Provided by Rob Haldane. Believed to have been associated withy PF Lifeboat and taken to Port Lincoln, South Australia in 1952. Could have been used as a mooring /warping anchor. Reference: verbal Rob Haldane.Iron anchor, Admiralty pattern, with folding arm and locking pin. 3 flukes. Painted greyNonelifeboat, anchor

No historical link - safety equipment Anchor carried in lifeboat under boating regulationsfolding fluke anchor, for use in sand anchor, life boat, danforth anchor

HMAS PARRAMATTA had active service during the Vietnam War,escorting the troop transport HMAS SYDNEY to Vietnam in 1965,1968 and 1971. She also served on patrol duties between 1964 and 1966 during the Indonesian Confrontation. In July 1976 PARRAMATTA was diverted to the Indonesian of Bali to provide humanitarian relief following an earthquake which killed over 500 Balinese and injured another 3,000. PARRAMATTA was decommissioned in 1991 as the River Class Destroyer Escorts were replaced by the Adelaide Class Guided Missile Frigates. She was sold to a Pakistani company in 1991 to be broken up.anchor parramatta escort

Anchors are used to stop boats from moving and today are usually made of metal, and they are made to catch the ocean floor (the seabed). There are two main types of anchors: temporary and permanent. A permanent anchor is called a mooring block and is not easily moved. A temporary anchor can be moved and is carried on the boat. When people talk about anchors, they are usually thinking about temporary anchors. An anchor works by either weight (mass) or shape. Shape is more important to temporary anchors, and design is very important. Anchors must resist wind and tide, and also the up-and-down movement of waves. The subject item is a foundry produced item made specifically for marine use, at present there is no history or manufacturing provenance currently available as the item is unmarked.The subject item at this time cannot be associated with an historical event, person or place, provenance is unknown, item is believed to have been produced in the first half of the 20th century by an unknown manufacture and its design is known as the "Kedge Admirality" pattern.Kedge Admirality design anchor metal with double bent hook & Halibut. Stock, eye, loop and shackle at top of anchor. Stock held in position with pin. Anchor painted black.Nonewarrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ships anchor, marine eqipment

Anchors are used to stop boats from moving and today are usually made of metal, and they are made to catch the ocean floor (the seabed). There are two main types of anchors: temporary and permanent. A permanent anchor is called a mooring block and is not easily moved. A temporary anchor can be moved and is carried on the boat. When people talk about anchors, they are usually thinking about temporary anchors. An anchor works by either weight (mass) or shape. Shape is more important to temporary anchors, and design is very important. Anchors must resist wind and tide, and also the up-and-down movement of waves. The subject item is a foundry produced item made specifically for marine use, at present there is no history or manufacturing provenance currently available as the item is unmarked.The subject item at this time cannot be associated with an historical event, person or place, provenance is unknown, item is believed to have been produced in the first half of the 20th century by an unknown manufacture and its design is known as the "Kedge Admirality" pattern.Anchor, Kedge Admirality design galvanised metal with shackle and rope hole at top of anchor Halibut is missing (bar at top) and two curved flat pointed metal hooks at the base of the anchor.Nonewarrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, ships anchor, marine eqipment

The iron anchor is from the iron steamship, Easby built in England in 1873. It struck Skerries Reef at Gabo Island and sank in the harbour in April 1907 while carrying a cargo of potatoes. The iron anchor was recovered from the wreck at an unknown date and put on display between the two sets of keepers’ quarters. Parts of the ship, including the collapsed hull plating, engine and boilers as well as another anchor lie at a shallow depth at the wreck site 15m west of the jetty. This wreck became a shipping hazard and was eventually blown up. (1928) Another anchor of identical design lies underwater on the shoreline 15 metres west of the jetty.The wreck site and relics, including the anchor on display, are protected by the Victorian Heritage Register (VHDS S204).Large rusted metal anchor.

