest for its use of Medieval Romanesque enrichment.Page 32 of Photograph Album with four photographs of the exterior of this double storey house, focussing on different angles for the house's tower.Hand written: "Halstead" Bambra Road [top right] / 32 [bottom right] trevor hart, caulfield north, bambra road, 1850's, halstead, james dickson, mansion, villa residence, cast iron verandah, pavillion wings, halstead street, victorian, tower, balustrading, decorative brackets, mansard roof, brick, cast iron, slate roof, curved windows, single storey mansions, streetscapes, medieval romanesque style, slate roofs, gardens, cast iron work

This photograph is part of the Caulfield Historical Album 1972. This album was created in approximately 1972 as part of a project by the Caulfield Historical Society to assist in identifying buildings worthy of preservation. The album is related to a Survey the Caulfield Historical Society developed in collaboration with the National Trust of Australia (Victoria) and Caulfield City Council to identify historic buildings within the City of Caulfield that warranted the protection of a National Trust Classification. Principal photographer thought to be Trevor Hart, member of Caulfield Historical Society. Most photographs were taken between 1966-1972 with a small number of photographs being older and from unknown sources. All photographs are black and white except where stated, with 386 photographs over 198 pages.From the Victorian Heritage Register Database - Citation for Halstead, 23 Bambra Road as at (as at 12/10/2020) https://vhd.heritagecouncil.vic.gov.au/places/276: Halstead is believed to be the oldest standing residence in Caulfield constructed in 1857 with subsequent additions during the 19th Century. The house was built for and owned by James Dickson, a stock agent, until his death in 1880. Although on a much reduced parcel of land, Halstead is one of the few remaining remnants of Caulfield when it was an area of mansion houses occupied by town residing squatters, professional and business men. It is important for its place in the socio-economic history of south eastern suburban Melbourne, the inland pattern of development stretching from Malvern through Murrumbeena. Architecturally the single storey building displays a history of alteration and addition. Its main front presents with a single storey cast iron verandah across the full width, including the two pavilion wings at each end. Located towards the rear on the Halstead Street side is the substantial three storey tower with its Mansard roof and cast-iron balustrade which makes the house clearly visible from Halstead Street and Bambra Road. Because of internal alteration the importance of the building relates to the exterior only of the main house. Halstead is believed to be the oldest standing residence in the city of Caulfield. https://vhd.heritagecouncil.vic.gov.au/places/43645: "Halstead" is regionally important as a surviving large villa from the early Victorian (1850's) period, offering insights into the lifestyles of the privileged in Caulfield at that time. The later tower is of architectural interest for its use of Medieval Romanesque enrichment.Page 33 of Photograph Album with one landscape photograph of the exterior of Halstead, taken from the street.Hand written: 33 [bottom left] trevor hart, caulfield north, bambra road, 1850's, halstead, james dickson, mansion, villa residence, cast iron verandah, pavillion wings, halstead street, victorian, tower, balustrading, decorative brackets, mansard roof, brick, slate roof, curved windows, single storey mansions, cast iron work, medieval romanesque style, slate roofs, gardens

This photograph is part of the Caulfield Historical Album 1972. This album was created in approximately 1972 as part of a project by the Caulfield Historical Society to assist in identifying buildings worthy of preservation. The album is related to a Survey the Caulfield Historical Society developed in collaboration with the National Trust of Australia (Victoria) and Caulfield City Council to identify historic buildings within the City of Caulfield that warranted the protection of a National Trust Classification. Principal photographer thought to be Trevor Hart, member of Caulfield Historical Society. Most photographs were taken between 1966-1972 with a small number of photographs being older and from unknown sources. All photographs are black and white except where stated, with 386 photographs over 198 pages. From Glen Eira Heritage Management Plan 1996 by Andrew Ward: In 1888, John Leek, a trainer, owned Lot 15, measuring one and three quarter acres, in Booran Road, north side between Glen Eira and Neerim Roads. The land backed onto the Caulfield Racecourse Reserve. NAV was £45. In 1890 Leek built for his residence, a ten roomed brick house on the site. NAV was £200. Leek was the owner/trainer of "Ingliston" who won the Caulfield Cup in 1900. Upon the horse's death in 1901, Leek is understood to have defied tradition by spending £20 on boots for the "ragged urchins in Bourke Street" instead of "shouting" at the bar. By 1899, the property was owned and occupied by Alfred Merrill, a dentist and was known as "Andover". NA V had decreased to £ll0. By 1910, Leslie Macdonald, a gentleman had purchased the property and renamed it "Moidart". In 1910-11 Macdonald sold it to John Robertson. The property had extensive wood stables on its north-east boundary and several other outbuildings. The house continued to be described as "Brick, ten rooms" as it was in 1926 when it was owned and occupied by John Arthur, a managing director. The land measured la.2r.31p. and had a NAV of £235. Nine people lived there. In 1926, Arthur also owned the adjoining Lot 16. Other racehorses of note, known to have been stabled here include Sobar, Havelock, Proud, Future and Lord.Victorian Heritage Register https://vhd.heritagecouncil.vic.gov.au/places/13532 What is significant? Lord Lodge is a thoroughbred racehorse training complex adjacent to Caulfield Racecourse, established in 1890. The area immediately around the racecourse has been associated with horse racing activities and businesses servicing the industry since the development of the racecourse in late the 19th century. Lord Lodge was named by the present occupants after the champion racehorse Lord who was stabled there in the 1950s. In the early 20th century the property was known as 'Andover' and subsequently 'Moidart'. The site consists of a single storey brick Italianate villa, jockeys' quarters, stables and open day yards with direct access to Caulfield racecourse from the rear of the property. The villa of 10 rooms on bluestone foundations was constructed in 1890 by John Leek, a horse trainer who purchased the newly subdivided land in 1888. The house has many Victorian Italianate or Boom Style features although it is more modest than many villas of its style. It has an asymmetrical facade with a faceted bay window and a prominent central tower with low pitch pyramidal roof that provides a clear view of the racecourse. Other characteristic features include stilted segmented arches, bracketed eaves, stucco wall finish and cast cement ornamentation. A room has been added on the north-facing verandah in sympathetic style and finish. Internally the rooms are substantially intact with original marble fireplaces and intricate ceiling roses and cornices. An entrance toward the rear of the southern side of the house is said to be where the stable hands, jockeys and other staff lined up for their meals. In the southeast corner of the property, backing directly on to Caulfield racecourse, is a substantial late Victorian timber stable, probably constructed in the 1890s but first appearing on the property title in 1910. The stable has 12 stalls, a loft and brick pavement and jerkin head roof form with varnished pine-lined ceiling carried on a chamfered timber frame. It has an original roof lantern. The doors of the stalls are not the original sliding doors but swing doors obtained from a barn at Epsom Racecourse in Mordialloc prior to demolition. Outside the gambrel roof has fretted barges but the building is otherwise utilitarian. Timber throughout the stalls has been worn by chewing and rubbing of horses over the century of its use. In the southern half of the property are open day yards where the racehorses are kept during the day. The red brick, single storey jockeys' quarters to the rear of the villa were probably built around 1950. A small brick, possibly late Victorian structure on the eastern boundary thought to have originally been a gardening shed, has been converted to a stable of two stalls. Modern concrete brick stables fill the northeast portion of the property. At the front of the property two Moreton Bay Figs (Ficus macrophylla), probably planted in the late 19th century, provide shade for horses in the day yards. In the 1890s John Leek sold the property, relocating his training facility to one of the newly established racecourses at Mentone or Mordialloc (Epsom). By 1899, the property was owned and occupied by Alfred Merrill, a dentist, who named the property 'Andover'. In 1910 it was purchased by Leslie McDonald, a gentleman, and renamed 'Moidart'; sold in 1910-1911 to John Robertson; and again in 1926 to John Arthur, a racehorse owner. The Victorian Amateur Turf Club purchased the property in the late 1930s and since this time has been leased to racehorse trainers. It is unclear whether the property operated as a training facility between 1899 - 1926. Several notable trainers and jockeys are associated with Lord Lodge. The best known is Arthur 'Scobie' Breasley, Australia's most successful jockey who was apprenticed to trainer Pat Quinlan at Lord Lodge (then 'Moidart') from 1928 - 1935. Breasley rode winners of the Caulfield Cup in four successive years 1942-45 and again in 1952. John Leek, the original owner of Lord Lodge trained Ingliston, the 1900 Caulfield Cup winner. Along with 'Lord' a number of well known racehorses including Sobar, Havelock, Proud and Future were trained at Lord Lodge .....Page 40 of Photograph Album with three landscape photographs of the exterior of this house.Handwritten: 30 Booran Road [top right hand corner] / 40 [bottom right]trevor hart, jenny o'donnell, booran road, mansion, caulfield east, ingliston, sobar, havelock, proud, future, lord, andover, moidart, lord lodge, grace darling, caulfield racecourse reserve, victorian amateur turf club, historic buildings register, national estate register, caulfield cup, horses, stables, horse racing, racehorses, outbuildings, racehorse trainers, depression, 1890s, brick houses, mansions, towers, verandahs, stained glass, italianate style, victorian style, architectural features, architectural styles, john leek, leslie macdonald, john arthur, john robertson, alfred merrill, jenny odonnell

