This Engine Room section of a ship's telegraph system was part of the equipment of the Ports and Harbour ship the SS Rip. The vessel serviced and maintained the lights and buoys at Port Phillip Bay and Queenscliffe. The SS Rip was possibly the former gunboat "Albert". The ship’s communication system that was used from the late 19th century to early-to-mid-20th-century is called an Engine Order Telegraph (E.O.T.) or ship’s telegraph. The system has two parts, the Bridge Section and the Engine Room Section. The Bridge Section is usually mounted on top of a pedestal, and the Engine Room Section is often attached to a vertical surface. The standard commands printed or stamped onto the dial are the directions of AHEAD and ASTERN, and the speeds of STOP, FULL, EASY, STD. BY. and FIN. ENG. The ship’s pilot on the Bridge of a vessel sends his Orders for speed and direction to the to the Engine Room with the E.O.T. He moves the lever or levers, depending on the number of engines the ship has, to change the indicator on the Bridge Section’s dial to point in the new direction and speed of travel. This change causes the Orders to be duplicated on the Engine Room Section’s dial and a bell to signal the change simultaneously. The engineer then adjusts the ship’s engines and steering equipment to follow the pilot’s Order. The manufacturer, Mulne Bros., was a copper and brass works at 166 Sussex Street Sydney, in December 1892, and previously from 1870 at 128 to 130 Sussex Street. The company made and sold a wide range of equipment including machinery and gauges for the Railways.The Engine Room section is significant for being part of the communications system on the ship SS Rip, owned by Melbourne's Ports & Harbours department and used to service and maintain the navigation signals of Port Phillip Bay and at Queenscliffe in the mid-20th century. The dial is an example of marine equipment made in Australia and used for the safety of Victorian vessels. It is also significant for being made by an early Australian manufacturer, Milne Brothers of Sydney.Engine Room Section of a ship’s telegraph or Engine Order Telegraph (E.O.T.). The round metal dial has inscriptions stamped around the edges. The inscriptions are nautical terms for direction and speed and include the maker’s details. The dial was made by Milne Bros. of Sydney. It was part of the equipment on the "SS Rip" in Victoria.Black paint around dial: "MILNE BROS. / MAKERS / SYDNEY" "FULL EASY STD. BY " "FIN ENG. EASY FULL" ""ASTERN" "STOP" "AHEAD"flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, marine technology, marine communications, engine order telegraph, e.o.t., ship’s telegraph, bridge section, engine room section, ship’s engine telegraph section, marine telegraph, milne bros., milne brothers, sydney, copper and brass works, ports & harbours ship, ss rip, gunboat albert, service ship, maintenance ship

Thomas Walker & Son was internationally renowned in the manufacturing of ships logs, founding father, Thomas Walker (1805–1871), an engineer in Birmingham, patented a mechanical log in 1878 which was a recording instrument that attached to a rail at the stern of a vessel connected by a long cord with a rotor which was towed behind the ship. The instrument dial recorded the distance travelled. Thomas Walker first went into business to manufacture stoves at 58 Oxford Street Birmingham. Walker’s self-feeding stove was widely lauded at the Paris Exhibition of 1855, winning a prize medal and kick starting the first of many notable innovations for the Walker family's manufacturing business. However, it wasn’t until working on an earlier ships log model invented by his Uncle that Thomas Walker became interested in the further development of this device, used to ascertain a ship’s speed. Walker continued to improve on the common log for the company of Massey & Sons and these improvements were deemed revolutionary. This log became a firm favourite of the West India Association (British-based organisation promoting ties and trade with the British Caribbean). and the most common log in use for two generations. It took till 1861 for Thomas Walker and his son, Thomas Ferdinand Walker (1831-1921) to patent the first Walker log of many. Together, with the introduction of the A1 Harpoon Log two years later, they established the Walker Log Business as a force to be reckoned with. By the time of his passing in 1871, Thomas Walker Snr had not only founded a family business with considerable staying power but also instilled a tradition of public service. Having sat as a representative on the Birmingham Town Council for 15 years and played an active role in public works, he was soon given the nickname of ‘Blue Brick Walker’. Much like his father, Thomas Ferdinand Walker changed the face of the maritime industry. His patent of 1897, the ‘Cherub’ log, was a notable departure from the past providing a far more accurate reading and replacing the majority of logs of the age. They were the first to produce an electric log and the Walker factory was one of the first to introduce the 48 hour work week for employees. This ship log rotor was invented and made by a significant marine instrument maker and innovator of machinery. It demonstrates the huge leap taken to improve navigational accuracy at sea with an instrument that was in use for decades and still is today. Therefore it is a worthy addition to the Flagstaff Maritime collection as it demonstrates another aspect of maritime navigation.A Walkers Cherub III Patent mechanical ship brass rotor with with four vane's one marked with an anchor and "T. W. Cherub 441", The log is attached to a brass swivel with a short length of rope. Has T W Cherub 441 marked on a vane.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, log rotor, taffrail log, thomas walker, marine technology, marine instrument, navigation, ship speed, measurment

Pair of two sheave wood blocks; the top block has wooden sheaves and metal straps with bolt thimble, and the lower block has an external metal strap with a forged one-piece ring on top and metal sheaves.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, 2 sheave wood block, wood block, block, marine technology, marine equipment, lifting equipment, ship rigging, rigging, sailing ship

The ship’s communication system that was used from the late 19th century to early-to-mid-20th-century is called an Engine Order Telegraph (E.O.T.) or ship’s telegraph. The system has two parts, the Bridge Section and the Engine Room Section. The Bridge Section is usually mounted on top of a pedestal, and the Engine Room Section is often attached to a vertical surface. The standard commands printed or stamped onto the dial are the directions of AHEAD and ASTERN, and the speeds of STOP, SLOW, HALF, and FULL. The ship’s pilot on the Bridge of a vessel sends his Orders for speed and direction to the to the Engine Room with the E.O.T. He moves the lever or levers, depending on the number of engines the ship has, to change the indicator on the Bridge Section’s dial to point in the new direction and speed of travel. This change causes the Orders to be duplicated on the Engine Room Section’s dial and a bell to signal the change at the same time. The engineer then adjusts the ship’s engines and steering equipment to follow the pilot’s Order. The manufacturer, A. Robinson & Co. Ltd of Liverpool, established his business in 1780 and continued until 1968 when the business was purchased by marine products maker Chadburns, established in London in 1870.This Engine Room section is part of a ship's telegraph communication system and represents marine technology used in the late-19th to mid-20th-century. Engine Room Section of a ship’s telegraph or Engine Order Telegraph (E.O.T.). The round brass dial has inscriptions stamped around its edge and centre. Red inlaid glass plates have inscriptions in white paint on them. The inscriptions are nautical terms for direction and speed and include the maker’s details. A rotating pointer is joined to the centre of the dial. The maker is A. Robinson & Co. Ltd of Liverpool. Stamped: “FULL / HALF / SLOW / STOP / FULL / HALF / SLOW / STOP”, “AHEAD / ASTERN” Printed: “FULL / HALF / SLOW / STOP / FULL / HALF / SLOW / STOP” Stamped on the dial: “A. ROBINSON & CO. LTD / MANUFACTURERS / LIVERPOOL”flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, marine technology, marine communications, engine order telegraph, e.o.t., ship’s telegraph, bridge section, engine room section, ship’s engine telegraph section, marine telegraph, a. robinson & co. ltd, liverpool