The Young Sea Officers Sheet Anchor by Lever, Darcy Publisher Jackson and Asquith, printers, Swinegate Leeds. Date 1835flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, the young sea officers sheet anchor, book, darcy lever

The anchor is from the wooden sailing ship CHILDREN, which was wrecked at Childers Cove east of Warrnambool on the 14th of January 1839 with the loss of 16 lives. The Children anchor was raised from the wreck site by Flagstaff Hill Divers: Peter Ronald, Garry Hayden (Terang, still), Tim Goodall (now Warrnambool), and Colin Goodall (now Warrnambool), on Sunday, 3rd January 1974. A week or so later, it was dragged up the cliffs and taken to Warrnambool. It is now on display near the entrance to the Maritime Museum and Village. It appears to be a Pering’s Improved Anchor, developed at Portsmouth after 1813. The addition of broad curvature to the anchor arms provided a stronger purchase than the pre-existing Admiralty Old Pattern Long Shanked Anchor with straight arms. However, the evidence of hammer-welding of the separate pieces of the arms and palms to the central shank, peaked crown and flat palms, suggests the manufacture is before the 1831 Rodger’s Anchor design, which cast both arms and their flukes as one piece that was then attached to the shank by a bolt through the crown. This identification seems consistent with the date of the CHILDREN’s construction in 1824. The CHILDREN was a three-masted barque with a wooden hull built at Liverpool in England. The vessel was bought by the Henty family of Portland (Australia Felix) in 1837 for regular coastal trading between Van Diemens Land (now Tasmania), the Port Phillip District of New South Wales and South Australia. Only 255 tons burden (92 feet in length, with a beam of 25 feet and depth of 17 feet), it sailed from Launceston bound for Adelaide in late December 1838, on its first Australian voyage and under the English master who had brought the barque out, Captain H. Browne. On board the CHILDREN were 24 passengers, including 9 children, the captain and 14 crew; livestock of 1500 sheep, 8 bullocks and 7 horses; general cargo of beef, pork, tobacco, tripe, butter, limejuice, horse hair, currants, lead shot, beer and spirits; 5,000 house bricks from London; and six whaling boats with associated whaling gear. The vessel was battered by gale-force north-westerly winds shortly after setting out from Launceston on 11 January 1839, and adverse sailing conditions persisted for the next four days. At 11 pm on the 14th of January 1839, and many miles north and east of the captain’s navigated position, the CHILDREN struck the Pinnacle, a limestone stack off what is now called Childers Cove. Within half an hour, the ship was destroyed. As well as the loss of livestock and cargo, 16 passengers and crew perished, including the captain, six men, one woman and nine children. In 1931, shifting sands at Childers Cove uncovered the skeleton of an adult male. In 1951, another two skeletons were exposed by storms, an adult male and a child. In 1963, some district scuba divers retrieved a small signal cannon from the site. And in 1974, Flagstaff Hill recovered the anchor and some house bricks. The anchor recovered from the Children's wreck is significant as part of the equipment of the early 19th-century barque. The 1839 wreck and recovered artefacts are examples of the construction methods and materials used in that era and can be used to study the evolution of shipbuilding methods and principles. The wreck of the Children is of state significance as one of colonial Victoria’s earliest and most significant maritime disasters, and one of the first vessels lost in the Western District. This is recognised by its inclusion on the Victorian Heritage Register, VHR No. S116. Little is left on the seabed to mark the tragedy, apart from some of the house bricks intended for the Henty settlement. A large forged, wrought iron anchor from the wreck of the CHILDREN. Flat hammer-welded flukes on opposing curved arms and a peaked crown. It has a metal, elbowed stock or cross-bar and a heavy-duty pinned, flat-ring shackle for the anchor chain. It is in fair condition but extensively corroded after 135 years on the seabed. flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, shipwreck artefact, children, barque, three-masted, liverpool, childer’s cove, port campbell, 1839 shipwreck, 1939 wreck, james henty and co, henty brothers, captain h. browne, first mate t. gay, second mate w. wentworth, portland, portland bay, anchor, ship’s anchor, peter ronald, garry hayden, tim goodall, colin goodall, pering’s improved anchor

Anchor 2 pronged metal with flattened points heavily corroded with two eyes and a loop,flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, anchor

