Embed Size (px)
Citation preview
Archaeology of the Iron Barque Sepia—An Investigation of Cargo Assemblages
MA Thesis
Corioli Souter Centre for Archaeology
University of Western Australia, August 2007
�
Contents
ACKNOWLEDGEMENTS.....................................................................................v
ABSTRACT............................................................................................................v�
GLOSSARY...........................................................................................................v��
EXPLANATORY.CHRONOLOGY.....................................................................x�v
CHAPTER.1:.Introduct�on......................................................................................2
CHAPTER 2: Sources and Methods for Defining Cargoes...................................19
CHAPTER 3: Shipping to Western Australia, 1890–1900....................................36
CHAPTER 4: Documenting Trade—Interpreting Primary Customs and Shipping Documentat�on....................................................................65
CHAPTER 5: Investigation of the Sepia...............................................................83
CHAPTER 6: For the Swan River—Cargo Analyses.......................................... 116
CHAPTER 7: Imperial Tastes..............................................................................165
CHAPTER.8: Conclusions..................................................................................179
REFERENCES....................................................................................................185
APPENDIX 1: Primary Sources Database..........................................................207
APPENDIX 2: Shipwreck Artefact Catalogue....................................................230
APPENDIX 3: Long Jetty Artefact Catalogue.....................................................281
APPENDIX 4: Register of Shipping Arrivals: Port of Fremantle 1890–1899....344
APPENDIX.5:.Sepia Cargo Manifest, 20 October 1890.....................................377
��
List of Figures
Figure 1: Map of approaches to the Swan River and site locations (R.A.N. Hydrographic Office AUS112 and AUS117)........................................1
Figure 2: Carlisle Castle salvaged donations (Photos: P. Baker, WAM)..............19
Figure 3: Long Jetty (PWD WA5832) c.1899 by C.Y. O’Connor and modern aerial view of site (WA Department of Land Information).................34
Figure 4: 1890 Graph of Sepia cargo manifest categories....................................73
Figure 5: George Whybrow trade card c. 1880 (Dickson Collection)..................79
Figure 6: Wreck of the barque Sepia (Photo: West Australian 31/12/1898).........84
Figure 7: Plan view of midship section deck frames (Photo C. Souter)...............90
Figure 8: Geomorphologic components of study area enhanced in a satellite-born ASTER-bands 321 image (NASA Earth Observing System).............92
Figure 9: Modern aerial of Sepia and Carnac Is. (WA Department of Land Information) with 1858 chart overlay (J.S. Roe, Royal Navy Surveyor)...........................................................................................101
Figure 10: Wave and storm event plot 2002 (WA Department of Planning & Infrastructure)...................................................................................102
Figure 11: Plate glass stowage (Bridger & Watts 1930:20)................................103
Figure 12: Europa site plan March 2003 (A. Boyd, C. Souter, A. King & D. Alexander).........................................................................................105
Figure 13: Transverse framing system (Thearle 1902:Plate II)..........................107
Figure 14: Sepia construction and excavation plan............................................108
Figure 15: Excavation area pre-disturbance indicating broken lower deck superstructure (Photo: C. Souter)......................................................109
Figure 16: In situ beer cases and dunnage boards revealed during excavation
���
(Photo: C. Souter)............................................................................. 112
Figure 17: a) Barrel stowage on Sepia (Photo: C. Souter)
b) Schematic of barrel stowage (Bridger &Watts 1930:25).............. 113
Figure 18: Origin of objects in Sepia collection (WAM and Private)................. 118
Figure 19: Betts Maker London, Trade Mark Capsule (Photo: J. Carpenter).....132
Figure 20: Robert Porter & Co. Trademark on label (Dickson Collection) and tin- coated lead seal (Photo: J. Carpenter, WAM)...................................137
Figure 21: Batey and Co. advertisement (PRO Copy 1/121, Folio 354)............138
Figure 22: Read Bros. Ltd advertisement (PRO Copy 1/212, Folio 235)...........138
Figure 23: Illustrations from Dan Rylands 1889 catalogue featuring the ‘Valve’, ‘Reliance’, ‘Acme’ and ‘Codd’ patents (Fletcher 1976:47)..............149
Figure 24: ‘Ruby’ bowls manufactured by Thomas Webb & Sons c. 1900 (Manley 1981:23)............................................................................................154
Figure 25: Advertisement for John Walsh, Walsh, Soho and Vesta Glassworks in The.Pottery Gazette June, 1883 (Morris 1978:228).........................155
Figure 26: Graph of cargo types from iron barque research collection..............182
�v
List of Tables
Table 1: Voyages of Sepia—Extract from Register of Shipping Arrivals and Departures at the Port of Fremantle 1881–1900......................................................3
Table 2: Wrecks in Western Australia 1890–1899.................................................29
Table 3: Domestic Industry and Imports for Western Australia 1900 (Theil 1902)... .................................................................................................................................41
Table 4: WASA Statistics of Vessels loaded in conjunction with London Brokers until 1892 (WASA Directors Report, Annual General Meeting 25/10/1892)........55
Table 5: Challenger Passage Hydrographic Data ................................................100
Table 6: Brewer and Bottle Manufacturers..........................................................133
Table 7: Long Jetty Soft Drink Companies (compiled from Spiller 2003:47; Garratt & McCarthy 1994)...................................................................................149
Table 8: Sole Agency Products of Tolley & Co. c.1900. (Theil 1902:509, WAD 1892:80 [advertisement]).....................................................................................161
v
ACKNOWLEDGEMENTS
I wish to thank my supervisor, colleague and friend, Dr Alistair Paterson for
his guidance and help to find a balance between my work commitments and the
requirements of a research degree. Together, we finally saw this thesis to fruition.
I am very much indebted to my colleagues in the Department of Maritime
Archaeology, Western Australian Museum who provided valuable advice and
support, in particular Jeremy Green and Dr Michael McCarthy. I wish to thank
maritime historian Rod Dickson and Michael Cullity for kindly allowing me access
to their collections of shipping documentation. I am grateful for the assistance of
Stuart Barr and Bill Andrew, coastal engineers from the WA Department of Planning
and Infrastructure, Maritime Division, and their de-mystification of the scientific
principles of sedimentation. The fieldwork was completed with the assistance of
the Maritime Archaeology Association of Western Australia (MAAWA). I have also
utilised data from previous surveys and historical research undertaken by MAAWA
members, in particular, Col Cochram, Mike Murphy and Chris Buhagiar. Thank
you to Dr Ken McPherson, Dr Peter Veth, Dr Martin Gibbs, and Samantha Bolton
for their ideas and editorial assistance at different stages of the project. I wish to
acknowledge the personal communications I have had with John Riley in regards
to iron shipwreck identification; Cass Phillipou for data in relation to amnesty
collections; Jon Carpenter for sharing his knowledge of the Long Jetty bottle
collection and Dennis Stubberfield of the Underwater Explorers Club for his insights
regarding the activities of the recreational diving in Western Australia. I would like
to also acknowledge the STS Leeuwin.Foundat�on.and.the.tremendous.network.of.
supporters who have helped me understand the fundamentals of nineteenth century
sailing vessels. My understanding and interpretation of a shipwreck as it lies on
the sea-bed has been enormously enhanced through the experience of sailing one.
Finally, I would like to thank my partner, Amit Eliyahu for his love, support and
pat�ence.
v�
ABSTRACT
The Western Australian Museum houses a large collection of artefacts from late
nineteenth century iron sailing vessels, wrecked en route from Britain. The bulk of
this collection comprises cargo objects, destined for sale in the Swan River colony.
The protection afforded artefacts, due to the integrity of these shipwrecks, presents
new research opportunites for identifying particular classes of commodities which
were considered either necessary or desirable for colonial consumers.
This thesis examines the notion of material consumption as reflected in shipwreck
assemblages in Western Australia for the later nineteenth century, prior to Federation.
The research is concerned with the notion of cultural continuity from Britain through
specific product selection, as demonstrated by the archaeological assemblages of
iron barques importing general merchandise into the colony. Focusing on the Sepia
(1898), the objectives include an appraisal of shipwreck cargo artefacts and their
applicability to questions relating to consumer behaviour.
While the primary objective of this study is on the identification of cargo assemblages,
it presents an opportunity to study taphonomic processes and provide a method of
relating the vessel to its cargo contents in order to answer broader questions about
shipping practices, with a particular focus on stowage. This research also critiques
shipwreck collections comprised of selectively recovered, unprovenanced artefacts
and suggests appropriate methods for using such material.
v��
GLOSSARY
ACT OF GOD: An extraordinary force of nature (such as a severe flood or earthquake)
that experience, prescience or care cannot reasonably foresee or prevent.
AGENT: (1) Abbreviation for ‘Freight Agent’.
(2) A person, association or corporation authorised to publish and file rates and
provisions for a carrier’s account in tariffs published in the agent’s name.
(3) One that acts for, or in the place of, another by authority from him, for
example, a (business) representative, emissary, or official of a government.
AMIDSHIPS: In midships or the middle of the ship either with regard to the length
or breadth; the frame which has the greatest breadth and capacity in the ship
is called the midship bend or midship section.
ATHWARTSHIPS: Lying along the ship’s width, at right angles to the vessel’s
centreline.
BALLAST: When a ship is not loaded with cargo it is necessary to load it with
stabilizing material to maintain optimum buoyancy. In the case of the Sepia
concrete blocks were used.
BARQUE (Also Bark): A sailing ship with three to five masts, all of them square-
rigged except the after mast, which is fore-and-aft rigged.
BARREL: Ale keg measurement of 36 gallons or 163.6 litres.
BILGE: The curved part of a ship’s floor which connects with the perpendicular
part of a ship’s side.
BILGE PUMPS: Small pumps used for drawing off any water which may lodge in
the bilges of the ship which does not reach the foot of the main pumps. These
are located in the middle of the vessel.
BILL OF LADING: A document of title to the goods being carried on the ship,
which acts as a receipt of cargo and contains the terms of the contract of
carriage.
BONDED WAREHOUSE: An area of security approved by custom authorities for
the safekeeping or deposit of goods liable for excise duty but not yet subject
to that duty.
BULKHEAD: A name given to any vertical partition which separates different
v���
compartments.or.spaces.from.one.another.
BULWARK: The part of a ship’s side that extends above the main deck to protect
it against heavy weather.
BUTT: Cask or barrel 108-140 imperial gallons. Measure of capacity equivalent to
477 litres, 2 hogsheads, 108 gallons ale or 126 gallons wine.
CARGO PLAN: A plan giving the quantities and description of the various cargoes
carried in the ship’s hold, after the loading is completed.
CEILING: The inside planking or plating in the hold of a merchant vessel, laid across
the floors and carried up the sides of the holds to the level of the beams.
CHARTER PARTY: A contractual agreement between a ship owner and a cargo
owner, usually arranged by a broker, whereby a ship is chartered (hired) either
for one voyage or a period of time.
C.I.F. (Cost, Insurance and Freight): Export term in which the price quoted by the
exporter includes the costs of ocean transportation to the port of destination
and insurance coverage.
CLIPPER: A sharp-bowed sailing vessel of the mid-19th century built for great
speed.
COASTWISE: Domestic shipping routes along a single coast.
CONFERENCE: The organisation through which several shipping lines administer
their agreements in order to fix passenger and/or freight rates, sailings and
other matters of mutual interest relating to particular routes. Also referred to
as a shipping ring.
CONSIGNEE: The person to whom cargo is consigned as stated on the bills of
lading.
CONSIGNOR: The person named in the bill of lading as the one from whom the
goods have been received for shipment.
CROSS BRACING: Iron or steel straps fastened diagonally across a ship’s frames
to make a rigid framework.
DEADWEIGHT: A common measure of ship carrying capacity, equalling the number
of tons of cargo and stores that the ship can transport. It is the difference
between the number of tons of water a vessel displaces ‘light’ and the number
of tons it displaces when submerged to the ‘deep load line’. A ship’s cargo
�x
capacity is less than its total deadweight tonnage. The difference in weight
between a vessel when it is fully loaded and when it is empty (in general
transportation terms, the net) is measured by the water it displaces. This is
the most common, and useful, measurement for shipping as it measures cargo
capacity and is usually used when referring to liquid and dry bulk ships.
DEMURRAGE: A fee levied by the shipping company upon the port or supplier
for not loading or unloading the vessel by a specified date agreed upon by
contract..
DEPRESSION: This is an area of deep water lying between the mainland ridge of
metropolitan Perth and the offshore island and reef chains which marks a low
area in the Pleistocene surface. Depressions are covered with a thin veneer
of basin muds and sheet sediments and may be bordered and spanned by
Holocene bank sediments.
DRAUGHT (DRAFT): The depth of a ship in the water. The vertical distance
between the waterline and the keel.
DUNNAGE: A quantity of loose wood laid in the bottom of a ship either to raise
heavy goods which might make the vessel too stiff, or to keep cargo sufficiently
above the bottom to prevent its being damaged by water. It also protects
items from moving while at sea and from damaging each other. Sometimes
it consists of loose articles of merchandise, permitted to be shipped for the
convenience of stowing, securing and filling up cargo.
EOLIANITE: A consolidated sedimentary rock consisting of clastic material
deposited by the wind; for example, dune sand cemented below ground-water
level by calcite.
F.O.B. (Free on Board): Export term in which the price quoted by the exporter does
not include the costs of ocean transportation, but does include loading on
board the vessel.
FIRKIN: Ale keg measurement of 9 gallons or 40.9 litres.
FLOOR: The bottom of a ship on each side of the keel extending to the turn of the
bilge.
FOREMAST: The mast before the main mast.
FRAMES: The transverse strengthening members in a ship’s hull that extend from
x
the keel to the deck or gunwale.
FREIGHT RATE: The charge made for the transportation of freight.
GDP (Gross Domestic Product): The total value of goods and services produced by
a nation over a given period, usually 1 year.
GENERAL CARGO: A non-bulk cargo composed of miscellaneous goods.
GROSS REGISTERED TONS: The overall volume of a ship’s hull, including crew
cabins, storerooms and machinery spaces. A ton equals 100 cubic metres. The
calculation of tonnage is complex, and a major revision in tonnage calculation
laws occurred in 1864. The term “old measurement” reflects measurements
before this change.
HEEL: For a ship to incline or be inclined to one side.
HOLD: The interior cavity of a ship or all that part inside between the floor and
lower deck, throughout the whole length prepared for the reception of cargo.
In chartering for freight, the hold extends from the steerage bulkhead to the
forecastle bulkhead.
HOGSHEAD: Cask measurement for liquor of varying capacity approximately 52.5
imperial gallons (63 US gallons) or 238 litres; Beer/wine liquid measurement
54 imperial gallons or 245.5 litres and other commodities approximately 100-
140 gallons .
KEELSON: A fore-and aft- centre line girder for longitudinal strength extending
from stem to sternpost, located either above or between the floor plates
KILDERKIN: Ale keg measurement of 18 gallons or 81.8 litres.
LIEN: Retention of property until outstanding debt is paid.
LIGHTER: General name for a broad, flat-bottomed boat used in transporting cargo
between a vessel and the shore. The distinction between a lighter and a barge
is more in the manner of use than in equipment. The term ‘lighter’ refers to a
short haul, generally in connection with loading and unloading operations of
vessels in harbour, while the term ‘barge’ is more often used when the cargo
is being carried to its destination over a long distance.
LIGHTERAGE: Charge for conveying cargo by lighters or barges.
LINER SERVICE: Vessels operating on fixed itineraries or regular schedules and
established rates available to all shippers. The freight rates which are charged
x�
are based on the shipping company’s tariff or if the company is a member of
a liner conference, the tariff of that conference.
LLOYD’S REGISTER OF SHIPPING: British ship classification society which
undertakes to arrange inspections and advise on the hull and machinery of a
ship. A private organization that supervises vessels during their construction
and afterward, in respect to their seaworthiness, and the placing of vessels in
grades or classes according to the society’s rules for each particular type. It is
not compulsory by law that a shipowner have his vessel built according to the
rules of any classification society; but in practice, the difficulty in securing
satisfactory insurance rates for an unclassed vessel makes it a commercial
obligation.
MANIFEST: A document containing a full list of the ship’s cargo, extracted from
the Bills of Lading.
MIZZEN: The after most mast of a full-rigged ship, barque, barquentine and three-
masted.schooner.
NET TONNAGE: Equals gross tonnage minus deductions for space occupied by
crew accommodations, machinery, navigation equipment and bunkers. It
represents space available for cargo (and passengers).
OCTAVE: Small wine cask containing one eighth part of a pipe or 13.5 gallons.