This brass speaking tube or voice pipe was used by the crew to communicate within the ship. It was recovered from the wreck of the Royal Australian Navy vessel, HMAS Warrnambool in 1948. The HMAS Warrnambool J202 was commissioned by the Royal Australian Navy for use as a minesweeper during World War II. The Bathurst Class Corvette, fitted out with a range of armaments, was launched in Sydney 1941 and was. The ship began service in Bass Strait in 1941. At the end of the year it called into its namesake city, Warrnambool, where the crew paraded for the public marching eastwards along Timor Street. A gift of books for the ship’s personnel and a plaque bearing the City of Warrnambool’s Coat of Arms were presented to the ship. The ship was involved in evacuating a family of nine from the Dutch East Indies that was later successful in its challenge of Australia’s Immigration Restriction Act (White Australia Polity). The ship had many other appointments around Australia. On 13th September 1947 HMAS Warrnambool was leading a flotilla of minesweepers in northern Queensland’s coastal waters, clearing mines previously laid to defend Australia. The ship hit a mine, which exploded and very quickly sunk the ship. Boats from the nearby ships rescued most of the seamen although one was killed at the time. The survivors were taken by the HMAS Swan II to Darwin, and they went from there to hospitals in Brisbane and Sydney. Three of these men later died from their injuries. A number of items were recovered by Navy divers in 1948 including the ship’s bell and a plaque with Warrnambool’s Coat of Arms. In 1972-75 the wreck was sold and other items were salvaged. In 1995 a memorial plaque was erected in Warrnambool near the RSL. NOTE: The RAN built a second HMAS Warrnambool FCPB204, launched in 1981 and decommissioned in 2005. There was also a steam ship SS Warrnambool built in London 1892 and broken up in 1926. [A more detailed history can be found in our Collection Record 3477.] This speaking tube is an example of communication used in the mid-1900s on board a vessel. It is significant is significant for its association with Royal Australian Navy and its vessel, HMAS Warrnambool (J202). The HMAS Warrnambool played a nationally significant role in overturning Australia’s Immigration Restriction Act 1901 (colloquially known as the White Australia policy). The ship rescued, and brought to Australia, Samuel and Annie Jacob and their family after they evacuated Dutch East India. The family was threatened with deportation and made the first successful appeal to High Court regarding that Act. The HMAS Warrnambool has - Local significance for being the namesake of the City of Warrnambool - Local significance, having docked in Warrnambool Harbour - Local significance, the crew having paraded in Timor Street, Warrnambool - State significance for its first patrol being in Bass Strait. - National significance, being present in Timor at the Japanese surrender - National significance, shown by the significance of the ship’s bell being curated as Military Heritage and Technology at the Australian War Memorial. - National significance as part of Australia’s defence force history, being one of only four Bathurst class corvettes lost while in Australian service, the only Bathurst class corvette lost after World War II, the only RAN vessel to be sunk by a mine, and associated with the last four Navy deaths of WWIISpeaking tube or voice pipe, brass, conical shape, broken off at base. Wide end has a rolled edge. Recovered from HMAS Warrnambool, sunk on 13-09-1947.flagstaff hill, maritime village, maritime museum, warrnambool, shipwreck coast, mort's dock & engineering co ltd, h.m.a.s. warrnambool, hmas warrnambool, hmas warrnambool i, hmas warrnambool j202, hmas swan ii, j202, world war ii, bathurst class corvette, royal australian navy, ran, sydney built ship, bass strait patrol, sea mine patrol, mine sweeper, mine clearance, navy divers, great barrier reef, cockburn reef, southern cross diving and salvage, warrnambool city council, cr j r astbury, mayor j r astbury, warrnambool patriotic fund, seal, coat of arms, ship’s bell, hmas warrnambool 1941, shipwreck by sea mine 1947, sinking ship, sunk ship, sea rescue, life saving, lifesaving, speaking tube, voice pipe, communication on ship, marine technology, marine equipment, minesweeper

A block and tackle is a simple but highly effective lifting device, thought to have been invented by Archimedes. These systems were used extensively for construction in the ancient world, and continue to be used today for various applications, especially at sea, where non-motorized lifting systems are highly useful. A basic block and tackle includes a single fixed pulley or block, and at least one additional pulley, linked with rope, to form a complete set. Depending on the size of the load being lifted, additional sets may be used to further distribute the weight.A mid-twentieth example of a wooden block that shows advances in the design of the marine block compared to late 19th century blocks, with hook and pin and its compliance plate meeting the marine standards of the time.Block, three-sheave rope block, wooden with metal sheaves. Metal ring and connecting tab, painted blue-grey. A brass compliance plate is on one cheek. One one side there are eight nails. flagstaff hill museum, flagstaff hill village, shipwreck coast, flagstaff hill, block & tackle, rope, lifting heavy weights, ship rigging, cargo lifiting, marine technology, marine block, three sheave block

The Kerosene lamp was one of the most common oil lamps used and was manufactured until the 1980s. The Anchor Lamp design was used for marine purposes in the days of sailing ships when a ship at anchor or sailing in the dark was required to display a white light on the top of its main mast. The Anchor Lamp's top loop was for a rope to hoist it up the mast, and ropes through the two bottom loops to anchor it in place and prevent it from swaying. The light could be seen by ships up to 20 miles away due to the magnification of the Fresnel glass lens. This lamp in our collection has a design is similar to the early marine designs but its finish and materials resemble lamps made in the 20th century to represent the older ones. The etched "20" on its cover could represent the 20-mile distance the light could shine, and the "↑" Broad Arrows could represent a maritime navy ship. The lamp is an example of 19th and early 20th-century Anchor Lamps fueled by kerosene and used onboard ships when at anchor or sailing at night.Kerosene lamp; This Anchor Lamp design has a brass frame, a handle with a loop at the top, a rail around the base two opposing loops, and a kerosene burner and tank with ventilation holes around it. A clear glass Fresnel 360-degree lens covers the burner. It is an All Round design. The brand Anchor is inscribed on a plate fixed to its brass cover. An etched inscription on the cover includes the Broad Arrow symbol identifying government property.Engraved plaque: "Anchor" brand. Etched into the metal: "↑20↑"warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, kerosene lamp, lighting, ship light, anchor lamp, marine technology, marine lamp, 20 mile light, broad anchor, oil lamp, whale oil lamp, ↑

This compressor was part of the E.G. Ward Collection. It is connected to the diving suit and boots also in our collection. Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe' at 145 High Street Holborn London, but in 1828 new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods including paper-making machinery, measuring machinery, water-pumps, refrigeration equipment and diving apparatus. Augustus Siebe specialised in submarine engineering early on and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12 bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family and a new company 'Siebe Gorman & Co. Ltd.' (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924 Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished and within time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air and under the sea (including mine rescue, tunneling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman fortunes began to decline as an ageing Sir Robert Davis failed to invest, or change the company business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr. E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on fire fighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998).The compressor is a very significant item as it gives a snapshot into marine history and the development of diving equipment generally especially that used for salvage operations before and during WW2. Siebe & Gorman the company that made the equipment was a leading inventor, developer and innovator of marine equipment with its early helmets and other items eagerly sought after today for collections around the world. The items in the Flagstaff Hill collection give us an insight as to how divers operated and the dangers they faced doing a very necessary and dangerous job during the early days of marine exploration.A single cylinder divers' pump by Siebe Gorman & Co Ltd, London, eccentric hand cranked in brass mounted mahogany case with instructions to the underside of the lid, brass covered pressure gauge and air outlet, brass makers plaque to the front, water inlet and outlet to the rear, green painted lifting rings. Machinery has some blue painted areas on the metal.Plate on the back 'WATER SUPPLY" "WATER OVERFLOW" "WATER DRAIN-IN" Pressure gauge dial "BOURDON'S PRESSURE GAUGE" STEBE GORMAN & CO. LONDON", "LBS PRESSURE" "FEET OF SALT WATER" Plate on the front " PATENT, Siebe Gorman & Co Ltd Submarine Engineers" below emblem (Lion, Crown, Horse)flagstaff hill, warrnambool, flagstaff-hill, maritime-museum, diving compressor, london, siebe gorman & co ltd, marine technology, life saving, deep sea diving, maritime museum, maritime village, manine history