Edith Louisa Cavell (4 December 1865 – 12 October 1915) was a British nurse and patriot. She is celebrated for saving the lives of soldiers from all sides without distinction and in helping some 200 Allied soldiers escape from German-occupied Belgium during World War I, for which she was arrested. She was subsequently court-martialled, found guilty of treason and sentenced to death. Despite international pressure for mercy, she was shot by a German firing squad. Her execution received worldwide condemnation and extensive press coverage. (http://en.wikipedia.org/wiki/Edith_Cavell)Black and White postcard showing the memorial erected in Brussels to Edith Cavell. A portrait of Edith Cavell in nurses uniform is inset. This card was purchased by an Australian soldier, probably Henry Smerdon Holmes, during World War One. edith cavell, chatham-holmes family collection, nurse, world war one, world war, sculpture

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

Dick Richards joined the Ballarat School of Mines in 1914, and soon afterwards was granted leave to join an expedition to Antartica. In 1915 he sailed from Australia with the Antartic Exploraton Expedition, led by Sir Ernest Shackleton. Most Antarctic enthusiasts know of Ernest Shackleton's attempt to cross the continent, only to be thwarted by the sinking of the ship 'Endurance'. Dick Richards was the physicist and sled manager for Shackleton's Ross Sea Party - with the task to meet Shackleton on the other side of the continent. When Shackleton planned his transcontinental crossing he decided to use supply depots as loads of supplies were too heavy to pull. The depots would enable Shackleton's party to carry just enough to reach the Pole, relying on the depots which were to be left by the Aurora's crew every 60 miles, stowed in 2 sledge journeys in 1915 and 1916. Dick Richards spent 3 freezing years in Antarctica between 1914 and 1917. Richards' worst experience was when his ship Aurora, tethered offshore, was blown away in a gale leaving Richards marooned for two years with nine other men on the ice floe. The expedition, consisting of two teams, were attempting to cross Antarctica from opposite sides, linking up somewhere near the middle. "That was with pretty poor equipment by today's standards, and we did not make it." (Dick Richards) The Ross Sea Party arrived in McMurdo Sound aboard the Aurora in January 1915. The men planned to make two sledging trips to leave supply depots every 60 nautical miles to Mount Hope about 400 miles away. The going was tough as the sledges were overloaded. Temperatures were as low as minus 68F. In June 1916 the party crossed on foot to Cape Evans, occupied Scott's Hut (from his Terra Nova Expedition, erected in January 1911) in May 1915, for two months. On 10 January 1917 Richards was hunting for seals when he saw a ship on the horizon. It was 'The Aurora'. Picking up the relieved survivors 'The Aurora' arrived in New Zealand on 9 February 1917 to a hero's welcome. Joyce, Wild, Hayward and Richards later won the Albert Medal for their heroic devotion to duty. Later an inlet on the Antartic continent was named after Richards. Dick Richards wrote the following years after the ordeal "To me no undertaking carried through to conclusion is for nothing. And so I don't think of our struggle as futile. It was something the human spirit accomplished." Prime Minister Bob Hawke wrote in 1984 'Your incredible journey of almost 2000 miles across the Antarctic Wastelands - involving some 9 months in the field with makeshift equipment - and you're adherence to duty in the face of enormous difficulty, suffering from scurvy, and the death of comrades, will; be an inspiration to your countrymen of the future as it is to us today." After returning to Australia Dick Richards resumed his work at SMB as Lecturer in Physics and Mathematics, and developed many pieces of experimental equipment. During World War Two he acted as a scientific adviser in the production of optical apparatus in Australia. In 1946 he was appointed Principal and twelve years later he retired after a total of 44 years service. Dick Richards has been honoured through the naming of a Ballarat School of Mines prize - The R.W. Richards Medal. This medal later became a University of Ballarat prize. It has been awarded annually since 1959 to the Bachelor of Applied Science graduate considered to have achieved the most outstanding academic performance of their course. (See http://guerin.ballarat.edu.au/aasp/is/library/collections/art_history/honour-roll/honourroll_Richards,Dick.shtml )A man and lady inspect a bust of Richard (Dick) Richards by sculptor Victor Greenhalgh. The scultpure is at the Ballarat School of Mines. The man is Dick Richards, and the woman is his sister and wife of sculptor Victor Greenhalgh. Both Dick Richards and Victor Greenhalgh were former students and teachers at the Ballarat School of Mines. The bust of Dick Richards was Victor Greenhalgh's last work and was cast in bronze after his death. The bust was presented to the Ballarat School of Mines by Mrs V.S. Greenhalgh (widow of the sculptor and sister of the subject). At the presentation Victor Greenhagh's son said "the two men had been friends as well as brothers-in-law, were of similar age, both enjoyed red wine, beer and cricket and both were educationalists, one an artist the other a mathematician."dick richards, r.w. richards, richards, richard w. richards, victor greenhalgh, bust, sculpture, ballarat school of mines, antarctica, ross shore