PILOT JACK: A small flag consisting usually of the union of the ensign surrounded
by a white rectangular border. It is displayed at the fore truck (top of foremast)
when in need of a pilot.
PIPE: A large cask measurement equivalent to one half ton, 2 hogsheads or 4 barrels
usually containing 105 imperial gallons or 447 litres (same as butt).
POOLING: The sharing of cargo or the profit or loss from freight by member lines
of a liner conference. Pooling arrangements do not exist in all conferences.
PRIMAGE: A charge paid by shippers to ship agents for services provided by the
agent, generally for loading activities conducted by port stevedores. It is not
an actual contractual term so the obligation to pay does not depend on its
inclusion in the Bill of Lading.
PUNCHEON: Ale keg measurement of 108 gallons or 491 litres.
SHIP’S AGENT: A person or firm who transact all the ship’s business in a port on
x��
behalf of shipowners or charterers.
SHIPPER: Individuals or businesses who tender goods or cargo for transportation,
usually the cargo owners or their representatives and not to be confused with
the party issuing the bills of lading or the ship’s operator who is the carrier.
SHROUDS: Heavy hemp wire ropes from the mastheads to the side of the ship to
support the masts. Small ropes (ratlins) are made fast crosswise to serve as
ladders for the crew to get aloft and handle the sails.
SMITHWORK: Iron work on deck and rigging including iron bands to be fitted
around the lower masts fitted for belaying pins, and eyes for topsail sheets;
patent trusses to yards, boat davits, strong backs and awning stanchions.
STANCHIONS: An upright wooden or metal post on a ship; supports the ship’s
bulwarks, railing or deck.
STAY: A strong rope, generally of wire, forming part of the standing rigging, used
as a support for spars and more especially masts. Stays lead from the head of
a.mast.down.to.another.mast.or.down.to.the.deck.
STEVEDORE: Labourer employed in ship cargo handling, also known as
Longshoreman.
STOWAGE: The placing of goods in a ship in such a way as to ensure the safety
and stability of the ship not only on a sea or ocean passage but also in between
ports when parts of the cargo have been loaded or discharged.
STOWAGE FACTOR: Cubic space occupied by one ton (2240 lbs or 1000 kgs of
cargo).
STRINGERS: Pieces of iron running fore and aft the whole length of the ship
generally. They are fastened to the sides and the beams bolted to them.
TIE PLATES: Used in iron ship construction, they serve to connect the beams, and
thus relieve the deck fastenings of the strain brought upon them when the ship
is working.
TOMBOLO: A tombolo is a deposition landform such as a spit or bar which forms
an isthmus between an island or offshore rock and a mainland shore, or
between two islands or offshore rocks. They usually form because the island
causes wave refraction, depositing sand and shingle carried in suspension
where the waves meet. Long shore drift may also contribute material, or even
x���
be the principal contributor of material.
TOPMAST: The spar next above the lower mast and below the topgallant mast on
a square-rigged ship. In fore-and-aft-rigged vessels, the upper and smaller
spar.
TRAMP SERVICE: Vessels operating without a fixed itinerary or schedule or
charter.contract.
TRIPLE-EXPANSION STEAM ENGINE: An engine with three steam cylinders
of different diameters. Steam passes from a small-diameter high-pressure
cylinder to an intermediate cylinder to a large-diameter low-pressure cylinder.
These cylinders power the pistons that drive the engine.
’TWEEN DECK: The deck between the main deck and the hold. Used for small
cargo or passengers.
WINCH: A machine that has a drum on which to coil a rope, cable or chain for
hauling, pulling or hoisting.
WINDLASS: A special form of winch used to hoist anchors, house them safely, and
warp the ship when in harbour.
x�v
EXPLANATORY CHRONOLOGY
This list provides an overview of historical events relevant to this thesis from
1881 until 1901. The events listed include significant historical events for Western
Australia; developments in shipping and communication; and legislative changes
and Government granted licence agreements likely to influence trade in the period.
All legislation referred to was passed by the Western Australian colonial government
unless otherwise specified.
1829
Establishment of British colony at Swan River, Western Australia.
1881
Development of Aberdeen Triple expansion engine.
Trinder, Anderson and Company, with offices in London, begin a shipping service
from Great Britain to Fremantle.
Port of Perth appointed as a Warehousing Port under the Customs Ordinance,1860.
1882
Gold discovered near Cossack, North-west, Western Australia.
The.Tariff Act, 1882.assented.to..Customs Ordinance 1882.amended.
The Private Bonded Warehouses Act, 1883.assented.to.
1883
Broome and Derby were declared townships.
SS.Glenochil of 1581 tons arrives in Fremantle.
1884
Gold discovered in East Kimberley, Western Australia.
The.SS.Natal of 528 tons began a regular service between Fremantle and Singapore
which continued until 1887.
The Customs Ordinance Act. 1884.assented.to.
1885
The Customs Act of 1885.assented.to.
1886
The Kimberley Goldfield proclaimed.
Western Australian Steam Navigation Company began a regular service from Perth
xv
via the Kimberley to Singapore.
The Governor granted a private Bond Warehouse license to A.E. Tolley & Co. of
Fremantle.
1887
Gold discovered at Yilgarn, Western Australia.
The.Wreck Act 1887 passed appointing the Collector of Customs as the Receiver of
Wreck ( The Statutes of Western Australia, Battye Library).
Private Bond Warehouse licence granted to George Shenton of Fremantle.
Private Bond Warehouse Licence granted to Mr B.C. Wood on behalf of T & H
Carter & Co.
1888
Yilgarn Goldfield established at Southern Cross, Western Australia.
The Western Australian Land Company builds a jetty at Albany .
The. Tariff Act. 1888 passed. Alexander Forrest, the leader of the few who
acknowledged themselves as ‘protectionists’, succeeded in increasing the duties on
livestock in order to protect the local growers. The new tariff was an admission that
the future policy of the Colony must be one of protection (Battye 1978:340).
Private Bond Warehouse License granted to E. Solomon and J. McCleery of
Fremantle.
Private Bond Warehouse License granted to Symon, Hammond & Hubble of
Fremantle.
Private Bond Warehouse License granted to James G. Wilson & Co. of Fremantle.
1889
The Great Southern Railway established between Albany and Beverley.
Railway from Fremantle to Albany completed.
1890
Imperial Act conferring Responsible Government passed.
Proclamation of Constitution.
First Legislative Assembly under Responsible Government elected.
Ashburton and Murchison Gold fields proclaimed.
Private Bond Warehouse License granted to Dixon & Sons of Fremantle.
Private Bond Warehouse License granted to Dalgety & Co. of Perth.
xv�
Private Bond Warehouse License granted to George Roby Woods, Watson & Co.
of Fremantle.
Private Bond Warehouse License granted to W.D. Moore & Co. of Fremantle.
1891
Fremantle Long Jetty extended 918 ft. The jetty could then berth eight vessels, the
deepest berths being 22 ft.
Gazette No. 3. Governor placed the Treasury, Customs, Posts and Telegraphs,
Government Stores, Revenue Service and London Agency under the Colonial
Treasurer.
The.Tobacco (Unmanufactured) Duty Act, 1891.passed..
Gazette notified that the control of the Fremantle Jetties had been handed over to
the railway Department.
Gazette No. 30 notified Merchants and Importers that on the 1 July 1891 all Customs
entries must show on the face the origin of the good.
1892
Construction of Fremantle Harbour commences.
Coolgardie Goldfield discovered. Value of gold produced in the State exceeds
£200,000.
The.Customs Coordination Act, 1892 passed. This new act repealed several previous
acts and consolidated Customs Laws into a single Act.
1893
Hannan’s (Kalgoorlie) Goldfield, Western Australia discovered.
South Western Railway completed from Pinjarra to Bunbury.
The.Tariff Act, 1893 passed. This act favoured local producers by raising the cost of
many imported finished goods by 2.5% to 7.5%, whilst maintaining the duty at one
level on a wide range of producers. The higher food duties had a negative impact
on the gold-mining population.
London Shipping Exchange opened.
1894
Menzies Gold field discovered. The value of gold produced exceeded £1,000,000.
British Merchant Shipping Act 1894 (UK legislation) passed, consolidating former
Acts.
xv��
1895
The.SS.Arabella began a regular service along the north-west coast and to Great
Br�ta�n.
The Ocean Steamship Company and West Australian Steam navigation Company
register the SS Saladin.and.SS.Sultan in Fremantle.
A fire destroyed the Fremantle Customs Goods Shed resulting in loss of merchandise
worth £75000.
1896
Final extension of 457 ft to Long Jetty to cope with increased traffic.
The Eastern Railway reached Kalgoorlie.
1897
May 4 SS Sultan enters the new Inner Harbour at Fremantle.
1898
Sepia wrecked off Garden Island.
Gazette No. 47. Governor prohibits the importation of extracts or essences of wines
and.sp�r�ts.
The.Beer Duty Act, 1898 imposing duty on beer. (Refer The Statutes of WA Perth,
Battye Library).
The.Wines, Beer and Spirit Sale Amendment Act. 1898.assented.to.
Western Australian Excise Department formed.
1899
Outbreak of Boer War.
Gazette No. 25. Order in Council not allowing drawback on goods which have been
in the Colony for more than one year from date of importation.
The.Sale of Liquors Amendment Act.assented.to.
The.Beer Duty Amendment Act, 1899.and.The.Wines, Beer and Spirit Sale Amendment
Act, 1899.
1900
The Post Master general in London advised that Fremantle would henceforth be
substituted for Albany as the Western Australian Port for mail steamer.
Gazette No. 70. The Administrator appointed a Commission to inquire into the
conduct of the Railway Department and frauds appeared to have been perpetrated
xv���
on.the.Customs.department.
Merchant Shipping (Liability of Shipowners) Act, 1900.passed.
1901
Commonwealth and Constitution proclaimed. Under Section 95 of the Constitution,
WA intercolonial duties were to remain in force for five years subject to the reduction
one-fifth every year, in addition to Commonwealth duties.
1
2
CHAPTER 1: INTRODUCTION
It is no longer clear how the values enshrined in the nineteenth–century’s
fascination with proliferation and consumption of goods can be sustained
indefinitely, reaching ever greater numbers of the world’s population without
destroying the earth on which all depend. Perhaps some of the conveniently
forgotten nineteenth century values like an adequate sufficiency or
self-restraint will be rediscovered, though it is no longer clear that their
justification then, namely the pursuit of profit and the creation of further
capital, are the motives most likely to produce an equitable distribution of
the richness of just being alive (Kingston 1994:122).
This thesis is concerned with the notion of material consumption of British imported
goods in the late nineteenth century in the Swan River colony, Western Australia, as
shown by cargoes from shipwreck assemblages. As one of the last British colonies
to be established, Fremantle is today, as it was at the close of the nineteenth century,
one of the world’s most isolated cities. Settled predominately by British emigrants
and their descendents, this thesis investigates whether Western Australians, through
consumer choices, wanted to emulate life from home. To date there has been only
one comprehensive study of cargoes entering the Swan River colony from Britain
and that is for the barque Eglinton, wrecked nearby in 1852 (Stanbury 2003). The
study of cargoes of ships en route to Fremantle during the later part of the century
is of particular interest as this was a time of great demographic change and major
population growth resulting from the Western Australian gold rush. Additionally, it
is understood from a study of archival sources that the import trade and subsequent
product variety was controlled by a local merchant/shipping oligarchy (Brown 1996).
A study of imported goods has additional relevance given that with the granting of
Responsible Government in 1890, the Swan River colony attempted to assert its
political and economic independence from Britain, which became effective with
Federation in 1901. The imperial act conferring Responsible Government resulted
in the establisment of a Legislative Council, Legislative Assembly and constitution.
The advocacy for political change was motivated in part by the concern of some
Western Australians who believed that under British subjugation, colonies like
3
Swan River were regarded as ‘useless excrescences, except in so far as they could
be made the target for fancy and utterly impracticable theories or serve as a dumping
ground for those types whose absence from England would make England sweeter’
(Battye 1924:390). Following these political agitations the question arises: was this
quest for independence reflected in consumption patterns? The principal aim of this
thesis is to determine what consumer products, considered necessary or desirable to
Swan River colonists, were imported to Western Australia by analysing nineteenth
century shipwreck sites and their cargo, focusing in particular on the Sepia..The.
Sepia, a three-masted iron barque was en route from London when it foundered in
1898 on the Five Fathom bank outside Fremantle (Fig. 1). An examination of the
Register of Shipping Arrivals and Departures at the Port of Fremantle. �nd�cates.
that.Sepia is representative of the British trading vessels visiting Fremantle in the
late nineteenth century.
Table 1: Voyages of Sepia—Extract from Register of Shipping Arrivals and
Departures at the Port of Fremantle 1881–1900.
Date of Sailing
Port of Departure Cargo In Date Arrival
in Fremantle Captain Cargo OutDate of Departure and Destination
08/05/1886 Melbourne General 09/06/1886 Maitland .Not.recorded Cossack
1890 London General 18/08/1890 Unidentified Timber/Wool06/12/1890 London
11/08/1891 London General 26/10/1891 Le Sauvage Not.recorded08/12/1891 Champion Bay
27/12/1891 Geraldton Ballast 03/01/1892 Le Sauvage Timber01/03/1892 London
08/09/1892 London General 26/12/1892 Le Sauvage Ballast10/02/1893 Hong Kong via Geraldton
26/05/1894 London General 30/08/1894 Le SauvagePart cargo jarrah
24/09/1894 North–West Ports
04/07/1895 London General 01/11/1895 Heather Timber14/06/1896Champion Bay
1896 London General 04/11/1896 Heather Timber19/12/1896 Abrolhos
18/08/1897 London General 04/12/1897 Bissell Timber24/02/1898 London
14/09/1898 London GeneralWrecked.Carnac.Is
Thomas N/A N/A
4
In 1890, barques made up 56% of all vessels entering the Port of Fremantle.
Interestingly, ten years later in 1899, barques made up 33%, although the number
of sailing vessels in general outnumber steam equating to 56% of total traffic. Of
the 138 entries for 1898, 55 were barques with an average size of 787 tons, and
26 of these barques were recorded as carrying a general cargo. General cargo also
accounted for 47% of all imported goods listed in the Register during this year
(Appendix 2).
There has been no formal excavation and interpretation strategy for late nineteenth
century sailing vessels and their cargoes in the Perth metropolitan region. There is
however, a substantial collection of material, predominately cargo, from a select
number of these sites held by the Western Australian Museum (WAM). The initial
research strategy was to examine what Staniforth terms ‘portable material culture’
(Staniforth 1999:81), that is, the interpretation of individual objects in the WAM
Sepia shipwreck collection. This assessment is a continuation of archaeological
analyses of ship cargos initiated by researchers such as Staniforth (1995, 1999,
2003), Strachan (1986) and Stanbury (2003) who worked on late 18th and early
nineteenth century Australian shipwreck sites. Staniforth states that regular and
sustained importation of goods not only made colonial life in the early nineteenth
century comfortable, but that more importantly imported food, drink and consumer
goods made life possible (Staniforth 2003:42). He advances this idea by arguing
that seaborne trade networks ensured adequate supplies of culturally appropriate or
‘suitable’ consumer items for colonists which in turn were imbued with social and
cultural meanings potentially of greater significance for residents of the colonies
than in Britain itself (Staniforth 2003). While examination of cargo types reveals
the potential reliance of colonies on British made goods, it also demonstrates the
trading networks that were active at that period. The archaeological record of
imported goods from shipwrecks potentially provides valuable evidence for the
study of economic, political and ideological complexities of consumerism. In
particular, the question of whether cultural predilections for food and drink can be
gleaned from the shipwreck assemblages, will be explored. Additionally, primary
historical documentary sources such as official shipping records and (in some cases)
5
secondary sources such as pamphlets and catalogues can potentially help define the
types of commodities in demand in the colony. A selection of primary shipping
documentation has been identified specifically for this study (Appendix 1) and
explanations and descriptions of individual documents may be found in Chapter
4. The archaeological shipwreck assemblages can potentially serve to illustrate, in
greater detail, what was being imported into the Swan River colony and to act as a
material test of this documentary record.