This Trotman’s pattern stock anchor is the southernmost anchor displayed in Flagstaff Hill’s Anchor Graveyard. Patented by John Trotman in 1852, this robust design was used on merchant ships and became known for its practical efficiency. Around midday on 15 April 2001, in Lady Bay, Warrnambool, Birdon Dredging crews raised this anchor from the seabed. Company spokesperson Steve Walker explained that the team was hired to dredge the harbour and discovered the anchor, still attached to its long chain, when the chain became tangled in the cutter blade of their dredging equipment. Once the anchor had been lifted onto the Breakwater, a front-end loader moved it onto a truck for delivery to Flagstaff Hill Maritime Museum and Village. Howard Nichol, the Museum Manager at the time, estimated that the anchor could be up to 130 years old. Former Museum Manager and diver Peter Ronald later identified it as a Trotman’s type, like those used on several major wrecks in the region. According to Nichol, museum staff believed this anchor may have been one of a pair used to secure a mooring designed to catch drifting vessels and prevent ships from washing onto the sandbar or drifting out to sea in rough weather. This mooring line appears as a dotted line on a 1890 chart of Lady Bay approved by Lieutenant Stanley of the British Admiralty. The anchor’s location matches a point marked on that chart, and the length of its chain supports the theory. Nichol noted that the chart is a detailed survey of the bay, showing two anchors with buoys at either end, with about one hundred yards of chain stretched between them. Before the building of the Breakwater, the bay was especially treacherous, so ships would anchor there and use the chain as a safeguard. About Trotman’s Anchors In the mid-19th century, the Admiralty sought an anchor design with greater holding power. To assess the strengths of the leading designs, it appointed the Committee of 1852 on Anchors. Among the anchors reviewed, the Trotman’s pattern anchor received the highest rating. The Trotman’s anchor resembles the Admiralty pattern but includes pivoting arms that move as the anchor settles. As it takes hold, the upper fluke folds back against the shank, allowing the anchor to sit lower and reducing the risk of the chain, cable, or rope becoming tangled. A fitting at the top of the shank also allows the chain to be quickly released if necessary. This Trotman’s anchor is significant as a part of the maritime history of the Port of Warrnambool regardless of whether it belonged to one of the 29 ships that were stranded or wrecked in Lady Bay. The anchor is connected to the many attempts to maintain Warrnambool as a safe and manageable port, including the various plans for the construction of the Breakwater.Anchor: an iron Trotman’s pattern style with a rectangular-section shank that is wider in the middle and has a base that extends on two opposite sides in a ‘fork prong’ manner. A crescent-shaped, double-ended arm is fitted into the base of the shank with a bolt, enabling it to pivot. Each arm has a fluke in the shape of an upward palm with an attached metal plate that forms a horn at the back of the palm. A long, round-section pipe is fitted to the top of the shank at 90 degrees to the arms; one side has an elbow bend parallel to the arms, and both ends have an attached metal sphere. The pivoting ring at the top of the shank can be lifted for a quick release of the chain.flagstaff hill, warrnambool, maritime village, maritime museum, shipwreck coast, great ocean road, anchor, mooring, trotman, lady bay, breakwater, admiralty, ship equipment, stock anchor, john trotman, 1852 patent, 2001, birdon dredging, steve walker, howard nichol, peter ronald, british admiralty, lieutenant stanley, committee of 1852 on anchors

In about 1820 Henry Pershouse Parkes, from Dudley, established the Tipton Green Chain and Anchor Works (Staffordshire). The firm’s products included cables, chains, anchors and all kinds of forgings. In 1851 some tests were carried out on the company’s chains to demonstrate the tensile strength and fibrous toughness of the iron used in their production. The iron used on this occasion was supplied by Summer Hill Iron Works. Some of the chains were exhibited at the Great Exhibition in 1851 and also at the 1855 French Exhibition in Paris, where they won a prize medal. Henry Pershouse Parkes died in 1867 and appears to have been succeeded by his son, who had the same name. In 1867 the firm produced the largest anchor in the world, at that time. It was built for Brunel’s S. S. Great Eastern to the patented design of Joseph Beterley, of Liverpool. The anchor, which weighed eight tons was twenty six and a half feet long and cast from iron supplied by Bloomfield Iron Works. It was tested at Tipton Proving House and found to be able to stand a strain of 100 tons. Henry Pershouse Parkes junior went into partnership with Alexander Stewart Ross to form Henry P. Parkes and Ross. The partnership came to an end in 1885 and the company became Henry P. Parkes & Company. In 1904 the business was sold and became H. P. Parkes and Company, under the control of N. Hingley & Sons Limited, of Netherton. In 1944 the company’s name was changed to Richard Sykes and Son Limited, then in 1947 it became H. P. Parkes & Company Limited. The business went into liquidation in 1966.The item is significant as an early example of a well known prize winning British anchor and chain maker from the mid 19th century. The company name on the anchor indicate the period of manufacture making it a significant item prized today by collectors.Anchor 5 pronged metal with loop at bottom to attach anti-snag rope. Long shank painted black. Label attached "Henry P Parker and Co"flagstaff hill, warrnambool, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, five pronged anchor, henry p parkes & co, tipton green chain and anchor works