William Corbould was the son of a Ballarat tailor. He attended Ballarat College, and obtained certificates in assaying and metallurgy at the Ballarat School of Mines (SMB) in 1883, studying under the revered Professor Mica Smith. Corbould was not a born student and remembered his first experience at SMB: 'From the Registrar's Office I was led to be introduced to the Professor of Chemistry, one Mica Smith. The initial encounter gave me little encouragement - his large laboratory was filled with hundreds of bottles bearing strange labels with queer symbols on them. My heart sank. At the first opportunity I grabbed my hat and made for the door, but the good professor called me back. I pointed out that I was never any good at school ... so it was no use pretending to be clever enough to understand all those weird symbols! The Professor told me not to worry about that and took me to one of the benches where he found a blowpipe and a charcoal block. Mixing together two powders from bottles on the shelf he transferred a sample to the charcoal and directed the bunsen flame onto it. Soon it began to melt and a white bead appeared in front of my eyes. He then took a test tube and added a little colourless liquid from each of two bottles. A beautiful dark blue colour appeared. My interest was won.' During Corbould's mining career he travelled to Europe twice, and visited most of Australia's main mining fields. Corbould started his career as an assayer at Pinnacle Silver Mine, Silverton, and was then a self-employed assayer at Broken Hill. Corbould became an assayer for the infant BHP mine, and later worked in Kalgoorlie and Coolgardie, including managing Hannan's Reward, the oldest gold mine on the Kalgoorlie gold field. He spent 13 years at the Mount Elliott copper fields as general manager. In 1923, at the age of 57, Corbould went to Mount Isa and reported on options, experimented with new metallurgical processes and floated a company. John Carden of CRA said: 'Corbould was the man who brought Urquhart to Mount Isa. He was the man who made it all possible. He is tremendously important in the Mount Isa story, because he was the first technical man, the first professional man on the scene. He was responsible as I said, for bringing finance to the place, but I think even more importantly he was the first man to recognise the need to put all the little claims in the Mount Isa discovery together. I think perhaps his major contribution to Mount Isa was this amalgamation on the various claims. He recognised that the ore bodies at Mount Isa were not as rich as Broken Hill and they would never have survived had it been fragmented, so he was terribly important.' After completing major financial negotiations for Mt Isa Mine from London in 1927 Corbould remained in Europe where he remained until his death. Corbould was awarded the Legion of Honour of the American Institute of Mining and Metallurigical Engineers for fifty years service. Corbould died at Monaco in 1949 at the age of 82. (http://guerin.ballarat.edu.au/curator/honour-roll/honourroll_Corbould,William.shtml)A white paper certificate with black printed and handwritten text, and a blue Ballarat School of Mines seal. The certificate is signed by Andrew Berry (Registrar) and James Oddie (Vice-President).Signed on the left 'W.H. Corbould'mining, ballarat school of mines, mining alumni, metallurgy, james oddie, andrew berry, william corbould, corbould, berry, oddie

William Baragwanath joined the Victorian Department of Mines in 1897, was director of the geological survey (1922-4), Chief Mining Surveyor (1924-43), Secretary for Mines (1932-34), consultant to the Department of Mines (1943-50) . He was born at Durham Lead on 1 August 1878 and was a former student of the Ballarat School of Mines. Baragwanath was president of the Royal society of Victoria (1943-44) and a councillor of the Ballarat School of Mines (1916-1950). After Baragwanath's death on 20 September 1966 the Department of Minerals and Energy (Geological Survey division) donated a number of Baragwanath's items to the Ballarat School of Mines, including this collection. Black and white photograph of E.J. Jack Barker (Ballarat School of Mines Principal) and Phil Day (Head of Geology) standing in front of a cabinet of geological specimens housed in a timber cabinet. ballarat school of mines, geology, ej barker, jack barker, phil day, baragwanath, william baragwanath, victorian mines department

The photograph is associated with Harry Holmes and Gordon Spittle who were members of the Australian Imperial Force based in Egypt at the time. Egypt was a major base for the AIF from December 1914. A number of campaigns were fought in this theatre. There were two campaigns involving the AIF. Note that not all the fighting was actually geographically in Egypt. (http://www.aif.adfa.edu.au:8888/about3.html) Gordon Spittle was the youngest of Three brothers. He grew up in Creswick and attended Creswick Grammar School. Gordon purchased 'Mt Cavern' in 1912. It had 4 years of a 10 year lease to run. His mother and father took delivery of it on 1 April 1916. They lived there and farmed it until Gordon returned from active service in May 1919. He married Violet Holmes and both lived at "Mt Cavern" until their deaths. Gordon died in 1942 aged 51. Violet Holmes-Spittle dies in 1949 aged 56. Black and white postcard showing a statue in the middle of a townscape in Alexandria, Egypt. The monument is Mohamed Aly.Verso "Monument to Mohamed Aly which is erected in the square Alexandria. Gordon. 30/3/16chatham family archive, chatham, holmes, world war, world war 1, world war i, world war one, egypt, spittle, gordon spittle,

The editorial committee for the 1965 Ballarat School of Mines Student Magazine was Trevor Barnett, Gary Bunn, Roger Donaldson, Fred Evans, Ralph Fenney, Greg Hunter, Jon McDonald, Malcolm Park, Geoff Pollard, Gary Roberts, Peter Smith and John Thorne. In 1965 Morgan B. John was President of the Ballarat School of Mines, and the Principal was E.J. (Jack) Barker.White soft covered magazine of 91 pages with black line drawings and caricatures on the cover designed by Trevor Barnett. Articles include: The importance of Library Services, a list of Diplomas conferred and prizes presented, Camping Daze, The Civilising Influences of Mining, Jigging in Beds (bed race), Art School, Sed Education, War, Man's Neurotic flaw, National Service, In Man A Brute?, Journey into the Unknown, Philosophy of Games; Roll Call 1965. Snippits include: Trevor Barnett announced as the winner of the Eric Mcgrath Award for 1965; Wayne Johnson was awarded the Honour Blazer. The deaths of Noel Hooper, David Bell and Shane Carroll were recorded. Numerous black and white images but no name captions. Advertisements by Ronaldson and Tippett, Electrolytic Zinc Company of Australasia, BHP, Mount Isa Mines, Australuco Aluminium, Owen's of Ballarat. Alexandria Tea Rooms, Roy Bracks Mens Wear, A.J. Williams Electrical Equipment, Young Squire, H.B. Selby & Co., The Wattle, T.J. Coutts, H.A. Davis Motor Service, Henderson-Palmer, Philips Electrical, Myers, M.B. John & Hattersley Limited, Andrew Gault, Tait Book Company, BHAS, Morsheads, Commonwealth Aircrafts Corporation, J.J. Mortimer, Ewins, B. and G. Myers ballarat school of mines, roger donaldson, gary bunn, trevor barnett, noel hooper, david bell, shane carroll, vietnam war, national service, bracks slacks, fred evans, ralph fenney, greg hunter, jon mcdonald, malcolm park, geoff pollard, gary roberts, peter smith, john thorne