This diving suit with helmet, boots and weight is part of the E.G.Ward collection, along with the diving compressor and a photograph of a diver in this equipment. Siebe Gorman & Company Ltd was a British company that developed diving equipment and breathing equipment and worked on commercial diving and marine salvage projects. The company advertised itself as 'Submarine Engineers'. It was founded by Augustus Siebe, a German-born British engineer chiefly known for his contributions to diving equipment. Siebe Gorman traded as an engineering firm for over 180 years from 1819 to 1999. The early success of the business was due to its founder, the Prussian immigrant Christian 'Augustus' Siebe (1788-1872). For business reasons, he applied for and was granted British citizenship in 1856. He was a gifted engineer who was able to translate theoretical problems into practical, working products. During the industrial Victorian period, the business traded as 'A. Siebe' at 145 High Street Holborn London, but in 1828 new premises were acquired at 5 Denmark Street, Soho. The family firm produced a wide range of manufactured goods including paper-making machinery, measuring machinery, water pumps, refrigeration equipment and diving apparatus. Augustus Siebe specialised in submarine engineering early on and the company gained a reputation for the manufacture of safe, reliable diving apparatus. Augustus Siebe is best remembered for the development and manufacture of the ‘closed’ Diving Dress based on the ideas of Charles and John Deane, George Edwards and Charles Pasley. Apart from some small modifications to valves and diver communications, the basic 12-bolt ‘closed’ diving dress remained relatively unchanged after the 1870s. Later company successes were also based on innovation, with new products that could be successfully developed and manufactured to high standards. This was largely attributed to the inventive nature, foresight, engineering and entrepreneurial skills of Robert Henry Davis (1870-1965). In 1882, RH Davis joined the company of 'Siebe & Gorman' as a young 11-year-old office boy and he was to remain with the company until he died in 1965. Augustus Siebe retired in 1869 and handed over the company to a new partnership of Henry H. Siebe (1830-1885) and William A. O'Gorman (1834-1904). The new firm traded as 'Siebe & Gorman' (1870-1879) from premises in and around Mason Street, Westminster Bridge Road, Lambeth, London. The two partners soon recognised the potential of R.H. Davis and in 1894, aged 24, he became General Manager of Siebe & Gorman. Davis increasingly ran the company until the surviving partner (W.A. Gorman) died in 1904. The firm was disposed of to the Vickers (armaments) family and a new company 'Siebe Gorman & Co. Ltd.' (1905-1998) was formed. Under the chairmanship of Albert Vickers, R.H. Davis was kept on as Managing Director, and the company forged ahead. However, after WW1, the Great Depression caused manufacturing output and share prices to slump. In 1924 Robert Davis made a deal with the Vickers Board and acquired control of the company through majority shares. Under his leadership, the Siebe Gorman Company flourished and within time, four of his sons also joined the firm. The company gained a worldwide reputation for the manufacture of diving apparatus, decompression and observation chambers, and safety breathing apparatus of all types for use on the land, in the air and under the sea (including mine rescue, tunnelling, aircraft, diving, submarine escape and in other hazardous environments). Close research and development links with the MOD (especially the Admiralty), also provided a lucrative outlet for the company products. In 1932, Robert Davis was knighted by King George V, principally for his invention of the ‘Davis Submerged Escape Apparatus’ (D.S.E.A.). Siebe Gorman essentially remained a family firm from the beginning (under A.Siebe) until it became a public company for the first time in 1952. However, following WW2, British manufacturing stagnated through stifled investment and post-war austerity, and there was little innovation. Siebe Gorman fortunes began to decline as an ageing Sir Robert Davis failed to invest, or change the company business and management practices. In 1959, Siebe Gorman was acquired by the “Fairy Group” and the ailing Sir Robert was made Life President. Consequently, nothing changed and the slow decline continued until Sir Robert's death in March 1965. Around 1960, Siebe Gorman acquired the diving apparatus manufacturer C E Heinke, and for a brief period, it manufactured some diving equipment under the combined name of Siebe Heinke. Around 1964, Mr E. 'Barry' Stephens was appointed as the new Managing Director to modernise Siebe Gorman. Changes were made, including a move to a new factory in Wales in 1975. The new company concentrated on fire-fighting breathing apparatus and escape equipment, and the move coincided with the loss of many of the older, traditional craft skills. Between 1985 and 1998, Siebe expanded through acquisitions, and several other companies were acquired. The Siebe Gorman (diving apparatus) company has therefore traded as A. Siebe (1819-1870); Siebe & Gorman (1870-1879); Siebe Gorman & Co (1880-1904); Siebe Gorman & Co. Ltd (1905-1998).The items are very significant as a snapshot into marine history and the development of diving equipment generally especially that used for salvage operations before and during WW2. The company that made the equipment was a leading inventor,developer and innovator of marine equipment with its early helmets and other items eagerly sought after today for collections around the world. The items in the Flagstaff Hill collection give us an insight as to how divers operated and the dangers they faced doing a very necessary and dangerous job.Diving suit including helmet, boots and a weight. Diving suit is made of canvas with knitted cuffs. The helmet is metal. The boots have a thick sole and thick leather upper that is held on with leather straps and buckles. The toe of the boot is heavy metal. The weight is worn next to the trunk of the diver and it has an inscription to mark the front. It is worn with straps and buckles holding it in place. Royal Navy Admiralty Pattern 6 bolt No 3 light Siebe Gorman light diving helmet circa 1960 used by the Royal Navy before and after World War 2"Siebe Gorman & Co Ltd Marine Engineers London. Patent" with "E G Ward" on front and back plate. On weight "FRONT"flagstaff hill, warrnambool, diving suit, siebe gorman and co ltd., siebe gorman and co ltd marine engineers london, marine engineers, diving helmet, diving boots, diving weight, marine diving, maritimemuseum, maritime village, maritime history, marine technology, life saving, deep sea diving