Cash Store on corner of Grant and Skene Streets formerly Crown and Anchor Hotel Stawell. The store owned by G.R. Holmes who was a baker.Black and white photograph of a weather board store with parapet top on front of building. A display window beside front door with lamp above. A female stands to the left and male and child to the right. Two enlargement of smaller photo.G. R. Holmes Cash Store. Cr. Skene & Grant Street Stawell 1877. stawell business building

Recovered from Rabbit Island, Wilsons PromAnchors x2 Admiralty designanchors, admiralty design

Anchor from HMAS Parramattaequipment, 1960, ran

The photograph shows sailing ships and a wreck in Lady Bay, Warrnambool. Lady Bay was once a very busy port of trade in Warrnambool and was also called the Port of Warrnambool or Warrnambool Harbour. THE “ENTERPRISE” 1847-1850 The wooden, two-masted schooner Enterprise was built in New Zealand in 1847 and registered in Melbourne, Australia. The Enterprise carried cargos of agricultural produce and other commodities for trade between the ports of the Colony. On September 14, 1850, the Enterprise was at anchor in Lady Bay under its Master, James Gardiner Caughtt, loaded with a cargo of wheat and potatoes. A strong south-easterly wind caused the vessel to drag on its only anchor and the rudder was lost. The gale-force wind blew it sideways and it became grounded. A local indigenous man, Buckawall, braved the rough sea to take a line from the shore to the Enterprise. All five members of the crew were able to make it safely to land. The Enterprise was wrecked. The Enterprise wreck was in an area called Tramway Jetty in Lady Bay. Since then the area became the location of the Lady Bay Hotel and now, in 2019, it is in the grounds of the Deep Blue Apartments. In fact, with the constantly changing coastline through built-up sand, the wreck site is now apparently under the No 2 Caravan Park on Pertobe Road, perhaps 150 metres from the high tide. Its location was found by Ian McKiggan (leader of the various searches in the 1980s for the legendary Mahogany Ship). DIFFERENTIATING the New Zealand Schooner “Enterprise” from John Fawkner’s “Enterprize“ Dr Murray Johns, Melbourne, says in his article The Mahogany Ship Story “… As I documented in 1985, the Warrnambool wreck was of an entirely different ship, also called Enterprize [with the spelling ‘Enterprise’], but built in New Zealand in 1847. Fawkner’s ship had already been sold to Captain Sullivan in 1845 and was wrecked on the Richmond Pier in northern New South Wales early in 1847. “ - (further details are in NOTES: and FHMV documents) This photograph is significant for its association with the screw steamer SS Edina, heritage listed on the Victorian Heritage Database VHR S199. She had endeared herself to the people of Port Phillip Bay as a passenger ferry, part of their own history and culture. She played a significant role in the Crimean War, the American Civil War and the gold rush in New Zealand. She also served western Victoria for many years in her cargo and passenger runs. The SS Edina is famous for being the longest serving screw steamer in the world. After spending her first nine years overseas she arrived in Melbourne and her work included running the essential service of transporting cargo and passengers between Melbourne and the western Victoria ports of Warrnambool, Port Fairy and Portland. The photograph is also significant for its association wreck of the schooner Enterprise, also listed on the Victorian Heritage Listed VHR S238, being a New Zealand built but Australian owned coastal trader. The wreck was also significant for its association with indigenous hero Buckawall who saved the lives of the five crew on board. Photograph titled "Lady Bay" depicts Lady Bay, Warrnambool, with vessels including SS Edina, the Peveril and the Tommy, with remains of the 1850 wreck of the schooner Enterprise in foreground. Titled, in hand written script, “”Lady Bay”, “S.S. ‘Edina’, the ‘Perevil’ & the ‘Tommy’ & the wrecked "Enterprise” Written in pencil on back “Council”flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, enterprize, enterprise, port of warrnambool, warrnambool harbour, peveril, tommy, ss edina, pleasure steamer edina, warrnambool steam packet company, david hay, james gardiner caught, tramway jetty, buckawall, lady bay, steam ship, travel, trade, coastal trader, edina, dinah, cargo run, shipping, victoria, port phillip bay, john watson, edward byam, indigenous hero, indigenous rescue