Kenneth Joynson Flecknoe joined the Ballarat School of Mines Council in 1979 becoming its 11th President in 1981. He joined the Ballarat Courier newspaper in 1953 as company secretary, becoming General Manager in 1966. Flecknoe joined the board of directors in 1968 and was managing director from 1969 until his retirement in 1987. Flecknoe was chairman of the Ballarat Broadcasters Pty Ltd (3BA), of the gateway Publishing Company which published newspapers in Ararat and Stawell and of the Ballarat Publishing Company which published Ballarat News, and was formerly deputy chairman of associated Broadcasting Services Ltd (BTV6 Ballarat and GMV Shepparton). He was also Chairman of the advisory board of Ballarat's St John of God Hospital. Flecknoe's contribution to the Royal South Street Society, of which he was a past president, and a committee member since 1961, was rewarded with life membership. He was also a life member of the Ballarat Historical Park Association (Sovereign Hill). The Ballarat School of Mines building in Albert Street was named "Flecknoe" in 1991, three years after Flecknoe's death.Three photographs showing a Ballarat School of Mines building on Albert Street. .1) Ballarat School of Mines Building, Albert Street .2) View of Carpentry Building looking towards Albert Street .3) Building on the Ballarat School of Mines Building (Possibly the former caretaker's cottage), near Albert Streetballarat school of mines, albert street, flecknoe, carpentry, vocational skills, ken flecknoe, flecknoe building

Margaret Malone was associated with a kaolin mine at Mount Egerton. WOMAN WHO MANAGES A MINE Works With A Vision (By a Special Corespondent) BALLARAT, August 22.—Like a Heroine in a Bret Harte story of the Soaring: Forties Miss Margaret Malone, the only woman mine manager in Australia, has lived most of her life in an atmosphere where hope springs eternal in the gold-seeking breast. Forty years ago her father gave up farming to seek the elusive mineral near Ballarat. "One day my mother went for a walk along the Gordon-Egerton road and picked up a pebble with a few specks of gold in it," she told an interviewer yesterday, recounting the early history of the nine she now runs at Egerton. "Dad said, There must be more where that came from,' and hopefully sank a shaft. Our hopes were dashed, however, when he found only white clay. No one realised then the value of the disappointing looking white stuff which was all that Dad could find from every shaft he sank. At last be gave up the search, and the kaolin remained untouched." Later an Englishman from a pottery town in the old country urged Mr. Malone to try and sell his clay, and he sent some to the Bendigo potteries, but nothing came of it, and it was left to Miss Malone, after her father's death, to start on her unusual career by finding purchasers in Sydney and Melbourne for her clay, and herself working the mine. Strenuous Work "Mine managing is strenuous work in more ways than one," she admitted. "I have, to go down my mine daily, ad sometimes have to descend perpendicular ladders for about 150 ft. to reach areas being worked. I have to be my own manager, she explained, "because it is necessary to teach the men I employ the methods of grading clays." A New Cure She is convinced that a number of uses for kaolin, apart from pottery, soap and drugs, are yet to be discovered. "One of my employees has already found a new use for it," she said, "although scarcely one to be generally recommended, perhaps. By chewing a small piece of the clay he firmly believes that he "cured himself of heart burn." "All That Glistens" There is more in Miss Malone's mining than meets the eye, however. The actual working of the field and the substantial profit she makes on it do not fill her days. Always before her - dangles the compelling vision that caused her father, in his day, to give up farming to seek for gold. "All the time I am getting my clay dug," she confessed, "1 am watching for the colour of gold. One of these days I may strike it." WOMAN WHO MANAGES A MINE Works With A Vision (By a Special Corespondent) BALLARAT, August 22.—Like a Heroine in a Bret Harte story of the Soaring: Forties Miss Margaret Malone, the only woman mine manager in Australia, has lived most of her life in an atmosphere where hope springs eternal in the gold-seeking breast. Forty years ago her father gave up farming to seek the elusive mineral near Ballarat. "One day my mother went for a walk along the Gordon-Egerton road and picked up a pebble with a few specks of gold in it," she told an interviewer yesterday, recounting the early history of the nine she now runs at Egerton. "Dad said, There must be more where that came from,' and hopefully sank a shaft. Our hopes were dashed, however, when he found only white clay. No one realised then the value of the disappointing looking white stuff which was all that Dad could find from every shaft he sank. At last be gave up the search, and the kaolin remained untouched." Later an Englishman from a pottery town in the old country urged Mr. Malone to try and sell his clay, and he sent some to the Bendigo potteries, but nothing came of it, and it was left to Miss Malone, after her father's death, to start on her unusual career by finding purchasers in Sydney and Melbourne for her clay, and herself working the mine. Strenuous Work "Mine managing is strenuous work in more ways than one," she admitted. "I have, to go down my mine daily, ad sometimes have to descend perpendicular ladders for about 150 ft. to reach areas being worked. I have to be my own manager, she explained, "because it is necessary to teach the men I employ the methods of grading clays." A New Cure She is convinced that a number of uses for kaolin, apart from pottery, soap and drugs, are yet to be discovered. "One of my employees has already found a new use for it," she said, "although scarcely one to be generally recommended, perhaps. By chewing a small piece of the clay he firmly believes that he "cured himself of heart burn." "All That Glistens" There is more in Miss Malone's mining than meets the eye, however. The actual working of the field and the substantial profit she makes on it do not fill her days. Always before her - dangles the compelling vision that caused her father, in his day, to give up farming to seek for gold. "All the time I am getting my clay dug," she confessed, "1 am watching for the colour of gold. One of these days I may strike it." (WOMAN WHO MANAGES A MINE Works With A Vision (By a Special Corespondent) BALLARAT, August 22.—Like a Heroine in a Bret Harte story of the Soaring: Forties Miss Margaret Malone, the only woman mine manager in Australia, has lived most of her life in an atmosphere where hope springs eternal in the gold-seeking breast. Forty years ago her father gave up farming to seek the elusive mineral near Ballarat. "One day my mother went for a walk along the Gordon-Egerton road and picked up a pebble with a few specks of gold in it," she told an interviewer yesterday, recounting the early history of the nine she now runs at Egerton. "Dad said, There must be more where that came from,' and hopefully sank a shaft. Our hopes were dashed, however, when he found only white clay. No one realised then the value of the disappointing looking white stuff which was all that Dad could find from every shaft he sank. At last be gave up the search, and the kaolin remained untouched." Later an Englishman from a pottery town in the old country urged Mr. Malone to try and sell his clay, and he sent some to the Bendigo potteries, but nothing came of it, and it was left to Miss Malone, after her father's death, to start on her unusual career by finding purchasers in Sydney and Melbourne for her clay, and herself working the mine. Strenuous Work "Mine managing is strenuous work in more ways than one," she admitted. "I have, to go down my mine daily, ad sometimes have to descend perpendicular ladders for about 150 ft. to reach areas being worked. I have to be my own manager, she explained, "because it is necessary to teach the men I employ the methods of grading clays." A New Cure She is convinced that a number of uses for kaolin, apart from pottery, soap and drugs, are yet to be discovered. "One of my employees has already found a new use for it," she said, "although scarcely one to be generally recommended, perhaps. By chewing a small piece of the clay he firmly believes that he "cured himself of heart burn." "All That Glistens" There is more in Miss Malone's mining than meets the eye, however. The actual working of the field and the substantial profit she makes on it do not fill her days. Always before her - dangles the compelling vision that caused her father, in his day, to give up farming to seek for gold. "All the time I am getting my clay dug," she confessed, "1 am watching for the colour of gold. One of these days I may strike it." (Adelaide Observer, 31 August 1929.)Hand written letter from Margaret Malone of the Mount Egerton Mine.Mount Egerton Mine February 10/14 The Manager Mining Dept Dear Sir, Last Monday week, I left with Mr Martell, a parcel of stone to be treated, requesting that cost of treatment, be deducted from some and balance of gold be forwarded me to above address. I was informed, this would occupy about a day or so, but not having received any communication so far, I shall be glad to hear from you are same. Yours faithfully Margaret Malonemargaret malone, female mine manager, kaolin, mount egerton, women

