Black and white postcard of the deck area of the coal ship Fremantle ships and shipping, wharfs

This photograph was one of ten photographs donated to Flagstaff Hill Maritime Museum and Village by Fred Trewartha. Frederick John Fox Trewartha (Fred) was a well-known Warrnambool businessman. He was born in Beeac near Geelong in 1920 and came to Warrnambool with his family as a very young child. He was apprenticed to his father John, as a saddler and later opened his own shop on Raglan Parade. He then moved into working with tarpaulins and canvases for the trucking industry. Fred was keenly interested in photography (and was a member of the Warrnambool Cine Club), yachting and boat building. He kept his yacht moored at Port Fairy for many years and participated in sailing events locally and interstate. He also built boats with his sons. He had the opportunity to meet many older sailors and it's thought this photo (and others in the set) may have been given to him by one of these men. Fred Trewartha died in 2016 in Warrnambool. The three identifiable ships in this picture are the "Speculant", the "S. S. Barrabool" and the "S. S. Flinders" - coastal trading vessels that regularly came and went from Warrnambool. The steamer on the left hasn't been identified. The barquentine SPECULANT was a steel, three-masted sailing ship built in 1895 in Inverkeithing, Scotland, registered in Warrnambool, Victoria and wrecked at Cape Paton, Victoria, 10th February 1911. The SPECULANT had been involved in the timber trade between the United Kingdom and Russia, until sold to its Warrnambool owners and timber merchants Messrs. P.J. McGennan & Co. (Peter John McGennan) in 1902 for 3000 pounds and had her sailed to Warrnambool as her new port. Peter John McGennan was born in 1844 and worked as a builder and cooper in Holyhead, Anglesea, Wales. He immigrated to Australia in 1869 as a free settler and arrived in Warrnambool in 1871 and undertook management of a property in Grassmere for Mr. Palmer. Peter met his wife Emily in South Melbourne and they married in 1873. They had ten children including Harry who lived to 1965, and Andrew who lived until 1958. (The other children were their four brothers - John who was killed in the Dardenalles aged 35, Frederick who died aged 8, Peter who died aged 28, Frank who died aged 5 weeks - and four sisters - Beatrice who died age 89, Edith who died aged 49, Blanche who died aged 89 and Eveline who died aged 48.) In 1874 Peter starting a boating establishment on the Hopkins River. In 1875 he opened up a Coopers business in Kepler Street next to what was Bateman, Smith and Co., moving to Liebig Street, next to the Victoria Hotel, in 1877. In 1882 he then moved to Lava Street (which in later years was the site of Chandlers Hardware Store). He was associated with the establishment of the Butter Factory at Allansford. He started making Butter Boxes to his own design and cheese batts for the Butter Factory. In 1896 established a Box Factory in Davis Street Merrivale, employing 24 people at its peak, (it was burnt down in 1923); and in Pertobe Road from 1912 (now the Army Barracks building). Peter was a Borough Councillor for Albert Ward from 1885 to 1891, he commenced the Foreshore Trust (including the camping grounds along Pertobe Road), and he was an inaugural Director of the Woollen Mill in Harris Street, buying an extensive share-holding in 1908 from the share trader Edward Vidler. They lobbied the Town Hall to have a formal ‘Cutting’ for the waters of the Merri River to be redirected from its natural opening south of Dennington, to its existing opening near Viaduct Road, in order to have the scourings from the wool at the Woollen Mill discharged into the sea. He sold Butter Boxes around the state, and had to ship them to Melbourne by rail. Peter’s purchase of the SPECULANT in 1902 enabled him to back-load white pine from Kaipara, New Zealand to Warrnambool to make his butter boxes then, to gain profitability, buy and ship potatoes and other primary produce bound to Melbourne. (McGennan & Co. had also owned the LA BELLA, which had traded in timber as well, until she was tragically wrecked with the loss of seven lives, after missing the entrance channel to Warrnambool harbour in 1905. It appears that the SPECULANT was bought to replace the LA BELLA.) In 1911 the SPECULANT had been attempting to depart Warrnambool for almost the entire month of January to undergo docking and overhaul in Melbourne. A month of east and south-easterly winds had forced her to remain sheltered in Lady Bay, Warrnambool apart from one morning of northerlies, when an attempt was made to round Cape Otway; she had to return to shelter in Portland after failing to make any headway. With only 140 tons of sand ballast aboard, the ship would not have been easy to handle. Captain Jacobsen and his crew of nine, mainly Swedes, decided to make for Melbourne, leaving Portland Harbour on 5th February 1911. By the 9th they had reached Cape Otway, where they encountered a moonless night, constant heavy rain, and a heavy sea with a south-easterly wind blowing. After safely rounding Cape Otway the course was changed to east, then north-east to take the vessel to a point six miles off Cape Patton, following the orders of Captain Jacobsen, who told the crew to be very careful with the steering, as the wind and sea was running to leeward. The patent log (used to measure speed) had been out of order for the last four months as no-one in Warrnambool was able to fix it: it was intended to have it repaired in Melbourne. In the meantime the crew measured the vessel's speed by looking over the side and estimating wind strength. This compounded the difficulties of imprecise positioning, as the strong cross wind and sea were acting on the lightly laden vessel to steadily drive it towards the shore. At 3.30am on Friday 10 February 1911 Captain Jacobsen and the first mate were looking over the side of the vessel when they heard the sound of breakers and suddenly struck the rocks. The crew immediately knew they had no chance of getting the SPECULANT off, and attempted to rescue themselves by launching the lifeboat, which was instantly smashed to pieces. One of the crew then volunteered to take a line ashore, and the rest of the crew were all able to drag themselves to shore, some suffering hand lacerations from the rocks. Once ashore they began to walk along the coast towards Lorne, believing it was the nearest settlement. Realising their mistake as dawn broke they returned westwards to Cape Patton, and found a farm belonging to Mr C. Ramsden, who took them in and gave them a change of clothes and food. After resting for a day and returning to the wreck to salvage some of their personal possessions, at 10am on Saturday they set out for Apollo Bay, a voyage that took six hours, sometimes wading through flooded creeks up to their necks. The Age described the wreck as "listed to starboard. All the cabin is gutted and the ballast gone. There is a big rock right through the bottom of her, and there is not the slightest hope of getting her off". A Board of Marine inquiry found that Captain Jacobson was guilty of careless navigation by not taking steps to accurately verify the position of the vessel with respect to Cape Otway when the light was visible and by not setting a safe and proper course with respect to the wind and sea. It suspended his certificate for 6 months and ordered him to pay costs. The location of the wreck site was marked for a long time by two anchors on the shoreline, until in 1970 the larger of the two anchors was recovered by the Underwater Explorers' Club and mounted on the foreshore at Apollo Bay. The bell from the wreck was also donated to the Apollo Bay Surf Lifesaving Club but is recorded to have been stolen. Rusting remains of the wreck can still be found on the shoreline on the southern side of, and directly below Cape Patton. Parts of the SPECULANT site have been buried by rubble from construction and maintenance works to the Great Ocean Road, as well as by naturally occurring landslides. Peter J McGennan passed away in 1920. The Gates in the western wall of the Anglican Church in Henna Street/Koroit St are dedicated to him for his time of community work, which is matched with other prominent Warrnambool citizens; Fletcher Jones, John Younger, J.D.E (Tag) Walter, and Edward Vidler. After Peter J McGennan's death Harry, Andrew and Edith continued to operate the family business until July 11th 1923 when the company was wound up. (Andrew lived in Ryot Street Warrnambool, near Lava Street.) Harry McGennan (Peter and Emily’s son) owned the Criterion Hotel in Kepler Street Warrnambool (now demolished). His son Sid and wife Dot lived in 28 Howard Street (corner of Nelson Street) and Sid managed the Criterion until it was decided by the family to sell, and for he remained Manager for the new owners until he retired. Harry commenced the Foreshore Trust in Warrnambool around 1950. The McGennan Carpark in Pertobe Road is named after Harry and there are Memorial-Stone Gates in his memory. (The Gates were once the original entrance to the carpark but are now the exit.). The Patent Log (also called a Taffrail log) from the SPECULANT, mentioned above, and a number of photographs, are now part of the Collection at Flagstaff Hill Maritime Village.. The S. S. Flinders was built by A. J. Inglis, Ltd, Pointhouse, Glasgow in 1878 for the "Tasmanian Steam Navigation Company', Hobart which merged with the "Union Steamship Company" of New Zealand and it was later sold to the firm "McIlwraith, McEacham and Company". It was built of iron and was 1000 tons and 227 feet, 1 inch long. It was described as "splendidly fitted up for the carriage of passengers and her cargo space was also very large". In the saloon about 130 passengers could be accommodated while the second class had sufficient room for one hundred passengers. In 1890, the S. S. Flinders would leave Melbourne on Mondays and Thursdays at 5 pm and reach Warrnambool the following morning at 8 am. On the return it would leave Warrnambool on Wednesdays and Saturdays at 5 pm and reach Melbourne the following morning. In 1896, the Weekly Times described the "steamer Flinders (otherwise known as "the Warrnambool mailboat") as "as good a sample of a seagoing steamer as there is trading on the Victorian Coast at the present time". In April 1896 newspaper reports noted the S. S. Flinders took 2915 bags of potatoes from Warrnambool to Melbourne (the largest shipment of that season) as well as 50 tons of tinned rabbits from the Hamilton Preserving Factory. It was also noted that particularly during the Christmas period, there were excessive demands for berths from holiday makers wanting to enjoy a holiday in Warrnambool. In May 1903, the S. S. Flinders narrowly escaped destruction when an explosion and subsequent fire occurred during the passage from Melbourne to Warrnambool. A drum (which apparently contained carbide of calcium) exploded and blew off a hatch cover. As the steamer got to within a mile or two of Warrnambool, smoke was seen coming out of the hold and (unknown to the passengers) flames had taken hold. The crew quickly got to work - closing down all the hatches and pumping water into the hold through a hole in the saloon floor. There were 30 or 40 cases of kerosene on board. The Flinders continued on to Warrnambool and berthed at the Breakwater. The passengers all went ashore - many unaware of the danger they had been in. A telephone message was sent to the local Fire Brigade Station however the fire was extinguished before the firemen and their equipment arrived. After the hold was checked, the Flinders was certified as seaworthy and left for Portland. The Flinders continued to transport Western District produce as well as passengers from Warrnambool to Melbourne until 1906 when (due to a decrease in shipping trade during the Winter and the availability of train services) the Flinders was replaced by the smaller steamer "Dawn" and in 1907 when it was sold to the "Adelaide Steamship Company" for use in the Western Australia coastal trade, it was replaced by the "S. S. Barrabool". The S. S. Barrabool was a coastal steamer built by "Palmer Shipbuilding and Iron Company Limited" in Jarrow, Durham in 1874. It was bought by "Howard Smith Ltd" who was a pioneer in the coal trade between Melbourne and Newcastle. Howards Smith's early fleet contained ships named after local hills and mountains -"You Yangs", "Macedon", "Dandenongs" and "Barrabool". Later they extended their fleet to include ships that were well known in Warrnambool including the "Dawn" and the "Edina". The S. S. Barrabool had a chequered start and was nicknamed the "Great Australian Ram" because of the numerous accidents it was involved in. Between 1875 and 1883 it collided with three other vessels - sinking the "Queensland" on August 3rd, 1876, near Wilson's Promontory and sinking the "Bonnie Dundee" on 10th March 1879 off Lake Macquarie, New South Wales (with the loss of five lives). In August 1884 the Barrabool collided with the steamer "Birksgate" in Port Jackson causing considerable damage to "Birksgate". However in a newspaper article published in the "Truth" in March 1899 the S. S. Barrabool was described as "one of the fine old type of vessels" and "still a stout a craft as ever". The article was describing the practice of a "two-mate" system on board many ships (the Barrabool being one) whereby the company only employs two men (a first and second mate who must alternate watches of four hours each) rather than three mates who work four hours on and eight hours off. It was suggested that ships employing the "two-mate" system may find their insurance policies "null and void" should an accident occur. However the writer did note that the Barrabool was "officered by a captain and first and second mates .. whom it would be impossible to find more capable officers amongst the maritime fleet of the colonies". Between 1900 and 1909 the Barrabool was making regular trips along the east coast of Australia, carrying coal to Hobsons Bay (Melbourne) from Newcastle, Bellambi and Sydney. In 1907 it was brought in as a temporary replacement on the Melbourne to Warrnambool route for the S.S. Flinders. In 1912 the S. S. Barrabool ran aground off the Fitzroy River in Queensland and was found to be uneconomic to repair. It was brought back to Sydney and converted into a hulk. In August 1952 it was towed 17 miles off Sydney and scuttled. “Foyle” written on the photograph is the name of Foyle’s Photographic studio - originally owned by James Charles Foyle. He owned “Foyle’s Photo Card Studios” in Liebig St, Warrnambool, which operated between 1889 – 1919 At the time of the photograph the studio was owned by both Charles and Lilian Foyle (sometimes known as Lillian or Lily), either of whom could have taken this photograph. They also worked together at a later date on the photographs, sketches and paintings of the famous and historical Pioneers’ Honour Board.This photograph is a significant record of three of the well-known coastal traders (the "Speculant", the "S. S. Barrabool" and the "S. S. Flinders") that sailed along the southwest coast of Victoria for many years - transporting goods and passengers between Melbourne and Warrnambool.A black and white photograph titled "Breakwater Pier, Warrnambool". A line of coal trucks on rails are on the Breakwater. There are three ships (one sailing ship and two steamers) moored at the pier. In the left side of the picture is another ship. The name of the photographer is printed in the lower right corner. On the back of the photograph are the handwritten names of the moored ships written in blue pen. It also has the handwritten name, town and telephone number of the donor. In the bottom right hand corner is an upside down stamped number in black ink.Front of photograph - "BREAKWATER PIER, WARRNAMBOOL." "FOYLE PHOTO" Back of photograph - "Sailing Ship" "Speculant sail ship" "Barrabool coal ship" "Flinders Passenger ship" Name of donor W'Bool (and telephone number) "K-7148 M" (stamped upside down)flagstaff hill maritime museum and village, warrnambool, great ocean road, shipwreck coast, speculant, barque speculant, p. j. mcgennan, peter john mcgennan, speculant wreck, captain jacobsen, s. s. flinders, steamer flinders, a. j. inglis ltd, tasmanian steam navigation company, mcilwraith mceacham and company, warrnambool mailboat, coastal steamer, s. s. barrabool, howard smith ltd, two-mate system, coal ship, dawn, edina, lady bay, breakwater, warrnambool breakwater, foyle, foyle photographic studio warrnambool