The Improved Martin-Adelphi Anchor. The introduction of cast steel in 1894 led to the improved Martin-Adelphi pattern, in which the crown and arms are cast in one, and, with the stock, are made of cast steel, the shank remaining of forged iron. A projection in the crown works in a recess (right image), and is secured in its place by a forged steel pin, fitted with a nut and washer, which passes through the crown and the heel of the shank.Stock-anchor - improved Martins patent, Adelphi pattern improved Martins patent anchor, Adelphi pattern

Anchor 5 pronged sharpened ends with metal ring at top 540mmH flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

The anchor is one of four that were carried by the FALLS OF HALLADALE when she was wrecked near Peterborough in 1908. This Rodger’s Anchor was raised from the wreck site by Flagstaff Hill divers (Peter Ronald, Colin Goodall and Gary Hayden) in 1974 and is on permanent outdoor display at the Maritime Village. The imposing 2-tonne artefact required a raft of fourteen 44-gallon drums to raise it from the seabed before it was towed by a crayfish boat to the wharf crane at Port Campbell for loading onto land transport. Following Lieutenant William Rodger’s patent in 1831, anchor design moved away from the separate attachment of straight arms and flat flutes to each side of a long shaft. Rodger’s innovation included the forging of both arms and their flutes as a single uniformly curved piece which was then attached to the crown of the shank by a thick horizontal bolt. The two-inch diameter hole for the securing through-bolt at the crown is clearly visible in this example, the bolt dislodged by corrosion and now missing. The FALLS OF HALLADALE was a four-masted, iron-hulled barque, built by Russell and Co at Greenock in 1866 for the Falls Line of Wright & Breakenridge, Glasgow. The ship was 275 feet long, 42 feet wide, with a 24 feet draft and weighed 2,085 tonnes. She was built to carry as much cargo as possible rather than for speed. Her unmistakably square bilge earned her the title of “warehouse-type” ship and her iron masts and wire rigging enabled her to maintain full sail even in gale conditions. In 1908, with new sails, 29 crew, and 2800 tons of cargo in her hold, the FALLS OF HALLADALE left New York, bound for Melbourne and Sydney via the Cape of Good Hope. 102 days later, at 3 am on the 14th of November, under full sail and in calm seas, with a six knots breeze behind and a misleading fog along the coast, the great vessel rose upon an ocean swell and settled on top of a shelf of rock near Peterborough. There she stayed for nearly two months until the pounding seas and dynamiting by salvagers finally broke her back, and her remains disappeared back into deeper water. 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 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 the 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 in 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 shipwreck of the FALLS OF HALLADALE is of state significance – Victorian Heritage Register No. S255. She was one of the last ships to sail the Trade Routes. She is one of the first vessels to have fore and aft lifting bridges. She is an example of the remains of an International Cargo Ship and also represents aspects of Victoria’s shipping industry. The wreck is protected as a Historic Shipwreck under the Commonwealth Historic Shipwrecks Act (1976).A large iron Rodger’s anchor recovered from the wreck of the FALLS OF HALLADALE. It has a rounded crown, curved arms and moulded flutes. Heavy duty iron stock with round eyes at either end, fitted over shank and fixed into position by a wedge-shaped metal locking pin. Shackle missing but severed securing bolt remaining in shank. The presence of an empty bolthole at the crown junction of shank and arms confirms Rodger’s type. Corroded from 66 years submersion in seawater but otherwise structure is sound.warrnambool, shipwreck coast, flagstaff hill, shipwrecked coast, flagstaff hill maritime village, flagstaff hill maritime museum, shipwreck artefact, maritime museum, falls of halladale, rodger’s anchor, peterborough reef, 1908 shipwreck, anchor, last days of sail, great clipper ships

Sea Anchor, canvas with metal ring and small eyelets. Rope attached at four points and joined at the top around thimble. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

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-around 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, ↑

Soft cover with black and white prints 209 pages