Bound copies of the Ballarat School of Mines Students' Magazine, 1898-1901 Vol 1, No. 1, September 1898 * News and Notes (Ballarat School of Mines Museum, J.F. Usher, New British Pharmacopoeia, excursion to Bendigo) * History of the Ballarat School of Mines * Current Topics (Federation, Gladstone, Anglo-American Alliance) * Of Custom * Discovery of Coolgardie * Mining Notes(Clunes, Pitfield, Birthday Mine, Western Australia, Transvaal, Mt Bischoff, Rand Drill Co.) * From the Journals * The Societies - (Student Association, Ballarat Field Club and Science Society, Ballarat Photographic Club) * Original Poetry * Sports * Students' Association Committee Meetings * On the Increase of Temperature of the Earth With Increased Depth Vol 1, No. 2, October 1898 * Notes about some of the Past Students (E.M. Weston, J.A. Porter, H.R. Sleeman, G.E. Sander, B.C.T. Solley, T. Rhys, C. Burbury, D. McDougal, J. Matsen) * Excursion to Daylesford, p.3 * History of the Ballarat School of Mines (continued) * The Soudan * Greater Melbourne * Image of J. Hopkinson, electrical engineer killed ascending the Alps * What is Science * Mining Notes (Pitfield Plains, Victoria United G.M.Co., Lithgow, Avoca, great Cobar, Mt Whycheproof) * Student's Association (women's franchise) * Sports Vol 2, No. 1, March 1899 * News and Notes * History of the Ballarat School of Mines (continued) * Notes of Victorian Geology, 1. Granites, by Thomas S. Hart * Sir William Crookes * Summaries and Notes from the Mining Journals * Students' Association * Sports * The Bush Assayer * Solubility of Gold-Silver Alloys in Potassium Cyanide * Correspondence Vol 2, No. 2, April 1899 * News and Notes (Smythesdale Excursion, New Buildings, A.S. Coyte, R.J. Allan) * History of the Ballarat School of Mines (Continued) * The New Students (J. Owen, A. Clayton Morrisby, A.S. Atkin, J. Alexander Reid, Alfred G. Johnston, L. Lowe, F.H. Dalton, W.M. Robertson, A. Hacke, H.L. Giles, W. Martin, E. Walshe, H.L. Krause, R. Sawyer) * Berringa by Oh'E Jay * Summaries and Notes from the Mining Journals * Mount Magnet to Victoria - A Long Bicycle Trip * 1898 Examination returns * Sports Vol 2, No. 3, May 1899 * Technical Education and the Proposed Affiliation of the Schools of Mines with the Melbourne University. * Laying of the Foundation Stone of the New Classrooms (now Administration Building). Alexander J. Peacock * News and Notes (Past Students - A.S. Lilburn, J.W. Sutherland, J. Richardson, E. Prendergast, J. Wallace, J. Kidd, J. Lake, Mathew Thompson), Coolgardie Exhibition. * Trip to Lal Lal * Students' Association * Summaries and Notes from the Mining Journals * Professor Henry Louis on Mining Education * Corrections Used in Chaining by C.W. Adams * The Black Horse Cyanide Plant * Sports * Completed List of 1898 Examinations Vol 2, No. 4, June 1899 * News and Notes * The Education Problem by D.N. McLean * A Few Hints on Histological Technique by Emil Gutheil * Summaries and Notes from the Mining Journals * Students' Association * A Visit to the Skipton Caves (Mount Widdern, Ormand Hill, volcano, Emu Creek, Mount Kinross, Mount Elephant, Mount Vite Vite, Mount Kinross, Mount Hamiston) * Mount Magnet To Victoria (cont) * The New Engines at the Ballarat Woollen Mills - includes image of the Compound 700 H.P. Engines constructed for the Ballarat Woollen Mills by Austral Otis Company and consulting engineers Monash and Anderson. * Sports * Original Poetry * Correspondence Vol 2, No. 5, July 1899 * News and Notes (E. Byron Moore, Visit to Britannia Gold Mine, J. Bryant, Visit to Last Chance Mine) * A Few Hints on Histological Technique (cont) by Emil Gutheil * Summaries and Notes from the Mining Journals * Professor Alfred Mica Smith (includes image) * Notes on Victorian Geology Part 2 The Trappean Rocks, by Thomas Hart * Origin of Diamonds * Hydraulic Mining by A.E.C. Kerr * Volcanoes by F.G. Bonney * Analytical Chemistry Notes by Daniel Walker * Some Things Out To Do * Sports * Correspondence Vol 2, No. 6, August 1899 *Summaries and notes from the Mining Journals * Some Regulations of the Academy of Mines at Freiberg * A visit to Mt Lyell Smelters * Professor Gilbert J. Dawbarn (includes image) * Air compressor and Transmission of Power by Compressed air by A.E.C. Kerr * Chemistry Notes by Daniel Walker * Mineralogical Notes, Ballarat by Thomas S. Hart * Kalgurli Gold Mines, W.A. * OUr New Lab Vol 2., No 7, September 1899 * Summaries and Notes from the Mining Journals * Some recent Steam Plants at Bendigo by Gilbert Dawbarn * Professor Thomas Stephen Hart (includes image) * Students Association * Notes on Victorian Geology by Thomas Hart * Centrifugal Pumps * A New Chum's Experience by E.M. Weston Vol 2., No 8, October 1899 * The institute of Chemistry Examinations * A New Method of Qualitative Chemical Analysis by Emil Gutheil * Steam Engine Valves and Valve-Gears by Gilbert Dawbarn * Daniel Walker (includes image) * Notes on Victorian Geology by Thomas Hart * Cyaniding Cripple Creek Tellurides (Metallic Extraction Company) * Notes on Two Ballarat Gravel Pumping Plants, G.A. Wilberforce (Eureka Jennings Co and Yarrowee Sluicing Co) * History of the School of Mines (concluded) Vol 3., No 1, March 1900 * A Journey from Natal to Mashomaland with the British Police * A Plea for Research * New Caledonia by C.A.M. Deane * Notes of Victorian Geology - Lower Palaeoroic Rocks by Thomas Hart * Mt Bischoff Mine and Mill * Summaries and Notes from the Mining Journals * Things we Eat and Drink * Farewell to A.S. Coyte Vol 3., No 1, March 1900 * Mining Education * Model Locomotive made by the apprentices of the Phoenix Foundry, p2 * Glimpses of Rhodesian Police Camp Life * New Caledonia (continued) * Summaries from the Mining and Engineering Journals * Boot and Saddle Vol 3., No 3, May 1900 * A Students' Common Room * Geological Excursion to Hardie's Hill * Notes on Victorian Geology by Thomas Hart * The Planet Venus by John Brittain * Summaries and Notes from the Australian Mining Standard * The Assay Ton * Zeehan Smelters * Electrical Notes by Ohe Jay * Trop of the Cricket Club to Stawell * Students' Association * Solid Hydrogen Vol 3., No 4, June 1900 * The Minister of Mines on Mining Education (Minister A.R. Outtrim) * Lal Lal Geology Trip (Thomas Hart) * Rifle Club now defunct, pg 3 * A Contribution to the Mining Geology of Kalgoorlie, W.A. by Ferdinand Krause (includes cross sections) (Wood's Point, Rand, Johannesburg, South Africa, Gaffney's Creek, Walhalla, Shady Creek, Sago Hill at Cardigan, Bunbury) * Summaries and Notes from the Australian Mining Standard (Buninyong Estate Mine) * Monthly Progress Reports of the Geological Survey * Electrical Notes by John M Sutherland (Telagraphone, phonograph, telephone receiver) * Students' Theatre Party (Gordon Todd, Ohe Jaeger, C.S. Wakley) * Opening of the New Buildings - Ministerial Speeches (Outtrim, W.H. Irvine, New Mining Laboratory, Old Chemistry Building, Battery, Model Mine) * Students' Association * Relief of Mafeking * A Critic Criticised * Things We Eat and Drink by Ohe Jay - Oatmeal, Coffee and Cocoa. Vol 3., No 5, July 1900 * Research * Adelaide Varsity Students at Ballarat * The Manchester-Liverpool Mono Railway * Students Association * *A Contribution to the Mining Geology of Kalgoorlie, W.A. by Ferdinand Krause (continued) (includes cross-sections) * Motive Power, address by Charles A. Parsons * Summaries and Notes from the