This thesis is a dual study, firstly the cultural aspects evidenced by the archaeological
record and secondly a methodological study into the nature of the resource and ways
to investigate it with concomitant implications for Museum display. The expectation
at the outset of this research was that an analysis of the Sepia shipwreck material
in museum collections, supplemented by an analysis of historical documentary
evidence, would provide an understanding of the range of cargoes, as well as the
brands of goods, entering Fremantle in the late 1800s. Due to the limited size and
range of artefact types in collection, the Sepia data set was considered inadequate
for addressing the broader question of Victorian-era consumption. This problem is
common for many Australian shipwreck collections as only a handful of colonial
shipwreck sites have been excavated in their entirety. Generally, artefact collections
from colonial shipwrecks are biased by the collection protocol and/or research
priorities, if indeed there were any to begin with. Many collections from colonial sites,
including the ones selected in this study, are the result of uncontrolled and sporadic
surface recovery or derive from artefacts donated by divers. Not surprisingly, the
collections of archaeological material from such wrecks are subsequently small
and biased by non-archaeological selection processes when compared with that
of fully excavated sites (Stuart 1991:33). Exacerbating the problem, it is evident
that the historical record on closer examination is also deficient, particularly in
relation to the descriptions of cargoes. The fact that historical sources contain little
or incomplete information about the exact nature of cargoes has been noted in
other Australian studies (Staniforth 1999, 2003). With many imports described as
‘general merchandise’ on contemporary shipping documents, a comparison with
and analysis of archaeological assemblages is required in order to typify the types
6
of material being imported.
To broaden the inquiry it was decided, as part of the research strategy, to expand the
data set. This involved the analysis of Sepia material still on the wreck site as well
as incorporating material from four other contemporary wreck sites, with cargoes
originating from Britain, already held in the Western Australian Museum collection.
Additionally, archaeological material excavated from ‘Long Jetty’, Fremantle, in
1984, was included in the analysis. There have been no post-excavation analyses or
interpretation of material types from the Long Jetty site other than basic descriptions
of artefacts. This was considered a valid source of information for comparison
with the shipwreck assemblages, as the Long Jetty was a focal point of maritime
activities until the opening of the Inner Harbour at Fremantle in 1897, and much
of the material is thus contemporary. Deposits from the Long Jetty originated both
from the vessels that berthed alongside, as well as discards or accidental losses
from local industrial and social use of the structure. The addition of this material is
relevant as it is not only contemporaneous, but also shares similarities in the artefact
types, further illustrating the range of products imported (and sometimes lost in
trans-shipment from vessel to jetty) and also purchased in the colony, consumed
on the jetty and then discarded. As Sepia was considered to have one of the better
preserved hulls of the iron vessels wrecked in the metropolitan area, a test excavation
and survey of sections of the cargo hold (Chapter 5), understood to still contain
merchandise destined for the colony, was undertaken in order to supplement the
limited, existing collection from the Sepia..From.th�s.dec�s�on. �t.was.hoped. that.
the initial aim to address the broader theme of consumerism in the late nineteenth
century would be more comprehensively addressed. Similarly, while the primary
objective of excavation was to identify artefact categories still on the sea-bed, the
survey of hull remains and taphonomic processes was conducted to attend to any
biases evident in the recoveries and sampling previously employed and to reveal
information regarding the stowage and carriage of these goods on board the ship.
Archaeologists can only use what data are available to them. This research, therefore,
created an opportunity to test the consistency of the existing museum collections
7
as well as archival records for information relating to shipping to the Swan River
colony in the late nineteenth century. The reality is that museums contain material,
as exemplified by the collection of late colonial period at WAM, which has been
subject to minimal or, in some cases, no examination because it is considered
incomplete, due to non-archaeological collection practices. As a result of this effort,
this thesis aims to suggest appropriate ways for researchers to analyse this material.
One way to address this problem is to return to the archaeological sites from where
the artefacts originated to collect more information hoped to complement the data
set as conducted in this project for the Sepia. The survey of archaeological material
in situ and test excavations may reveal the true extent and range of material, as well
as suggesting the possible provenance of some of the material already in collection.
Similarly, if biases created by collection policy could be identified and accounted
for, the possibilities for collection research and interpretation could then move
beyond the limitations of descriptive cataloguing or individual object analyses.
To summarise, this thesis is an historical archaeological assessment of colonial
shipping, with particular focus on Sepia, to better understand consumerism in the
Swan River colony in the late nineteenth century. A primary aim is to advance
the ideas put forward by Staniforth (2003) in his exploration of cultural attitudes
and their continuity in a colonial context, as evidenced by material culture from
shipwreck cargo assemblages in the final phase of the colonial period, prior to
Federation. The objectives not only include a critique of the archaeological and
documentary record, but also archaeological methods employed for investigating
shipwreck sites including artefact collection, analysis strategies and wreck site
interpretation. It therefore follows that the de facto aim of this research has been
to determine the potential of these types of shipwreck collections for historical
archaeological enquiry.
Research Objectives
In order to address the theme of consumerism in the late nineteenth century, the
a�ms.of.th�s.thes�s.are:
8
1. To analyse the archaeological assemblages of the Sepia and selected historical
documents to develop an understanding of what goods were being imported into
Western Australia in the late nineteenth century.
2. To examine the in situ position of cargo remains in relation to the Sepia.wreck..
The WAM collection consists of a limited number and range of objects, which are
partially representative of the cargo. Identification of other material on the Sepia.
site will provide further confirmation of the nature of the cargo. Additionally, an
interpretation of the position of objects on the wreck site may further an understanding
of packing, stowage and general shipping practices.
3. To analyse comparable contemporary cargo assemblages and material excavated
from four wrecks of international trading vessels wrecked in the metropolitan area,
as well as from the Long Jetty site. Wrecked from 1868 through to 1899, these ships
vary in size and construction as well as cargo type, providing a broader view of
importations into the colony leading up to Federation. The vessels selected are:The vessels selected are:
Mira Flores (1886) Iron Barque of 499 tons
Denton Holme (1890) Iron Barque of 998 tons
Europa (1897) Iron Barque of 758 tons
Carlisle Castle (1899) Iron Barque (converted) of 1484 tons
Artefacts from these particular sites constitute most of the museum’s later colonial
collection. These metropolitan wrecks and the Long Jetty will be examined as
part of this proposal to provide a context for Western Australian shipping and
commodity importation in the period, and to enable comparison of synchronic
cultural assemblages. Site inspections of the Europa have also been undertaken as
part of this study to compare artefact types and distribution on site.
4. To draw conclusions about the nature of trade and consumerism in the Swan
River colony from these results. The objectives of this analysis are to attempt to
extract an understanding of what was imported into the colony and of what material
culture tells us about consumer demand within this specific historical context. The
results of this research provide the basis for an informed argument regarding the
9
type of material imported from Britain to Fremantle in the late nineteenth century.
A further result of this research is to make recommendations for future museum
collection and interpretation strategies.
The Sepia in the Context of Iron Ship Archaeology
The.Sepia, built in 1864 with registered tonnage of 696, was a relatively small vessel
when compared with contemporary sailing vessels shipping to eastern Australian
and overseas colonial ports. By the 1870s, large iron clippers were being introduced
in order to compete in the world’s freight markets (Lubbock 1948:162). Fremantle
rarely received large vessels like those calling at eastern Australian ports. This had
been a situation since first settlement of the Swan River, the absence of the famous
tea clippers in the 1860s on the Western Australian coast illustrate the point (Broeze
1984:27). It is surprising to see that smaller sailing vessels were still used in an
age where economies of scale determined profitability, especially with competition
from steam. It seems that the sailing ship, regardless of size, was still considered a
versatile freighter (Broeze 1984:4).
Iron sailing vessels in Western Australia have only been subject to cursory
archaeological investigation. Research into iron vessels has been inclined to
concentrate on the technological advancements made by steam (McCarthy 1988,
1996, 2000). Iron ship archaeology has also tended to focus on the iron vessel itself
as the cultural unit, regardless of the propulsion mechanism (McCarthy 1988; Sousa
1998). Lasting longer than the equivalent wooden hull in exposed conditions, it has
been noted that the fabric of iron gives a three dimensional quality to vessel remains
(Riley 1988), which in many cases serves not only to preserve the objects contained
within, but also their original provenance at the time of wrecking (with consideration
of subsequent site formation processes). This aspect of iron shipwreck archaeology
has not yet been fully exploited in the examination of Western Australian iron
ship wreck sites and, while the focus of this study is on the identification of cargo
assemblages, the integrity of the iron hull presents an opportunity to investigate the
spatial relationship between the vessel and the artefacts inside it. In order to achieve
this, an examination of site formation processes has been undertaken (Chapter 5).
10
As noted by Oxley, few publications of wreck site investigations pay any attention
to site formation, yet archaeological interpretation is predicated upon attaining a
sound appreciation of site formation processes (Oxley 1998:60). It is also anticipated
that iron and steel wrecks will not achieve the same state of equilibrium as their
wooden counterparts (McCarthy 1989), even when buried in sediments. This makes
the study important, as it is probable that the Sepia and similar sites, especially
when exposed to dynamic sea conditions have limited time before they completely
disintegrate.
Theoretical Background
Interpretation of maritime archaeological contexts, usually categorised by the
shipwreck, have been largely particularist in nature. This is perhaps due to the fact that
shipwrecks provide tight dating control for various classes of material that is rarely
replicated on land. Shipwreck assemblages are unique in their contemporaneity and
the absence of purposeful selection (Gibbins 1990:377). Maritime investigations,
once characterised by being solely empirical, now employ post-processual
approaches for testing data. In apparent opposition to the particularist approach,
the desire to understand ‘general cultural phenomena’ (Deagan 1988:9) guides
researchers (Gould 1983, 2000; Sousa 1998), who focus on reconstructing the past
by correlating behaviour with patterns in the material record (Veth & McCarthy
1999). As a result of recent thinking, traditional areas of research such as how vessels
were designed, built and used, combined with analyses of cargos have broadened
to include questions relating to the function of the ship in society. The theoretical
background to this study outlines other Australian theme-based project which
focus on cargo archaeological assemblages and considers how an investigation
of cargo can contribute to our understanding of capitalism and consumer culture.
The application of world-systems models and issues of colonialism will also be
explored.
The ship represents the vehicle for preserving a range of material including cargo
which, in this case, is the primary subject of this research. The fundamental difference
11
between cargo-related objects found on a shipwreck site and the same artefact in
terrestrial contexts is that the former were ‘in transit’. This research focuses on the
cargo assemblages as ship-borne objects of trade and does not seek to predict the
nature of the intended consumer market based on the archaeology alone. Shipwreck
contexts provide temporal control of the assemblage but do not convey related
social information. Individual artefacts are essentially static, relying on historical
and comparative studies for inferring potential consumer use.
One of the objectives of this research is to comment on the nature of trade to Fremantle
prior to Federation (1901) when Western Australia was subsumed into national
agreements, following the establishment of free trade. Historical archaeology, by
definition, involves the identification and explanation of highly complex global
systems that cannot be easily studied within the confines of a single discipline.
In the case of maritime archaeology, access to both documentary and material
evidence may assist understanding colonial economic organisation and related
social processes (Deagan 1988:8). Questions related to trade and the carriage of
goods by sea require the consideration of issues such as colonialism, capitalism and
consumer behaviour, as seen in archival and archaeological evidence of shipping
and consumer good importation.
There have been a number of cargo related studies in Australia for the first half
of the nineteenth century, the most comprehensive of which are concerned with
excavated. s�tes. such. as. Sydney Cove, 1797 (Nash 1991, 2001; Staniforth 1996,
1999, 2003), William Salthouse, 1841 (English 1990; Morgan 1990; Staniforth 1987,
1999, 2003; Staniforth & Vickery 1984), James Matthews, 1841 (Henderson 1975,
1976, 1978; Staniforth 1999, 2003) and Eglinton, 1852 (Stanbury 2003; Staniforth,
1999, 2003). Investigations into the nature of cargoes on vessels that are yet to be
archaeologically excavated, such as the Loch Ard, 1878, have also been undertaken
(Stuart 1991; Strachan 1989). In all cases, authors rely on comparisons of shipping
manifests with the archaeological assemblages, in order to make broader comments
about cargo. This current research seeks to advance the notion that shipwreck
assemblages assist in illustrating not only historical consumer trends but also reflect
12
colonial preferences for cultural continuity with Britain.
This research is concerned with the interpretation of capitalism and consumer
choice from the perspective of material culture. It essentially employs a materialist-
processual approach in the methodology as well as Neo-Marxist interpretation of
data. It relies on objects in collection, documentary sources and research of in situ
archaeological assemblages to substantiate theories of economic and commercial
behaviour. A Marxist approach in archaeology is the belief that the economy plays
a dominant role in shaping the social, political and religious superstructure of any
society (Trigger 1989:340). Marx’s understanding of capitalism was its creation
of ‘surplus value’, where the value of commodities produced was greater than the
costs of supporting the labour for production (Gosden 2004:8). Another tenet of
Marx’s definition of a capital economy is where goods are produced expressly for
sale, rather than for use by those that made them.
Continuing from Marx, Wallerstein’s World Systems Model (1974, 1979), which
sought to explain the development of a global system of capitalist enterprise
required to offset the creation of surplus value—from.�ts.�ncept�on.and.maturat�on.
in sixteenth century Europe and subsequent expansion overseas—has also been
applied to British colonies in the nineteenth century (Jeans 1988; Champion 1995;
Sanderson and Hall 1995). World Systems Theory is derived from Neo-Marxian
economic history where post-industrialisation, production in Britain and Europe
always exceeded consumption. To counter this, capital and goods were exported
to the rest of the world and a capitalist trading network established which included
the role of colonies. With reference to the trading relationship between Britain and
Australia, using this model, the capitalist need for expansion creates the market
rather than Britain and Europe’s need for raw materials produced in Australia,
which followed the expansion rather than creating it. In outline, this theory views
the economy of a peripheral area as linked to that of the economic core. Essentially
core countries with a surplus of capital and goods increase their wealth by creating
and exploiting markets in peripheral and semi-peripheral countries. In this context,
we can consider Britain as the economic core and Western Australia and the
13
Swan River colony in particular, as semi-peripheral (Australian colonies may be
considered as semi-peripheral given that the two countries had the same culture and
to some extent living conditions) (Jeans 1988:58).
Industrial development within Australia may be viewed as a consequence of the
world system. The development of domestic industry was based on what Britain
devolved to Australia due to decreasing profitability as an export market rather
than an autonomous development (Jeans 1988:61). This mercantile-capitalist
ideology is particularly suited to the social and economic conditions in mid to late
nineteenth century England, when the industrial revolution reached extremes of
mass production and mass consumption with consequences for overseas imperial
exploitation (Gould 2000:332). Colonies were imperative in this system, given that
they not only supplied the raw materials for production, but were ready outlets
for surplus, both material and labour. While Fremantle was developing as a free
economy, as in North America, it must be remembered that this was a mercantilist
world. Freedom of enterprise was also directed by regulations, navigation acts or
the enumeration of certain colonial exports imposed on the colonies by English
imperial policy (Shepard & Walton 1972:5). The adoption of one model to explain
the development of the colonial economy as well as the ‘non-universality of world
systems theory’ (Stein 2005:27) must also be carefully considered. Discontinuity
between the core and periphery as evidenced by specific cultural examples (Kohl
1987; Patterson 2003; Staniforth 2003; Stein 1990) has necessitated a reformulation
of the model. With respect to this research, Australian colonies were not wholly
dependent on material culture shipped from the economic core of Britain. It has been
demonstrated that eastern Australian colonists, were also receiving goods from other
semi-peripheral groups, including India, South Africa, North America and Pacific
islands (Staniforth 2003:36). In the later nineteenth century, Swan River colonists
were receiving goods from both overseas ports and other Australian colonies,
including products from the colonies themselves as well as those trans-shipped
from Britain. From 1890–1899, the Register of Shipping Arrivals and Departures
at the Port of Fremantle indicates that 30% of traffic originated from overseas ports
other than Britain, including the Baltic states, Canada, United States, Brazil, South
14
Africa, New Zealand, Mauritius, Pakistan, Germany, Sweden, Norway, Sri Lanka,
Singapore and Hong Kong (this number is likely to be slightly higher given that
the Port of Departure is not recorded for every entry in the Register). In the recent
volume, The Archaeology of Colonial Encounters (Stein 2005), contributors reject
such globalising frameworks on the basis that ‘World-systems models exhibit a
tendency towards mechanistically reductionist, structurally over-determined,
functionalist explanations and an emphasis of core determination of process in the
periphery. They are unable to accommodate culture or local agency and, in their
uniformity, they deny the fundamental historicity of colonialism’ (Stein 2005:27).