This photograph was framed and mounted then presented to the South Warrnambool school by the South Warrnambool Centenary Committee in 1977 on the school's centenary year. The school was decommissioned and closed in the 1990s. In the photograph, people unload the coal from the ship beside the Breakwater and load it into the row of tramway carts. The coal would be sold to businesses and householders for the purpose of fuel for warmth, cooking, heating water and running machinery. The image shows the early days at the Port of Warrnambool. The building of the Warrnambool Breakwater had only just been completed. Steamships and sailing ships were frequent visitors to the port. Steam Navigation companies were plentiful, carrying passengers and freighting cargo such as coal, timber, food, livestock, furniture, hardware and haberdashery between Melbourne and the ports along the southwest coast of Victoria, including Warrnambool. The carts would take their loads into the township for distribution. The ship carrying the coal is thought to be the "S.S. Chillagoe" previously named "Speculant". In 1903 the Chillagoe was registered at the Port of Melbourne, and it sailed between Melbourne and Newcastle, New South Wales, where coal was mined and sold in significant quantities. In March 1890 a tragedy occurred when coal was being unloaded at the Warrnambool Breakwater. A local young man, David Ferrier, was working in the hold of the steamship Kurrara as its delivery of coal was being unloaded. A basket of coal fell from a sling onboard and came down upon Ferrier, breaking his back. He was not expected to live. In September 1890 there was a strike of coal workers but the Geelong Advertiser reported that a Warrnambool firm of coal merchants had recently received some large cargoes from Newcastle.The photograph is historically significant as it is connected with the local areas of the Warrnambool Breakwater, Lady Bay, and the South Warrnambool Primary School. The scene shows a moment in time when a steamship was unloading a shipment of coal onto tram carts on the Breakwater, which had only just been completed that year. The photograph was taken about 13 years after the opening of the South Warrnambool School, which was decommissioned around 20 years after it celebrated its centenary.. Photograph, black and white, in a gilded rectangular wooden frame, behind glass. The maritime scene shows figures on ships beside the Warrnambool Breakwater jetty and figures on the jetty, standing next to rail carts containing coal. There is a steamship further out on Lady Bay. A card below the photograph has an inscription and there is a pencil inscription on the back of the frame. The coal ship is thought to be the SS. Chillagoe. The photograph was taken in 1890 and was presented to the South Warrnambool School in its centenary year, 1977, by the South Warrnambool Centenary Committee.Typewritten on card: "UNLOADING COAL AT WARRNAMBOOL BREAKWATER"- 1890 - "Presented to Sough Warrnambool School by the SOUTH WARRNAMBOOL CENTENARY COMMITTEE - 1977 - " Handwritten in pencil on the back:"Speculant" as "SS Chillagoe" at Breakwater"flagstaff hill, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, warrnambool breakwater, 1890, tramway, steamship, sailing ship, coal, cargo, port of warrnambool, unloading coal, chillagoe, speculant, newcastle, kurrana, david ferrier, coal strike

Boiler ships coal fired boiler all metal J Bartram and Son Melbourne black. 1030mmH x 490mm diam Circa 1880flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village

Photograph, long and narrow, of Warrnambool Breakwater; unloading coal from a large ship, with a woman and three children standing on the Breakwater wall, watching. A group of about 40 men standing on the carriages, ship and tramway track are posing for the photograph.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, photograph, warrnambool breakwater

The S.S.'Diomed' was the last of the Blue Funnel Line's coal-burning cargo ships. Launched in 1922 she made her last voyage from Australia to England in 1952 where she was broken up. The ship had been in service in Australia for thirty years, and as a parting gesture the ship's bell was presented to the Mission to Seafarers, Victoria by Alfred Holt & Co, the ship's owner in 1953 (see MTSV 0084 for the catalogue record of the ship's bell).Lay reader, Randall Stewart Murray, was a regular visitor to the s.s. Diomed over a number of years and accepted the offer of the ships brass bell when the ship was being broken up in 1953. This bell was on display in the Port Melbourne Mission and is now on the stage in the Flinders Street Mission.A black and white photograph of a ship at sea, the s.s. "Diomed", in a glazed, thin, black, wooden frame: verso detailed labels and information on torn brown-paper backing. String hanging system.Three labels. Label 1, Blue funnel line description of four ships. Label 2, "deans" framer's label with hand-written numbers: D13290 and 239/021. Label 3, Seabridge Australia Pty Ltd with donor details.s.s. diomed, blue funnel line shipping, seabridge australia pty ltd, deans melbourne, steamship, cargo ship, port melbourne, r. stewart murray, randall stewart murray, 1953, seabridge australia

861 John Benn Locomotive - in active service - Emerald Station Built in 1886 by Société Anonyme Usines Métallurgiques du Hainaut - Locomotives Couillet for the West Melbourne site of the Metropolitan Gas Company, as a four-wheel tank locomotive similar to 986 and named “John Benn”. The West Melbourne gas works sourced its coal from Maitland, New South Wales, and the coal was brought by ship to a wharf adjacent to the West Melbourne gas plant. John Benn and Carbon were used to haul the coal over a 762 mm (2 ft 6 in) gauge railway from the wharf to the gasworks, a distance of about 450 metres (500 yards). It was withdrawn from service in the 1930s and stored until sold privately in 1962. It was rebuilt by its new owners in the style of an American locomotive of the 1880s and was used for some years at Walhalla. It currently has the name “J.C. Rees” and is used in active service for the 861 Footplate Experience. Wheels: 2-4-2ST Builder: Couillet Build Date: 1886 Construction No.: 861 Empty Weight: Unknown Weight on Drivers: Unknown Driver Diameter: Unknown Tractive Effort: Unknown Boiler Pressure: Unknown Cylinders: Unknown Fuel: Coal Gauge: 30 inchesHistoric - Industrial railways - Metropolitan Gas Company Ltd, Melbourne Steam LocomotiveDecauville Steam Locomotive 861 John Reespuffing billy, narrow gauge, industrial narrow gauge railway, metropolitan gas company, decauville 43, steam locomotive, john rees, john benn, 861 locomotive, couillet, 861

The locomotive was supplied new by Decauville to the Metropolitan Gas Company Ltd, Melbourne, for use at their gasworks in West Melbourne, where it was named Carbon suppied in 1889 (Couillet builder's number 986, Decauville serial number 90). It was named Carbon. The West Melbourne gas works sourced its coal from Maitland, New South Wales, and the coal was brought by ship to a wharf adjacent to the West Melbourne gas plant. John Benn and Carbon were used to haul the coal over a 762 mm (2 ft 6 in) gauge railway from the wharf to the gasworks, a distance of about 450 metres (500 yards). West Melbourne Gas Works No. "Carbon" Wheels: 0-4-0T Builder: Couillet Build Date: 1890 Construction No.: 986 Empty Weight: Unknown Weight on Drivers: Unknown Driver Diameter: Unknown Tractive Effort: Unknown Boiler Pressure: Unknown Cylinders: Unknown Fuel: Coal Gauge: 30 Decauville locomotives The firm Société Anonyme Decauville located at Petit Bourg, France, was founded to manufacture light railways pioneered by French farmer Paul Decauville to transport crops from the field in 1875. Decauville began designing their own locomotives in 1882, although initially manufacture was contracted out to other builders, notably the Belgian firm Hainault at Couillet Although not well known in Australia, in Europe Couillet was a significant builder of steam locomotives of many different gauges and sizes over a long period of time. The locomotive was supplied new by Decauville to the Metropolitan Gas Company Ltd, Melbourne, for use at their gasworks in West Melbourne, where it was named Carbon (986) . Carbon ( 986 ) The locomotive weighs approximately seven tons. It has the Couillet builder's number 986. of 1889 It was built for Decauville & Cie. of Paris, suppliers of portable and industrial railway equipment, and has their serial number of 90 of 1890. Built in 1889 for the West Melbourne site of the Metropolitan Gas Company, it is a four-wheel tank locomotive and was named “Carbon”. It was withdrawn from service in the 1930s and stored until sold privately in 1962. For a few years in the 1960s it was used on a circle of track at Walhalla, before going to the Whistle Stop Amusement Park in Frankston. Although a number of similar locomotives still exist, as far as is known Carbon is the only one still operating in its original condition. Historic - Industrial railways - Metropolitan Gas Company Ltd, Melbourne Steam Locomotive Small Decauville Couillet Steam locomotive. - Iron & wrought iron framesCouillet builder's number 986, Decauville serial number 90puffing billy, narrow gauge, industrial narrow gauge railway, couillet 986, decauville 90, steam locomotive, metropolitan gas company, carbon