The breeches buoy and traveller block are part of the beach rescue apparatus used by lifesaving crew overseas and in Australia in the 1860s to 1960s. The breeches buoy (or chair bucket or petticoat breeches) were invented by Lieutenant Kisbee by the 1850s. It looks like a pair of canvas shorts with a cork lifebuoy ring attached around the top. The set-up works similar way to a zip wire and allows for two-way travel. Saving lives in Warrnambool – The coastline of South West Victoria has had over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built to house it, followed in 1864 by a rocket house to safely store the Rocket Rescue equipment. In 1878 the buildings were moved to the Breakwater area, and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost one hundred years the lifeboat and rocket crews, mostly local volunteers, trained regularly to maintain and improve their skills, summoned when needed by alarms, gunshots, ringing bells and foghorns. Some became local heroes but all served an important role. By the end of the 1950s the lifeboat and rescue equipment had become obsolete. Rocket Rescue Method - The first use of a lifesaving rocket rescue system is often credited to Captain Manby and his invention of a life mortar, first used in 1808 to fire a line onto a ship to rescue lives. Henry Trengrouse’s invention of 1820 was the first to use a sky rocket’s power to throw a line, and his invention included a chair for carrying the shipwrecked victims to shore. In 1832 John Dennett invented a rocket specifically for shore to ship rescue. It had an iron case and an 8 foot pole attached and could shoot the line as far as 250 yards (about 230 metres). From the 1860s the rocket rescue apparatus was in use. It comprised a breeches buoy and traveller block that was suspended on a line and manually pulled to and from the distressed vessel carrying passengers and items. Colonel Boxer, who had invented an early line-thrower, designed a rocket in 1865 with a range from 300 to 470 yards. It was the first two-stage rocket, with two rockets placed one in front of the other in a tube that carried the rescue line. The hemp line was faked, or coiled, in a particular way in a faking box to prevent twists and tangles when fired, and the angle of firing the rocket was measured by a quadrant-type instrument on the side of the rocket machine. Schermuly invented the line-throwing pistol around 1920, which used a small cartridge to fire the rocket. Victoria’s Government adopted lifesaving methods based on Her Majesty’s Coast Guard in Great Britain, which used Colonel Boxer’s rocket apparatus rescue method. The British Board of Trade published instructions in 1850 for both the beach rescue crew and ship’s crew. It involved setting up the rocket launcher on shore at a particular angle measured by the quadrant, inserting a rocket that had a light-weight line attached, then firing it across the stranded vessel. A tally board was then sent out with instructions in four languages. The ship’s crew would haul on the line to bring out the continuous whip line and attach the whip block to a mast or sturdy part the ship. The rescue crew on shore then hauled out a heavier hawser line, which the ship’s crew fixed above the whip block. The hawser is then tightened using the block on the shore end of the whip. The breeches buoy and endless whip are then attached to the traveller block on the hawser, allowing the shore crew to haul the buoy to and from the vessel, rescuing the stranded crew one at a time. The rocket system could also be used from one ship to another. This item is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Breeches buoy and traveller lock; white canvas breeches (shorts) with lifebuoy ring attached to its waistband, with ropes for attaching it to the traveller block. Wooden traveller block has double brass inline sheaves and brass rollers on each cheek of the block, and each shell is scored for the strop. The thimble attached to the strop has a wooden slat for quick release of the breeches buoy. The ropes comprise of two equal lengths of rope that have been bunched together to form two loops, then bound together just below the loops, while the four hanging ends are looped around the lifebuoy, equally spaced, with each end finished in an eye-splice. The apparatus is suspended by the loops at the top and attached to the traveller block, which has a quick release device.flagstaff hill maritime museum & village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, maritime accidents, shipwreck victim, rocket crew, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, rocket apparatus, beach apparatus, petticoat breeches, breeches buoy, rocket house, rocket shed, lifeboat men, rocket equipment, rocket machine, rocket head, rocket launcher, rocket line, marine technology, william schermuly, line-firing pistol, line throwing gun, schermuly pistol, pistol rocket apparatus, beach rescue set, traveller, block, running block, pulley, hawser, faking, faking box, faked line, rescue boat, lifeboat, lady bay, warrnambool harbour, port of warrnambool, tramway jetty, volunteer lifesavers, volunteer crew, breakwater, lifeboat warrnambool, rocket rescue method, rocket rescue apparatus, captain manby, mortar, henry trengrouse, sky rocket, john dennett, shore to ship, colonel boxer, two-stage rocket, italian hemp, quadrant, schermuly, line-throwing pistol, line throwing cartridge, rocket apparatus rescue, stranded vessel, tally board, light line, whip line, endless whip, petticoat buoy, traveller chair, traveller block, her majesty’s coast guard, harbour board, line thrower, line throwing, beach cart, hand barrow, sand anchor, hawser cutter, life jacket, faking board, irish hand barrow, government of victoria

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

This flare pictured is one of three lighting or signal flares. These are pyrotechnic devices used at sea, mainly as a distress signal. However, they have other meanings when used for naval purposes, such as the executive order to start a particular manoeuvre. These are usually packaged as part of a distress pack containing all necessary rockets or flares for immediate use, in any emergency, by ships and off-shore yachts. The inscribed numbers could possibly be the date packaged or the date of useful life i.e. 27-11-1955.This set of three flares is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Flare (three), ; metal base, black cylinder, removeable wooden end cap that has a wooden key attached by string at centre. Inscribed "R↑L" on the cap and metal base. Inscribed: "R↑L", "27, 11, 55", "Long Lights"flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, lady bay, warrnambool harbour, port of warrnambool, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, marine technology, rescue boat, lifeboat, life saving rescue crew, lifesaving rescue crew, rocket rescue method, rocket apparatus rescue, stranded vessel, mortar, life jacket, rocket machine, rocket line, rocket set, schermuly, harbour board, government of victoria, harbour master, armband, l.s.r.c., lsrc, flare, light, safety equipment, distress signal, safety at sea, emergency signal, broad arrow, communication signal, vingage, pyrotechnic flare

This flare pictured is one of three lighting or signal flares. These are pyrotechnic devices used at sea, mainly as a distress signal. However, they have other meanings when used for naval purposes, such as the executive order to start a particular manoeuvre. These are usually packaged as part of a distress pack containing all necessary rockets or flares for immediate use, in any emergency, by ships and off-shore yachts.This set of three flares is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Flare; mushroom coloured cylinder, metal base with wooden top joined to it. Base has removable cap with metal encased wooden fuse attached, which holds seven removeable pegs and rings. String threaded through top holes has a wooden peg attached. Top also has holes drilled on opposing sides through which the peg would fit. Inscriptions stamped in black on base, and impressed into cap. Stamped black: "I" Impressed into cap: ""I", "R↑L" (inside oval).flagstaff hill maritime museum and village, flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, lady bay, warrnambool harbour, port of warrnambool, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, lifeboat men, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, marine technology, rescue boat, lifeboat, life saving rescue crew, lifesaving rescue crew, rocket rescue method, rocket apparatus rescue, stranded vessel, mortar, life jacket, rocket machine, rocket line, rocket set, schermuly, harbour board, government of victoria, harbour master, armband, l.s.r.c., lsrc, flare, light, safety equipment, distress signal, safety at sea, emergency signal, broad arrow, communication signal, vingage, pyrotechnic flare

A pulley block of this size would have many applications on a ship, including lifting loads such as cargo and sails. It was recovered from the wreck of the Halladale in the 1970s by divers Gary Hansen and Peter Ronald, former Director of Flagstaff Hill. The Falls of Halladale was an iron-hulled, four-masted barque built in Glasgow, Scotland. It was used as a bulk carrier of general cargo. When the ship left New York in August 1908 it was bound for Melbourne and Sydney it’s the cargo in its hold consisted of roofing tiles, barbed wire, stoves, oil, benzene and many other manufactured items. On the 15th of November, 1908, after three months at sea and close to its destination, a navigational error caused the Falls of Halladale to be wrecked on a reef off the Peterborough headland. The captain and 29 crew members survived but most of the cargo was lost, despite two salvage attempts in 1908-09 and 1910. 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 to any technical failure of the ship. The Falls of Halladale was built in1886 by Russell & Co., at Greenock shipyards on the River Clyde, Scotland for Wright, Breakenridge & Co of Glasgow. The vessel was one of several designs of Falls Line of ships named after waterfalls in Scotland. The company had been founded between 1870- 1873 as a partnership between Joseph Russell, Anderson Rodger, and William Todd Lithgow. During the period between 1882-92 Russell & Co. standardised its ship designs, which sped up their building process so much that they were able to build 271 ships during that time. The Falls of Halladale had a sturdy construction built to carry maximum cargo and was able to maintain full sail in heavy gales. It was one of the last of the 'windjammers'. 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 huge 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 in stormy conditions.The Falls of Halladale shipwreck is listed on the Victorian Heritage (No. S255). The vessel was one of the last ships to sail the Trade Routes from Europe and the Americas. Also of significance is that the ship was one of the first ships to have fore and aft lifting bridges as a significant safety feature that is still in use on modern vessels today. The block and pulley is an example of ship rigging equipment used on sailing ships during the 19th and early 20th centuries that transported goods around the world. It represents aspects of Victoria’s shipping industry and maritime history.A pulley block; metal frame with three sheaves. The block is in a fragile condition. It is also large and heavy. It was recovered from the wreck of the Falls of Halladale in the 1970s. warrnambool, flagstaff hill, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, flagstaff hill maritime museum and village, clipper ship, windjammer, cargo vessel, falls of halladale wreck, shipwreck, 1908 wreck, breakenridge & co glasgow, russell & co ship builders, 1886 ship, shipwreck artefact, rigging, ship rigging, rigging equipment, sailing equipment, cargo equipment, marine technology, block, ship’s block, pulley block