The term ‘colonialism’ was not adopted to describe the principles of society within
a colony until 1886 (Gosden 2004:1). The concept of colonialism is almost wholly
derived from British imperial expansion, and also from the term ‘colonial’ used
to describe the material culture of British possessions in the New World in the
eighteenth century. One of the more recent definitions of colonialism describes it as
‘a relationship with material culture, which is spatially extensive and destabilising
of older values, so changing all concerned-incomers and natives. It is less to do with
production or exchange, unlike in older models, and more centred on consumption’
(Gosden 2004:4). For Said, colonialism is a physical consequence of the practice
of imperialism (Said 1993:8). While colonialism is considered fundamental
in understanding global history, the study of this ‘culture process’ is not simply
relegated to the past. The process is ongoing and locale dependent and therefore
best understood through temporally specific accounts (Thomas 1994). Unlike World
Systems Theory, post-colonial discourse does not rely on finding universal patterns
to explain the mechanics of colonialism. It is a departure from Eurocentric models
and examines the issue of imperialism on a local level, defining colonialism as an
historically specific, cultural process rather than the result or part of a global system
(Beaudry 2003:292). Essentially post-colonialism in this context is the discussion of
the cultural effects of colonisation, as understood through the study of consumption
patterns, at a specific point in time. The questions of British colonial expansion are
intrinsically linked to the machinations of capitalism. The capitalist world system
came into existence concurrently with European and British imperial expansion.
15
However, British culture, through its customs, mores, and in the context of this
work, its goods, was not simply sold to the colonies. The imposition of British
cultural traits was ‘piece-meal’, circulated gradually and as support and transport
allowed through the system that was the British Empire (Gosden 2004:130).
The commodities being imported into the Swan River colony, at the close of the
century, are expected to reflect a colony in the process of change. The political and
economic changes that instigated Federation also caused responses in popular culture
with consumerism indicating how people perceived themselves. The global growth
of capitalism and the subsequent emergence of a middle class in Western Australia,
may be reflected in the type of commodities being brought into the colony. For
middle class families, consumption was a way of actively articulating class position
(Garvey 1996:18). Words like ‘taste’ dominated discourses of consumption as well
as advertising. Definitions of what was genteel were dependent on product choice.
Explored by contemporary social critics such as Thorstein Veblen in 1899, in his
book The Theory of the Leisure Class (1925), the phrase ‘conspicuous consumption’
was coined to describe the acquisition of particular goods in order to reflect status.
The last decade of the nineteenth century was perhaps the most important in terms
of the development of the Swan River colony and was a ‘watershed’ in Western
Australia’s economic history. Stimulated by the latest Australian gold rush, Western
Australia experienced a rapid population increase, from 48,502 in 1890 to 179,967
in 1900 (Stannage 1981:219). Migration to Perth following the gold discoveries
was a strategy to promote higher levels of production and consumption (Stanbury
2003:35; Broeze 1993:183). However, as the population increased, the local market
was simply unable to provide necessary manufactured goods (Stannage 1981:227).
Corresponding with this expansion, external trade rose from £1.55 million in 1890
to £12.81 million in 1900 with tonnage from shipping entering the port rising from
66,000 in 1891 to well over a million at the close of the century (Tull 1997:14).
Commodities cannot be defined as merely objects of economic value as they
also have an inextricable social significance. The analysis of both economic and
social significance is the basis for consumer behaviour theory (Gibb 1996:20).
16
Expressed another way, it is an investigation of the relationship between production
and consumption. Much consumer behaviour research relies on the premise of an
‘implicit, static concept of material culture where objects reflect equally static social
relations or statuses. Artefacts are portrayed as passive, static objects that are sought
and purchased because they somehow reflect the needs and values of their would-
be purchaser’ (Gibb 1996:20). While acknowledging that this is a complex field of
enquiry, the social significance of objects in this research will be defined through
the quantifiable relationship between imported goods and perceived needs. For
example, if a comparable product was made in Western Australia, why was there a
need to import foreign produce? The continued import of considerable quantities of
British beer is a case in point. The general theory was that there was no domestic
market for locally produced goods due to a small, widely spread population (Cremin
2001:38). During this period, however, local industries producing foodstuffs and
some manufactured goods did exist, with brewing companies being the most
notable example. It would therefore appear that Western Australia, like Britain
and other colonies, was a player (albeit a very minor one) in industrial capitalist
markets and subject to the same economic and political influences. Gibb stated
that, ‘consumption is attributed to inclination with its form and rate influenced
by social and ecological constraints’ (Gibb 1996:20). The omission of economic
imperatives in Gibb’s statement is interesting as much of the contemporary literature
suggests economics had primacy in the decision of what products were selected by
consumers. Economics influenced the product choices made not only by consumers
but more interestingly exporter/importers who had ultimate control on what was
available in the market place. It has also been argued that after 1890, the institutions
of production and consumption were commandeered by corporate enterprise and at
the same time ‘merchants, brokers and manufacturers did everything they could,
both ideologically and in reality, to separate the worlds of production from the
worlds of consumption’ (Leach 1993:147). Shipping also had an influential role in
determining the nature of consumption, as suggested by Henderson: ‘the nature of
consumer demand will influence and direct the flow of commodities and associated
shipping traffic yet by the same token the type of shipping can also influence the
economic development of a region’ (Henderson 1977:47). The shipwrecks of the
17
period, especially those with intact cargo, help to define socio-economic status of
the colony. The framework for the study of consumption in this thesis is based on the
identification of systems of provision and culture and their interaction for specific
commodities. As argued by Fine, the study and interpretation of cultural activities
related to consumption, such as advertising and gendering, should be specific to
each type of commodity in order to avoid oversimplified assumptions of consumer
behaviour (Fine 2000:10).
Of the questions before the public mind there is probably not one which
is exciting more deserved interest than that of the maintenance of our
commercial supremacy…it seems incredible to many that such a supremacy
should be challenged late in the nineteenth century, at the acme of our political
splendour, and the floodtide of our material ease (Tipper 1898:14).
One of the key themes in ths research is concerned with how the archaeology of
shipwrecks can contribute to our understanding of concepts of British imperial
expansion and commercialism. Imperial commercialism, as explained by Tipper
(1898:14), cites three contributing characteristics of European history:
1. The absorbing sense of nationality which resulted in the unification of
Germany and Italy.
2. As this tendency becomes more marked, to seek gratification for national
ambition and power beyond the confines of Europe in the establishment and
development of colonies.
3. The direction of political effort to sustain industry and commerce.
The British colonial context has been taken for granted in many archaeological
enquiries. Few studies have been devoted to identifying or defining ‘British’ culture
in the archaeological record and considering that aspect as part of a global cultural
system, until the recent publication of Archaeologies of the British: Explorations of
Identity in Great Britain and its Colonies 1600–1945 (Lawrence 2003a:2). Trying
to define British ethnicity in a population of immigrants and second-generation
18
colonists by material culture from shipwrecks may be viewed, by some, as a given.
However, remembering the political drive that culminated in Federation and the Swan
River colony’s amalgamation with the ‘t’othersiders’ along with the simultaneous
creation of a national identity, it is a legitimate issue. It has been noted that colonists
of British extraction were more patriotic when settling abroad (Marshall 1996:320).
A ‘new phase of colonial development’ is described by contemporary historian J.S.
Battye for the late nineteenth century. Citing the Boer War in 1899, he argues that
losses suffered by the British (and all who fought for Britain), encouraged loyalty
and patriotism, combined with a desire to be recognised as component factors of
the Empire in the wider sphere of world politics (Battye 1924:435). It is possible
for people to identify themselves with more than one ethnicity, as both British and
colonists (Lawrence 2003a:6). It has been argued that in the last decade of the
nineteenth century, Australians were trying to define their national identity and how
that differed from that of the British, all the while maintaining loyalty to the crown
(Lawrence 2003b:221).
To summarise, by examining portable material culture from selected maritime
archaeological sites, the aims of this research are to define the type of commodities
imported into the Swan River colony, in the late nineteenth century. Once the material
has been identified, I am interested in whether these data are suitable for addressing
questions of social identity and particularly, whether colonists identified themselves
as British, in a time when Western Australians fought politically, for a degree of
independence from Britain and the Empire. The archaeological context of the iron
ship offers new research opportunities in relation to these questions especially due
to the integrity of artefacts on these sites as well as the sites themselves. Problems
with the data set, however, have been identified from the outset of this research.
Collection biases need to be identified before the artefacts can be used to answer
questions regarding the way colonists perceived themselves.
19
CHAPTER 2: SOURCES AND METHODS FOR DEFINING CARGOES
Introduction
This chapter defines the sources and archaeological sites used in this study. The
methods employed for assessing the archival and archaeological data are also
described. Artefacts from these sites have often not been recovered in a systematic
manner and are therefore, a biased sample. Similarly, surviving documentary
sources have been rationalised by collection and accession protocols. The collection
strategies will be discussed in Chapters 6 and 4 respectively. This chapter also
outlines the research strategy for investigating the Sepia.wreck.s�te..
Research of Museum and Private Collections
Figure 2: Carlisle Castle salvaged donations (Photos: P. Baker, WAM).
Quantitative and qualitative analyses of material within the WAM collection from
the four wreck sites and the Long Jetty have been undertaken. The catalogue is
included in Appendices 2 and 3. Much of the museum’s collection from colonial
sites, particularly those that have not been formally excavated, has been accessioned
as donations prior to the enactment of Federal Historic Shipwreck Legislation or
under the 1993 amnesty. The Historic Shipwrecks Act 1976 protects all shipwrecks
20
and their assemblages more than 75 years old, in Commonwealth waters. This
legislation was enacted following concern that bullion and artefacts were being
salvaged from shipwrecks. In 1993, the Commonwealth Government instigated an
amnesty for holders of historic artefacts from shipwrecks to declare their material
and have it registered without fear of prosecution. Holders of this material were
then considered as ‘custodians’ and allowed to keep the objects. Material from these
sites has often not been recovered in a systematic manner at the expense of evidence
relating to the in situ positions of individual finds. This is also the case for a number
of artefact collections nationwide that have been acquired through amnesties and
donation schemes. The large volume of material declared indicates that major
collections of Australian shipwreck material are in private hands (Kenderdine
1997:16).
Supplemented by archival sources, an analysis of the artefact types was made, with
due recognition given to the collection policies, and the results are discussed in
Chapter 6. An attempt is made to use a representative sample of artefact types, the
majority of objects in collection are either glass or ceramic with the vast majority
being glass bottles. While historical archaeologists tend to analyse bottles by
developing typologies based on form, bottles from shipwreck contexts offer an
opportunity for alternative investigations. Many of the bottles from shipwrecks have
their contents, labels or closures intact, which provides information about what was
actually shipped in them. Additionally, because of a confirmed date of deposition,
they provide clear dating controls for bottle morphology that can then be cross-
referenced with bottles found on terrestrial sites. Artefacts were provenanced with
an aim of identifying the producer (commonly British) and exporter of some classes
of goods. The collection strategy is discussed in some detail, as material from
these sites was often not recovered in a systematic manner. Biases in the nature
of surface collections, a commonly favoured method of artefact retrieval in lieu
of full-scale excavation, will also be explored. What collectors deem ‘collectable’
under these circumstances will ultimately influence the nature of future shipwreck
artefact collections. It is an issue that needs to be addressed for it has significant
ramifications for archaeological interpretation of shipwreck assemblages that
21
attempt to venture beyond descriptive analyses of individual or particular classes of
artefacts. Consideration of what sampling techniques were used is also imperative
for broader inferences about the quantity and type of artefacts.
Quantitative studies are rarely applied to shipwreck collections from sites that have
not been subject to a full excavation. The quantification of shipwreck assemblages
from such sites, however, needs to be attempted to determine the scale and the
nature of the resource as well as the subsequent research potential. Presently,
quantification of cargo content for Western Australian shipwrecks (other than those
which have been fully excavated) has been based on inference and archival sources
rather than statistical studies using raw archaeological data. Quantification of data
allows many different items to be analysed together in the study of trade, permitting
a more accurate comparison of the presence and omission of specific trade goods.
Minimum Numbers Index (MNI) and Completeness Index (CI) analyses are relevant
to cargo assemblages from shipwreck sites as they allow meaningful quantification
of material both on site and in collection but they are rarely carried out. This may
be explained by researchers’ reliance on manifests in order to gauge the quantity of
cargo. Manifests, however, tend to list the quantity of each product category in bulk
measurement or by monetary value. Additionally, it can be difficult to determine,
especially in the case of liquid produce, whether a product has been shipped in bulk
or in individual bottles (Stuart 1991:33). An appreciation of packing and stowage
techniques as well as the forms in which products are shipped as demonstrated in
this thesis may help to resolve this issue. Similarly, the identification of taphonomic
processes can indicate the state of completeness of cargo left on the sea-bed.
Historical Research
A disparate collection of shipping documentation is contained within public archives
and private collections in Western Australia. Sources include shipping papers
such as Bills of Lading, freight notes, importation receipts as well as letters from
British exporters to Fremantle merchants that describe incentives for importation of
particular brands. Yet, even with this collection of archival sources, the picture of
22
Fremantle shipping remains incomplete. Only a few documents relating to individual
import events exist and often these refer to only one aspect of a shipment. Another
recurrent problem is that although with each consignment form there are columns
and spaces for detailed descriptions available, many remained unfilled leaving
one with only a general impression of what was entering the colony. In terms of
company histories, as early as 1960, members of the Underwater Explorers Club
contacted Bethel Gwynn and Co. in an attempt to find any records relating to cargo
carr�ed. on. Sepia but were told that they had been ‘lost’ (Underwater Explorers
Club 1962). One of the more useful primary sources are contemporary newspaper
reports. However, while it was common to publish the cargo manifest of each ship
entering the Port of Fremantle in the first half of the nineteenth century (Staniforth
1999:98; Stanbury 2003:72), by the 1890s this practice was discontinued because
the volume of ship traffic had increased to the point where publishing manifests was
not practicable. Presumably, for similar reasons, the manifests published after 1860
are only consistent with regards to information relating to the arriving passengers,
not to the imported goods. Newspaper advertisements throughout the nineteenth
century only account for a part of each shipment, especially when the cargo has
been sold prior to arrival. Advertising was only useful for attracting new clientele
and mostly irrelevant for regular shipments (Staniforth 2003:59). Therefore, even in
the period renowned for its bureaucracy and attendant documentation, there is still
a major potential for archaeological evidence to demonstrate what products were
being imported into the Swan River colony. Thus, the use of documentary sources
in collaboration with the analysis of archaeological evidence is paramount.
A major criticism of historical archaeology is that it has failed to integrate both
archaeological and documentary sources of evidence to produce otherwise
unobtainable results (Deagan 1988:8). Archival sources have often been relegated
to refuting or supporting the archaeological evidence. This thesis aims to critique
the archival resource in the same manner as the archaeology. From this also stems
the problem of using biased and uncontrolled samples of documentary data to
interpret archaeology (Deagan 1988:9). Most scholars accept that all documentary
evidence is biased in one way or another, especially since only selected documents
23
are accessioned into archival collections. An investigation of the State and
Commonwealth customs documentation as well as that in private collections
has been undertaken with an aim of identifying shipping and import/export
documentation which describe the types of goods from Sepia and other comparable
vessels trading in the period. Examination of late nineteenth century documentary
evidence, like the material record, reveals biases in collection protocols. In what
is often a fortuitous survival of shipping and export/import records, references
identifying particular brands and types of goods entering the colony, are limited.
As a deficiency in shipping documentation in Western Australia was identified in
the initial stages of the project, further research at the Public Records Office and
Guildhall Library, London was carried out.
Synopsis of Historical Sources
Western Australian State Archives and Battye Library
The state archive has a select number of original shipping papers archived in the
records of the Colonial Customs Department, Colonial Secretary’s Office and
the Department of Harbour and Lights. The records of correspondence from the
Department of Harbour and Lights relate to the routine activities of the Harbour
Master, harbour maintenance and construction. This folio also contains the Register
of Wrecks and Casualties in Western Australia from 1897 onwards (AN 368, AN 16).
A copy of the original register is held by the WAM and has also been transcribed by
McKenna (1967) and Dickson (1992). Wreck events are reported in correspondence
with the Collector of Customs, who also operated as the Receiver of Wreck but
descriptions refer to the terms of carriage rather than the contents of the cargo.
The wrecking of Carlisle Castle.and.City of York on 11 September, 1899, which
had a profound economic effect on the colony awaiting the shipments, is omitted
in the HM Inward correspondence for that year. Updates regarding the vessel’s
salvage are reported for almost a year after its after wrecking in the newspapers.