This photograph was taken in about 1924 as it approached Newcastle, New South Wales before the sailing ship Monkbarns was converted for use as a hulk. The steel-hulled, 3-masted fully rigged ship was built in 1895 by Archibald McMillan & Son at Dumbarton in Scotland. It was 267 feet long, 40.1 feet wide and 23.5 feet deep. In 1914 John Stewart & Co. owned ten sailing vessels, one of which was the Monkbarns, but by the end of the first World War, the fleet had only four vessels survived the war, including the Monkbarns. The Monkbarns traded across the world. Some of the destinations included Port Adelaide, Table Bay in South Africa, Liverpool, Sydney, London and New York. Her last commercial voyage was in 1926. Overall, the ship traded for 32 years before it was converted in Spain in 1927 for use as a hulk for carrying coal. There were several owners of the ship over its lifetime. They were - 1895, first owner, Charles Webster Corsar, Liverpool - 1902, the owner was D. Corsar & Son, Liverpool - 1909, owned by John Hardie & Sons, Glasgow - 1911, John Stewart & Co., Liverpool - by1915, James A. Young, London - 1926, L.H. Wilson, Liverpool - 1927, Ballener Espando (Brunn & van Lippe, Tonsberg).Photograph, black and white, of the ship "Monkbarns" , a steel hulled sailing ship under sail, bow facing viewer. Rectangular wooden frame has an inner gilt frame around a wide, natural bark matte. The lover edge of the matte has a decorative rectangular cut-out surrounding an inscription with the ship's name. On the back is a handwritten inscription about the ship and the presentation of the photograph..Front: "MONKBARNS" Reverse handwritten in pen: "PRESENTED TO A.F. WATSON / FOR S.S.V. BY / CAPT. F.K. BAXTER / 74 VERDON ST/ WILLIAMSTOWN " Reverse: "STEEL SHIP MONKBARNS / 1771 TONS REGISTER / 267 x 40' X 27'2" Draft / Build 1895 by McMillan, Dumbarton, Scotland / Converted to a hulk in /Spain 1927. / Photo taken in - Converted from NEWCASTLE N.S.W. about 1924"flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, monkbarns, sailing ship, newccastle, new south wales, hulk

This hand written letter, in black ink script on blue lined paper, is impressed with the official stamp of the Victoria Steam Navigation Board. The left margin has the reference “S82/12" It is transcribed: "Victoria Steam Navigation Board, Melbourne, January 12th 1882 To Frederick Chapman, Master, S.S. "Julia Percy" You are herewith furnished with a copy of the report of the Official Court which assembled to enquire into the circumstances attending the collision between the steamers "Julia Percy" and "Nelson" off Apollo Bay near Cape Otway on the morning of the 25th December 1881, and you are hereby expected to attend at the Board Room, Custom House, Melbourne, at 2pm, on 13th January instant to show cause why you should not be censured accordingly. [Signature] Secretary" This document refers to the matter of a collision between two steamships, the Julia Percy and the Nelson, on 25th December 1881. The Julia Percy was at that time owned by her first owners, the Warrnambool Steam Packet Company, and she sailed under the command of Captain Chapman. She had left Melbourne the evening of 24th December, with about 150 passengers, sailing in fine weather through Port Phillip Heads around 9pm. She was headed for Warrnambool, Belfast (now named Port Fairy) and Portland. The Julia Percy was off Apollo Bay when Captain Chapman was woken by the ship’s whistle after midnight, the steamer Nelson being on a collision course with the Julia Percy.[See Link.] The Nelson struck Julia Percy midship. Boats were lowered from the ship (apart from a damaged lifeboat) and about 30-40 of the passengers boarded the Nelson. The engine room and the forehold were checked and found clear of water. The company manager, Mr Evans, had been on the Nelson, so he boarded and inspected the Julia Percy and the decision was made to continue on to Warrnambool with the passengers as there appeared to be no immediate danger. However, Captain Thomas Smith said the Nelson was taking on water, so Julia Percy followed her for about an hour towards Melbourne on standby in case of need. Then Julia Percy turned around towards Warrnambool again. Shortly afterwards the Nelson turned to follow her, the ships stopped and passengers were returned to Julia Percy, and three from Julia Percy boarded the Nelson. Both ships proceeded on their way. Julia Percy passed Cape Otway light afterwards, signalling that there had been a collision. It was discovered later that one of the passengers was missing, then thought to have boarded the Nelson but later thought to have fallen into the sea and drowned while trying to jump from Julia Percy to Nelson. There had been 3 tickets purchased under the same name of that passenger “Cutler”; a father, son and friend named Wordsworth, which had caused quite some confusion. No further mishap occurred to either ship and both the Julia Percy and the Nelson reached their destinations safely. An enquiry was instigated by the Victoria Steam Navigation Board regarding the cause of the accident between the two steamships, in connection with the death of Cutler who was supposed to have lost his life by the collision. The enquiry resulted in the following decision: "The Victorian Steam Navigation Board having taken into consideration the points urged by Captain Thos [Thomas] Smith and also by his legal advisers, is of opinion that the charge prepared against him has been sustained, but taking into consideration Captain Smith’s previous good conduct and character, the board suspends his master’s certificate No 227 issued by this board for a period of six calendar months from this date – Robert Fullarton, Chairman. “The Victorian Steam Navigation Board having beard the statement of Captain Frederick Chapman urged in his defense to the charge of dereliction of duty as master of the Julia Percy, in having no standing order on board that vessel to be called in the event of any approaching steamer’s lights being seen, find such charge sustained, and censure him accordingly – Robert Fullarton, Chairman.” ABOUT “JULIA PERCY” The S.S. Julia Percy (later named Leeuwin ) was an iron passenger-cargo steam ship built in 1876. At one point in time the Julia Percy would sail from Warrnambool to Melbourne every Friday and return from Melbourne to Warrnambool every Tuesday. The cost of a return ticket for a Saloon Fare was £1.0.0. She would sail “if practical and weather permitting”. Shipping was the cheapest and most practical means of carrying produce and goods during the period 1840-1890. Regular domestic steamer services commenced in the Warrnambool district in the late 1850’s and by 1870 the passenger trade was booming. Produce was loaded from the jetty into ‘lighters’ (small boats), which took it to the ships at anchorage in the bay. Passengers were taken to the ship’s side then climbed aboard up ladders or gangways. The coming of the railway in October 1889 meant the gradual decline and end of the steam shipping era. The Julia Percy was built in Glasgow by Thomas Wingate & Company, Whiteinch, in 1876 for the Warrnambool Steam Packet Company, which commissioned her for trade in Victoria’s western district. She was first registered in Warrnambool, Victoria in 1876. The Julia Percy changed hands several times. Her next owner was the Western Steam Navigation Co (1887), managed by Mr. T.H. Osborne (the company’s office was on the corner of Timor and Liebig Streets, Its north-western wall is now part of the current Warrnambool Regional Art Gallery. ) The Melbourne Steamship Co became the next owners (1890), followed by William Howard Smith and Sons (1901) for use in Queensland coastal trades, then she was bought by George Turnbull in 1903 and used for local mail contract in Western Australia. The Julia Percy was sold to the Melbourne Steamship Company Ltd. (1906) and re-named the “Leeuwin” but continued in her Western Australian coastal run. She was converted into a coal hulk in Melbourne in 1910 as a result of damaged caused when she was driven against the jetty at Dongara during a gale. The ship was eventually dismantled and scuttled in Bass Strait on 28 December 1934. The document is significant for its association with the wreck of the Leeuwin (Julia Percy), which is on the Victorian Heritage Register, VHR S413. . It is historically significant for being a rare artefact that has potential to interpret aspects of Western Victoria’s 19th century steamship trade and Victorian cultural history. The Leeuwin (Julia Percy) is listed on the Victorian Heritage Register as being historically significant ‘as one of only four wrecks of steamships in Victorian waters associated with the western district of Victoria’s coastal steamship trade. Reports of Victoria Steam Navigation Board about the collision on 25th December 1881 between the steamers " Julia Percy" and "Nelson". Letter from Victoria Steam Navigation Board, Melbourne to Frederick Chapman, Master, S.S. "Julia Percy", dated January 12th 1882. reference on letter in left margin "S82/12"flagstaff hill, flagstaff hill –maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, victoria steam navigation board, captain frederick chapman, captain thomas smith, thomas wingate & company, steamer julia percy, steamer leeuwin, steamer nelson, steam ship, warrnambool steam packet company, t. h. ostorne, western steam navigation co., charles cutler

Ship model of coastal trader SS Casino in glass fronted case with stained wood frame. Ship has both steam and sail. Background of lighthouse on cliff, sea and sky. Ship painted green, 3 flags flying. Details (incorrect) of ship painted in white across top frame of case. The S.S. Casino was a passenger and freight steamer built in Dundee, Scotland, in 1882 for the Newcastle and Hunter River Steam Navigation Company of N.S.W. She weighed 425 tons gross with a length of 160.4 feet, beam of 24.1 feet and depth of 10.2 feet. She had saloon accommodation for 35 people, forecabin for 25 more people, and she carried 300 tons of cargo. While on her delivery journey on May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal ., narrowly escaping going ashore in gale force winds due to the quick action of the pilot. At that time, still at anchor, she impressed the directors of the Belfast and Koroit Steam Navigation Company so much that they bought her immediately; she was ideal for trade in along the West Coast of Victoria. (Belfast is the original name for Port Fairy, South West Victoria. The Belfast and Koroit Steam Navigation Company was first managed by Messers. Saltau and Osburne and after the passing of Mr. Osburne, by produce merchants Messers H. Sautau and Sons, whose had a hay and corn store and shipping agency was on the corner of Liebig and Koroit Streets in Warrnambool. ) The S.S. Casino became “the most famous steamer to operate in Victorian waters along the West Coast” by author Jack Loney. Captain Boyd was her first Master, followed by Captain Chapman, who stayed with her 1890 until 1924. Captain W. Robertson followed for a short term, then Captain Middleton then took command 1925 - 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when she collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when she grounded on a reef at Point Hawdon near Grey River and most of her cargo (of Christmas goods) had to be dumped into the sea. Then in February 1929 she was ‘holed’ when she struck a submerged object as she entered Lady Bay, Warrnambool. On the morning of 10th July 1932, after attempting to berth at Apollo Bay jetty in heavy seas, Captain Middleton decided to take her out into the bay and wait until the seas abated. It was not realised that the anchor used to steady her as she manoeuvred to her berth had pierced her hull. She put about and headed for the beach but sank. Captain Middleton and nine others lost their lives; nine people were rescued including the two female passengers . Captain Middleton had been in charge of the S.S. Casino for seven years. He was the first ship’s Master to lose his life through shipwreck in the West Coast trade. In the years following the turn of the century the S.S. Casino remained the only regular trader with normal passenger accommodation along the West Coast. From 1882 she had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a photograph of a portrait of Captain Chapman, , a ship model of the S.S. Casino that shows both forms of power under which she sailed, steam and sail. The ship is painted green and flies three flags. The inscription across the case of the ship model, incorrectly dated, tells the sad story of the wreck of the ship and the loss of lives on July 10th 1932 at Apollo Bay. A print in the Collection show S.S. Casino underway in heavy sea off Point Lonsdale, another two photographs show her at the Port of Warrnambool, leaving from the Breakwater in Lady Bay and another identifies the S.S. Casino as a ship from the Belfast and Koroit Steam Navigation Company. (Belfast is the original name for the township of Port Fairy). This ship model is significant because of its association with the coastal trader S.S. Casino 1882-1932 and its significance to trade along Victoria's West Coast in the late 19th and early 20th century. The wreck of the S.S. Casino is considered an important part of Victorian and Australian cultural heritage and as such has been declared and protected as an Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). Ship model SS Casino in glass fronted case with stained wood frame. Ship has both steam and sail. Background of lighthouse on cliff, sea and sky. Ship painted green, 3 flags flying. Details of ship painted in white across top frame of case. NOTE: Correct details for shipwreck is 10 July 1932, at Apollo BayPainted in white on wood across top of case "SS CASINO WRECKED AT APOLL BAY JUNE 10 10 LIVES LOST".flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, newcastle and hunter river steam navigation company, belfast and koroit steam navigation company, h. sautau and sons, s.s. casino, west coast trader s.s. casino, victorian coastal trader, captain boyd, captain w. robertson, captain chapman, captain middleton, apollo bay shipwreck, s.s. casino at lady bay warrnambool, ship model s.s. casino, saltau and osburne