A harpoon is a long spear-like instrument used in fishing, whaling, sealing and other marine hunting to catch large fish or marine mammals such as whales. It accomplishes this task by impaling the target animal and securing it with barb or toggling claws, allowing the fishermen to use a rope or chain attached to the projectile to catch the animal. The earliest known harpoons, have been recorded as having been made and used 90,000 years ago. In the early whaling industry the two flue harpoon was the primary weapon used around the world. This two fluke harpoon tended to penetrate no deeper than the soft outer layer of a whales blubber. Thus it was often possible for the whale to escape by struggling or swimming away forcefully enough to pull the shallowly embedded barbs out backwards. This flaw was corrected in the early nineteenth century with the creation of the one fluke harpoon. By removing one of the flukes, the head of the harpoon was narrowed, making it easier for it to penetrate deep enough to hold fast. In the Arctic, the indigenous people used the more advanced toggling harpoon design and by the mid-19th century, the toggling harpoon was adapted by Lewis Temple, using iron. The Temple toggle was widely used, and quickly came to dominate the whaling industry around the world.A hand forged harpoon demonstrating the blacksmiths art for fashioning an item used during the early 19th century in the significant industry of whaling. Used during a time when the world depended on the natural resources derived from whales, oil for lighting, lubrication, margarine, candles, soaps and cosmetics as well as the use of the whales bones for various other items such as corsets, umbrellas,fertiliser and animal feed. The item is significant as it was probably made between 1820-1850 after which a single fluke and toggle harpoon began to be use extensively in the whaling industry. Also coming in to general use was a black powder gun to fire the harpoon rather than the early type that had to be manually thrown by a mariner from a row boat of which the subject item is an example.Hand forged double fluke steel whaling harpoon with an arrowhead tip atop a square shank that tapers to a narrow round shaft with a split metal cone to accommodate a wooden harpoon pole.Noneharpoon, whaling, whaling harpoon, fishing industry, whales, flukes, lewis temple, marine technology, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road

This telescope was amongst various items collected from a sea dive in Port Phillip Bay. The diver was the caretaker of the Port Lonsdale Lighthouse, who dived on various wrecks in the bay during the 1960's. After the caretaker's death, his son sold off many of the shipwreck artefacts. The telescope was purchased from the caretaker's son in the 1990's by a previous owner of the Marine Shop, Queenscliff, Victoria. John Browning was particularly well known for his scientific advances in the fields of spectroscopy, astronomy, and optometry. Between 1856 and 1872, Browning acquired provisional patents for designs of numerous scientific instruments. He was also the recipient of an award at the 1862 International Exhibition held in London. Also recognised for his temperature-compensated aneroid barometer. Browning's scientific instruments were used in physics, chemistry, and biology. The products he designed and manufactured included spectroscopes, telescopes, microscopes, barometers, photometers, cameras, ophthalmologist, and electrical equipment such as electric lamps. John Browning was born around 1831 in Kent, England. His father, William Spencer Browning, was a maker of nautical instruments. John Browning's great-grandfather was also an instrument maker as well as John’s brother Samuel Browning of the firms Spencer & Browning and Spencer, Browning & Rust, who also manufactured navigational instruments. The latter firm was in operation in London from 1784 to 1840 and was succeeded by the firm of Spencer, Browning & Co. John Browning initially intended to follow the medical profession and entered Guy's Hospital, a teaching hospital and a school of medicine. Despite having passed the required examinations, however, he abandoned his plans. Instead, he apprenticed with his father, William Spencer Browning. At the same time, in the late 1840s, he was a student attending the Royal College of Chemistry several days per week. By the early 1870s, practical optics had become John Browning's primary interest, and he listed his occupation as an optician on the census records from 1871 to 1901. He was well known among London's ophthalmic surgeons for his various ophthalmic instruments. He had a large part in reforming the art of crafting spectacles. Other achievements were as an author of the book, How to Use Our Eyes and How to Preserve them by the Aid of Spectacles. Published in 1883, the book included thirty-seven illustrations, including a diagram demonstrating the anatomy of the eye. In 1895, he was one of the founders of the "British Ophthalmology" the first professional organisation for optometry. He was not only its first president but also registered as its first member so many considered him to be the first professional optometrist. Other professional organisations he belonged too was as a member of “The Aeronautical Society of Great Britain”. In 1871 constructing the first wind tunnel located at Greenwich Marine Engineering Works. He was also a member of other scientific organisations, such as the “Microscopical Society of London”, the “Meteorological Society”, and the “Royal”. Then in 1908 the company of W. Watson & Son, opticians and camera makers, took over John Browning's company since 1901 John Browning had been semi-retired but in 1908 he fully retired and moved to Bournemouth in Hampshire. He died in Cheltenham, Gloucestershire in 1925.The telescope is significant for its association with one of the world’s leading scientific instrument makers and inventor of the 19th and early 20th century. It is believed the donation came off a wreck either in Port Philip Bay or between Point Lonsdale and the Nepean Heads making it a significant maritime historical artefact. Its provenance is good given it was taken off a wreck in this area by the Point Lonsdale lighthouse caretaker. Examples of John Browning's telescopes because of their scientific and historical importance are highly valued by collectors.Marine style single draw brass telescope with a sunshade. The single draw has no split and the second cartridge is held in a long brass tube within the single draw, mounted from the objective end. The eyepiece is flat and at the end of the first draw in a very faded engraving that is believed to read "John Browning, 63 Strand, and should read London under the word strand but this is hard to establish given the engravings condition. This interpretation of the engraving has been arrived at by examination of other John Browning telescope engraving examples."John Browning, engraved to the first tube in copper plate style "63 STRAND" Engraved under in capital textflagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, shipwreck artefact, port phillip bay, port lonsdale lighthouse, wreck, 1960’s diver, queenscliff marine shop, john browning, telescope, spectroscopy, optometry, scientific instruments, william spencer browning, optician, navigational instrument, microscopical society of london, aeronautical society, marine technology

This nameplate is a reproduction of the Ross & Duncan nameplate and was displayed on the Rowitta vessel activation at Flagstaff Hill. Ross & Duncan of Glasgow manufactured marine engines and boilers from the time it was established in 1860 and growing to employ 450-500 workers by 1911. SS ROWITTA: - The 1909 steam ferry, SS Rowitta, was installed as an exhibit at Flagstaff Hill in 1975 and was enjoyed by many visitors for 40 years. Rowitta was a timber steam ferry built in Hobart in 1909 using planks of Huon and Karri wood. It was a favourite of sightseeing passengers along Tasmania’s Tamar and Derwent rivers for 30 years. Rowitta was also known as Tarkarri and Sorrento and had worked as a coastal trading vessel between Devonport and Melbourne, and Melbourne Queenscliff and Sorrento. In 1974 Rowitta was purchased by Flagstaff Hilt to convert into a representation of the Speculant, a historic and locally significant sailing ship listed on the Victorian Heritage Database. (The Speculant was built in Scotland in 1895 and traded timber between the United Kingdom and Russia. Warrnambool’s P J McGennan & Co. then bought the vessel to trade pine timber from New Zealand to Victorian ports and cargo to Melbourne. It was the largest ship registered with Warrnambool as her home port, playing a key role in the early 1900s in the Port of Warrnambool. In 1911, on her way to Melbourne, it was wrecked near Cape Otway. None of the nine crew lost their lives.) The promised funds for converting Rowitta into the Speculant were no longer available, so it was restored back to its original configuration. The vessel represented the importance of coastal traders to transport, trade and communication in Australia times before rail and motor vehicles. Sadly, in 2015 the time had come to demolish the Rowitta due to her excessive deterioration and the high cost of ongoing repairs. The vessel had given over 100 years of service and pleasure to those who knew her. The nameplate was reproduced to represent the Glasow marine engineers and boilermakers, Ross & Duncan, that were the makers of the engine for the exhibition steam ferry Rowitta. The Tasmanian-built vessel had a long career in Tasmania and Victoria. The nameplate is significant for its connection with the Rowitta, representing the importance of coastal traders to transport, trade and communication in Australia in conjunction with the new rail and motor vehicles. The nameplate is a record of an exhibit at Flagstaff Hill Maritime Village from its early beginnings. Maker's brass nameplate; brass, with embossed text and a hole in each corner. The background is painted red. There are five rows of text; the top row is arranged in an arc. On the bottom row is a number. The nameplate is a replica that was once displayed on the Rowitta vessel at Flagstaff Hill. The reproduction nameplate is for the company Ross & Duncan of Glasgow."ROSS & DUNCAN / ENGINEERS / WHITEFIELD WORKS GLASGOW / NO. 779" flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, steamer, steam ferry, ross & duncan, marine engineers, marine boilers, glasgow engineers, whitefield works, reproduction, scotland, steamer engine, rowitta, sorrento, ss rowitta, navigation, marine technology, steam power, hobart, tasmania, devonport, tasmanian-built, ferry, 1909, early 20th century vessel, passenger vessel, tamar trading company, tamar river, launceston, george town, tarkarri, speculant, peter mcgennan, p j mcgennan & co. port phillip ferries pty ltd, melbourne, coastal trader, timber steamer, huon, karri, freighter, supply ship, charter ferry, floating restaurant, prawn boat, lakes entrance