The only mention of the event in the Colonial Secretary’s Office (CSO) Index is in
relation to disposal of seamen’s bodies and the supply of brandy to the survivors by
the Superintendent at Rottnest Island (Colonial Secretary’s Office, Letters Inwards
24
Index 527/2704). While not providing details of cargo shipments, the CSO register
provides insight into what matters were considered important in the administration
of the colony. The State Archives also hold Shipping Registers including the
Register of Shipping Arrivals and Departures at the Port of Fremantle (transcribed
in Appendix 4). These give details of what ships were entering the port, hence
the volume of traffic, although they do not detail individual import statistics or
descriptions. Statistics concerning the volume of imports are recorded in the Western
Australian Blue Books from 1890–1901. These are, however, general descriptions
of products and refer to bulk imports only. As another source, the Battye Library
holds a substantial collection of correspondence from Lionel Samson & Sons of
Fremantle, a major importing firm operating in the nineteenth century. These papers
were archived by the State Library in 1970 when the company moved premises. The
papers selected for accessioning were those with minimal damage (the collection
was kept in storage on the Samson premises and much has suffered from rodent and
water damage). The majority of it remains uncatalogued and while an initial analysis
of the range of papers in the collection was carried out, many were unrelated and
outs�de.the.scope.of.th�s.thes�s.
Private Collections
It transpires that at the time the Battye Library was asked to collect the Samson
material, Mr Rod Dickson, a local maritime historian, was given the same invitation.
With particular research interests in mind, Dickson collected all correspondence
directly related to shipping and did not attempt to rationalise his collection (Dickson,
R. 2001 pers. comm., 10 August). This collection was made available to the author
and after examination it became clear that this was a comprehensive compilation of
not only the later nineteenth century shipping movements, but also the type of cargoes
imported by the Samson Company. For the purpose of this thesis, correspondence
relating to the importation of alcohol, in particular beer—the main artefact category
represented both in collection and in situ on the Sepia—was examined. The Dickson
collection also contains a number of trade lists and journals including a selection
relating to the local liquor industry that supplement the research. Another important
25
archival collection belongs to Mr Michael Cullity, descendant of Mr Leo Beaumont
Smith, Secretary of the Western Australian Shipping Association (WASA) at the time
of cessation of trading in 1961. Smith obtained the Board of Directors minute books
from 1898–1952 and other sundry documents which were stored in the premises of
Tompkins and Co., Wool Buyers where he was a partner (Cullity 2003:2). While
there are also selected documents of the WASA in State archives, this particular
source provided new information regarding the structure and influence of WASA
on colonial shipping. Ultimately, the domestic archival record is skewed in that for
the most part, it reflects the operations of only two organisations. That is perhaps
the nature of the archival source; it is not an accurate nor representative account of
trade to Fremantle during this period.
National Archives, National Maritime Museum, Lloyds Marine Collection and
Related Maritime Sources, Guildhall Library, London.
Although it was anticipated that not a great deal of information would be found
for individual shipments to Fremantle, it still came as a surprise to find that
the Swan River colony was barely mentioned in British archives. The National
Archives, (formally the Public Records Office) holds the records of the British
Government relating to the British Empire but does not usually hold the records
of the colonial governments themselves. The main source for researching British
colonies and dominions are the Registers of Correspondence from the Colonial
Office 1849–1926. The correspondence in this series covers political, economic and
social issues pertinent to the Colonial government. They focus on matters deemed
important enough to report back to British Authorities. In general, records relevant
to Western Australia, held in the National Archives relate to British naval ships. If a
merchant vessel is mentioned at all, it is usually only in terms of a wreck event. The
actual position of wrecks and their cargo is often not mentioned or only in general
terms. The aim of the research in London was therefore modified to focus on the
collation of references relating to the process of trade to Australia and other British
possessions. Some information pertaining to the exact nature of cargo was found
in insurance documentation, in particular Lloyds’ records, but none pertaining to
26
Fremantle bound vessels. Receiver of Wreck documentation was also investigated.
This included an examination on oath instituted by the Receiver of Wreck and issued
by the Board of Trade as per the Merchant Shipping Act, 1894..These.documents.
request that the deponent either ‘master, mate or &c.’ of the ship account for the
loss. General references to the cargo were requested with an obvious focus on value.
It also asks for a list and the value of salvaged goods (National Archives MT 9/596).
No references to the ships in this study—Sepia, Europa, Denton Holme, Carlisle
Castle.and.Mira Flores—could be found, despite all five ships being wrecked en
route from London to Fremantle.
The National Maritime Museum, Greenwich, sought to build up a central transcript
of all material available as the result of the vessel registration requirements of the
successive Merchant Shipping Acts. This book deals with 35 shipping companies
operating to overseas ports although it surmises a total number of extant firms over
700. Many archives are no longer in existence due to wartime destruction, salvage
drives, mergers, neglect and space demands (Mathias & Pearsall 1971:12). The
museum is also the repository for the Handy Shipping Guide that was published
weekly from April 1887 until December 1988. It supplements both Lloyd’s Weekly
Shipping Index and.Lloyd’s Loading List (the National Maritime Museum only holds
particular issues of both). The Guide contains two important sources of information:
a list of all foreign, continental and coastwise ports and the ships presently to sail
thereto, with details of the loading port, dock, closing date for cargo and, frequently,
ship owners and Custom clearances, inwards and outwards, for every major British
port. The Guildhall Library, Lloyds Marine Collection has holdings of the following
journals and statistics that have been used in this study.
Shipping Gazette and Lloyds List Weekly Summary (Mitchell’s Maritime register)
Journal of Shipping and Commerce
The weekly summary was a list devoted to shipping movements in relation to trade
for Britain and its colonies. Aside from providing general statistics, it also included
feature articles on current issues in the shipping industry. The Weekly Summary.
includes reports of shipping movements and casualties, leading articles, law and
27
official inquiry reports and news items, most of which may also be found in Lloyds
L�st..
Board of Trade Casualty Returns 1850–1918.
The British Board of Trade returns relate to British vessels lost anywhere in the
world and foreign vessels lost on the coasts of the United Kingdom and British
possessions abroad. They were made to Parliament and comprise extensive statistics
of shipping casualties and loss of life at sea, together with details of each vessel lost.
After 1918, the specific cases were omitted and Lloyds ceased to file the series. The
returns normally give the name of each vessel, age, rig or type, tonnage, number
of crew, cargo, date, place and type of casualty (i.e. wreck or collision), wind force
and direction and number of lives lost. From 1864, information on the voyage (port
sailed from and to) was added. From 1872, the names of the master and ship owner
were included (Barriskill 1994:20).
Archaeological Research
The Western Australian Museum’s Sepia collection consists of a limited number
of ‘collectable’ objects that are only partially representative of the cargo. The term
‘collectable’ refers to the non-archaeological recovery of artefacts. It is apparent that
many objects have been selected based on their aesthetic qualities and wholeness
of form. Meaningful interpretation of this assemblage requires comparison with
archival and in situ archaeological material from the Sepia. To supplement the
small and predominately unprovenanced collection of Sepia artefacts, a surface
survey and test excavation of a section of the lower hull, understood to be the cargo
stowage area of the vessel, was undertaken in 2002. The aim of the excavation was to
identify the extent of cargo remains in the lower hull and to obtain an understanding
of stowage techniques. It was anticipated that the position of objects found in situ
would correlate with those already collected or at least be placed in some kind of
associative context. Only a limited number of objects were raised for identification
purposes..
In order to interpret the attributes of the wreck site, in a manner consistent with
28
modern archaeological practice, the processes that led to the deposition of material
also need to be understood. Expressed another way, the objective was to identify
empirically which physical formation processes, oceanographic processes and
human impact are responsible for the present context of the cargo assemblages.
Site inspections and photographic surveys to facilitate this and to locate further
material in the survey area exposed as a result of seasonal variation were carried
out in November 2001, and April, October and December 2002. Archival evidence
also supplements the physical inspection undertaken as part of this research into
site formation processes as does comparison with other contemporary wreck sites.
These archival sources include newspaper reports, photographic images from
periodic surveys since 1972 and hydrographic charts dating back to 1841. While it
is acknowledged that there are context-sensitive qualifiers (Oxley 1998:59) which
make each set of site formation processes unique to individual sites, this study will
also use hydrographic and geomorphological data collected by government and
industry for the Cockburn Sound region including the Five Fathom bank area upon
wh�ch.the.Sepia lays. These data provide the scientific principles for the discrete
analysis of site formation on the wreck itself. Draper-Ali (1996), in a review of
archaeology and commercial geophysical survey, stated that it is possible to retrieve
archaeological information from commercial survey data but that opportunities
vary considerably according to the specific aims of the survey exercise (Oxley
1998:128). Focusing on Challenger Passage between Garden and Carnac Islands,
which served as the major seaway into Fremantle’s port (Owen Anchorage) in
the early years, the surveys often include the area where the Sepia was wrecked,
under half a nautical mile away. More recently, sedimentology and oceanographic
studies have been undertaken in the region (DEP 1996; France 1978; Halpern Glick
Maunsell 1992; Searle & Logan 1979; Woods 1983). This data was examined to
see if changes in sea-bed topography can be identified which can also contribute to
our understanding of the Sepia wreck site as we find it today. It is evident that the
wreck and the environment should be assessed systematically and independently
(Gregory 1992) and then a predictive model of site stability may be presented.
These environmentally-based site classification models continue on from those
originally proposed by Muckelroy (1979).
29
Comparative Site Research
The.data.set.from.the.Sepia was expanded to include artefacts in collection from
four other contemporary wrecks. The number of wrecks to occur in the last decade
of the nineteenth century is derived from the Register of Wrecks and Casualties
in Western Australia dating from 1897 and WAM Western Australian Shipwrecks
Database (http://dbase.mm.wa.gov.au/shipwrecks). The WAM database focuses on
all shipwrecks lost on the Western Australian coast so includes the wrecking of
smaller as well as Australian built vessels which may not have warranted reporting
back to British authorities.
Table 2: Wrecks in Western Australia 1890–1899
Year No. Wrecks No. Reported in:Register of Wrecks and Casualties in Western Australia
1890 24 N/A1891 13 N/A1892 15 N/A1893 46* N/A1894 20 N/A1895 11 N/A1896 17 N/A1897 9 51898 24 61899 15 4
* This number includes the loss of 31 vessels lost in Exmouth Gulf to a cyclone on 25/02/1893.
The other losses for 1893 in WA amount to 15 vessels which is consistent with statistics from
previous years.
The sites themselves have also been examined to ascertain the nature of in situ
deposits. A précis of the history of each site and relevance to this study follows:
Mira Flores (1886)
The.Mira Flores, wrecked just prior to the last decade of the nineteenth century,
was a vessel chartered in the general cargo trade by the Western Australian
Shipping Association (WASA). It is relevant because it was chartered exclusively
30
for the WASA, whose shareholders, as shall be demonstrated, were essentially
the community of merchants in Fremantle. It was built in Liverpool, in 1867, but
operated from mainly German ports. It was registered in Rokstod, Germany, so the
inquiry into the wrecking was held overseas because the local administration had no
jurisdiction over non-British registered vessels. When the Mira Flores left London
for Fremantle, in 1886, it carried a mixed cargo including alcohol, medicines,
books, earthenwares, drapery, furniture, machinery, rope, hardware, building
materials, coke and ammunition (Kenderdine 1995:69). Coming to grief on a reef
at Narrowneck, Rottnest Island, it quickly became a total wreck and none of the
perishable cargo could be saved. Contemporary accounts of the wreck describe it as
sitting on the bottom with water up to the bulwarks and most of the cargo of coke
floating on the surface.
Denton Holme (1890)
The. Denton Holme was selected for this study as it is considered to have a
representative cargo of goods for the colony, during the beginning of the gold rush
period (gold had been discovered at Yilgarn, WA, but the goldfields at Kalgoorlie
had not been proclaimed at the time of wrecking). Given that this vessel wrecked
just prior to the population expansion resulting from the discovery of gold, the cargo
remains may indicate the trade items selected for the local Swan River population
rather than for a large mining work force (which is exemplified by the vessels
wrecked later in the decade in this study—Sepia, Carlisle Castle and Europa). On
23 June 1890, the Denton Holme sailed from Glasgow to Fremantle with a general
cargo of approximately 250–300 tons consisting predominately of alcohol. The
cargo also included 1275 tons of iron pipes and cement for the Perth waterworks
(Kenderdine 1995:49). After sighting Rottnest and requesting a pilot, the vessel
ran aground a point between Transit reef and Kingston spit on the evening of 24
September, 1890. An inquiry into the loss of the Denton Holme revealed that for
three weeks prior to the wrecking, the cargo of iron pipes had been shifting in the
lower hold (Kenderdine 1990:50). It is possible that this may have rendered the
vessel unsafe in poor weather and sea conditions. Attempts to salvage the cargo
31
were relatively futile. The captain of the cutter Ione, after managing to save a couple
of cases of ship’s stores, reported that the vessel was broken in two, forward of the
ma�nmast..When.the.Ione departed none of the cargo was adrift but it was expected
that hogsheads of beer and quarter casks of whiskey would float ashore, if unbroken
(Cairns & Henderson 1995:170). By 8 October, 1890, the whole of the beach on the
mainland from Robbs Jetty to Woodman Point was strewn with empty cases and
barrels from the wreck. What cargo had been saved, including cases of spirits, lamp
glass, bacon and drapery, was sold that morning on the jetty by E. Solomon (West
Australian 8/10/1890 p.2g). The salvage of the wreck continued in the New Year
and there were numerous reports in newspapers regarding smuggling of liquor from
the site by salvors.
Europa (1897)
The. Europa was selected as the most comparable ship to Sepia. Approximately
the same tonnage, the ship was carrying a mixed general cargo from Britain. With
evidence of some cargo still in situ on the wreck, the assemblage from the Europa.
complements the limited evidence from Sepia..The.Europa (ex Haidee) was built
in Newcastle, England, but had its home port in Castellammare, Italy. On a voyage
from Glasgow to Fremantle the ship struck a reef 68 miles south of Dongara, just
north of Cervantes. The Collector of Customs, Clayton Mason said that no inquiry
into the wreck would be undertaken unless he was directed by the Italian Consul to
do so (Sledge, 1977).
The cargo consisted of 573 tons of ‘dead’ weight and 995 tons of ‘measurement’
consisting mainly of bar iron and steel, cased beer, stout and whiskey, hogsheads of
beer and 130 packages of weighing machines for the Government and some china
plates. The value of the cargo was set roughly at £11,000. Initially there was hope
that the vessel could be refloated if lightened. Part of the cargo had remained dry
and was recovered in excellent condition by the Adelaide Steam Ship Company’s
SS.Lubra which attended the scene. At least 250–300 tons consisting of mostly ales
and spirits and other ‘case goods’ were recovered (Inquirer 22/01/1897). The sails
32
and rigging were most probably also salvaged by crew of the SS Lubra (Sledge
1977). There are few primary sources mentioning the Europa..Th�s.appears.to.have.
been the vessel’s first—and last—visit to Fremantle.
Carlisle Castle (1899)
The.Carlisle Castle has been selected for comparison as it was a general trader
wrecked.at.the.same.per�od.as.Sepia. More importantly, it is the only example of
larger sailing ships which visited this coast. The most pertinent question to ask of this
site is whether the cargo is comparable to that carried on Sepia. The early history of
the.Carlisle Castle is well documented by Lubbock where he notes that the vessel
was a well known passenger ship on the Melbourne trade (Spurling & Lubbock
1930:24; Lubbock 1948:206). Under Captain Lindsey, bound for Fremantle from
Glasgow with a general cargo valued between £40,000 and £50,000, the Carlisle
Castle was lost on Coventry reef on 11 July, 1899. The storm, which claimed the
vessel, also sank a number of other ships including the City of York coming from
San.Franc�sco..
The cargo included railway irons, water pipes, house bricks, cloth, wine, spirits,
ale, preserved fruit and fish, hardware, chemicals, electroplated ware and various
groceries (West Australian 14/07/1899). A consignment of 2365 locking bars used
in the construction of railways, was consigned to Messrs. G. and C. Hoskins of
Midland Junction, contractors of pipes for the Goldfields Water Scheme. Carlisle
Castle was the last of the Blackwall Line of clipper ships. Originally built as a fully
rigged ship, she was converted to a barque when sold to J. Robertson in 1893–1894
(Kenderdine 1995:151). A former passenger ship, the conversion was a result of
consumer preference for steam passage. As a barque she loaded full cargoes of wood
and grain (Fall 1972a:134). The vessel had two decks and a collision bulkhead.
Salvage parties began collecting and selling the Carlisle Castle cargo, including
spirits and soap, immediately after the wrecking. The hull and cargo were sold to a
Perth syndicate known as the Carlisle Castle Salvage Company for £21 and the hull
itself for £5 (Henderson 1995:317).