Black and White photograph of vessel S.S. Casino in calm water, taken 1882-1932. The coastal trader has light rigging and steam funnel, lifeboat on side, two men on deck. Background shows other ships. The S.S. Casino was a passenger and freight steamer built in Dundee, Scotland, in 1882 for the Newcastle and Hunter River Steam Navigation Company of N.S.W. She weighed 425 tons gross with a length of 160.4 feet, beam of 24.1 feet and depth of 10.2 feet. She had saloon accommodation for 35 people, forecabin for 25 more people, and she carried 300 tons of cargo. While on her delivery journey on May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal ., narrowly escaping going ashore in gale force winds due to the quick action of the pilot. At that time, still at anchor, she impressed the directors of the Belfast and Koroit Steam Navigation Company so much that they bought her immediately; she was ideal for trade in along the West Coast of Victoria. (Belfast is the original name for Port Fairy, South West Victoria. The Belfast and Koroit Steam Navigation Company was first managed by Messers. Saltau and Osburne and after the passing of Mr. Osburne, by produce merchants Messers H. Sautau and Sons, whose had a hay and corn store and shipping agency was on the corner of Liebig and Koroit Streets in Warrnambool. ) The S.S. Casino became “the most famous steamer to operate in Victorian waters along the West Coast” by author Jack Loney. Captain Boyd was her first Master, followed by Captain Chapman, who stayed with her 1890 until 1924. Captain W. Robertson followed for a short term, then Captain Middleton then took command 1925 - 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when she collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when she grounded on a reef at Point Hawdon near Grey River and most of her cargo (of Christmas goods) had to be dumped into the sea. Then in February 1929 she was ‘holed’ when she struck a submerged object as she entered Lady Bay, Warrnambool. On the morning of 10th July 1932, after attempting to berth at Apollo Bay jetty in heavy seas, Captain Middleton decided to take her out into the bay and wait until the seas abated. It was not realised that the anchor used to steady her as she manoeuvred to her berth had pierced her hull. She put about and headed for the beach but sank. Captain Middleton and nine others lost their lives; nine people were rescued including the two female passengers . Captain Middleton had been in charge of the S.S. Casino for seven years. He was the first ship’s Master to lose his life through shipwreck in the West Coast trade. In the years following the turn of the century the S.S. Casino remained the only regular trader with normal passenger accommodation along the West Coast. From 1882 she had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a photograph of a portrait of Captain Chapman, , a ship model of the S.S. Casino that shows both forms of power under which she sailed, steam and sail. The ship is painted green and flies three flags. The inscription across the case of the ship model, incorrectly dated, tells the sad story of the wreck of the ship and the loss of lives on July 10th 1932 at Apollo Bay. A print in the Collection show S.S. Casino underway in heavy sea off Point Lonsdale, another two photographs show her at the Port of Warrnambool, leaving from the Breakwater in Lady Bay and another identifies the S.S. Casino as a ship from the Belfast and Koroit Steam Navigation Company. (Belfast is the original name for the township of Port Fairy). This photograph was taken 1882-1932. It is significant because of its association with the coastal trader S.S. Casino and its significance to trade along Victoria's West Coast in the late 19th and early 20th century. The wreck of the S.S. Casino is considered an important part of Victorian and Australian cultural heritage and as such has been declared and protected as an Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). Black and White photograph of vessel S.S. Casino in calm water, taken 1882-1932. The coastal trader has light rigging and steam funnel, lifeboat on side, two men on deck. Background shows other ships.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, newcastle and hunter river steam navigation company, belfast and koroit steam navigation company, h. sautau and sons, s.s. casino, west coast trader s.s. casino, victorian coastal trader, captain boyd, captain w. robertson, captain chapman, captain middleton, apollo bay shipwreck, s.s. casino at lady bay warrnambool, saltau and osburne

This framed lithograph print in watercolour and gouache was produced on November 19th, 1924, by 20th-century marine artist, Mr R.N. Duffield. It depicts the event of a sea rescue that took place two years earlier. The framer was A.L. Frith of Footscray, Melbourne, who actively advertised from 1933 to 1935. The now disbanded Shiplovers' Society of Victoria (1930-2018) donated the print, and it seems likely that this print was framed for that organisation. This graphic image shows the conditions in which the rescue from the wrecked Helen B. Sterling happened. Captain George Harris was master of the American-owned, four-masted windjammer. His wife Edith and their ten-year-old son Leslie were on board, along with a crew of fifteen seamen. The ship set off from Newcastle, NSW, on January 5th, 1922, loaded with a cargo of coal to deliver to the Society Islands and on to San Francisco. Young Leslie later wrote a lively school composition for his teacher about his experiences on board the Helen B Sterling. He tells of a fire that broke out the day after they departed and burned a hole in a beam. Then another troublesome time on the 9th, when a strong gale blew a sail off the ship. Finally, he tells of the highlight of his voyage when, on the 18th January, the ship was right in the path of a strong cyclone, which broke the mainmast. Huge waves crashed over both sides of the deck, meeting in the middle, and the ship began to sink. The rescue from the wreck was an exciting time for the young boy, and even more so when one of his cats survived after being carefully wrapped in a pillowcase and thrown down from the ship for the boy. Reporters later wrote about Leslie’s comments, “... what had grieved him most was the thought that he might never see his two little sisters again”. Captain Harris said in a published statement, “… the gale was the worst he had met in his 12 years’ experience at sea. All went well for the first week. We then encountered a strong blow from the south-east. We tried the gasoline pump, but the engine broke down, and we had to do the pumping by hand. We at once shortened sail, but the sea increased in fury to such an extent that men were washed from the pumps. I was below at 5:30 on Sunday morning [January 22nd, 1922] when the main mast went over the side, … I at once sent out SOS signals, and got word that HMAS Melbourne was coming to our assistance. I had made a mistake with regard to our position, but did not know it until 11:30 o’clock, when I sent out the correct location. This was picked up by the Melbourne and I received the following reply: “We will reach you about 2 am. Keep a good heart. The Melbourne will do all she can.” Our ship was practically awash when we were taken off.” (Ref: the ‘Helen B. Sterling Disaster’, Maitland Weekly Mercury, NSW, 4-2-1922.) Officers from the Royal Australian Navy, Captain Henry J Feakes (later Rear-Admiral) and Commander Wilfrid Ward Hunt, were on board the light cruiser, HMAS Melbourne (1913-1928), when it left Sydney for New Zealand. After the SOS was received, the ship sped at full steam towards the sinking Helen B. Sterling. They found the vessel at about midnight and shone bright search lights on the distressed ship to illuminate the desperate scene. The Melbourne was unable to move close to the schooner, so sixteen seamen, including Commander Hunt, volunteered to man the Melbourne’s lifesaving 12-oared cutter. They rowed the sea boat with great urgency towards the victims of the sinking ship, keen to save lives no matter what the conditions. When the cutter was close to the Sterling, a line was secured between the Sterling and the cutter. The weary, waterlogged and anxious men on board could be rescued, one at a time, in the breeches buoy equipment, which looked like canvas shorts with a lifesaving ring in the waistband. The victims were hauled along the line and pulled aboard by many willing hands. All eighteen crew and passengers were saved, including Captain Harris and his family. The seamen of the Melbourne received a heroes’ welcome when they arrived in New Zealand. The grateful survivors were taken to Auckland, where they received the care and comfort they needed. Melbourne’s Lord Mayor, Cr. Swanston, on behalf of the citizens of Melbourne, formally recognised the heroic rescue efforts of the seamen of the HMAS Melbourne on March 2nd, 1922, at a special presentation. Two large flags, a White Ensign and an Australian “Jack" Flag, were presented to the Captain of HMAS Melbourne, and souvenirs were awarded to the sea boat’s crew and its Commander, Wilfred Ward Hunt. Commander Hunt was also presented with an original watercolour depicting the heroic rescue from the wreck of the Helen B. Sterling, painted just after the event by renowned marine artist Arthur V Gregory (1867-1957), and he received a silver cigarette case bearing the City’s coat of arms and the inscription, "To Commander Ward Hunt from the Citizens of Melbourne as a memento of the rescue of the crew of Helen B. Stirling by H.M.A.S. Melbourne, on 23.1.22". Both the painting and the cigarette case are now treasured items inherited by his grandson; a reminder of “… a very fine naval gentleman who believed in leading by example." R.N. DUFFIELD: - The Lithograph print in our collection by 20th-century English artist R.N. Duffield is dated Nov. 19, 1924. It is very similar to, and possibly created from, the original A V Gregory watercolour presented to Commander Hunt and dated 1922. Mr R.N. Duffield has art works in the Yarmouth Museums, Norfolk Museums Collection; “Orient Liner Otranto …,” and "Convoy of six ships at sea", both painted in watercolour and gouache during the 1940s. Some of his other works, also painted in watercolour and gouache, have been advertised for sale on Internet sites. Some details differ between the original A.V. Gregory and this Lithograph Print: - -the words on the bow on the original watercolour are “Helen B. Sterling, Blain”, which is in Washington, USA, where the Sterling Shipping Company was registered from around 1919; the words on the print are “Helen B. Sterling, Halifax, N S”, for Nova Scotia, Canada, which is the hometown of Sterling Shipping Company founder’s wife, Helen B Sterling. -The watercolour is coloured and has fine details; the print is monochrome - The A V Gregory signed the watercolour in 1922, on the lower left; the print is signed with the Lithographer’s name on the lower right; “R N Duffield, Nov. 19. 1924” ARTHUR VICTOR GREGORY (1867-1957): - A.V. Gregory is a renowned marine artist who worked in watercolour and gouache. He painted actively between 1899 and 1932, creating over 3o0 works. South Melbourne, Victoria, was where he lived and worked. This Lithograph print is significant in that it depicts the rescuing of the passengers and crew of the schooner “Helen B Stirling”. At the time this was a significant event that made most Australian and New Zealand papers because of the involvement of the Australian cruiser “Melbourne”. The image demonstrates the perilous conditions experienced by seafarers. It includes an example of the line and breeches buoy method used to save lives at sea from the 1860s and into the 20th century. It reflects a time in our history when sail and steam ships cruised the world’s seas together, the former trading with a cargo of coal from Newcastle, the latter defending our country in World War I. The print is part of Flagstaff Hill Maritime Museum’s Collection of maritime artworks that depict famous events, vessels and locations, showing the evolution of sea craft, and aiding the interpretation of our maritime history. The Lithograph print is behind glass in a black painted timber frame and mounted under a cream matte. The vivid image depicts a sea rescue in progress. The night scene is illuminated by a light beaming from a steamship, the Cruiser HMAS Melbourne. It reveals figures on the deck of a sinking sailing ship, the schooner Helen B. Sterling, as foaming waves roll across it. The stricken ship has a broken main mast, and a sail has been detached. A small figure is floating in the choppy sea, secured in a breeches buoy that is attached to a rescue line between a lifesaving cutter and the sailing ship. The crewmen in the cutter are ready to haul the shipwrecked victim aboard, while the figures on the foundering ‘Sterling’ watch them. The print’s paper-covered wooden backboard is attached to the frame with small tacks. A metal hanging wire is secured to two dissimilar eyelet screws. Inscriptions include text on the bow of the sinking vessel, a handwritten title below the picture, and a handwritten name in the print’s lower right corner. On the reverse are two oval, black ink stamps and a round cream label with printed text. The hand-painted print was reproduced from a lithograph, signed in the lower right, by R.N. Duffield of England, on November 19th, 1924. A Frith of Footscray, Melbourne framed it. Painted on the ship’s bow: “HELEN B. STERLING / HALIFAX N S” [Nova Scotia, Canada] Handwritten below the print: “AUSTRALIAN CRUISER “MEMBOURNE” (Tons 5600) rescuing crew of sinking four-masted schooner “HELEN B. STERLING” of Halifax NS Canada, Tons 1343 in a gale in the Pacific Ocean.” Handwritten on lower right: “R.N. DUFFIELD / Nov. 19. 1924” (underlined) On paper label: “Phone: / Footscray 398 [some of the text has torn off] / “A. FRITH / PICTURE FRAMER / Manufacturer / 17 Paisley Street / Footscray.“ On both oval stamps: “SHIPLOVERS SOCIETY OF VICTORIA / LIBRARY” flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, lithograph, lithograph print, reproduction print, helen b. sterling, the sterling, american owned schooner, halifax, halifax n s, halifax nova scotia, nova scotia, halifax n s canada, schooner, windjammer, sailing ship, four-masted ship, captain george harris, george harris, edith harris, leslie harris, sterling shipping line, hmas melbourne, hmas melbourne (1), cruiser hmas melbourne, the melbourne, australian cruiser, captain henry j feakes, commander wilfred ward hunt, sinking ship, shipwreck, sea rescue, gale, cyclone, 1922 rescue, shipwreck rescue, breeches buoy, line rescue, rescue line, lifesaving, cutter, cutter melbourne, sea boat, lifesaving crew, 12-oar cutter, shipwreck victim, r.n. duffield, marine artist, nov. 19. 1924, 20th century artist, a frith, footscray picture framer, shiplovers’ society of victoria, shiplovers’ society library, watercolour, a v gregory, arthur victor gregory, melbourne artist, newcastle coal, newcastle nsw, society islands, san fracisco, aukland new zealand, school composition, ship’s cat, sos signal, lord mayor cr. swanston, heroes, cigarette case

