MONUMENT HUNTING THE HUME AND HOVELL WAY (Newsletter No. 117, November 1997, by Diana Bassett-Smith) Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman wh9 had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place: by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Diana Bassett-Smith. Record of the Society's history of activities - Spring 1997 excursionRoll of 35mm colour negative film, 6 stripsFuji 200shire of eltham historical society, activities, pretty hill, seymour, benalla, hume and hovell, monuments

MONUMENT HUNTING THE HUME AND HOVELL WAY (Newsletter No. 117, November 1997, by Diana Bassett-Smith) Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman wh9 had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place: by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Diana Bassett-Smith. Record of the Society's history of activities - Spring 1997 excursionRoll of 35mm colour negative film, 2 stripsKodak Gold 400-5shire of eltham historical society, activities, pretty hill, seymour, benalla, hume and hovell, monuments

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, seymour

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, seymour, gaol

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, avenel, monument

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, euroa, seven creeks

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, violet town

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, swanpool

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, barjarg

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, barjarg, lake nillachootie

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, yea

[article by Diana Bassett-Smith in EDHS Newsletter No. 117, November 1997:] MONUMENT HUNTING THE HUME AND HOVELL WAY - Sunday October 26 1997 dawned bright and very warm. Some twenty-five members, complete with picnic baskets, met outside the Eltham Library awaiting the Cobb and Co. large coach which would be taking us on the second leg of our travels along the route of the early explorers Hume and Hovell. Stephen West was our very good driver for the day. He would be guided around the circuitous route by Russell Yeoman who had made a detailed study, not only of the intended route, but of the story of these two explorers. During the trip Russell regaled us with poetry, quotations from the Journals and the History of the Shire of Seymour, "The New Crossing Place" by Martindale, 1982, (now Mitchell Shire due to the recent amalgamations). We headed towards the Hume Highway via Greensborough and Cooper Street and proceeded north to our first stop, noting on the way Monument Hill in the distance which is near Kilmore and, according to Russell, well worth the effort to visit as the view across the valley is magnificent. Past Sunday Creek Valley, Mt Piper and Mt Disappointment, all traversed and noted and named by them. We passed through Tallarook, then onto Seymour where we took photos of the monument telling us that Hume and Hovell had passed through on the 28th of October 1824. We also deviated down Hume and Hovell Road viewing deer and emu farming and the Bellbourie property now a sanctuary. Leaving Seymour behind we travelled up the Avenel Road to the Avenel monument, pyramidal in design of four reducing square blocks with a sharply pointed peak, erected in 1924 in memory of the 1824 exploration. The day was warming up and the countryside showing the dryness of the current drought. A parallel note had been made in their journal too of 1824 of the drought appearance of the country they were traversing. At Seven Creeks, Euroa we stopped for some minutes to check the monument placed 20th November 1924 to commemorate their passage on the 29th December 1824. More photos. Russell had pointed out the abrupt termination of the distant ranges which is noted in their journal. The next monument is beside the road at the entrance to Honey Suckle Creek Caravan Park, Violet Town. The squarish shaped monument some eight feet high is topped with a simple steel cross, and was to mark the date of 28th December 1824 and built for the 20th November 1924. By now it was 12.20 and nearly lunchtime as we drove along the Warranbayne Road to Roach's Road, monument hunting without success. Though there is a large, what appears to be an old timber sign which was hard to read, maybe this was the lost monument. In many of the paddocks hay had been cut and baled or was being cut, what a contrast to the rugged country they had passed through which was smoky from the fires of the natives burning off. By 1.00 pm we were at Benalla and pulled up beside the park where abundant beds of roses filled the air with their scent and the smell of barbecued food twitched the nostrils whilst the cheerful sounds of other picnickers could be heard throughout the park. We left the bus and collected up our picnics, dispersed to the various tables and enjoyed the shade from the various European trees. 2.00 pm and we were on the road again driving along the Benalla, Mansfield, Yea road. The Swanpool monument states that they passed four miles south and returned three miles north. Then we stopped at the Barjarg monument which notes that they camped near this spot. It is again a pyramidal monument and this time topped with a steel arrow indicating their route of the 29th November 1824. Half an hour later we came to another monument, again with a steel arrow marker on top and the plaque dated the 2nd of 12th 1824. Erected on the 12th of 12th 1924. "They blazed the way that we might inherit the land." Another square based and needle topped monument appeared at Yarck near Yea and this plaque records the date of 3 December 1824. Near McGuigans Road Russell related that the expedition had lost a dog but it had found them next day, the dog was apparently torn by a kangaroo. A short while later Russell reminded us here of the problems they encountered in crossing the Goulburn River near Molesworth where banks were high, water deep and wide. "Good coat of grass but quite dry due to drought". At Yea we stopped for afternoon tea and raided the last of our picnics and looked at the monument to their journey of 1824, situated at a corner of the gardens near the bowling green. No photo – we were out of film. We returned home via Kinglake West and Whittlesea past the Yan Yean Reservoir, not full. 5.00 pm back at Eltham we emptied out of the bus and everyone, including Joan Cole, collected their things, Joan also had the major souvenir of the day, a large carp she had picked up from the river bank, her cat was in for a great feast. The day was made so interesting by the informed commentary which Russell provided. His background knowledge of the route and nature of the journey could only have come from many hours of reading and driving the area. Thank you to Russell and to everyone who made the day so informative and pleasurable. Colour photographactivities, hume and hovell, monument, yarck