33
The Long Jetty
I was never so sick of a place in my life, and may the curse of Christ rest on
Fremantle and every son of bitch in it. God damn them all…PS Any man
that would send a ship here a second time is a damn ass. Still blowing a gale.
Description of conditions while berthed at Long Jetty—Capt.D.B. Shaw to
Simpson & Shaw, New York 19/11/1892 (Garratt & McCarthy 1994; Cullity
2003:28).
The Long or ‘Ocean’ Jetty, as it was originally termed (Fig. 3), was constructed in
1872 by Mason Bird & Co and was the new Representative Government’s first major
public work. Prior to its construction, large ships visiting Fremantle were required
to anchor in Gage Roads or Owen Anchorage and have their cargoes lightered to
shore. At the completion of its construction in 1873, it extended 750 ft out to sea
and could only accommodate vessels of up to 700 tons (smaller barques such as
Sepia were able to come alongside although, as Captain Shaw of the American
barque Saranac colourfully suggests, the weather was not always favourable
enough to facilitate this). Goods were still lightered into Fremantle from ships out
in the Gage Roads. In 1897, 216,000 tons of cargo out of a total of 600,000 tons was
transported to the port via lighter (Garratt & McCarthy 1994). After lobbying for
improved berthing facilities the jetty was extended west another 340 ft in 1886, and
again in 1888, 1891 and 1896, taking it to a total length of 3,294 ft (1004 m), thus
allowing deep draught ships to come alongside. Following the opening of the Inner
Harbour in 1897, the jetty was used as a promenade until it fell into disrepair and
was demolished in 1921 (Garratt 1994:2; Souter & McCarthy 1997:10).
The Long Jetty was excavated in 1984 after WAM was alerted of plans to develop
Challenger Harbour which would impact significant sections of the jetty. With
1438 objects in a collection comprising 858 registrations at September 2006—
some of the collection is still undergoing conservation and has yet to be formally
registered—the assemblage from the Long Jetty excavation serves as an important
reference collection of material imported into Western Australia from Britain, the
United States and other Australian colonies (see Appendix 3).
34
Figure 3: Long Jetty (PWD WA5832) c.1899 by C.Y. O’Connor and modern aerial view of site (WA
Department of Land Information).
The majority of the material accessioned is glass and ceramic comprising 279 liquor
bottles, 66 soft drink bottles and a selection of pickle jars, sauces and medicine
containers. Much of the crockery was embossed with the markings of shipping
firms including the Adelaide Steamship Company, the Australian Steam Navigation
Company, Howard Smith and Huddart Parker (Garratt & McCarthy 1994:19). Of
most interest to this research, is a collection of tin-coated lead seals with embossed
trademarks of companies importing beverages into the Swan River colony.
The excavation was essentially salvage archaeology and the aims were to survey
the extent of the structure, ascertain the nature and location of related artefacts
and collect a representative sample (Garratt & McCarthy 1994:11). Shortcomings
of the excavation included a lack of spatial control and subsequent recording,
which is the same problem afflicting the shipwreck collections in this study. The
identification of depositional processes and associated use of artefacts cannot be
35
determined from their association with other material on site. As demonstrated by
the Holdfast Bay Project in South Australia (Richards & Lewczak 2002; Rodrigues
2002a, 2002b), functional and MNI analyses are applicable to jetty collections but
this is outside the scope of this thesis. The collection is used for comparison with
the shipwreck assemblages as it provides an archaeological reference for maritime
activity in the area over an extended time. The artefacts were recovered from a
depth of 2 m both below the piles and within an area 15–20+ m on either side of the
jetty (McCarthy 2002:12). The concentrations of material located further out from
the jetty suggest that they were lost overboard by the vessels berthing alongside.
The area encompassed by the first section of the jetty, where the excavation took
place, was declared an historic site in 1988 under the Western Australian Maritime
Archaeology Act 1973.
36
CHAPTER 3: SHIPPING TO WESTERN AUSTRALIA, 1890–1900
Introduction
This chapter provides an historical background charting the effects of the opening of
the Fremantle Harbour, the gold rush and surges in immigration on the development
of Fremantle and Perth. All these factors provide the context for discussion of
the importance of shipping and the type of materials imported. This chapter also
discusses the role of the barque Sepia in relation to other vessels engaged in the
international trade to Fremantle, Western Australia, in the latter half of the nineteenth
century. It will examine the complexities of shipping conferences as well as the
organisation and process of importation, re-exportation and the subsequent effect
on a growing economy. The continuation of barque vessels in a period when sail
transport had been all but made redundant by steam will also be examined. This most
isolated outpost of the British Empire was heavily dependent on the availability of
adequate shipping services for its development. The battle over freight rates had
West Australian merchants vying for control over shipping previously directed
from London. This strong economic assertion from the Swan River colony makes
an interesting prologue to Federated government.
Historical Background
The economic history of Australia in the 1890s is characterised by a depression
following deteriorating international economic conditions and falls in exports and
capital imports. Gross Domestic Product (GDP) fell 15% in the first two years
of that decade bringing about high unemployment and business failure including
the closure of a number of leading banks. While the discovery of gold in Western
Australia stimulated the economy of the Swan River colony, it failed to lift the
depression afflicting eastern colonies. The period may also be considered one of
transition where the rural industry could not employ all of the growing number of
workers in this sector, forcing many to find employment in the cities. Aggregate
growth or the total supply of goods and services produced within an economy,
continued. The economy of the 1890s was much larger then previous periods with
37
the volume of goods and services produced in 1893, equalling the total amount
produced in Australian colonies from 1788–1850 (Jackson 1998:6).
Economic and demographic growth of the Swan River colony was relatively
slow compared with other Australian colonies prior to the late 1880s, after which
Western Australia joined the gold rushes. From 1890–1897 the discovery of gold
and associated opportunities tripled the population. Initially, dominated by single
men trying their luck in the goldfields, the demographic in the 1890s would also
increase as a result of female immigration, as female dependants sought to join
their spouses (Appleyard 1981:227). New immigrants originated from overseas as
well as from eastern Australian colonies, with many coming to Western Australia
from Victoria after the economic depression following the end of the earlier gold
rushes, forced miners to leave (Appleyard 1981:211). Unlike the mineral boom,
agriculture and other primary production exports were slow to develop. The Swan
River colony had imported wheat from the eastern colonies, despite producing it
locally, as cartage costs were cheaper than local produce. Wool remained the primary
export and timber exports continued to rise although development of this industry
was also restricted by poor transport routes from the mills to the port (Appleyard
1981:218).
The gold rushes of the 1890s not only stimulated the economy, they were imperative
for its survival. Revenue from this new resource raised the colony’s ‘credit-
worthiness’ and loans were secured for a number of capital public works (Appleyard
1981:222). Cargoes of railway iron and water pipes from the Carlisle Castle.and.
Denton Holme were intended to be used for these initiatives. From the development
of the Western Australian rail transport system to the construction of public offices,
the 1890s saw the Swan River colony assert itself as a thriving metropolis, rather
than a colonial backwater.
The economic and social development of the colony was also very much dependent
on the establishment of a small mercantile elite. The core of this community was
divided into native-born Western Australians and British immigrants. The family
38
names of this group included Bateman, Marmion, Dalgety, Moore, Pearse, Samson,
Diamond, Lilley, Manning and Higham (Brown 1992:36). This patriarchal elite
also held positions of rank within the Fremantle council with some standing for the
Legislative Assembly and even the magistracy. They were also the families which
made up the core shareholders of the WASA. The instigation for the establishment
of a local shipping ring was in response to excessive freight rates imposed on goods
shipped to Western Australia. The effect of freight rates may be considered one of
the dominant forces in determining who exported what to the Swan River, which
would in turn also dictate consumer choices. With a firm grip on politics and trade,
the decisions of this small group of merchantmen would directly influence how
consumer culture developed in Western Australia.
The State of Trade
In the first half of the nineteenth century, Western Australia’s ‘umbilical cord’ with
Britain remained the most important trade route. There were few alternative sources,
especially in terms of the quality, for manufactured goods. These included ales,
wines, spirits, and other manufactured utilitarian and luxury goods (Broeze 1984:3).
From the 1840s, the London to Fremantle trade was dominated by W. Felgate & Co.,
who, in the 1870s, also acted as the Western Australian Government’s emigration
agents in London (Broeze 1992:50). Felgate was to be later usurped by two British
companies, C. Bethell & Co. and Trinder & Anderson & Co (Broeze 1992:50).
This duopoly would dominate trade to Fremantle throughout the later nineteenth
century. As the development of Swan River colony was slower than its counterparts
elsewhere in Australia, its ties with Britain would remain one of its most valuable
assets. It should be remembered, however, that Western Australia was viewed as
‘a minor gem in the crown of the British Empire’ and remained both a relatively
small market and source of commodities until the late nineteenth century (Broeze
1984:28).
Perhaps.�n.response.to.th�s.dependence.upon.�mported.manufactured.commod�t�es.
and the slow pace of economic growth, by the 1880s, assorted measures were being
39
taken at a government level to protect the interests of local manufacturers. Various
acts passed in the colony such as The Tariff Act, 1888 reflect the protectionist
strategies employed by local politicians such as John Forrest, intent on legislating
protective measures for local producers. This was repeated in succeeding years
with, for example, The Tobacco (Unmanufactured) Duty Act 1891..Th�s.�ncreased.
the duty on unmanufactured tobacco to two shillings per pound. John Forrest, then
the colonial Treasurer, reasoned that, due to the establishment of a domestic tobacco
industry, there would be a reduction in the amount of imported manufactured tobacco
which, in turn, would create a decrease of the revenue from duties on imported
tobacco (Patterson 1968:162). This Act was then reviewed and passed in 1893 to
favour local producers by raising the cost of many imported finished goods by 2.5%
to 7.5%. These higher duties, especially in respect to imported food, had a profound
impact on consumers including the gold-mining population.
Western Australia, even with the granting of Responsible Government in 1890, was
still dependent on loans from Britain for its development. At the turn of the century
Western Australia’s ‘indebtedness had grown in a very much larger ratio than her
population; that, while between the beginning of 1891 and the close of 1900 her
liabilities had increased nearly nine-fold her population had increased less than
fourfold’ (Theil 1902:83). Victorian ideas of progress in the colonies required a
vigorous policy of public works out of loan funds with which to supplement and
encourage the efforts of private enterprise, notably domestic manufacture. Western
Australians, however, remained dependent on foreign imports of manufactured
goods, even after Federation and the various legislative measures since the 1880s.
Relaxation of customs barriers after 1901 resulted in an intra-state monopoly on
Australian manufactured goods. Eastern states manufacturers benefited from
larger economies of scale, while manufacturing industries in Western Australia
concentrated on the processing of primary produce. This stymieing of local industry
was, much later, one of the major instigations for the vote for secession in 1933
(Tull 1997:59).
40
The local manufacturing industry, while making steady progress in the last decade
of the nineteenth century, did not receive any direct benefits from the population
increase occurring in 1892 and successive years. It was difficult for local industry
to secure skilled labour as many were eager to try their fortune on the goldfields.
Similarly, owing to the lack of competition in shipping circles, freights on raw
materials were very high, taking away any incentives for local manufacture (Theil
1902:78). After the granting of Responsible Government, successive governments
focused their policies on the opening up of mineral and other natural resources of
the colony. It was understood that Western Australia’s prosperity was dependent on
the rapid development of resources rather than any attempt ‘to foster those artificial
industries, which generally come into being in communities whenever necessity
arises for their existence’ (Theil 1902:382). It would not be until Federation, ten
years later, that local manufacturers were protected by a ‘free list’ which included
nearly all the raw material use by them (Theil 1902:78).
In response to this a Chamber of Manufacturers was formed in 1899 to safeguard
the interest of Western Australian manufacturers. There were also offers for foreign
capital investment, notably Belgian, in established local manufacturers and new
industries capable of development (Theil 1902:79). The following table gives the
number of industrial establishments, not including mines, in Western Australia from
wh�ch.returns.were.rece�ved.under.the.prov�s�ons.of.the.Industrial Statistics Act for.
1900. The industrial establishments are defined as being either a factory, workshop
or mill where either four persons or more have been employed at any one time
during the year or where an engine driven by steam, gas, oil or electricity has been
used, whatever be the number of persons employed. It also shows the classes and
value of goods imported into the colony.
41
Table 3: Domestic Industry and Imports for Western Australia 1900 (Theil 1902).
Nature of Industry No. Establishments Average No. Employed
Articles Imported During 1900
Value £
. . Male Female Total . .Animal Products . . . . . .Tanner�es 4 36 36Bone Mills 2 5 . 5 . .Food . . . . . .Baker�es 54 304 7 311 Oilmen’s Stores 15,431Condiments, Coffee, 4 14 18 59 Cakes & Puddings 15,795Confectionery Works 7 51 36 87 Oatmeal 11,982Flour Mills 18 99 . 99 Sauces 12,508Ice and Refrigeration Works
5 61 1 62 Animals, live 228,260
Bacon Factory *1 . . .Sugar, Molasses, Treacle
13,2807
Biscuit Factory *1 . . . B�scu�ts 12,669Butter Factory *1 . . . R�ce 14,174Fish Preserving Works *1 . . . Preserved.F�sh 29,844
Pickle Factory *1 37 9 46Jams, Jellies & Preserves
48,731
. . . . .Fruit, Bottled and T�nned
35,389
. . . . . Fruit, Dried 16,890
. . . . .Vegetables, Preserved
16,381
Drink . . . . . .Aerated.Water.and.Cordial Factories
57 326 4 330 Malt 26,739
Brewer�es 31 364 . 364 Hops 13,948Wine-making Establishments
5 24 . .Beers, Wines, Sp�r�ts
236,743
Water-condensing Works
21 127 1 128 . .
Clothing . . . . . .
Boot.and.Shoe.Factor�es 17 284 58 342Apparel and Drapery
666,032
Dressmaking and Millinery Factories
24 . 241 241 Boots & Shoes 108,385
Tailoring Establishments
49 286 315 601 Hats.and.Bonnets 5958
Building Materials . . . . . .Br�ck.Works 24 363 . 363 Timber 53,081Quarr�es.and.L�me.Works
15 221 2 223 Doors 3,478
Sawmills (Forest) 23 2932 3 2935 Canvas 21,225Sawmills (Town) and Joinery Works
26 455 . 455 Cement 14,385
Glazing Establishments *2 . . . Glass & Glassware 17,176Pa�nt.Works *1 31 1 32 . .Metal Works . . . . . .
42
Agricultural Implement Works
4 34 . 34Agricultural Implements & Machinery
25,998
Electrical Engineering Works
4 87 . 87Machinery (except Agricultural)
513,551
Engineering Works (Iron Works,
. . . .Nails, Tacks, Bolts, Nuts
23,669
Foundries, Plumbing and Tinsmithing)
39 1171 4 1175Pumps & Apparatus.for.Raising Water
14,402
Railway Workshops 3 809 2 811Boilers, Land & Mar�ne
6,966
. . . . .Iron, Hardware & Ironmongery
336,921
. . . . . Railway Plant 130,996
. . . . . Cutlery 9,592
. . . . . Steel 316,600
. . . . . Tools 28,258
. . . . . Cordage 22,806Boat Building . . . . . .Boat Building Works 3 33 . 33 . .Furniture and Home Wares . . . . . .
Furniture and Bedding Factor�es
15 201 11 212Furn�ture.and.Furniture Maker’s Material
26,181
. . . . . Blankets & Rugs 13,625
. . . . .Carpeting, Matting & Floor Cloth
25,101
Books, Paper . . . . . .Cardboard, Paper Box Making Factories
2 3 14 17 Books, Printed 24,989
Printing and Book Binding Works
38 779 61 840 Stationary 29,792
. . . . .Paper, Printing, Unprinted &c.
45,827
Vehicles, Saddlery, Harness Making . . . . . .