Mr John Wilson Gillie was born on the 31st of March 1864. On the 31st of July 1880 he was apprenticed for four years to J.J. Wilson and Sons, Nautical Instrument Makers of Sunderland. Following the apprenticeship he spent six months to a year as an ‘improver’ in Glasgow, and then started a new company ‘Wilson and Gillie’ in North Shields. At this time sail had just given way to steam and wooden ships to steel, and the railways were competing with colliers for the carrying of coal from the North East of England to London and the South. In 1858 only seven out of 44 shipyards on the Tyne were using iron, but by 1862 there were ten, employing around 4,000 men. These changes had a significant effect on nautical instrument manufacturers, as the magnetic compass for a wooden sailing vessel was very simple and required little in the way of compensation. For steel vessels much more was required and this was a period of great development, both in the compass bowl and the binnacle in which it was housed. In 1870 Sir William Thomson (later Lord Kelvin) designed his dry card standard compass, which completely replaced all previous designs. Wilson and Gillie started as agents for the Thomson compass, but later J.W. Gillie, using similar principles, redesigned the compass suspension and patented the ‘UNIT’ standard compass. It became popular with local shipowners and shipbuilders. In 1910 the firm of John Lilley and Son (which had been established in London in 1812), found themselves in financial difficulties and were saved with the help of John Wilson Gillie, who established, on the 8th of August 1911, a new firm of John Lilley and Son Limited. John Lilley and Son had been the sole London agents for Sir William Thomson, a very enviable position during this period, when the Thomson compass led the field. Unfortunately, Mr. Lilley had quarreled with the Glasgow company, who withdrew the agency and established their own branch in London (later to become Kelvin White and Hutton). On November 7th 1913, the firm of John Lilley and Son Limited of London amalgamated with Wilson and Gillie of North Shields, and after this date instruments manufactured by the two companies bore the name John Lilley and Son Limited of London and North Shields. During the 1930s many of the London nautical instrument makers were in difficulties, including John Lilley and Son Limited and Reynolds and Son, Dobbie and Clyde Limited, and Mr. J.W. Gillie arranged an amalgamation between these two companies. The new firm became Lilley and Reynolds Limited. In 1943, with estate duties in mind, the North Shields company was reconstituted and took the name of John Lilley and Gillie Limited, although the shareholders, directors and personnel remained unchanged In the early 1970s Lilley and Gillie developed close links with Observator in Rotterdam, who manufactured one of the first fully reliable transmitting magnetic compass systems. The Observator shareholders, Holland America Line, bought the share capital of John Lilley and Gillie Limited., but retained all the personnel and the directors. (See Links for more information)A significant item of early 20th century marine navigational equipment made by a leading manufacturer in the field from a company that is still producing marine navigational instruments today. John Lilleys company began in 1812 growing at a time when the transition of compasses from timber ships, to steel vessels. Compasses at this time required a method of compensation to allow their inclusion in steel vessels without magnetic deviation. This therefore was a period of great development, both in the compass bowl and the binnacle in which it was housed and the Lilley company were leaders in the field. Ships binnacle, wood with brass fittings, consists of 2 brass lamp holders, place for compass, Also has an inclinometer with a scale 40 to 0 to 40, one red and one green iron Kelvin compensation balls, one on each side of binnacle denoting port and starboard, a brass cylinder attached perpendicular at the rear for storing a Flinders Bar, 2 hinged cupboards containing adjustable wooden racks with drilled holes in them to hold iron Heeling error magnets.Textured brass plate attached to front stating "JOHN LILLEY & SON LTD (WILSON & GILLIE), NAUTICAL INSTRUMENT MAKERS, NORTH SHIELDS" . Inclinometer has "JOHN LILLEY & SON LTD (Wilson & Gillie) LONDON & NORTH SHIELDS" engraved. flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, binnacle, john lillie & son ltd, compass

Black and White Photograph of S.S Casino taken 1930-1932. The Casino is berthed at the Warrnambool Breakwater, either loading or unloading. A person is attending a container at the bottom of a ramp between ship to Breakwater. People are sitting or standing on the Breakwater. The S.S. Casino was a passenger and freight steamer built in Dundee, Scotland, in 1882 for the Newcastle and Hunter River Steam Navigation Company of N.S.W. She weighed 425 tons gross with a length of 160.4 feet, beam of 24.1 feet and depth of 10.2 feet. She had saloon accommodation for 35 people, forecabin for 25 more people, and she carried 300 tons of cargo. While on her delivery journey on May 30th 1882 the S.S. Casino called in at the Port of Warrnambool for coal ., narrowly escaping going ashore in gale force winds due to the quick action of the pilot. At that time, still at anchor, she impressed the directors of the Belfast and Koroit Steam Navigation Company so much that they bought her immediately; she was ideal for trade in along the West Coast of Victoria. (Belfast is the original name for Port Fairy, South West Victoria. The Belfast and Koroit Steam Navigation Company was first managed by Messers. Saltau and Osburne and after the passing of Mr. Osburne, by produce merchants Messers H. Sautau and Sons, whose had a hay and corn store and shipping agency was on the corner of Liebig and Koroit Streets in Warrnambool. ) The S.S. Casino became “the most famous steamer to operate in Victorian waters along the West Coast” by author Jack Loney. Captain Boyd was her first Master, followed by Captain Chapman, who stayed with her 1890 until 1924. Captain W. Robertson followed for a short term, then Captain Middleton then took command 1925 - 1932. The S.S. Casino had several mishaps during her life. One was on 3rd January 1898 when she collided with the S.S. Flinders in Apollo Bay with minor damage. Another was on 24th October 1924 when she grounded on a reef at Point Hawdon near Grey River and most of her cargo (of Christmas goods) had to be dumped into the sea. Then in February 1929 she was ‘holed’ when she struck a submerged object as she entered Lady Bay, Warrnambool. On the morning of 10th July 1932, after attempting to berth at Apollo Bay jetty in heavy seas, Captain Middleton decided to take her out into the bay and wait until the seas abated. It was not realised that the anchor used to steady her as she manoeuvred to her berth had pierced her hull. She put about and headed for the beach but sank. Captain Middleton and nine others lost their lives; nine people were rescued including the two female passengers . Captain Middleton had been in charge of the S.S. Casino for seven years. He was the first ship’s Master to lose his life through shipwreck in the West Coast trade. In the years following the turn of the century the S.S. Casino remained the only regular trader with normal passenger accommodation along the West Coast. From 1882 she had made at least 2,500 voyages on the one run. Flagstaff Hill’s collection has a photograph of a portrait of Captain Chapman, , a ship model of the S.S. Casino that shows both forms of power under which she sailed, steam and sail. The ship is painted green and flies three flags. The inscription across the case of the ship model, incorrectly dated, tells the sad story of the wreck of the ship and the loss of lives on July 10th 1932 at Apollo Bay. A print in the Collection show S.S. Casino underway in heavy sea off Point Lonsdale, another two photographs show her at the Port of Warrnambool, leaving from the Breakwater in Lady Bay and another identifies the S.S. Casino as a ship from the Belfast and Koroit Steam Navigation Company. (Belfast is the original name for the township of Port Fairy). This object is significant because of its association with the coastal trader S.S. Casino 1882-1932 and its significance to trade along Victoria's West Coast in the late 19th and early 20th century. The wreck of the S.S. Casino is considered an important part of Victorian and Australian cultural heritage and as such has been declared and protected as an Historic Shipwreck under State and Commonwealth Law in the Commonwealth Historic Shipwrecks Act (1976). Black and White Photograph of S.S Casino taken 1930-1932. The Casino is berthed at the Warrnambool Breakwater, either loading or unloading. A person is attending a container at the bottom of a ramp between ship to Breakwater. People are sitting or standing on the Breakwater.flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, newcastle and hunter river steam navigation company, belfast and koroit steam navigation company, h. sautau and sons, s.s. casino, west coast trader s.s. casino, victorian coastal trader, captain boyd, captain w. robertson, captain chapman, captain middleton, apollo bay shipwreck, s.s. casino at lady bay warrnambool, saltau and osburne

This photograph of the Monkbarns was taken prior to 1927 before the sailing ship was converted for use as a hulk. The steel-hulled, 3-masted fully rigged ship was built in 1895 by Archibald McMillan & Son at Dumbarton in Scotland. It was 267 feet long, 40.1 feet wide and 23.5 feet deep. In 1914 John Stewart & Co. owned ten sailing vessels, one of which was the Monkbarns, but by the end of the first World War, the fleet had only four vessels survived the war, including the Monkbarns. The Monkbarns traded across the world. Some of the destinations included Port Adelaide, Table Bay in South Africa, Liverpool, Sydney, London and New York. Her last commercial voyage was in 1926. Overall, the ship traded for 32 years before it was converted in Spain in 1927 for use as a hulk for carrying coal. There were several owners of the ship over its lifetime. They were - 1895, first owner, Charles Webster Corsar, Liverpool - 1902, the owner was D. Corsar & Son, Liverpool - 1909, owned by John Hardie & Sons, Glasgow - 1911, John Stewart & Co., Liverpool - by1915, James A. Young, London - 1926, L.H. Wilson, Liverpool - 1927, Ballener Espando (Brunn & van Lippe, Tonsberg).The postcard shows and example of the sailing ships that traded across the seas and into Australia in the late 19th and early 20th century.Black and white postcard of a sailing ship, fully rigged, at sea. Handwritten on front of card is "Monkbarns"Handwritten on front "MONKBARNS". monkbarns, postcard, sailing ship, flagstaff hill, warrnambool, maritime village, maritime museum, flagstaff hill maritime museum & village, shipwreck coast, great ocean road, newccastle, hulk