This rocket launcher has fittings to mount it onto a lifeboat or similar vessel. Once mounted, a it would be fitted with a line-throwing rocket that would be launched from the vessel and aimed over the shipwreck. The line would be fixed to the ship in distress. A heavier line would then be sent out to the wrecked vessel and survivors would be hauled to safety. Its design suggests that it dates to the First World War ear of the 1910s. The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. This item is significant for its connection with maritime history and marine technology. Lifesaving has been an important part of the services performed coastal Victoria, including Warrnambool, in its very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised.Rocket launcher, lifesaving equipment, attaches to rail on vessel. Schermuly's Patent, Grey metal, L shaped pipe with large clamp on one end and small, hooked U shaped fitting on the other. Connects to half-cylinder sleeve with gimbal fitting, ball joint and adjusting fittings; painted grey and red. "SCHERMULY'S PATENT" cast into clamp.Cast into metal "SCHERMULY'S PATENT" flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, rocket launcher, rocket apparatus, rocket firing equipment, lifesaving equipment, wwi, world war i, 1210s, schermuly’s patent, schermuly launcher, sea rescue, lifesaving, shipwreck, life-saving, rescue crew, rocket rescue, rocket crew, line rescue, maritime activities, marine technology, volunteer crew, boat to ship rescue, william schermuly,

This photograph of a deep sea diver on board a vessel is connected to T. Ward. It was possibly part of E.G. Ward's Collection of diving equipment. The photograph was produced in the local town of Timboon. This photograph of an early 1900s diving suit shows part of the history of diving. It is connected to local history through the inscriptions on the back of the photograph; the printer and the name. The south west coast has hundreds of shipwrecks that have been discovered and explored by many divers. Their discoveries have led to us interpreting and understanding more about our history; ship building, exports, immigration, navigation and much more.Black and white photograph, portrait orientation, of a diver dressed in full diving gear standing on board a sailing vessel at sea. Inscriptions on reverse.Handwritten in black pen "T. WARD" Stamped in black ink "REPRODUCED BY" above rectangular stamp. Text within stamp "[K. TREGEA / CALLOWAY ST / TIMBOON VIC"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, photograph, diving gear, diving suit, deep sea diving, deep sea diver, diver, south west victoria, diving photograph, t ward, k tregea, timboon, marine technology, life saving

This is a SPRA, or Schermuly’s Pistol Rocket Apparatus. The large firearm type pistol would have been used to throw a line between ships, usually in the event of saving lives. The line throwing pistol consists of a long barrel with handle attached, a pistol grip and trigger, which fires a short blank cartridge. Accessories for the pistol included: flares, 12 gauge adaptor (to shoot 12 gauge flares), a wood plunger, and boxes of faked line. The stamp on the handle, Crown over "NP" is a Birmingham Proof House mark that dates the pistol between 1904 and 1954. However Schermuly's line throwing pistol was invented in the 192s and used on British Naval Ships from 1929. The serial number '22507' is only 806 numbers later than one on sale as a British Military WWII issue SRPA '21701'. This pistol appears to be made 125-1945. The apparatus was used as a life saving device for crew and passengers on vessels in distress that were only a few hundred metres from shore, often eliminating the need to launch a boat and risk lives to go out to the vessel in dangerous conditions. It could also be used from ship to ship rescue. The pistol would launch a line from shore to the vessel. The line would be attached to the vessel, then shore crew would send out equipment, including a breeches buoy, in which the stranded people could be pulled to shore. It has saved many lives at sea. The cartridge is loaded into the breech of the pistol and the rocket is inserted into the muzzle. On pulling the trigger, the gases generated by the fired cartridge eject the rocket on its correct line of flight, and at the same time, burst through the waterproof disc and ignite the propellant mixture, which carries the rocket and line on the remainder of the flight. The rocket consists of a weldless steel case filled with propellant mixture sealed in by a waterproof disc. Fixed to the rocket case is a direction bridle, to the end of which a short length of flexible steel wire is attached, this in turn being connected to the end of the line to be thrown. A complete rocket set, or line throwing kit. would include a wood carrying case, two coils of faked line in separate compartments, three rockets and a can of six cartridges. William Schermuly (1857 – 1929) - Founder of the Schermuly business. In 1897 he invented a trough-fired, line throwing apparatus. In 1920 he and his third son, Alfred James Schermuly, invented the pistol rocket apparatus and promoted this overseas during the 1920s. The system was approved by the British Navy in 1929 through an Act of Parliament, which made it compulsory for ships over 500 tons to carry this equipment. The company, Schermuly Pistol Rocket Apparatus Ltd., grew quickly during and after World War II but business eased off during the 1970s before it eventually closed in the 1990s. Saving lives in Warrnambool – The coastline of South West Victoria is the site of over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. Victoria’s Government responded to the need for lifesaving equipment and, in 1858, the provision of rocket and mortar apparatus was approved for the lifeboat stations. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built for it on the Tramway Jetty, followed by a rocket house in 1864 to safely store the rocket rescue equipment. In 1878 the buildings were moved to the Breakwater (constructed from 1874-1890), and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost a hundred years the lifesaving and rescue crews, mostly local volunteers, trained regularly to rehearse and maintain their rescue skills. They were summoned when needed by alarms, gunshots, ringing bells and foghorns. In July 1873 a brass bell was erected at Flagstaff Hill specifically to call the rescue crew upon news of a shipwreck. Some crew members became local heroes but all served an important role. Rocket apparatus was used as recently as the 1950s. This line-throwing pistol is part of he Rocket Launching Equipment used to perform life-saving rescue at sea from the 1920s. It is significant for its connection with local history, maritime history and marine technology. Lifesaving has been an important part of the services performed from Warrnambool's very early days, supported by State and Local Government, and based on the methods and experience of Great Britain. Hundreds of shipwrecks along the coast are evidence of the rough weather and rugged coastline. Ordinary citizens, the Harbour employees, and the volunteer boat and rescue crew, saved lives in adverse circumstances. Some were recognised as heroes, others went unrecognised. In Lady Bay, Warrnambool, there were around 16 known shipwrecks between 1850 and 1905. Many lives were saved but tragically, eight lives were lost.Pistol, line-throwing, SPRA (Schermuly's Pistol Rocket Apparatus). This line throwing pistol has a wooden pistol grip, brass trigger mechanism, and a long, wide, steel barrel with Bakelite handle attached to the top. Inscriptions are stamped onto the pistol.Stamped on handle: "5" and "[symbol of a Crown] above NP" , "22507", "[within oval] SPRA" Stamped on barrel: "L22507".gun, pistol, flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, flagstaff hill maritime village, great ocean road, line throwing, line throwing pistol, spra, schermuly's pistol rocket apparatus, sea rescue, pyrotechnicks, marine technology, schermuly pistol rocket apparatus ltd., william schermuly, alfred schermuly, pistol line thrower, flagstaff hill maritime museum and village, maritime village, lady bay, warrnambool harbour, port of warrnambool, shipwreck, life-saving, lifesaving, rescue crew, rescue, rocket rescue, rocket crew, beach rescue, line rescue, rescue equipment, rocket firing equipment, rocket rescue equipment, maritime accidents, shipwreck victim, rocket equipment, rescue boat, lifeboat, volunteer lifesavers, volunteer crew, life saving rescue crew, lifesaving rescue crew, rocket apparatus, rocket rescue method, shore to ship, rocket apparatus rescue, stranded vessel, line throwing mortar, rocket rescue apparatus, line thrower, lifeboat warrnambool, rocket machine, rocket head, rocket launcher, rocket line, beach rescue set, rocket set, schermuly, line-firing pistol, line throwing gun, pistol rocket apparatus, line throwing cartridge, line-throwing rocket, firearm, life saving, lsrc