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).25½" of round solid copper nail. Recovered from "Falls of Halladale". Ship's nail.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, nail, copper nail, falls of halladale, ship's nail

This roll or reel of paper was part of a consignment carried as cargo of the Falls of Halladale. 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 roll of paper is an example of cargo brought to Australia in the early 20th century. It is also significant for its association with the Falls of Halladale shipwreck, which 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).Roll of paper. Paper was part of a large consignment of paper listed as part of the cargo manifesto. It was recovered from the wreck of the ship Falls of Halladale. A section of the paper has been cut away after it was recovered.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., paper, reel, roll, paper reel, paper roll, cargo, consignment

These sheets of paper were from a roll or reel of paper that was part of a consignment carried as cargo of the Falls of Halladale. 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 roll of paper from which the sheets were cut is an example of cargo brought to Australia in the early 20th century. It is also significant for its association with the Falls of Halladale shipwreck, which 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).Wad of paper sheets that was cut from a roll of paper. Three sides of the sheets are straight and the other side is rough due to exposure to sea water for many years. The roll was part of a large consignment of paper listed on the cargo manifesto of the wreck of the ship Falls of Halladale. 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., paper, paper reel, paper roll, cargo, consignment, paper sheets, wad of paper

The ship “Ellis” started life as the Clementina, launched in America in 1781. The vessel was first listed in Lloyd's Register in 1784 and under this name began serving as a slave ship sailing out of Liverpool. A Lloyd’s database records of slave-trading voyages by vessels from Liverpool makes it clear that Clementina was a slave trader. The next year Captain J. Elworthy sailed her to West Central Africa and St Helena. He transported his slaves to South Carolina. Then in 1785 Elworthy gathered slaves in the Bight of Biafra and the Gulf of Guinea Islands for delivery to Jamaica. In 1786 Bent & Co. purchased the Clementina and renamed her Ellis, presumably after the then owner Ellis Bent. She remained in the slave trade and In 1788 Captain John Ford sailed the now renamed Ellis to the Bight of Biafra and the Gulf of Guinea to gather slaves. He delivered this batch of slaves to the island of Grenada. The next year, 1789 the Ellis was almost completely rebuilt, and from the change in subsequent reports of her cargo loading or (burthen), she was enlarged. In 1791, Captain Joseph Matthews became master and sailed the Ellis to the Gold Coast then delivering his consignment of slaves to the island of St Vincent. During this voyage, some misfortune may have befallen Matthews because records show the Ellis command was transferred to Thomas Given. In 1792, Given sailed to the Bight of Biafra and the Islands in the Gulf of Guinea, again collecting slaves for delivery to Jamaica. There is a parallel record, also for 1793, that the Ellis under the command of Thomas Heart, undertook the same journey and with the same itinerary and cargo. In 1793, Bent & Co. decided to use the Ellis as a privateer with John Levingston as the master. After receiving a letter of "marque” on the 3rd of June 1793, that allowed any armed vessel to commit acts on the high seas which would otherwise have constituted piracy. Thus the Ellis began to operate as a combat ship under the endorsement of the British navy. The Ellis was three times captured first by the French frigate Gracieuse, under the command of Captain Chevillard on 22 July 1793. The French took her into service and renamed her as ”Elise”. Later that summer the Spanish captured her and in November ownership returned to the French who then renamed her the “Esperance”. On the 8th of June 1794, Esperance arrived in Jacmel, Saint-Domingue (present-day Haiti), from France with the official proclamation of the abolition of slavery. Leger-Felicite Sonthonax was one of the Civil Commissioners of Saint-Domingue and he had already unilaterally proclaimed the island for the French colony the year before amid a slave rebellion and attacks from British and Spanish forces. Ironically, Esperance also brought the news to the Civil Commissioners that the National Convention of France had impeached them on 16th July 1793 and ordered them to return promptly to France. On 8 January 1795, HMS Argonaut, under the command of Captain Alexander John Ball, captured Esperance while she was on the North America station. At this time the Esperance was armed with 22 guns (4 and 6-pounders) and had a crew of 130 men. She was under the command of Lieutenant de vaisseau De St. Laurent and had been out at sea for 56 days from Rochfort, bound for the American Chesapeake Bay area.  The French ambassador to the United States registered a complaint with the President of the United States that Argonaut, by stating that by entering Lynnhaven bay, either before she captured Esperance or shortly thereafter, had violated a treaty between France and the United States. The French also accused the British of having brought the Esperance into Lynnhaven for refitting for a cruise. The British Consul replied that the capture had taken place some 10 leagues offshore as the bad weather had forced Argonaut and her prize to shelter within the Chesapeake area for some days, but that they had left as soon as practicable. Furthermore, Argonaut had paroled her French prisoners on arrival at Lynnhaven, and if she had entered American territorial waters solely to parole her French prisoners no one would have thought that objectionable. Royal Navy Service: Because the Esperance was captured in good order and sailed well, Rear Admiral George Murray, the British commander in chief of the North American station, put a British crew aboard and sent the Esperance out on patrol with HMS Lynx, under the command of John Poo Beresford, on 31st January. On 1st March the two vessels captured the Cocarde Nationale (or National Cockade), a privateer from Charleston, South Carolina, of 14 guns, six swivel cannons and a crew of 80 men. Esperance and the lynx went on to recaptured the ship Norfolk, of Belfast, and the brig George, of  Workington. On 20 July, Esperance, in company with frigates Thetis and Hussar, intercepted the American vessel Cincinnatus, of Wilmington, sailing from Ireland to Wilmington. They pressed many men on board into service, narrowly missing the Irish revolutionary Wolfe Tone, who was on his way to Philadelphia. Esperance was formally commissioned in 1795 into the Royal Navy in August under the Command of Jonas Rose. On 4 May 1796 Esperance was sailing in company with HMS Spencer and Bonetta when they sighted a suspicious vessel. Spencer set off in chase while shortly thereafter Esperance saw two vessels, a schooner and a sloop, and she and Bonetta set off after them. Spencer sailed south by south-east and the other two British vessels sailed south-west by west, with the result that they lost sight of each other. Spencer captured the French gun-brig Volcan, while Bonetta and Esperance captured the French schooner Poisson Volant.   The Esperance eventually arrived at Portsmouth on the 3rd of November 1797, the crew was paid off and on 31st May 1798 the Admiralty listed the Esperance for sale and she was sold in June 1798 for £600.The subject scrimshaw is a modern reproduction crudely done of a historic vessel and the scene is believed to be engraved onto a synthetic substance. Scrimshaw art crudely carved into non-natural material in the shape of a tooth. The line artwork is an image of a three-masted sailing ship with a poop deck, and anchors, are coloured black. Inscription is engraved into tooth.Engraved "Man o War Ellis" warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, scrimshaw, ellis, esperance, clementina, elise, hms ship, man of war, leter of marque, privateer, slave ship, slavery, ellis bent, american war of inderpendance, marine art, marine artifact, whale tooth, ivory tooth, resin, plastic, craft, engraving, carving