Australian Mining Standard * Sugar Manufacturing by Sugna * Great Creswick Hydraulic Sluicing Plant (THomas Hart, Ballarat School of Mines Mining Class visit) * Reminiscences of a Students Life in Germany * Football - Ballarat School of Mines v Geelong Grammar School (Australian Rules Football) Vol 3., No 6, August 1900 * Cheap Mine Management * Library * Bendigo School of Mines, pg 3 * Notes on Ore Dressing by T, Vincent, Manager The Zeehan (Tas) Silver-Lead Mines Ltd) * Motive Power * Notes on Broken Hill - Its Mines and Minerals by J. Williams * The Concert * Summaries and Notes from the Australian Mining Standard * The Dandy Duke's Dreadful Demise * The Road Race Vol 3., No 7, September 1900 * Michaelmas Excursion (Melbourne University, Prof Kernot, Applied Mechanics) * Injury to School Property * Return of E. Ditchburn (Boer War) * Mt William Gold-Field visit, pg 3 * The Stoping of Wide Lodes by J.V. Lake (includes cross sections) * Summaries of Notes from the Australian Mining Standard * Notes on Broken Hill Part 2- Its Mines and Minerals by W.J. Williams * Motive Power from the Waves * Electrical Notes * Some Account of Italian Mining (Sarinia, Sicily, Peidmont, Lombardia) by Candido Maglione * Students Association * Should Women Have the Vote by Frank Bessemeres * The School Theatre Parly * Past Students * Poetry * Football * Surveying Rules Vol 3., No 8, October 1900 * Ballarat School of Mines Associateship * An Engineering Laboratory * Students' Practical Work * Notes on Broken Hill Part 3 by W.J. Williams * The Lake View Consols by F.S. Earp - Battery Treatment of Sulpo-Telluride Ore * Neglected Mineral Fields - Eurowie and Warrata * A Glimpse Ahead * News and Notes * A.W. G. McPherson, Boer War * Students Association * Ballarat School of Mines Melbourne Excursion to the Government Electric Lighting Station, Austral-Otis Co, Working Mens College * Ballarat School of Mines Concert in Aid of Soldiers Statue Balance Sheet * Football * Cricket Vol 3., No 8b, November 1900 * Position of the Ballarat School of Mines with Regards to Mining Education * Age Limit * Entrance Examination * Presentation t0 Professor Alfred Mica Smith * Image of a Group of Old Ballarat School of Mines Students in Coolgardie and Kalgoorlie. * Students Association Vol 4., No 1, March 1901 * Espirit De Corps * A few Notes on the Testing of Explosives * Round About Inverell, NSW by F. and J. Mawl * On the Choice of Drawing Instruments * Summaries and Notes From the Technical Journals * Annual Examinations 1900 * New Students * Sporting Notes * The Vale of Coolgardie Mine, Bonnievale, W.A. by G. Stephen Hart * News and Notes (Kerr Grant, C.L. Nash, R. Gordon Todd, Vial) * Editorial Notices Vol 4., No 2, Second Term 1901 * The Metallurgical Treatment of Sulpho-Telluride Ores by L.W. Grayson * Some Metallurgical Difficulties of Aluminium * Diehl's Sulphide Process by A.E. C. Kerr * A Californian Gold Mine by A.E. C. Kerr * New Express Locomotives for the Victorian Government (Phoenix Foundry) * An Excursion to Geelong (Electric Light and Traction Company of Australia) * The Linkenback Table for our New Mining Laboratory (Humboldt Company of Colgne) * Death of Thomas Bath * The Late Alfred G. Johnson (Boer War) * An Introduction to Natural Science by Emil Gutheil * The First Annual School Sports Meeting * Concert in Aid of Magazine Funds * The Men That Made the Concert (C.E. Denniston, W.H. Chandler, Mr White, William Litte Jnr, Marriott, Giles McCracken) * Sports * News and Notes Vol 4., No 2, Third Term 1901 * Bagging-Up - A Sketch * Concentration of Difficult Silver-Lead Ores * Estimation of Chlorine, Bromine and Iodine by D. Runting * Summaries of Notes from teh technical Journals * Notes on the Use and Care of Platinum Ware Common Sense * The Machinery at the Tasmania Gold Mine, Beaconsfield, Tasmania * Mining at Walhalla - The Long Tunnel Mine * Past Students * Mapping our of Agricultural Areas, etc, In Dense Vine Lands, North Queensland by R.A. Suter * News and Notes * Concert Balance Sheet e.m. weston, robert brough smyth, mcdougall, bruce, charles burbury, harrie wood, graham j. hopwood, emil gutheil, daniel walker, thomas hart, thomas stephen hart, m. hacker, schnitzler, f.a., ditchfield, l.h, alfred e.c. kerr, charles harvey, campbell, joseph bryant, campbell & ferguson, gilbert j. dawburn, irving, g.b., kerr, a.e.c., john walter sutherland, william robertson, herbert l. krause, alfred mica smith, binh pham, crosbie, d. jack, ditchburn, j., james hiscock, alfred johnston, reid, j.a., kidd, john, james bonwick, james, j.p, overall, d, e.h salmon, gaynor marquand, williams, w.w., williams, william, deane, c.m., vincent, tom, phillips, g.e., hart, d.w., jarnail suingh, rowlands, e., ferdinand m. krause,, easterby, f.l, parsons, r.g., partington, j.r., vial, s.b., meadows, h, atkins, arthur, john braisted burdekin, w.h. corbould, ditchburn, john, hill, john, otto e. jager, mcpherson, g.t, nicholls, c, thom, j.m., crafter, stewart, john brittain, peter lalor, hardy - commissioner, thomas bath, alf johnston, charles campbell, nash, llewellyn, watson, m.a, gardener, eddie, adamson, s.g, alford, l.c, allen, r.j, arthur, d.w.b., burge, a., willia, cairncross, cooper, i, maurice osric copland, maurice copland, dickinson, s., doepel, dunstan, john, loveday dunstan, eeles, terri, flegeltaub, israel, fletcher, a, fyrar, peter, kerr grant, w.kerr, green, gary, betty harris, harris, c.m., hay, a.l., hearn, hill, martin, james, david, johnston, alfred g, kilner, marion, kingston, thomas, lewin, f.c.k., lilburne, arthur m, linahan, colin, macready, w.h, major birlefco, markwald, henry, mccaffrey, mcfarlane, kaye, mciver, s.k, mellins, b, morton, felicity, w. kenneth moss, ken moss, nash, c.w., nash, neville, nickolls, berkeley, osborne, percy, philp, e., playford, william, reid, e, roberts, gordon, ross, f.c., royce, phillip, sawyer, basil, stewart, r.c., todhunter, i, vaisey, a., vincent, john, vinden, sue, wakley, cecil, watt, james, westcott, lewis, charles w. whyte,, vial, s browning, ballarat school of mines students in coolgardie and kalgoorlie, coolgardie, kalgoorlie, claude maitland, a.l. hay, a.s. lilburne, latham watson, arthur kildahl, thomas copeland, f.a. moss, w.a. hearman, cardoc james, alexander fraser, e.o. watt, g.m. roberts, j.j. dunstan, h.v. moss, j.a. hill,, john dunstan, c.m. harris, william h. corbould, j.w. sutherland, ballarat photographic club, ballarat field naturalists club, ballarat field club and science society, photography, geology, excursions, last chance mine, tasmania gold mine, beaconsfield, tasmania, rand, south africa, mount lyell, ballarat school of mines student excursion to mount lyell, h.l. krause, ferdinand krause, krause, hardie's hill, hardie's hill excursion, lal lal, lal lal excursion, lal lal geology excursion, smythesdale, smythesdale excursion, soudan, south african miners, south star mines, wynne and tregurtha battery, ananconda copper mining, arizona copper mining, boiler plates, british guinea, butte copper smelter, daylesford geology camp, daylesford excursion, diehl process, electric power house ballarat, electric pumps, geelong rope factory, gympie, golden horseshoe estate, c johnstone, jack nichol, c. macgennis, alec saunders, alfred g. johnstone, graeme jolly, william purdie, john mann, maxwell l gaunt, sale school of mines, freiberg school of mines, schools of mines, railway locomotive