The kerosene lamp was one of the most common oil lamps used and was manufactured until the 1980s. This lamp appears to be a modern reproduction of an earlier optional wall-mounted kerosene lamp. The lamp has been produced as an example of a 19th and early 20th-century marine kerosene navigation lamp. Marine lamp; portside metal kerosene lamp with two flat sides, and a curved front. The front has a red ridged glass lens insert and the name "port" is inscribed on a fixed brass plaque. A round chimney is on top of the lid and it has a catch. The fuel tank and wick can be removed through the base. The metal appears to be electroplated.Inscribed on the plaque; "PORT"warrnambool, shipwreck coast, flagstaff hill, flagstaff hill maritime museum, flagstaff hill maritime village, lamp, ship lamp, port lamp, marine lamp, navigation lamp, port, lantern, kerosene lamp, marine technology, ship light, portable lamp

This Bosun's char was part of the equipment on the vessel 'Reginald M. It is typical of items included on board a vessel in the late 19th and early 20th century. The nautical word 'bosun' is an abbreviation of the word 'boatswain' who is the person responsible for the repair and maintenance of the vessel. It could be used when rigging the sails and for rescue at sea, along with a thick rope anchored on shore or a rope between ships. It could also be used to move passengers to and from a ship as well as cargo on, to and from the vessel. A bosun's chair is a simple piece of equipment made from a short plank of wood and a sturdy piece of rope. It looks a little like a child's swing but usually has a pulley system that allows the user to adjust the length of the hanging piece of rope, and in so-doing adjusts the height above the floor or ground or sea. In modern times a harness would also be worn by the bosun’s chair user for safety reasons. Bosun's chairs are also used by window cleaners, construction workers and painters. The bosun’s chair is sometimes just a short plank, or even a canvas sling. The REGINALD M - The vessel “Reginald M” was a two-masted coastal ketch, owned and built by Mr. Jack (John) Murch of Birkenhead, Port of Adelaide, South Australia. Its construction took approximately 6 months and it was launched at Largs Bay in 1922. The vessel had many owners and adventures over the years until it was purchased by Flagstaff Hill Maritime Museum & Village in 1975 from the Melbourne Ferry Company at auction. It was then used as an active display until 2016. Visitors could go aboard, turn the ship's wheel, go below deck and get the feel of the captain's quarters, sailors' quarters and the storage space available. The Reginald M was a popular exhibit for young and old, until 2016.This bosun's chair is significant for its connection to the maritime history. It has been used for rigging, painting, maintenance and importantly for life saving and safety. The bonus's chair is also significant because of its connection to the history of the vessel REGINALD M, the coastal trading ketch from South Australia built in 1922 and in existence until 2016. Its flat bottom, single chine shape illustrates a very simple but robust method of construction, compared to other round bilged examples of trading vessels. The Reginald M is listed on the Australian Register of Historic Vessels (ARHV Number: HV000562.)Bosun's chair; seat is a rectangular plank of wood with a hole drilled in each corner and three reinforcing wood lengths attached below the plank. The ends of two looped thick ropes have been threaded through the holes in the plank, crossed over then spliced together. The loops of rope above the plank have been tied with light rope. A roughly made wire hook is attached at the base of one length of rope. Top surface reveals indents where the bottom wooden pieces are joined to the top and some of the metal fixtures can be seen along the edge. There are remnants of white paint on the top.flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, bosun's chair, bosuns chair, boatswains chair, rigging, maritime equipment, bosun's seat, life saving, marine technology, ship rigging

This three-dimensional Distant Signal is part of a Flagstaff Signal set of ball, cone and drum shapes. It has been woven and then fabricated with strong metal swivel fittings and loops for suspending from a high point on a flagstaff at a signal station or on a ship’s masthead. The cane signal was constructed to withstand all weather and to be visible from a long distance. The gaps between the woven cane allow air to pass through, minimising possible swaying. Similar sets were made from rope or fabric. Warrnambool's Flagstaff was erected in 1854. Its primary use was to display visual signals that could convey messages between land and sea. It was also used to notify the local population of the approach of ships. One of the popular signalling codes in use in the early-to-mid 1800s was the Marryat’s Code but there were others in use as well; there was no one standard code. In 1857 the International Marine Conference adopted an International Code of Signals as a standard communications system for all vessels that could be understood in many different languages. The Normanby Advertiser reported on June 5th 1857 a query from the Post Master General as to whether the request of the Chief Harbour Master would be carried out, in that Warrnambool would receive a new flagstaff and a set of Marryatt’s signal flags. The Table of Codes was published, showing how to use combinations of these flags to send messages. The Code was revised in 1887 to cover situations where distance, light, wind and weather conditions affected the visibility of the flags and prevented clear communication. The first report of the International Code of Signals Committee of 1897 warned signalmen not to rely on ordinary semaphore flags and introduced a Distant Signal Code using either particular semaphore flags or the three-dimensional shapes of a ball, cone and drum that aligned with the semaphore flag shapes of a circle, pennant and square. International Code of Signals In 1931, after World War I’s experiences in using signal codes, the International Code of Signals conference in Washington revised and published the rules for the conduct of signalling. One of the changes was that “the use of the Distant Signals and of fixed semaphore was abandoned”. It is of interest to know that modern marine law in many countries insists that a set of Day Shapes must be carried onboard vessels of a certain size. These highly visible geometric shapes are used at sea in daylight to communicate messages between vessels. They are used in a similar way to the Distant Signals, in that different combinations of shapes represent different messages. The set of shapes includes a ball, cylinder, cone and diamond. The shapes are hung between the top of the vessel’s foremast and the front of the vessel. They are only coloured black and are about 1.5 metres high. The vertical line of shapes can mean messages such as Boat not under command, Fishing, and Under sail and power.Distant Signals were an important means of marine communication from the late 1880s to the early 1930s, including during World War I. They were an advancement to the International Shipping Codes and safety. The cane signals’ shapes appear to be the same from whatever direction they are viewed, removing confusion about the message they convey. The same shapes continue to be used today for the sets of Day Shapes used as marine navigational signals that are mandatory on certain-sized vessels.Distant Signal Ball, part of a Flagstaff signal set. A round woven cane ball, painted black, with a metal rod passing through the centre. The rod has a loop at each end, then a concave, octagonal metal plate that rests on the outside surface of the ball, serving as a washer. The rod has swivels at each end.flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, distant signal, signal, maritime signal, ball signal, signal shape, flagstaff signal, signal station, masthead signal, communications, marine technology, signals, marine signals, flaghoists, international marine conference, international code of signals, signal codes, marine safety, signal flags, day shape, daymark, day symbol, navigation, warrnambool flagstaff, 1854, 1857 1931, 1887, 1897