This black and white photograph of the tugboat NYORA towing the steam ship INVERNESS-SHIRE was taken between 1915, when the INVERNESS-SHIRE was dis-masted, and 9the July 1917, when NYORA tragically sank. The sailing ship INVERNESS-SHIRE was a four masted steel barque built in 1894 by Robert Duncan & Co. Limited, Glasgow, U.K. (The supervising engineer during the building was William Cumming. He accompanied every ship he’d built on their maiden voyages from UK to Melbourne.) In 1916 she was purchased by A/S Christiansand (Sven O. Stray), Kristiansand, Norway and renamed SVARTSKOG. In October 1920 she disappeared at sea, carrying a cargo of coal, and all hands were lost. The steam powered NYORA was a powerful tugboat and a salvage vessel built by J.P. Rennoldson & Sons Ltd, South Shields, Tyne and Wear, UK. She was originally launched with the name NEPEAN in May 1909, then as NYORA in August 1909 and registered in Melbourne in November 1909 by owners Huddart Parker Pty Ltd. She was made of steel, had triple-compounded steam engines, and her dimensions were 306 ton, 135.0 x 25.1 x 13.6ft. The Melbourne tug NYORA was known as “one of the best known tugs in Victoria, and carried the latest appliances for firefighting and salvage purposes.” She serviced the Port of Melbourne for most of her career. In July 1917 NYORA was towing the American schooner ASTORIA from Port Pirie to Sydney, because ASTORIA’s engines had broken down; she had been delivering a large cargo of timber. On July 9th the vessels were two days out from Port Pirie. At 10:30am NYORA foundered after casting off at Cape Jaffa, 50 miles south of Kingston, South Australia, and sank. Only 2 of the 16 crew survived; NYORA’s Master, Captain W.M. McBain (William Murray) and helmsman, able seaman Gordon Lansley. They were rescued by the two Cape Jaffa light keepers, Jamieson & Clark, who launched the rescue from the Cape Jaffa lighthouse on Margaret Brock Reef. Both men were brought to the lighthouse keeper’s cottage where they recuperated after their long exposure to the rough. (The Queenscliff Sentinal of 14th July 1917 noted that both saved men originated from the same district; Gordon Lansley was from Queenscliff and Captain McBain formerly from Point Lonsdale.) The ASTORIA was “in a very dangerous position ten miles west of the Margaret Brock reef near the Cape Jaffa lighthouse, setting towards the land.” Captain Solly from Beachport later said “Owing to the position … the ship was very fortunate in making Guichen Bay in safety, as she did” (Guichen Bay is south of Robe). Captain Bull, manager of Huddart Packer Pty Ltd, NYORA’s owner, was unable to see any reason for the foundering, as the NYORA was well known for its seaworthiness. At a hearing later on, the Marine Board could blame on no-one either, but found that the ship had been swamped by heavy seas, and had listed to one side when a load of 40 tons of coal in sacks on her deck shifted. The tow line to the ASTORIA was cut to try and save the tug but a huge wave swamped her, crashed open the engine room door and flooded the compartment. It was impossible to launch the lifeboats due to the listing of the sea and NYORA sank within 15 minutes. There was some criticism of the length of time it took Captain Solly and the lifeboat crew to get from Beachport to Cape Jaffa to help with the rescue. However, they had great difficulty in the very strong seas, taking 9 hours just to reach Robe, which was only 32 miles away. There they filled the tanks with ample benzene for the task ahead (impossible to do at sea at the time), took in food and brought on board the Robe Harbour Master, Mr Sneath. The Harbour Master was then able to safely pilot the lifeboat to Cape Jaffa in the smoother coastal waters, saving very much time, but by the time they arrived at Cape Jaffa the 2 survivors had already been taken to the lighthouse on the mainland. There was also a question as to the chances of the ship ASTORIA lowering a lifeboat to help with the disaster. Captain Solly explained that it would have been impossible without sacrificing the lives of the lifeboat crew , due to the great height of the ship out of the water and the roughness of the sea. Captain Svenson, of the ASTORIA, said himself “We are ourselves in a helpless position” and “"Cannot see anything of lifeboats”. One of the 14 lost crew of the NYORA was Hugh Edwards, whose body was not recovered. The descendants of Captain William McBain have continued the seafaring heritage. His son was also a tugboat captain (Captain Norman Clive McBain), working mostly from Reid Street Pier, Williamstown, who would often take his own grandson out to sea to spend time with him on his tugboat. Now that grandson has built a tugboat in memory of his heritage and spends time in it with his own grandson. The Cape Jaffa original lighthouse has been dismantled and moved to Kingston and is now a Lighthouse Museum. The attached photographs of Margaret Brock Reef, and the Cape Jaffa Lighthourse keeper's cottage (now in ruins) is courtesy of Capt. William McBain's great grandson, who visited the area in 2015. There is a model of the NYORA in Museum Victoria, donated by Huddart Packer & Co Ltd. in 1937. This photograph is significant for its association with the tugboat NYORA, that is part of the seafaring history of the Port of Melbourne and associated Victorian ports. Black and White photograph of the tugboat NYORA and steam ship INVERNESS-SHIRE. C. 1915-1917.flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, historic maritime photograph, lighthouses, shipwrecks, steamships, j.p. rennoldson & sons ltd, huddart parker pty ltd, nepean, nyora, inverness-shire, astoria, captain w.m. mcbain, william cummings supervising engineer, cape jaffa lighthouse, beachport lifeboat, captain solly, captain svenson, margaret brock reef

This crosscut saw was originally part of the equipment on the barque Marjorie Craig, which brought New Zealand timber into Warrnambool from about 1908 to 1912 for the local merchants P J McGennan & Co. The toolbox was donated by a member of a local family connected with the La Bella rescue in 1905. The toolbox has carvings and markings that make it unique and connect it to the Marjorie Craig. The Craig Line of sailing ships was from Auckland, New Zealand, and traded in timber and some coal from New Zealand ports to Australia, including Sydney, Adelaide, Melbourne and Warrnambool. They returned with produce from Australia as ballast. In 1912 the Craig fleet included the Ihumata, Inga, Jessie Craig, Marjorie Craig, Louisa Craig and Joseph Craig. The steel barque Marjorie Craig, 500 ton, was built in 1891 as the 'Hirotha', in Ardrossan, Scotland for Norwegian owners. The ship was sold to Auckland’s Donald Ross and others in 1900, then in 1905 it was sold, registered by J.J. Craig in Auckland, New Zealand and renamed Marjorie Craig. Marjorie Craig’s commanders included Master R A Campbell in 1907, J MacFarlane in 1909 and Master R.G. Holmes in 1913. From February 1908, the Marjorie Craig was regularly seen in the Port of Warrnambool with loads of timber for merchants P J McGennan & Co. In February 1912 Marjorie Craig delivered white pine for P J McGennan & Co. In April of the same year, she brought 500,000 feet of timber for McGennan & Co and again in May 1912. On May 12 1912 Marjorie left the Port of Warrnambool with 500 tons of flour for New Zealand; it seems that this was her last time at Warrnambool. Prior to 1908, the vessel Speculant brought in timber from New Zealand for the McGennan firm. The Marjorie Craig had a strong reputation for being a ‘Fast Flyer’, breaking the sailing records for voyages between New Zealand and Australia. It was reported that she made passages with a speed equal to steamboats on several occasions. One of her records was from Warrnambool to Hokianga, NZ in eight-and-a-half days. The ship broke the record in October 1913 for the time from Adelaide to Auckland, sailing in 28 days, even with a damaged ship, and the owner presented Captain Holmes with a gold watch and chain. By the end of December 1913, the Craig Line’s last two surviving sailing ships, Marjorie Craig and Jessie Craig, had been purchased by Huddart, Parker & Co. Ltd. to work as coal hulks, one in Melbourne and one in Hobart.The saw is significant for being created for use in 1905 when the steel barque Marjorie Craig was purchased by J J Craig and given that name. The saw would be part of the sip's equipment and could have been used for the timber carried as cargo on the Marjorie Craig. The saw is significant for its association with the well-known Marjorie Craig, a frequent visitor to the Port of Warrnambool 1908 to 1912, a supplier of New Zealand timber for the local firm P J McGennan & Co, and one of the fastest inter-colonial sailing ships that broke numerous records for its speed including the fastest sailing from Warrnambool to Hokianga. Crosscut saw; blade attached to wooden handles by wingnut each end. The saw has 63 teeth. Also has a tag attached with an inscription. The saw was ship's equipment on the barque, Marjorie Craig.Handwritten on tab: "From sailing ship Marjorie Craig early 1900 Port of Warrnambool"flagstaff hill, maritime museum, maritime village, warrnambool, great ocean road, shiopwreck coast, woodworking tool, crosscut saw, shipwright tool, saw, marine trade, carpenter, marjorie craig, j j craig, craig line, 1905-1912

This lifebuoy bears the name of the ship, its origin, the shipping company and the red ensign. These details mean that the lifebuoy was part of the lifesaving equipment on the sailing ship the Loch Ness, part of the Glasgow Shipping Company’s Loch Line (G.S.C. on the red pennant) and a British-registered ship (the red flag with the Union Jack on it). Lifebuoys were part of the emergency lifesaving equipment carried on vessels in the late 19th and early 20th century. The ring was made of strips of cork wood joined together to make the ring shape then covered in canvas and sealed usually with white paint. Four evenly spaced canvas reinforcing bands would be added for strength and for a place to thread a rope or line. A lifebuoy, or life-preserver, is used as a buoyancy device often thrown to an endangered or distressed person in the water to keep them afloat while they receive help. It is usually connected by a rope to a person in a safe area such a nearby vessel or on shore. Lifebuoys is a made from a buoyant materials such as cork or foam and ae usually covered with canvas for protection and to make it easy to grip. The first use of life saving devices in recent centuries was by the Nordic people, who used light weight wood or cork blocks to keep afloat. Cork lifebuoys were used from the late 19th to early 20th century. Kapok fibre was then used as a filling for buoys but wasn’t entirely successful. Light weight balsa wood was used as a filler after WW1. In 1928 Peter Markus invented and patented the first inflatable life-preserver. By WW2 foam was combined with Kapok. Laws were passed over time that has required aeroplanes and water going-vessels to carry life-preservers on board. The ship LOCH NESS 1869-1922 … The ship Loch Ness, of Glasgow, was the same ship what William Carmichael sailed on to Australia when he laid the commemoration stone on behalf of his sister Eva and himself, dedicated to their parents, brothers and sisters. The family members lost their lives on June 1, 1878, when their ship, the Loch Ard, was wrecked at Mutton Bird Island in south west Victoria. Eva Carmichael was one of the two survivors from that shipwreck, the other 52 tragically lost their lives. The ship Loch Ness was a three-masted sailing ship built in 1869 for the Loch Line owned by the Glasgow Shipping Company. The line transported cargo and passengers from Glasgow, Scotland, to Australian ports. The Loch Ness was sold in 1908 to Stevedore & Shipping Co, Sydney for use as a coal hulk. In 1914 the Australian Government took over the ship for naval defence purposeless. In 1926 the ship was sunk during gunfire practice by the 1922 built, light cruiser HMAS Melbourne, near Fremantle, Western Australia. The lifebuoy is an example of equipment carried on vessels in the late 19th and early 20th century to help preserve life. There were many lives lost in Australia’s colonial period, particularly along the coast of South West Victoria. The lifebuoy is significant for its connection to the ship Loch Ness on which William Carmichael, brother of Eva Carmichael, travelled to lay a memorial to their parents and all of their other siblings who lost their lives in the Loch Ard disaster of 1878 near Peterborough, Victoria. Lifebuoy, round, cork filling inside canvas cover, painted white, with rope attached. Lifebuoy has printed name of vessel Loch Ness, Glasgow. Symbols of red flag with white initials G S Co. There is also a red ensign."LOCH NESS", "GLASGOW" "G S Co"flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, loch ness, loch ard, william carmichael, eva carmichael, lifebuoy, glasgow sailing ship, loch ness of glasgow, life rings, safety ring, life-saving buoy, ring buoy, life preserver, personal floating device, floatation device, safety equipment, g s c, glasgow shipping company, hmas melbourne, cruiser melbourne