The photograph is of the sailing ship Falls of Halladale. The ship is in shallow water at Peterborough where it sank on November 14th 1908. The inscription on the photograph reads "Nov 4th 1908". 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 photograph shows the ship Falls of Halladale in full sail, demonstrating the sails used for power at sea.A sepia landscape photograph; image of a sailing ship in shallow water in full sail. The vessel is the"Falls of Halladale" aground off Peterborough 1908. A figure is in the foreground. Photographed in 1908 by Foyle of Warrnambool. A pencil inscription on the back is underlined. A white sticker is attached.In pencil on reverse "The Falls of Halladale / Wrecked at Peterborough / Nov 4th 1908" [Note: the ship was wrecked on Nov 14th 1908] On white sticker "131"flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, photograph, falls of halladale, sailing ship, vessel, shipwreck, 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., 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.

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

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.

Brought ashore by L Presse, Cadet Deck Officer on the "Falls of Halladale" after the wreck, 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).Carved wooden Bulls Eye, varnished, from the Falls of Halladale wreck. Peterborough, 1908. Brought ashore by L. Piesse. Cadet Deck Officer from the Falls of Halladaleflagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, l presse, falls of halladale, bulls eye, peterborough, 1908

In 1975, 120 years after the sailing ship Schomberg was wrecked, Flagstaff Hill divers (Peter Ronald, Colin Goodall and Gary Hayden) found an ornate communion set amongst the wreckage. The set comprised a jug, ciborium, lid, chalice and plate. The items, apart from the lid, were then displayed at Flagstaff Hill Maritime Village. The lid had etchings that did not match the chalice and sat in storage for several years. Then in 1978, while the marine concretion inside the lid was being examined, a surface layer came loose and revealed a glint of gold that was assumed to be a piece of brass. The layers of concretion were carefully removed and a ring-like band emerged. Further treatment exposed a 'large faceted stone in an intricate gold setting. Weeks later a detailed examination estimated the value of the ring, known as the Schomberg Diamond, to be $7000. When the Schomberg was launched in 1855, she was considered the "Noblest” ship that ever floated on the water. Schomberg's owners, the Black Ball Line had commissioned the ship for their fleet of passenger liners. She was built by Alexander Hall of Aberdeen at a cost of £43,103 and constructed with 3 skins. One planked fore and aft and two diagonally planked, fastened together with screw-threaded trunnels (wooden rails). Her First Class accommodation was simply luxurious with velvet pile carpets, large mirrors, rosewood, birds-eye maple and mahogany timbers throughout, soft furnishings of satin damask, an oak-lined library with a piano. Overall she had accommodation for 1000 passengers. At the launch, the Schomberg's 34-year-old master, Captain 'Bully' Forbes, had promised to reach Melbourne in sixty days stating, "with or without the help of God." Captain James Nicol Forbes was born in Aberdeen in 1821 and rose to fame with his record-breaking voyages on the famous Black Ball Line ships; Marco Polo and Lightning. In 1852 in the Marco Polo, he made the record passage from London to Melbourne in 68 days. Unfortunately there were 53 deaths on the voyage, but the great news was off the record passage by Captain Forbes. In 1854 he took the clipper “Lighting” to Melbourne in 76 days and back in 63 days, this record was never beaten by a sailing ship. He often drove his crew and ship to breaking point to beat his previous records. He cared little for the comfort of the passengers. On this, the Schomberg's maiden voyage, he was determined to break existing records. Schomberg departed Liverpool on her maiden voyage on 6th October 1855 flying a sign that read "Sixty Days to Melbourne". She departed with 430 passengers and 3000 tons cargo including iron rails and equipment intended to build the Melbourne to Geelong Railway and a bridge over the Yarra from Melbourne to Hawthorn. She also carried a cow for fresh milk, pens for fowls and pigs, 90,000 gallons of water for washing and drinking. She also carried 17,000 letters and 31,800 newspapers. The ship and cargo were insured for $300,000 a fortune for the time. The winds were poor as she sailed across the equator, slowing Schomberg's journey considerably. Land was first sighted on Christmas Day, at