Coach Building and Backsmithing
39 325 2 327Cart and Carriage Maker’s Material
5,614
Cycle Works 5 47 1 48Carts, Carriages and Wagons
3,603
Saddlery and Harness Makers
6 93 4 97 Bicycles 48,820
. . . . .Harness & Saddlery
13,395
Heat, Light & Energy . . . . . .Electric Light and Power.Works
8 69 . 69 Lampware 12,653
F�rewood.Yards 24 102 1 103 . .Gas.Works 3 56 . 56 . .Miscellaneous . . . . . .Manufacturing Chem�sts
2 5 15 20Apothecar�es.Wares
53,218
43
Manufacturing Jewellers
6 40 . 40 Clocks & Watches 15,343
Monumental Works 2 15 . 15 Jewellery 22,982Photographic Establishments
3 15 . 15 Plate, Electro 10,784
Soap & Candle Works 6 67 . 67 Candles 3,021Tobacco & Cigar Works 3 56 18 74 Soap 17,891
Cooperage Works *1 . . .Cigars, Cigarettes & Snuff
45,767
Eucalyptus Oil Works *1 . . .Tobacco, Manufactured
45,956
Guano.Works *1 . . .Tobacco, Unmanufactured
4,700
Corn-crushing Works *1 . . .Tobacco, Pipes & Wares
14,363
Leather.Goods.Manufacturing Works
*1 . . . Manure 17,036
Optician’s Establishment
*1 . . .Leather, Unmanufactured
40,507
Picture Frame-making Establishment
*1 . . .Fancy Goods and Toys
16,591
Axle Grease Works *1 80 4 84Earthenware & Ch�na
17,113
. . . . . Bottles (empty) 8,301
. . . . . Oil 92,160
. . . . . Matches 9,071
. . . . .Ammunition & Explosives
157,583
. . . . .Bags, Sacks & Bagging
30,012
. . . . . Government.Stores 67,033
. . . . . Coal 110,699
. . . . . . .Totals 617 10,134 846 10,980 . 4,237,501*.Denotes.Same.Company
. . . . . .
Table 3 indicates that, despite the existence of locally established industry for
most manufactured goods, particularly in regards to food and beverages, the same
categories of material continue to be imported into the colony. The last decade of the
nineteenth century saw Western Australia attempting to define itself both politically
and economically. With a growing population, and a wealth of natural resources, it
would appear that Western Australia was the perfect location for nascent domestic
industry. In fact, the situation was quite the opposite. The gold rush had the effect
of boosting the economy, at the expense of the development of local industry,
and creating a situation where demand for some goods exceeded local supply.
Consumers would therefore remain dependent on the import of foreign goods.
44
Local industry was also to be affected by the shipping conferences which exerted
control (in terms of freight costs) far beyond that of simple trade. Politics was to
become synonymous with trade, ultimately determining what was to be imported
into Western Australia during this defining period.
The Port of Fremantle: ‘The Brindisi of Australasia’
There was no suggestion of any steamer traffic. The whole of the freighting
from overseas was by sailing ships, small at that, probably 350 to 400 tons at
the outside, the sailings were irregular; the voyages were long; the difficulties
were great; there was no harbour at Fremantle [before...]; there were many
losses of boats, all of which tended to make trade extremely hard (Alfred
Sandover to the 50th Annual General Meeting of WASA Shareholders on
29/11/1934 in Cullity 2003:5).
The Port of Fremantle, consisted of Gage Roads, Owen Anchorage, Cockburn
Sound and after 1897, the Inner Harbour at the mouth of the Swan River (see Fig.
1). Gage Roads is a large area of water west of the Port, enclosed between a line of
islands, reefs and the mainland. The roads are approximately 7 km wide by 12 km
long and are open only to the north. Owen Anchorage and Cockburn Sound lie to
the south of Gage Roads. It was recognised after initial colonisation of Fremantle
that there were no appropriate facilities for sheltered anchorage or berthing and
that ship traffic could not traverse the limestone bar across the mouth of the Swan
River. Poor facilities at Fremantle and other regional ports were blamed for the high
number of wreckings, higher freight and insurance rates, slow load and unloading
of vessels and even for the absence of larger vessels along the coast prior to the
opening of the new Harbour (Henderson 1977:23). Steamers such as the P&O
operating a fortnightly service after 1880, would not consider a direct link with
Fremantle in the absence of a suitable harbour (Henderson 1977:39). Albany was
the mail steamer port with cargo and mails then being hauled overland or via a
coastal shipping service to Perth. The jetty facilities at Fremantle were also deemed
inadequate as shown by the concerns expressed by Captain D.B. Shaw in 1892:
45
It is certainly the worst place I or anyone else ever saw. No place to send
a ship of this size…I would not come to this port again and be obliged to
discharge at this wharf, if they made me a present of the vessel. Captain
D.B Shaw to Messrs. Simpson and Shaw 8/11/1892 (Cullity 2003:26; Tull
1997:11).
The Port of Albany was viewed as the colony’s primary port, chosen by the British
steam mail service in 1852 and then the P&O, for the next thirty years (Brown
1990:74). Prior to the privatisation of the harbour of Rockingham in 1873, the Port
of Rockingham, under the jurisdiction of the Fremantle Harbour Master, was also
perceived and served as an extension to the Port of Fremantle (Fall 1972a:22).
Fremantle jetties were unsuitable for directly loading and unloading large vessels
and even with the completion of the Ocean (Long) Jetty in 1887, these jetties were
really only suited for lighters. The Rockingham jetties, built in 1872,1882 and 1898
were far more suited for berthing larger ships up to 1000 tons (Fall 1972a:29). Prior
to the opening of the Inner Harbour, cargo was discharged from vessels lying in
Owen Anchorage and landed at South Bay.
Representations were made that the Bill of Lading should cover goods to
the wharf. The rate of lighterage was about 5/- per ton. The vessels used to
lie off, particularly in the Wintertime, exposed to all the north-west gales.
It would sometimes be a week before lighters could get alongside ships,
or the weather was so bad that it was impossible to discharge cargo into
them creating exceptionally long delays. Eventually political pressure was
brought to bear that cargo should be delivered on the wharf (Alfred Sandover
to the 50th Annual General Meeting of WASA Shareholders on 29/11/1934
in Cullity 2003:9).
In 1837, Lieutenant Jones proposed the creation of an artificial harbour creating a
breakwater, 914.4 m long, south of Arthur Head. In 1839, the Surveyor General,
J.S. Roe, proposed a similar scheme; however, neither of these early plans were
undertaken, principally because of the lack of resources in the colony. Work
was initiated on opening the bar in 1848, when a trial explosion was facilitated
46
by Superintendent of Public Works, Henry Trigg, with the intention to carry on
in succeeding seasons (Page 1986:51). In 1849, a Fremantle Harbour Board was
appointed, chaired by Roe. Soon after, work started on Triggs Passage, a channel
through the rock bar at the river’s mouth. Local shipping agents raised objections
to opening this passage, fearing that ships would sail straight to Perth, bypassing
Fremantle. Work was abandoned because of lack of plant. The importance of the
major port at Fremantle increased in the 1870s, reflecting a growing population and
economy (Bavin and Gibbs 1988:13).
In 1890, when the colony became self governing, it gained the right to raise loans
for its own maritime works. Harbour engineer, Sir John Coode, had offered two
proposals for Fremantle Harbour in 1877 which both proved too costly for the colony
at that time (Page 1986:139). In early 1891, John Forrest, then Premier of the colony,
was anxious to resume investigation into building an appropriate port and requested
Coode to advise as to what effect certain improvements proposed for Fremantle
would have on Coode’s 1887 scheme (Page 1986:184). In June 1891, Charles
Yelverton O’Connor, an Irish engineer formerly working in New Zealand, arrived
in Fremantle. While providing Forrest with estimates he requested for the Owen’s
anchorage development, O’Connor also developed his own recommendations for a
harbour. He presented two alternatives for an inner harbour, either at the mouth of
the Swan River or by dredging a channel to Rocky Bay. The former was his preferred
scheme as there were navigational problems with Rocky Bay and extra costs for
providing road and rail to that area (Page 1986:186). Forrest successfully moved
O’Connor’s principal scheme in the Legislative Assembly on March 9, 1892. These
were essential factors in finally determining the location and the form of Western
Australia’s principal port. The proposal for what would eventually be Victoria Quay
was the creation of land backed wharves (Page 1986:190). Construction works
commenced on the Inner Harbour in 1892, with the construction of North Mole
utilising limestone from quarries at Rocky Bay. Preliminary work for South Mole
began in May 1894, resulting in much of Arthur Head being levelled to provide the
fill. By 1897, much of the original promontory at Arthur Head had been quarried
with the level land utilised by the Railway Department for railway lines (Pearson
47
1984:6). The money to fund this public work being no less than £1,064,984, was
borrowed on the open money market in London. More importantly, the borrowing of
this money was agreed to by Government, prior to the discovery of gold in Yilgarn
and the eastern fields (Brown 1990:82).
‘Great expectations were held by shippers with the opening of the Inner Harbour at
Victoria Quay in 1897’ with Fremantle envisioned as ‘the Brindisi of Australasia’
(Diamond, A.J., WASA Minutes 19/12/1899). Despite this optimistic comparison
with this Italian port for the British Indian Mail Route, a port which flourished
after the opening of the Suez Canal in 1869, Fremantle’s new Inner Harbour, while
allowing vessels to berth safely within the port, would not necessarily denote a
comparable increase in traffic to the Swan River colony. Even with the new Inner
Harbour, Fremantle was not prepared for the boom of the 1890s and subsequent
increase in the volume of trade. Importing merchants cited ‘the great blockage of
Fremantle’ a result of disorganised rail system for unloading vessels (Tull 1997:
23). In 1896, the blockage of the wharves at Fremantle almost toppled the Forrest
Government. A dispute between contractors building the Goldfield’s railways and
local merchants resulted in inaction on the part of the Railways department. Food
was left rotting on the wharves and ships were backed up in Gage Roads waiting
to be unloaded. Vessels both during and after this period were discharged at a
slower rate forcing freight rates from Europe to Fremantle 25% higher compared
to international traffic entering eastern Australian ports (Tull 1997:24). Trade to
Fremantle and subsequent economic development was largely dependent on the
availability of ‘adequate shipping services at the right price’ (Henderson 1977:1).
The Organisation of Shipping
Up until 1870, British shipping called at Fremantle with mixed cargoes or was
specifically chartered to carry exports. However, from the 1860s vessels also visited
on speculation, partly due to the fact that Fremantle was en route from the eastern
colonies to Asia (Broeze 1984:27). The organisation of shipping to Australia
in the 1870s and 1880s has been described as a ‘free for all’ (Deakin 1973:37).
48
Shipowners and brokers made agreements with London merchants for exclusive
shipments of cargoes to Australia. Ten sailing ships, including wool carriers and
the occasional chartered vessel made up the Britain to Fremantle fleet in this period
(Broeze 1992:50) (also refer to Appendix 4: Register of Shipping Arrivals and
Departures at the Port of Fremantle 1890–1899). Vessels making the long voyage
to Australia by sea required a return cargo in order to make the journey profitable.
Primary produce such as wool, wheat and fruit made good return cargoes but were
subject to seasonal and quantity fluctuations. Often ships arrived before knowing
the exact quantity and nature the export (Tull 1997:101). These vessels kept to an
annual sailing schedule that revolved around the wool season, but also had to have
the capacity to make a speedy return to Britain in order to make the earliest possible
wool auction (Broeze 1984:27). From 1883, the London brokers also introduced
steam cargo transport to Fremantle (Broeze 1992:50).
Shipping was organised into two forms, tramp and liner services. Tramp shipping
operated in a world market with the ports of call and subsequent routes derived
from where there was available cargo. For tramps to operate economically, they
needed to be fully laden and often had a preference for bulk cargo. Additionally,
they required less administration and a local shipping agent would suffice (Tull
1997:109). A random sampling of vessels visiting the Swan River colony on 17
August, 1901, records six steamers and seventeen sailing vessels inside the harbour,
two steamers at the main jetty, three vessels in Gage Roads and three at Rockingham
totalling 36, 489 tons. This large number of vessels was attributed to the increase
in the number of cargo tramps which ‘roam around the world, seeking what freight
they may devour’ (Theil 1902:460). These type of sailing vessels were ideal for
transporting return bulk cargoes of primary produce. Liner services offered a regular
service on a specified route and were usually organised in conferences. Conferences
were designed to limit competition between regular scheduled vessels, engaged
in a particular trade, by establishing uniform rates and practices. Conferences
protected their interests by adopting a referred rebate system. Under this system,
the conference lines periodically paid a particular rebate on freights, provided
shippers have confined all their shipments to the lines which were members of that
49
conference. Local liner shipping offices were opened or shipping agents engaged in
order to obtain cargoes at Fremantle (Tull 1997:107).
Shipping to Australian ports also took into account the routes dictated by the freight
markets of Asia and the Pacific (Broeze 1984:4). An isolated study of bilateral or
terminal trade between Fremantle and London must also consider the practice of re-
exporting goods. British trade with Western Australia was often channelled through
eastern colonies (Henderson 1977:57). For example, in 1890, of a total Victorian
export value to Western Australia of £132,261, £82,716 was produce of the colony
and £49,545 re-exports. Western Australia could in fact import a larger quantity of
tea from the eastern colonies than from China itself. By 1900, international imports
totalled £3,798,000 of which £511,000 or 13% came as re-exports from the eastern
states (Tull 1997:60). Western Australia’s percentage of inter colonial trade was less
than the total Australasian percentage, and Western Australia’s percentage of trade
with Britain was more than that of other colonies. Although the principal trading
partner was Britain, Western Australia also had close ties with Asia, and due to its
isolation less inter-colonial ties including re-exports (Henderson 1977:59). Trade
with Asia was based on what Western Australia could supply in bulk, rather than
imports. The increase in imports from this region was due to the amount of British
goods being brought into Western Australia via this route (Henderson 1977:62).
Re-exporting increased the cost to customers in Western Australia by the addition
of transhipment, port and customs costs, as well as general mark ups inherent in
re-sale. Little effort was made to reduce costs due to the isolation of Perth from
other commercial centres and deficiencies in shipping services. Producers preferred
to have their goods marketed quickly even if the return was less due to the goods
having to be re-exported from either Asian or inter-colonial entrepots (Henderson
1977:66).
Steam powered vessels on ocean routes were not viable at first due to the higher
costs associated with construction and the space restrictions for carrying coal in
preference to cargo. The need for speedier communications between Britain and
Australia following the discovery of gold in 1851 in the east, saw mail service
50
contracts awarded to two companies, the Australian Royal Mail Steam Navigation
company, which folded within a year and the Peninsular and Oriental Steam
Navigation Company (P&O). The P&O, which was initially going to operate
between Singapore and their Sydney branch via a West Australian port and Adelaide,
changed this route after only one visit. This inaugural visit coincided with the
wrecking of the sailing ship Eglinton and as a result officials removed Fremantle
from the regular route (Inquirer 29/9/1852, 6/10/1852). Avoidance of the Swan
River colony had implications for the development of the Port of Fremantle and
subsequent communications with the outside world (Henderson 1977:30). Shortly
after the introduction of the compound engine and its attendant economy of fuel,
an attempt was made to start a line of steamers to Australia. The St. Osyth, the
Hankow.and.the.Whampoa were accordingly built in 1873–1874 with a view to their
employment in that trade. The St. Osyth made its first voyage to Melbourne in 47
days, reducing the duration of the journey to little more than half the time taken by
clipper ships. Business with the colonies was ‘dull and freights low at that time, the
venture proved unremunerative, and those vessels had to be taken out of the trade’
(Shipping Gazette and Lloyds List Weekly Summary 28/01/1887). Four years later
Messrs. Anderson and Anderson and Co. and Messrs. F. Green and Co. combined to
form the Orient Steam Company with a monthly service. This gave such an impetus
to the trade with the colonies that the service had to be made fortnightly (Shipping
Gazette and Lloyds List Weekly Summary 28/01/1887).
In 1883, London ship owners and brokers Bethell and Co. and Trinder, Anderson
and Co. initiated four annual trips between London and Fremantle by direct steamer.
With the introduction of steam passage, improved sailing speeds were less of a
priority. In fact, the need for fast sailing vessels declined when high value cargos
could be carried faster by steam (Henderson 1977:15). On an international level,
sail transport was dominant throughout the first half of the nineteenth century.
The transition from sail to steam on the basis of the net tonnage of the world’s
mercantile fleets took place in the last decade of the nineteenth century, although it
occurred earlier in most maritime nations, at least by 1881, on the basis of vessel
usage (Henderson 1977:41–43). There are a number of reasons for the protracted
51
introduction of steam vessels to Western Australia. Economy of fuel had to be
achieved before longer voyages could be attempted in competition with sailing ships.
Time was required to accommodate changes to labour and capital associated with
the industry (Kirkaldy 1970:68). Mercantile confidence was also slow to develop. It
was not until the development of the compound steam engine followed by the triple
expansion engine—first used on the Aberdeen in 1881 (Kirkaldy 1970:91)—that.
steam transport became a commercial success. The compound engine produced
an immediate reduction of 50% in the consumption of coal (Shipping Gazette and
Lloyds List Weekly Summary 28/01/1887).