Handrails are used as a support feature for access ramps and stairs, a handrail helps prevent people from falling off and helps them keep their balance. This feature of handrails is very important, especially for young children, senior citizens, and people with disabilities. These individuals, who usually have mobility issues, benefit from handrails as these objects allow them to get to their destination safely. Handrails are also important equipment to have installed on vessels at sea where a safe footing cannot always be found., Handrails are an important piece of equipment to be fitted on sea vessels. This pair is an example of safety equipment used in the late 19th and 20th centuries. Similar rails continue to be fitted for safety.Handrails; marine safety rails. Two wooden rods painted grey, each with two alloy brackets for screwing to a flat surface. flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, handrails, safety equipment, marine equipment, marine technology, ship fitting

This three-dimensional Distant Signal is part of a Flagstaff Signal set of ball, cone and drum shapes. It has been woven and then fabricated with strong metal swivel fittings and loops for suspending from a high point on a flagstaff at a signal station or on a ship’s masthead. The cane signal was constructed to withstand all weather and to be visible from a long distance. The gaps between the woven cane allow air to pass through, minimising possible swaying. Similar sets were made from rope or fabric. Warrnambool's Flagstaff was erected in 1854. Its primary use was to display visual signals that could convey messages between land and sea. It was also used to notify the local population of the approach of ships. One of the popular signalling codes in use in the early-to-mid 1800s was the Marryat’s Code but there were others in use as well; there was no one standard code. In 1857 the International Marine Conference adopted an International Code of Signals as a standard communications system for all vessels that could be understood in many different languages. The Normanby Advertiser reported on June 5th 1857 a query from the Post Master General as to whether the request of the Chief Harbour Master would be carried out, in that Warrnambool would receive a new flagstaff and a set of Marryatt’s signal flags. The Table of Codes was published, showing how to use combinations of these flags to send messages. The Code was revised in 1887 to cover situations where distance, light, wind and weather conditions affected the visibility of the flags and prevented clear communication. The first report of the International Code of Signals Committee of 1897 warned signalmen not to rely on ordinary semaphore flags and introduced a Distant Signal Code using either particular semaphore flags or the three-dimensional shapes of a ball, cone and drum that aligned with the semaphore flag shapes of a circle, pennant and square. International Code of Signals In 1931, after World War I’s experiences in using signal codes, the International Code of Signals conference in Washington revised and published the rules for the conduct of signalling. One of the changes was that “the use of the Distant Signals and of fixed semaphore was abandoned”. It is of interest to know that modern marine law in many countries insists that a set of Day Shapes must be carried onboard vessels of a certain size. These highly visible geometric shapes are used at sea in daylight to communicate messages between vessels. They are used in a similar way to the Distant Signals, in that different combinations of shapes represent different messages. The set of shapes includes a ball, cylinder, cone and diamond. The shapes are hung between the top of the vessel’s foremast and the front of the vessel. They are only coloured black and are about 1.5 metres high. The vertical line of shapes can mean messages such as Boat not under command, Fishing, and Under sail and power.Distant Signals were an important means of marine communication from the late 1880s to the early 1930s, including during World War I. They were an advancement to the International Shipping Codes and safety. The cane signals’ shapes appear to be the same from whatever direction they are viewed, removing confusion about the message they convey. The same shapes continue to be used today for the sets of Day Shapes used as marine navigational signals that are mandatory on certain-sized vessels.Distant Signal Cone, part of a Flagstaff signal set. A woven cane cone, painted black, with a metal rod passing through the centre and two crossed metal bars at the base. The central rod has a loop at the top and passes through the bars at the base, finishing in a metal loop. The rod has swivels at each end.flagstaff hill, warrnambool, flagstaff hill maritime museum and village, shipwreck coast, marine navigation, marine communications, communication signal, lifesaving, ship at sea, day shape, masthead signal, day signal, day mark signals, marine technology, safety equipment, navigation equipment, marine day shape, day marker, cane day shape, signal cone, day signal cone, cone signal, cone day shape, distant signal, flagstaff signal, signal station, communications, signals, marine signals, flaghoists, international marine conference, international code of signals, signal codes, marine safety, signal flags, daymark, day symbol, navigation, warrnambool flagstaff, 1854, 1857 1931, 1887, 1897

This three-dimensional Distant Signal is part of a Flagstaff Signal set of ball, cone and drum shapes. It has been woven and then fabricated with strong metal swivel fittings and loops for suspending from a high point on a flagstaff at a signal station or on a ship’s masthead. The cane signal was constructed to withstand all weather and to be visible from a long distance. The gaps between the woven cane allow air to pass through, minimising possible swaying. Similar sets were made from rope or fabric. Warrnambool's Flagstaff was erected in 1854. Its primary use was to display visual signals that could convey messages between land and sea. It was also used to notify the local population of the approach of ships. One of the popular signalling codes in use in the early-to-mid 1800s was the Marryat’s Code but there were others in use as well; there was no one standard code. In 1857 the International Marine Conference adopted an International Code of Signals as a standard communications system for all vessels that could be understood in many different languages. The Normanby Advertiser reported on June 5th 1857 a query from the Post Master General as to whether the request of the Chief Harbour Master would be carried out, in that Warrnambool would receive a new flagstaff and a set of Marryatt’s signal flags. The Table of Codes was published, showing how to use combinations of these flags to send messages. The Code was revised in 1887 to cover situations where distance, light, wind and weather conditions affected the visibility of the flags and prevented clear communication. The first report of the International Code of Signals Committee of 1897 warned signalmen not to rely on ordinary semaphore flags and introduced a Distant Signal Code using either particular semaphore flags or the three-dimensional shapes of a ball, cone and drum that aligned with the semaphore flag shapes of a circle, pennant and square. International Code of Signals In 1931, after World War I’s experiences in using signal codes, the International Code of Signals conference in Washington revised and published the rules for the conduct of signalling. One of the changes was that “the use of the Distant Signals and of fixed semaphore was abandoned”. It is of interest to know that modern marine law in many countries insists that a set of Day Shapes must be carried onboard vessels of a certain size. These highly visible geometric shapes are used at sea in daylight to communicate messages between vessels. They are used in a similar way to the Distant Signals, in that different combinations of shapes represent different messages. The set of shapes includes a ball, cylinder, cone and diamond. The shapes are hung between the top of the vessel’s foremast and the front of the vessel. They are only coloured black and are about 1.5 metres high. The vertical line of shapes can mean messages such as Boat not under command, Fishing, and Under sail and power.Distant Signals were an important means of marine communication from the late 1880s to the early 1930s, including during World War I. They were an advancement to the International Shipping Codes and safety. The cane signals’ shapes appear to be the same from whatever direction they are viewed, removing confusion about the message they convey. The same shapes continue to be used today for the sets of Day Shapes used as marine navigational signals that are mandatory on certain-sized vessels.Distant Signal Ball, part of a Flagstaff signal set. A round woven cane ball, painted black, with a metal rod passing through the centre. The rod has a loop at each end, then a concave, octagonal metal plate that rests on the outside surface of the ball, serving as a washer. The rod has swivels at each end.flagstaff hill, warrnambool, flagstaff hill maritime museum and village, shipwreck coast, marine navigation, marine communications, communication signal, lifesaving, ship at sea, day shape, masthead signal, day signal, day mark signals, marine technology, safety equipment, navigation equipment, marine day shape, day marker, cane day shape, signal ball, day signal ball, ball signal, ball day shape, distant signal, flagstaff signal, signal station, communications, signals, marine signals, flaghoists, international marine conference, international code of signals, signal codes, marine safety, signal flags, daymark, day symbol, navigation, warrnambool flagstaff, 1854, 1857 1931, 1887, 1897