Cape Bridgewater near Portland, Captain Forbes followed the coastline towards Melbourne. Forbes was said to be playing cards when called by the third mate Henry Keen, who reported land about 3 miles off. Due in large part to the captain's regarding a card game as more important than his ship, it eventually ran aground on a sand spit near Curdie's Inlet (about 56 km west of Cape Otway) on 26th December 1855, 78 days after leaving Liverpool. The sand spit and the currents were not marked on Forbes's map. Overnight, the crew launched a lifeboat to find a safe place to land the ship’s passengers. The scouting party returned to Schomberg and advised Forbes that it was best to wait until morning because the rough seas could easily overturn the small lifeboats. The ship’s Chief Officer spotted the SS Queen at dawn and signaled the steamer. The master of the Queen approached the stranded vessel and all of Schomberg’s passengers and crew disembarked safely. The Black Ball Line's Melbourne agent sent a steamer to retrieve the passengers' baggage from the Schomberg. Other steamers helped unload her cargo until the weather changed and prevented the salvage teams from accessing the ship. Later one plunderer found a case of Wellington boots, but alas, all were for the left foot. Local merchants Manifold & Bostock bought the wreck and cargo but did not attempt to salvage the cargo still on board the ship. They eventually sold it on to a Melbourne businessman and two seafarers. In 1864 after two of the men drowned when they tried to reach Schomberg, salvage efforts were abandoned. In 1870, nearly 15 years after the wreck parts of the Schomberg had washed ashore on the south island of New Zealand. The wreck now lies in 825 meters of water and although the woodwork is mostly disintegrated the shape of the ship can still be determined due to the remaining railway irons, girders and the ship’s frame. A variety of goods and materials can be seen scattered about nearby. The actual lid in which the ring was found has not yet been completely identified and could belong to a coffee pot, sugar bowl or maybe a jug or something similar. Although all survived the wreck no-one came forward to claim the valuable diamond. The Schomberg Diamond is currently on display in the Great Circle Gallery. Flagstaff Hill Maritime Village along with the rest of the communion set. Other artefacts salvaged from the wreck include ship fittings and equipment, personal effects, a lithograph, tickets and photographs from the Schomberg. One of the Schomberg bells is in the Warrnambool Library.The Schomberg Diamond is particularly significant in that it played a crucial part in having the legislation changed to protect shipwrecks, with far tighter control over the salvaging of items from wreck sites. This ring is registered as Artefact S/105 in the Schomberg collection, the Schomberg collection as a whole is of historical and archaeological significance at a State level. Flagstaff Hill’s collection of artefacts from the Schomberg is also significant for its association with the Victorian Heritage Registered shipwreck (VHR S 612). The collection is of prime significant because of the relationship between the objects salvaged, as together they help us to interpret the story of the Schomberg. The collection as a whole is historically significant for representing aspects of Victoria's maritime history and its potential to interpret social and historical themes. A mid-Victorian gentleman's solitaire diamond dress ring with a Brazilian cut diamond (cushion cut), one and one-third carat set within an 18 carat yellow gold ring consisting of four claws within an open scroll setting and a divided scroll shank. Colour is classified as 'J', clarity SII. The setting is handmade. warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, schomberg, shipwrecked-artefact, clipper ship, black ball line, 1855 shipwreck, aberdeen clipper ship, captain forbes, peterborough shipwreck, ss queen, ciborium, ring, schomberg-diamond, schomberg-ring, gentleman's ring, dress ring

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).Photograph of the Falls of Halladale at Peterborough with sails unfurled. Black and white with cardboard backing. Cardboard torn, photo is fading.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, falls of halladale, photograph, 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).Porthole rim with the hinge and two flanged extensions. The ship's fitting was recovered from the wreck of the Falls of Halladaleflagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, porthole, porthole frame, porthole rim, ship’s fitting, brass porthole, reconditioned porthole, falls of halladale, russell & co.