The School of Mines Ballaarat Annual Report 24 January 1882, Additional Examination Statute, Certificates Granted by Council, Copy of letter received from the Honble. Francis Ormond MLC, Extracts from Visitors' Book, Fees, Form of Bequest, Life Governors, Museum open to Visitors, Office Bearers, Paper of Particulars, Report of the Curator of the Museum and Library (with plans), Report of the Superintendent of Laboratories, Report of the Lecturer in Telegraphy, Report of the Lecturer in Mechanical Engineering, Statement of Receipts and Expenditure for the year 1881, Subjects and Lecturers, Subjects and Examiners, Subscriptions and Donations from 1 January to 31 December 1881, The Lignite Deposit at Skipton (with Section and Plan)Ballarat School of Mines Annual Report. Pale brown booklet of 64 pages. A plan of the Ballarat School of Mines shows the position of the Botanical Gardens, and the Ballarat School of Mines Museum. Geological Sketch Map of Country in the Neighbourhood of Skipton and Plan showing site of Coal Discovery. Skipton Coal Discovery - Section of Windlass Shaft. .2) is a leatherbound copyballarat school of mines, coal, plan, ballarat school of mines botanical gardens, ballarat school of mines museum, museum, annual report, james oddie, w. p. bechervaise, s. e. friggis, f. j. martell, w. h. nicholls,, e. i. rosenblum, h. r. caselli, thomas mann, theos. williams, f. m. krause, alf. mica smith, walter d. campbell, w. h. shaw, charles kent, andw. berry, robert adam, wm. lant carpenter, henry parkinson, h. b. de la poer wall, w. h. brockenshire, arthur parker, c. davies, simon richards, c. r. blackett, david jones, wilberforce dyke, kr. r. krauel, duncan love, william ralph heaton, edward dowling, octavius vaughan morgan, william denton, e. h. grimwade, james hunter, the honble. francis ormond, ferdinand krause, a.a. buley, j. cosmo newberry, w.c. kernot, john lewis, j.m. bickett, james bickett, fees, annie barnett, annette budden, isabel clinton, john dimsey, agnes pobjoy, charlotte shaw, bernard o'dowd, bernard patrick o'dowd, josiah wasley, ferdinand von mueller, william kernot, john lynch, william henderson, henry richards caselli, w.p. berchervaise, e.i. rosenblum, w.h. nicholls, lignate, samuel figgis, mary drury, w. longley, botanical reserve, botanical gardens, francis ormond, george russell, william foster stawell, w.j. clarke, rivett henry bland, john warrington rogers, j. lonie, s.e. figgis, r.f. hudson, w. robertson, e.l. rosenblum, theophilus williams, andrew berry, henry sutton, h. rosales, state school classes, calcutta international exhibition, examinations, h.b.m ship bounty, certicates, walter charles kernot, william tunbridge, mary skelton, cartherine moran, mary rose usher, margaret ellen brophy, william burbridge, andrea tuxen, elizabeth curnow, francis campigi, james s. morrison, arthur hogue

The sample of steel from the S.S. Julia Percy’s boiler was made has been tested, according to the attached label. The test involved heating the steel to blood red temperature (or dark red colour) then dipping it into water and bending it when it was cold. A “very severe test for quality” was written on the ticket by T.H. Osborne. (Mr Thomas Hamilton Osborne was the secretary for the Western Steam Navigation Co, established in Warrnambool in 1886. The company’s office was on the corner of Timor and Liebig Streets in Warrnambool and its north-western wall is now part of the current Warrnambool Regional Art Gallery. ) Cold bending of steel in a press or through rollers is the typical method of curving steel for construction. The steel needs to be manufactured in such a way that it is strong enough yet still flexible enough not to crack when bent or rolled. The boiler on the Julia Percy could have been a Scotch Boiler, a design introduced in the 1870’s and still being used today. This design was more robust that previous boilers, generating higher working steam pressures. The design incorporate greater ability to roll iron plates, leading to greater strength, thicker plating and fewer riveted joints. They were originally made of iron then later incorporated steel sections until they were entirely constructed of steel. Many examples of this type of boiler can be found on wreck sites. Shipping was the cheapest and most practical means of carrying produce and goods during the period 1840-1890. Regular domestic steamer services commenced in the Warrnambool district in the late 1850’s and by 1870 the passenger trade was booming. Produce was loaded from the jetty into ‘lighters’ (small boats), which took it to the ships at anchorage in the bay. Passengers were taken to the ship’s side then climbed aboard up ladders or gangways. The coming of the railway in October 1889 meant the gradual decline and end of the steam shipping era. Originally the ship was known as the SS Julia Percy and was later renamed as the Leeuwin. She was an iron passenger-cargo steam ship built in Glasgow by Thomas Wingate for the Warrnambool Steam Packet Company, which commissioned the ship for the steamship trade in Victoria’s western district. She was first registered in Warrnambool, Victoria in 1876. At one point in time the Julia Percy would sail from Warrnambool to Melbourne every Friday and return from Melbourne to Warrnambool every Tuesday. The cost of a return ticket for a Saloon Fare was £1.0.0. She would sail “if practical and weather permitting”. The Julia Percy changed hands several times. Her next owner was the Western Steam Navigaiton Co of Melbourne (1887). It was the manager of this company, Mr. T.H. Osborne, who tagged ths steel sample above. Melbourne Steamship Co became the next owners (1890), followed by William Howard Smith and Sons (1901) for use in Queensland coastal trades, then she was bought by George Turnbull in 1903 and used for local mail contract in Western Australia. She was sold to the Melbourne Steamship Company Ltd. (1906) and re-named the Leeuwi but continued in her Western Australian coastal run. She was converted into a coal hulk in Melbourne in 1910 as a result of damaged caused when she was driven against the jetty at Dongara during a gale. The ship was eventually dismantled and scuttled in Bass Strait on 28 December 1934. The steel sample is significant for its association with the wreck of the Leeuwin (Julia Percy), which is on the Victorian Heritage Register. It is historically significant for being a rare artefact that has potential to interpret aspects of western Victoria’s 19th century steamship trade and Victorian cultural history, including the testing and manufacturing process associated with steam power. Leeuwin is listed on the Victorian heritage Register as being historically significant ‘as one of only four wrecks of steamships in Victorian waters associated with the western district of Victoria’s coastal steamship trade. Her registered number is VHR S413. A sample of the steel from which the boiler of the "SS Julia Percy" (later named Leeuwin) was made. The piece of steel is a ‘C’ shape with the ends almost meeting. A luggage ticket is tied onto the steel and has an inscription on it. The steel is rusty.Ticket with typed information “Steel of which the Boiler of the “Julia Percy” (Warrnambool Steam Navigation Co) was made. TEST: Made Blood hot or Dark Red then dipped into water and bent cold. A very severe test for quality T.H. Osborne. Below these words is the hand written inscription in black “FM 151 / 9.75” julia percy, leeuwin, steel, boiler, steam ship, metal testing, western steam navigation co., flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, shipwreck-coast, flagstaff-hill-maritime-village, t.h. osborne

Mr John Wilson Gillie was born on the 31st of March 1864. On the 31st of July 1880 he was apprenticed for four years to J.J. Wilson and Sons, Nautical Instrument Makers of Sunderland. Following the apprenticeship he spent six months to a year as an ‘improver’ in Glasgow, and then started a new company ‘Wilson and Gillie’ in North Shields. At this time sail had just given way to steam and wooden ships to steel, and the railways were competing with colliers for the carrying of coal from the North East of England to London and the South. In 1858 only seven out of 44 shipyards on the Tyne were using iron, but by 1862 there were ten, employing around 4,000 men. These changes had a significant effect on nautical instrument manufacturers, as the magnetic compass for a wooden sailing vessel was very simple and required little in the way of compensation. For steel vessels much more was required and this was a period of great development, both in the compass bowl and the binnacle in which it was housed. In 1870 Sir William Thomson (later Lord Kelvin) designed his dry card standard compass, which completely replaced all previous designs. Wilson and Gillie started as agents for the Thomson compass, but later J.W. Gillie, using similar principles, redesigned the compass suspension and patented the ‘UNIT’ standard compass. It became popular with local shipowners and shipbuilders. In 1910 the firm of John Lilley and Son (which had been established in London in 1812), found themselves in financial difficulties and were saved with the help of John Wilson Gillie, who established, on the 8th of August 1911, a new firm of John Lilley and Son Limited. John Lilley and Son had been the sole London agents for Sir William Thomson, a very enviable position during this period, when the Thomson compass led the field. Unfortunately, Mr. Lilley had quarreled with the Glasgow company, who withdrew the agency and established their own branch in London (later to become Kelvin White and Hutton). On November 7th 1913, the firm of John Lilley and Son Limited of London amalgamated with Wilson and Gillie of North Shields, and after this date instruments manufactured by the two companies bore the name John Lilley and Son Limited of London and North Shields. During the 1930s many of the London nautical instrument makers were in difficulties, including John Lilley and Son Limited and Reynolds and Son, Dobbie and Clyde Limited, and Mr. J.W. Gillie arranged an amalgamation between these two companies. The new firm became Lilley and Reynolds Limited. In 1943, with estate duties in mind, the North Shields company was reconstituted and took the name of John Lilley and Gillie Limited, although the shareholders, directors and personnel remained unchanged In the early 1970s Lilley and Gillie developed close links with Observator in Rotterdam, who manufactured one of the first fully reliable transmitting magnetic compass systems. The Observator shareholders, Holland America Line, bought the share capital of John Lilley and Gillie Limited., but retained all the personnel and the directors. Tug Melbourne: The barometer was salvaged from a 496-ton tug that had been built in 1952 and had sunk in Port Philip Bay on the 9th of August 1972 after a collision with the SS Nieuw Holland, in 1973 it had been raised and scraped at this time the barometer was salvaged. The tug had been renamed from the Howard Smith to the “Melbourne” after the Adelaide Steamship Co was taken over by Howard Smith& Co, who were heavily involved in towage, salvage and the stevedoring industries in 1961.The significance is that the item was on a vessel that was evolved in a serious collision in Port Philip Bay in 1972. It is linked with the activities of the Port at that time and helps to form a picture of what the maritime industries that operated from Port Melbourne were like and the activities that stevedore and towage companies underwent.Ship Barometer, in brass caseInscribed "Compensated" , "John Lilley & Gillie Ltd London & North Shields." and "Millibars".flagstaff hill, warrnambool, shipwrecked coast, flagstaff hill maritime museum, maritime museum, shipwreck coast, flagstaff hill maritime village, great ocean road, barometer, ship's barometer, weather instrument, john lilley & gillie ltd, shipwreck artefact, the tigboat melbourne, north shields, howard smith, the melbourne, salvage

This teak wood sample was part of a handrail from the wreck of the barque Otago. The barque Otago 1869-1931 - The iron-hulled 3-masted barque Otago was built in Glasgow by Alexander Stephen & Sons Ltd, Kelvinhaugh, as a merchant ship and launched in 1869. The vessel changed hands several times in the late 19th century after being sold to an Australian firm in 1871. During one of its voyages, the captain died while the ship was in port at Bangkok. Marine author Joseph Conrad was on board and, being a qualified captain, he took command and continued the journey to Sydney and Mauritius. It was the only ship he ever commanded. In 1903, the Melbourne shipping company Huddart, Parko & Co., purchased the Otago and converted it to serve as a coal hulk for use in Sydney. The Otago was later sent to Hobart, Tasmania, where it continued as a hulk until 1931. It was sold for scrap and eventually abandoned on the banks of the Derwent River at a place now known as Otago Bay, opposite Conrad Drive, Otago. The outline of the hull is still visible, and a nearby plaque tells the story. There are other vessels also named Otago, one of which was built in the same year. Joseph Conrad (1857-1927): - Polish-born Joseph Conrad became a British subject in 1886. He was a renowned marine fiction writer and, for a short time, a mariner and Captain. As a 13-year-old boy, Joseph Conrad desired to be a sailor. At 19, he joined the British merchant marine, working in several roles. He eventually qualified as a captain but only served in this role once: from 1888 to 1889, when he commanded the barque Otago, taking over from the deceased captain and completing the ship’s journey from Sydney to Mauritius. In 1889, he began writing his first novel, Almayer’s Folly. He retired from life as a mariner in 1894, aged 36. Conrad’s affection for Australia and his visits to Australia from 1878 to 1982 were later commemorated by a plaque in Circular Quay, Sydney. Conrad continued as an author; some characters in his books were said to be inspired by his maritime experiences and the people he had met. By the end of his life, he had completed 19 novels, stories, and essays, plus one incomplete novel, Suspense, which was finished and published posthumously. In 1924, Prime Minister Ramsay MacDonald offered Conrad a knighthood for his work, but he declined. There is an 1882 sailing ship named the Joseph Conrad, after the author, that is now preserved at the Mystic Seaport Maritime Museum in the USA as part of the fleet of historic ships, used as an exhibit and a training ship. The Danish square-rigged training ship was originally named Georg Stage but was renamed by marine author Alan Villiers when he bought it in 1934. The wood sample from the Otago is significant for its association with renowned marine author Joseph Conrad, who had once commanded the vessel; it was his only command as Captain and was known as Joseph Conrad's Otago. The maritime connection with Conrad extends to items in the collection, including some of his maritime novels based on his first-hand knowledge, a wooden ship model of a ship named after him, and a navigation chart of Otago Harbour. The sample of teak is significant as an example of materials used in the construction of the 1869 iron-hulled sailing ship, built in Glasgow, Scotland, specifically for use to sail across the world with cargo to trade between the colonies including Australian ports. Wood sample; a rectangular section of a teak wood handrail that has a bead planed along one side. Two cards with the sample have inscriptions, one handwritten and one typed. The sample is from the wreck of the barque Otago, once under the command of Captain Joseph Conrad. Handwritten on a card, and typed on another card: "PART OF TEAK HANDRAIL / from / Joseph CONRAD'S ship / OTAGO / (HULK at RISDON, DERWENT River, TASMANIA)flagstaff hill, flagstaff hill maritime museum and village, warrnambool, maritime museum, maritime village, great ocean road, shipwreck coast, joseph conrad, joseph conrad's ship, captain joseph conrad, otago, barque otago, merchant ship, cargo ship, hulk, 1869 ship, iron hull, sailing ship, handrail, fitting, souvenir, wood sample, teak, new zealand, sydney, newcastle, tasmania, hobart, derwent river, otago harbour, otago bay, conrad drive, 19th century, mauritius, marine author, marine novel, alex villiers, georg stage