On her husband, William's, death in 1914, Violet Holmes inherited 'Sauchieburn’ property in the Ascot District of the Wider Ballarat District, Victoria. Her ownership had descended via the Holmes Family from the pioneer district settler/squatter Captain William Coghill. In turn, the property on Violet's death was left to their family: Violet Spittle (nee Holmes), Mary Holmes, William E. Holmes and Henry Smerdon Holmes. I suspect this photo was sent to Violet Holmes Jnr (m Spittle) [Jane Dyer 2024]Photographic portrait of a girlVerso: Dear Mary, I am sending one of my photos and hope you will like it. Please get your taken and send me one and ask Violet and the boys also. Mother and Daphne send their love to all. From Iris.chatham-holmes family collection, family history, women

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

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. 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).Porthole frame, from the wreck of the Falls of Halladale, porthole and glass missing, brass with screw dog (part broken) and one hinge, eight retaining bolt holes. flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, porthole frame, ship’s fitting, brass porthole, reconditioned porthole, falls of halladale, russell & co., porthole

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 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).Porthole Glass, from the wreck of the Falls of Halladale, little encrustation. "Falls of H" written in black texta penporthole glass, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, great clipper ships, russell & co.

This Zinc Cap Porcelain Liner was recovered from the (1908) shipwreck site of the FALLS OF HALLADALE. The purpose of cap liners was to assist with the safe preserving and storage of perishable foodstuffs in an age when refrigeration was generally unavailable. These round, coarse-glass inserts formed part of the screw lids used with the Ball Mason style of canning fruit jars. The liner was placed inside the zinc cap to stop the contents of the jar reacting with the zinc. It prevented the metallic tainting of food as well as the corrosion of the metallic lid. On March 30, 1869, Lewis R Boyd was issued with patent # 88439 for an “Improved Mode of Preventing Corrosion in Metallic Caps”. From the 1870s to the 1950s, large quantities of these liners were produced by a number of glass manufacturing companies. They are consequently difficult to date or identify. “It is assumed that most of the earlier versions of these liners have the name ‘BOYD’S’ or ‘BOYD’ embossed on them. Later versions may or may not have the name included in the lettering”. (http://www.glassbottlemarks.com). Only a few were made of porcelain, the great majority being made first of transparent and later of translucent or opaque glass. The different emblems of triangles, circles, and crosses embossed on the front face of the liners are assumed to signify mould or model types rather than the company that produced them. This particular artefact is one of 14 cap liners that were retrieved from the shipwreck site and are now part of the Flagstaff Hill Maritime Village collection. The Maltese Cross and “BOYD’S GENUINE PORCELAIN LINED” lettering are unique to this piece. However, it is evident from the markings and materials of the other cap liners, that they originally formed sets or series. Six are larger (8 mm depth x 85mm diameter), of greenish hue with ground glass texture, and support the raised emblem of a compass needle. Two are medium-sized (75mm diameter) with two raised dots in a central circle and the lettering “Patd. APR 25.82”. This particular cap liner is likely to have also been one of a mass-produced line being imported from America. The iron-hulled sailing ship FALLS OF HALLADALE was a bulk carrier of general cargo en route from New York 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. The FALLS OF HALLADALE came aground 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 in1908-09 and 1910. The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976). A circular translucent glass disc in good condition with raised upper case lettering around 8mm rim – “BOYD’S GENUINE PORCELAIN LINED” - and a raised central emblem of a Maltese Cross. On the reverse face in the centre of the disc, there is a raised numeral “3”. falls of halladale, wright, breakenridge & co of glasgow, unusual beautiful green american slates (roofing tiles), warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, shipwrecked-artefact, zinc cap porcelain liner, boyd’s genuine porcelain lined, glass lid, opaque disc, food preserving, fruit bottling, cap liner, shipwrecked coast, flagstaff hill maritime museum, shipwreck artefact, 1908 shipwreck