The Port of Warrnambool - In the early years the Port of Warrnambool was a busy port. Steamships and sailing ships were frequent visitors to the port. Steam navigation companies were plentiful, carrying passengers and freighting cargo such as coal, timber, food, livestock, furniture, hardware and haberdashery between Melbourne and the ports along the southwest coast of Victoria, including Warrnambool. The carts would take their loads into the township for distribution. The Breakwater was built (using 32 ton blocks of concrete) between 1874 and 1890 to provide ships with greater protection from the Southern Ocean. The Lifeboat and Rocket House - The coastline of South West Victoria has had over 600 shipwrecks and many lost lives; even in Warrnambool’s Lady Bay there were around 16 known shipwrecks between 1850 and 1905, with eight lives lost. In 1859 the first Government-built lifeboat arrived at Warrnambool Harbour and a shed was soon built to house it, followed in 1864 by a rocket house to safely store the Rocket Rescue equipment. In 1878 the buildings were moved to the Breakwater area, and in 1910 the new Lifeboat Warrnambool arrived with its ‘self-righting’ design. For almost one hundred years the lifeboat and rocket crews, mostly local volunteers, trained regularly to maintain and improve their skills, summoned when needed by alarms, gunshots, ringing bells and foghorns. Some became local heroes but all served an important role. By the end of the 1950s the lifeboat and rescue equipment had become obsolete. Joseph Jordan - Joseph Jordan was born in 1841 in Leicester England. When he was 16 he joined the 7th Queen's Own Hussars and was sent to India at the outbreak of the mutiny. He took part in the relief of Lucknow and remained in India for eleven years. It was during this time, he became interested in photography. He was posted to New Zealand and later came to Victoria, becoming a sergeant major of the Mounted Rifles. In the mid 1880s he came to the Western district where he was responsible for establishing units of the Mounted Rifles in various country towns such as Dunkeld, Mortlake, Panmure, Bushfield, Koroit etc. He resigned from the army in 1889 and set up a professional photography studio in Liebig Street, Warrnambool. He became very well known in the Western District for family photographs, official photographs of local councillors and groups as well as views of local scenery. In 1891 he photographed the wrecked barque "Fiji" at "Wrecks Beach" near Princetown. His business was taken over by his son Arthur around 1917. Joseph was a keen rifle shot and in 1924 he donated the "Jordan Shield" as a prize to the Victorian Rifle Association. He was made a "Life Honorary Member" of the Warrnambool Returned Soldiers League and in 1933 he was recognised as being the oldest living soldier in Victoria. Joseph died in 1935 aged 95. Valentine Publishing Company Pty. Ltd. Valentine and Sons was a printing and photography business based in Dundee, Scotland and Canada. In the early 1900's, at the height of the postcard craze, they published large numbers of postcards in the U.K., Canada, U.S., Australia and South Africa. Valentine postcards have a 6 digit serial number on the view side with the initials "J. V." in a circle adjacent to the number. The 300,000's related to views of Australia. From around 1900 (or earlier) the firm bought many images for their postcards from local and national photographers who sold publishing rights to Valentines.This postcard is significant for its association with the Port of Warrnambool and the Warrnambool Breakwater as it shows a point in time when shipping activities were an important part of Warrnambool's commerce and social development. It is also a record of the Warrnambool Lifeboat and Rocket house which was important in aiding ordinary citizens, harbour employees and the volunteer boat and rescue crew in saving the lives of sailors and passengers due to the high number of shipwrecks that occurred along the coastline. Joseph Jordan is a significant figure in Warrnambool history as he helped to establish early units of the Mounted Rifles (G Company) in local towns during the late 1880's and later, photographed local scenes, groups and citizens of early Warrnambool. It is also a culturally significant example of the type of postcards that were very popular in the early part of the 20th century.Photograph of breakwater from beachFront of card - Breakwater, Warrnambool / 300,025 J.V [in a circle] Back of card - POSTCARD / VALENTINE'S SERIES / - This space may be used for communication / The address only to be written here - Miss Alice Griffen / Howard St / Warrnambool - How are you enjoying your holiday we are grand. / from / Dodo, Dodo, Dodo with love - Leura? / Marjory Craig? / BL006 / R99A / REG NO 2169flagstaff hill, warrnambool, shipwrecked-coast, flagstaff-hill, flagstaff-hill-maritime-museum, maritime-museum, photograph, warrnambool breakwater, breakwater, shipwreck-coast, flagstaff-hill-maritime-village, warrnambool harbour, postcard, joseph jordan, valentine and sons, valentine publishing company, lady bay, life boat house, rocket house, steam ship, barque, jordan photography

This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Foreword - Commodore Dacre H. D. Smyth, R.A.N. - 7 Editorial - Pondering on Polly - 9 Progress Of The "Polly Woodside" - J. F. Yuncken - 13 Nearly Another "Birkenhead" - E. J. Batten - 21 Pawn Of The Storm - N. S. Smith - 27 The "Golden Plover" - I. L. Barton - 35 The "Brier Holme" - Ross Osmond - 43 The "Joseph H. Scammell" - A. D. Long - 47 A Western Port Boatman - Arthur Woodley - 51 Apology To A Freighter - C. E. Bonwick - 52 When Ships Burned Coal -- The 'Black Gang' - E. Carpenter - 53 From The Galley -- Fried Chicken - R.G.E. - 57 Just a Bit Outside The Law - Captain C. Meyer - 59 More Of Pearling Off The ARU Islands - Capt. W. J. Cowling - 63 A Medal Well Earned - L. A. Marchant - 70 The Tale Of The "Komet" - Harrow Morgan - 72 A Passage From England To Australia in the "Gauntlet" - Sven Tvermoes - 79 A Tug Of The Past - H. R. Watson - 94 Commodore Beal To The Rescue - Capt. F. K. Klebingat - 98 The Peacock From The Sea - J. M. MacKenzie - 106 The Man From Timbuctoo - L. de Neumann - 110 H.M.A.S. "Tingira" - D. C. Ricketts - 112 Inverneill At Iquiqui 1912 - Major M. H. O. Forbes - 116 The "Bear" - S. A. E. Strom - 121 Book Reviews - - 125 Glossary - - 128 More After Thoughts - W. F. Cook - 129sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch, polly woodside

This journal provides the reader with glimpses of the adventures and hardships of a seaman's life. Many of the stories are of sailing ships.Contributes to our knowledge of the importance of shipping and places on record those stories of the sea which would otherwise be lost.Contents Joyce Lambert Memorial - - 4 Editorial - Tol. E. Goldfinch- 5 Foreword - Capt. Peter Richardson - 7 The Challenge of Change - Late Joyce M.B. Lambert - 8 Tall Ships Australia. 1988. - - 21 Why Do We Love Ships? - Pamela Eriksson - 23 Iron Pacific -- Australia's Flagship - - 26 Square Rigger -- Chip Barge - W.P. Shemmeld - 33 Diary of a Ship's Surgeon Part 1 -- Outward Bound - H.M. Lightroller M.R.C.S. -37 My Coal Burning Warship - Rev. H.W. Coffey, MBE. MA. - 49 Sage of H.M.A.V. Bounty -- New Zealand to Tahiti 1984 - Tony Crowder - 55 The Heldia Song - K. Shewan-58 The Everchanging Inside Passage -- British Columbia - B.D. Weston - 61 Longitude -- Zero - S.J.Buckland - 66 The Lost Anchor - - 73 Origin of the Sea Shanty - P.R. Swensen - 78 Port of London Recollections - - 80 Redoubtable Capt. Schutt - Late Captain F. Klebingat - 82 Capt. Frederick Klebingat Remembered - - 84 Grounding of M.V. Kanimbla - F.B. Finch - 86 "Through the Hawsepipe" - Late Capt. H.R. Watson - 91 Caribbean Capsize - Lloyd Barber - 95 Dogwatch Miscellany - - 102 Shipping Advertisements - - 105 Future Beacons - K. Shewan - 107 Williamstown -- The Destination of Many Early Arrivals - 109 Book Reviews - - 113sailing ships, steamships, shipping, seafaring life, shiplovers' society of victoria, dog watch, p.r.swensen, sea shanty

Relates to management by engine room firemen of Ash and soot and clinker in the engine room of a steam ship. Hoists were used to discharge accumulated ash at the end of shifts. Mariner Duncan had a particular regard for the Mission to Seafarers. This plate for display on a commissioned new table at the MTSV chapel acknowledges his bequest and the material donated. Collectively the G W Duncan material includes: photographs, professional data memorabilia and written and commercially printed resources. The memorabilia relates to his career at sea and in particular the role of an engineer, including a handwritten manual of notes and references relating to the mechanical and engineering aspects and areas of responsibility for maintenance. Pale blue soft cover commercially printed manual or handbook relating to patents for Crompton Atmospheric Silent Ash Hoists. Features small diagram of figure pulling on a chain and view of ship silhouette on horizon seen through a porthole.see attached imageship engines, ship maintenance, ash hoists, coal, clinker, george winfield duncan (1922-2017), ship engineer, s.s. athenic

Found in the G. W. Duncan collection donated to the Mission to Seafarers in 2017 see also comments on manufacturing history. This particular company was associated with the use of asbestos.Mariner Duncan had a particular regard for the Mission to Seafarers. A plate for display on a commissioned new table at the MTSV chapel acknowledges his bequest and the material donated. Collectively the G W Duncan material includes: photographs, professional data memorabilia and written and commercially printed resources. The memorabilia relates to his career at sea and in particular the role of an engineer, including a handwritten manual of notes and references relating to the mechanical and engineering aspects and areas of responsibility for maintenance. White cover multipage commercially printed promotional brochure or booklet with ochre line graphic and black printing on white ground. Features small logo integrated with lettering between Jointless and Firebrick. There is a typed name and address of recipient / owner in lower left corner.Typed address: G.W. Duncan esq / Fifth Mechanical Engineer / ...Docks / Liverpoolplibrico, firebricks, coal fired engines, george winfield duncan (1922-2017), ship engineer, s.s. athenic, liverpool

The Elverland, a New Zealand barque, was in Victoria in August 1906. It was wrecked in January 1907 near the Three Kings Islands (Manawatāwhi) on its way to Auckland from Newcastle with a cargo of coal. Captain Savory and his men were saved.Small monochrome photograph with thin white border depicting a group of 4 men on board a shipWritten in pencil on verso "12"reverend a. gurney-goldsmith, crew, ship visit, elverland, barque, captain savory, three kings, new zealand