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co., they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire. The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Wooden sheave from a block, from the wreck of The Falls of Halladale SW 13/1.74flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, falls of halladale, shipwreck peterborough, 1908 shipwreck, block

The iron-hulled, four-masted barque, the Falls of Halladale, was a bulk carrier of general cargo. She left New York in August 1908 on her way to Melbourne and Sydney. In her hold, along with 56,763 tiles of unusual beautiful green American slates (roofing tiles), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6500 gallons of oil, 14400 gallons of benzene, and many other manufactured items, were 117 cases of crockery and glassware. Three months later and close to her destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland at 3 am on the morning of the 15th of November, 1908. The captain and 29 crew members all survived, but her valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. ABOUT THE ‘FALLS OF HALLADALE’ (1886 - 1908) Built: in1886 by Russell & Co., Greenock shipyards, River Clyde, Scotland, UK. The company was founded in 1870 (or 1873) as a partnership between Joseph Russell (1834-1917), Anderson Rodger and William Todd Lithgow. During the period 1882-92 Russell & Co. they standardised designs, which sped up their building process so much that they were able to build 271 ships over that time. In 1886 they introduced a 3000 ton class of sailing vessel with auxiliary engines and brace halyard winches. In 1890 they broke the world output record. Owner: Falls Line, Wright, Breakenridge & Co, 111 Union Street, Glasgow, Scotland. Configuration: Four masted sailing ship; iron-hulled barque; iron masts, wire rigging, fore & aft lifting bridges. Size: Length 83.87m x Breadth 12.6m x Depth 7.23m, Gross tonnage 2085 ton Wrecked: the night of 14th November 1908, Curdies Inlet, Peterborough south west Victoria Crew: 29 The Falls of Halladale was a four-masted sailing ship built-in 1886 in Glasgow, Scotland, for the long-distance cargo trade and was mostly used for Pacific grain trade. She was owned by Wright, Breakenridge & Co of Glasgow and was one of several Falls Line ships, all of which were named after waterfalls in Scotland. The lines flag was of red, blue and white vertical stripes. The Falls of Halladale had a sturdy construction built to carry maximum cargo and able to maintain full sail in heavy gales, one of the last of the ‘windjammers’ that sailed the Trade Route. She and her sister ship, the Falls of Garry, were the first ships in the world to include fore and aft lifting bridges. Previous to this, heavily loaded vessels could have heavy seas break along the full length of the deck, causing serious injury or even death to those on deck. The new, raised catwalk-type decking allowed the crew to move above the deck stormy conditions. This idea is still used today on the most modern tankers and cargo vessels and has proved to be an important step forward in the safety of men at sea. On 4th August 1908, with new sails, 29 crew, and 2800 tons of cargo, the Falls of Halladale left New York, bound for Melbourne and Sydney via the Cape of Good Hope. The cargo on board was valued at £35,000 and included 56,763 tiles of American slate roofing tiles (roof slates), 5,673 coils of barbed wire, 600 stoves, 500 sewing machines, 6,500 gallons of oil, 14,400 gallons of benzene, plumbing iron, 117 cases of crockery and glassware and many other manufactured items. The Falls of Halladale had been at sail for 102 days when, at 3 am on the night of 14th November 1908, under full sail in calm seas with a six knots breeze behind and misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a submerged reef near Peterborough on south-west Victoria’s coast. The ship was jammed on the rocks and began filling with water. The crew launched the two lifeboats and all 29 crew landed safely on the beach over 4 miles away at the Bay of Islands. The postmistress at Peterborough, who kept a watch for vessels in distress, saw the stranding and sent out an alert to the local people. A rescue party went to the aid of the sailors and the Port Campbell rocket crew was dispatched, but the crew had all managed to reach shore safely by the time help arrived. The ship stayed in full sail on the rocky shelf for nearly two months, attracting hundreds of sightseers who watched her slowly disintegrate until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. The valuable cargo was largely lost, despite two salvage attempts in 1908-09 and 1910. Further salvage operations were made from 1974-1986, during which time 22,000 slate tiles were recovered with the help of 14 oil drums to float them, plus personal artefacts, ship fittings, reams of paper and other items. The Court of Marine Inquiry in Melbourne ruled that the foundering of the ship was entirely due to Captain David Wood Thomson’s navigational error, not too technical failure of the Clyde-built ship. The shipwreck is a popular site for divers, about 300m offshore and in 3 – 15m of water. Some of the original cargo can be seen at the site, including pieces of roof slate and coils of barbed wire The Falls of Halladale shipwreck is listed on the Victorian Heritage Register (No. S255). She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).Zinc Cap Porcelain liner, placed inside the zinc cap to stop the contents of the jar reacting with the zinc. Recovered from wreck of the "The Falls of Halladale". Artefact Rego No FoH 16.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, 1908 shipwreck

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

In 1873, English grocer James Griffiths migrated to Melbourne with his wife and cousin in order to start a tea business. By 1875 Griffiths Brothers Teas had become a sensation, providing tea, coffee, cocoa and chocolate all over Australia. The Sydney outlet of the Melbourne-based company was built in 1915. In a memorable advertising campaign, a series of Griffiths signs were situated at varying intervals along the rail lines on fences and building, designed to allow travellers to count down the miles until they could drink up. In 1925, James Griffiths was killed by a train and the tea company was sold to Robur Tea, which itself lasted until 1974. Griffiths’ death meant downsizing within the company with the Sydney building being transferred to the Sydney City Council, who then leased it back to Griffiths Teas. The tea craze was over by 1965, and Griffiths relinquished control of the building to a variety of tenants. Griffiths tea became an intrical part of Australian life, during the late 19th to mid 20th century. The company became a household name through the clever use of outdoor advertising with their blue and white enamel “Griffiths Tea” signs. These were visible Australia wide on railway fences, stations and other buildings. Griffiths signs let the rail travelers know the distance to where their tea could be enjoyed, with distances being shown as “miles to Griffiths Tea”, These signs were well known along the eastern states railway lines. Tea container tin Griffiths blue tin with round lid, not hinged. 7lbs net Choice Tea Griffith Bros 7lb net in white on a blue labelflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

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

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. 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).Round glass lids (2) from Falls of Halladale wreck. Lids are semi-opaque due to sand abrasion. Artefact Reg No FoH/16.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, lids, lid, falls of halladale, round glass lids, russell & co.

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. 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).Round glass lid, from Falls of Halladale wreck. Artefact Reg No FoH/16.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, cap liner, russell & co.