By 1890, 92.9% of all vessels entering and clearing the state were steam propelled.
This percentage was increased by the mail steamers calling at Albany rather than
a reflection of steam trade in export/import markets of Fremantle alone. This is
further demonstrated by 1901 statistics which show that the percentage of steam
vessels had reduced to 82% despite tonnage increases (Henderson 1977:45). This
was a result of the growing timber industry that preferred sail transport due to the
lower freight rates than could be provided by steam. A similar situation occurred in
New South Wales where the coal trade continued to employ sailing vessels but both
trades represented only a small portion of Australia’s total shipping. The overseas
and interstate arrival and departure statistics at Fremantle suggest the transition
occurred around 1894 with steam to sail tonnage 39,589 tons to 23,011 tons
respectively (Henderson 1977:45). At the close of the nineteenth century, while
steamers dominated the traffic entering the Port of Fremantle, sailing vessels still
played a valuable part in British and colonial shipping.
The local export market, dominated by timber and wool, proved instrumental in
determining the types of vessels used in the British trade. Iron clippers, ‘the sturdy
workhorses’ for the Europe–Australia route, were economical in terms of cargo
space and cheaper to operate ‘paying nothing for the power that moved them’
(Blainey 1966:21). Sailing ships, which were considered redundant in much of the
European trade, found employment in the Australian hardwood trade and would sail
in ballast in order to take a cargo (Blainey 1966:283). From 1890–1899, 14% of the
52
total traffic entering the Port of Fremantle, arrived in ballast and all these vessels
were sailing ships (Appendix 4: Register of Shipping Arrivals and Departures at
the Port of Fremantle 1890–1899). The wool season, occurring in the Australian
spring, was important in determining the timing of arrivals and departures from
Britain (Broeze 1984:6). While steam halved the distance between Europe and
Fremantle in terms of time, sailing vessels could only reduce the three and a half
month voyage by two weeks over a sixty year period. Although it was understood
that sailing ship technology had reached a peak (Henderson 1977:10), there was a
notable improvement in sailing performances by some ships to New South Wales
and Victoria in the later nineteenth century as a result of the larger size of vessels
and the publication of the Maury Wind and Current charts. Lt. Maury of the US
navy popularised the shorter Great Circle Route as a replacement for the old route
following the lines of latitude on the Mercator chart. He developed wind and current
charts, constantly updated with information derived from abstract logs from other
navigators (Blainey 1966:182). Although the Great Circle route was used by ships
sailing between Britain and Fremantle, it was not used for the homeward route as
ships had to travel in lower latitudes to take advantage of the south-east trade-winds
which would take them to the Cape of Good Hope.
Establishment of Western Australian Shipping Association
The Western Australian Shipping Association comprises all of Fremantle,
and no one will do anything for you but work against the ship… The ship
has to feed them and give them all the money and tobacco they want or they
will make trouble. They are a dirty lot (Letter from Captain D.B. Shaw to
Messrs. Simpson and Shaw Fremantle, 8/11/1892 in Cullity 2003:26).
The Western Australian Shipping Association (WASA) was formed in 1884, by
Fremantle merchants Moore, Marmion, Samson, Higham and Congdon in an
attempt to regulate and exert local authority over trade between Britain and Western
Australia. Operating as an unregistered company, its inception was a reaction to a
London based shipping monopoly which, through a conference system, had offered
53
substantial rebates on normally high freight charges for shippers using their vessels.
This London conference included Trinder, Anderson and Devitt & Moore (Brown
1996:60). The WASA was also a reaction from Western Australian importers like J.W.
Bateman, who grew tired ‘of the inequities that his firm had to bear at the hands of
London Loading Brokers [and] conceived the idea of invading the London freighting
market’ (Alfred Sandover to the 50th Annual General Meeting of Shareholders on
29/11/1934 in Cullity 2003:5). The Association offered competitive fixed freight
rates and this was met with strong opposition from the London brokers who not only
offered to undercut these prices but had also undertaken that ‘an extra 5% primage
on each shippers freight would be credited off any account provided that they do
not support this Association’ (WASA Minutes 19/05/1884). At first, focusing on the
Britain to Fremantle trade, the WASA would become party to agreements which
included ports such as Liverpool, Glasgow, Hamburg and Europe as well as New
York (Broeze 1992:49). The success of the WASA was dependant on the power the
members had in directing the import trade. With its primary aim of keeping freight
rates low and making shipping accessible, the WASA would be exclusive. After all,
why would any established import firm encourage competition? Similarly, while
initial rates were competitive, a wider range of cheaper goods were added to the
shipments. This, however, was not to last.
There was a curious arrangement that existed for some years in regard to the
agency of the vessels coming out for the WASA. The shareholder who had
contributed the greatest amount of cargo was entitled to the agency of the
ship (Alfred Sandover to the 50th Annual General Meeting of Shareholders
on 29/11/1934 in Cullity 2003:13).
This suggests that the WASA was not an administrative body, acting on behalf of a
number of companies, but rather that entire shipments to the Swan River colony could
be controlled by the most successful importing company. In fact, as part of the code
of by-laws for the company, a committee of five was established with ‘the specific
power to appoint and at pleasure remove any agents or servants of the Association
as they from time to time, shall deem expedient, and may determine the powers
54
and duties of such agents and servants, and fix their salaries and endorsements…’
(WASA Minutes, General Meeting 1884:12).
The first vessel chartered by WASA for £1200 was the Mira Flores although it
later became apparent that the charter showed a prima facie loss (WASA Minutes
19/05/1884). Tenders for the Agency for the inward business for the Mira Flores.
included L. Samson and Sons for 2% on the amount of inward freight, M Higham
and Sons and Sandover and Mayhew for a lump sum of £25 and £10 respectively
(Alfred Sandover 1937 Annual General Meeting of Shareholders on 23/11/1937
in Cullity 2003:17). The WASA faced setbacks from its inception after the Mira
Flores wrecked on its second voyage to Fremantle, with only a portion of its cargo
being salvaged.
The first suggestion of rationalisation of the WASA in conjunction with the London
conference, referred to as the ‘London brokers’ or ‘the Brothers’ in contemporary
correspondence, came in a letter received from Captain Marden, the WASA manager
in London, in May 1887 in which he said that:
…as there was likely to be a period of depression in the export shipping trade
from London to this colony, it would be desirable that the system known as
pooling the vessels should be adopted by the parties engaged in trade; that
is; that they should load the vessels in turn, as hitherto, but that the profits
arising from the charters should form a joint account to be equally divided
between the three parties (Capt. M.W. Marden to WASA Board 05/1887,
Cullity Private Collection).
It was thought that by adopting this system, larger vessels could be chartered and
dispatches could be made at less frequent intervals. A truce in the ensuing rate war
between British rivals and WASA was negotiated with WASA receiving a share in
the trade on the condition that they charged agreed freight rates (Tull 1997:102).
Similarly the agreement was structured so that it protected local export industries
such as ‘the home loading of the traders to London with wool’ (WASA Committee
55
Minutes 02/04/1886). The first agreement made with London Brokers was ratified
in December, 1888, after over two years of negotiation and covered British and
European.Ports..
Table 4: WASA Statistics of Vessels loaded in conjunction with London Brokers
until 1892 (WASA Directors Report, Annual General Meeting 25/10/1892).
No. Vessels Cargo Type Port of Departure Destination14 General London Fremantle2 General London Albany1 General London Geraldton/Cossack3 Railway material London Fremantle2 Railway material London Bunbury3 General Glasgow Fremantle
WASA also berthed vessels in New York where there were large shipments of
kerosene and timber. Previously, the chartering of boats for New York had been
undertaken by individual Western Australian firms. Although WASA chose to join
the British Brokers, freight charges remained high and rebates were withheld. This
still remained the case even after the Association agreed to a partnership with London
brokers for the loading of steam vessels from January, 1894 onwards (Meeting of
WASA Directors 2/05/1893). Freight rates, WASA included, varied according to
the produce carried and current demands. For example, in 1884, bulk ale, wines
and spirits, manilla rope and camp ovens commanded the highest rates (WASA
Committee Minutes 28/06/1884).
The WASA also long had visions of controlling the export trade, wool in particular
(WASA Minutes 18/01/1889). Generous offers were made to wool growers: ‘20
Guineas per ship provided he acted for the Association exclusively in addition to
2/- per Bale…’ (WASA Minutes 15/05/1889). The Association finally chartered the
sailing vessel Augusta in 1890 to load wool from Ashburton (Directors Report,
WASA Annual General Meeting 9/07/1890). WASA was in direct competition with
British owned vessels which used to load in London for Fremantle return including
the.Helena Mena, Charlotte Padbury.and.Annie MacDonald (Alfred Sandover to
56
the 50th Annual General Meeting of Shareholders on 29/11/1934 in Cullity 2003:9).
In addition to its British lobbying, the WASA was active in liaising with local
officials and politicians. Correspondence with the Colonial Secretary indicates that
the WASA solicited the patronage of the Government (WASA Committee Minutes
22/07/1884). With the coming of Responsible Government in 1890, the Directors
of the Association corresponded with the Premier ‘in respect to the Colony’s
shipments’ (WASA Directors Minutes 8/06/1891) and for ‘the purpose of bringing
the Association prominently before the Government’ (WASA Directors Minutes
20/07/1891).
There was another issue in the late 1890s, in regard to shipping and the
responsibilities of the shipper and merchants which may have influenced Fremantle
merchants to operate independently. A Bill to Regulate and Define the Duties and
Liabilities of Shipowners was put forward by the London Chamber of Commerce
in 1891. It was resisted by many stake holders who argued for ‘freedom of contract
to continue’ (Shipping Gazette and Lloyds List Weekly Summary 10/11/1891). For
the next decade it would be argued that the unsatisfactory state of affairs between
shipowners and merchants did not in fact exist, but the question was really one
between shipowners and the underwriters of cargo. The Bills of Lading of the period
were subject to the inclusion of certain clauses which relieved shipowners, almost
entirely, of responsibility in connection with the goods committed to their charge.
The committee of the Sydney Chamber of Commerce in the colony of New South
Wales outlined the issues affecting all Australian colonies in February 1898:
Bill of lading forms have been framed solely in the interests of shipowners,
and without consultation or conference with shippers, who are necessarily
parties to the contract, and further that the combination of Shipowners is
so powerful as practically to control the shipping business of Great Britain,
the effect of which is that Shippers have no alternative but to accept these
documents (Letter to The Premier and Colonial Treasurer, Sydney NSW,
2/02/1898, PRO 12906).
57
With the opening of Fremantle Harbour in 1897, and the economic stimulus
provided by the discovery of gold in 1886 (Crowley 1960:112–155), local shippers
argued that freight rates should be brought into line with other Australian ports. The
response of the shipping companies was that, regardless of the now better standard
of port facilities, the rates would remain the same due to the ‘peculiarities of the West
Australian trade’ (Henderson 1977:20). The organisation of shipping during this
period was ultimately decided by a State Parliamentary Royal Commission in 1905
which identified WASA as the reason for high freight rates to Western Australia.
Conferences were highly controversial with the 1909 British Royal Commission
on Shipping Rings declaring that such an arrangement created monopolies, high
freight rates and damaged tramp-shipping prospects (Tull 1997:105). Throughout
their operation in the late nineteenth century, the WASA controlled the types of
goods entering the colony thereby becoming ‘the real power behind the throne’
(Fremantle Advertiser, August 1921).
The Iron clipper—History and Deployment to the Swan River
Technological improvements such as the development of heavier rigging and the
capacity for a larger sail area through use of iron shrouds and hull design (Henderson
1977:10), in combination with niche market opportunities ensured that sail transport
was used, even after the close of the nineteenth century. Iron ships built in the
late nineteenth century to transport bulk cargos in competition with steamers, were
sometimes called ‘iron clippers’ (Lubbock 1922:118). Despite the name, capacity
rather than speed was the emphasis (Gould 2000:242). These types of ships could
maintain speed by carrying sail in strong winds, a direct result of advances such
as iron masts, wire rope standing rigging, and steam deck machinery (Gould
2000:243). Wooden vessels had by this time, reached the technological limit of size.
Maintenance costs were prohibitive when compared with iron construction which
also had distinct strength to weight advantages (Corlett 1975:7). John Grantham
describes the advantages of iron in 1840:
1. A good serviceable iron sailing vessel not exceeding 300 tons burthen will be
equal in cost to an English-built 12 years timber-built ship of the same external
58
dimensions without including the price of copper sheathing for the latter (Lloyd’s
classed vessels at the time for 12 years only in the highest class).
2. Iron vessels about 300 tons are rather less expensive than wooden vessels.
3. Very large merchant vessels and ships of war are much less expensive than wood
(Corlett 1975:213).
The advantages of iron were first recognised in Northern Europe, as described by
Grantham in 1858: ‘For some years past iron vessels have been built in ports of the
Baltic and throughout the continent of Europe they are probably elsewhere to be
found… Strange as it may appear our ship owners long resisted the conviction that
iron could be advantageously applied for building sailing ships required for long
voyages. Some however, are now yielding to the opinions that we have so long
urged and many large and splendid specimens of naval architecture in the form
of iron sailing ships are owned in every large port, especially Liverpool’ (Corlett
1975:214).
In 1854, a new measurement of vessels was devised by naval architect George
Moorsom who used the principle that the earning capacity was mainly governed by
the cubic capacity under the deck (Bes 1951:168; Henderson 1977:40). Efficiency
and profit were important factors in ship construction when transporting bulk and
general cargo. In a period where economy of scale was critical, sailing vessels were
often outclassed, not by steam ships reserved for priority goods and passengers,
but other sailing ships (Gould 2000:249). Iron vessels, especially those powered
by sail often lacked internal bulkheads and were strengthened instead with rail-
like longitudinal stiffeners along the inside of the hull plating. Many ships of this
kind were built from the 1860s to the early 1900s (Gould 2000:79). There was not
a linear progression in technology from the middle of the nineteenth century, but
rather a branching off with the introduction of steam (Gould 2000:244). Sailing
vessels endured, constructed of iron and later, steel. The iron ship was surpassed
by steel around 1880 (Corlett 1975:221), although the persistence of sturdy iron
hull types in trade continued after the close of the nineteenth century. Sailing ships
in the late nineteenth century evolved rapidly in order to compete with steam,
59
enduring more technological changes in this period than the preceding 200 years
(Gould 2000:249). In the period in which Sepia was operating, most sailing ships
had 2000 tons capacity. Sepia, with 696 registered tons, was already obsolete by
comparison. With the introduction of four-masted and steel hulled vessels this
redundancy should have increased. Larger four-masted barques at the close of the
nineteenth century were considered a craft of great economic power and utility
(Kirkaldy 1970:38). Carrying capacity was high and the introduction of labour-
saving devices minimised the need for large crews. In essence, the larger sailing
vessel had become cost effective. As a cheap form of transport, sail persisted with
the addition of auxiliary engines. Interestingly, steamers have also been described
as auxiliaries as they carried enough equipment to rig them as sail ships and this
tradition was to persist until the turn of the century (Kirkaldy 1970:40). This was
also the period where many fully rigged ships, such as the Carlisle Castle, were
converted to barques in order to compete in the cargo trade.
By 1896, a number of Norwegian barques, one German and one Swedish vessel,
arrived in Western Australia indicating a shift in control of the bulk cargo trade.
Fall suggests this was the period the ‘British shipowners were going in for steam
and putting their former sailing fleets on the market finding a ready sale in the
ports of Scandinavia’ (Fall 1972a:120). These sailing vessels were also finding
regular employment in the timber export trade. This trade dated from the early
days of European settlement when it was recognised that ‘the only legitimate
resources that it [the colony] possesses is in the quantity and superior quality of
its timber’ (Kimberley 1897:179, brackets added). This opinion was held when the
colony became self-governing and Premier Forest promoted the development of
infrastructure such as railways linked to regional timber ports. The timber export
industry thrived in the 1890s. Bulk timber was considered a low-freight cargo, and
as time was not particularly important, it was nearly always carried by sail (Fall
1972b:42). The vessels also tended to be smaller in tonnage, even though this was
the period of the large iron and steel windjammers.
60
The Persistence of ‘Small’ Sail in the Age of Steam
Although very large sail vessels were operating during this period, there are
a number of reasons why they may have been rarities in Fremantle and other
Western Australian ports. Only vessels with shallow draughts (and consequently
smaller tonnage) could access the smaller regional ports (Fall 1725b:42). With the
relatively recent opening of the Inner Harbour, shipper confidence also needed to
be earned. While the Inner Harbour provided a safe berth, there were still dangers
in trying to arrive there. There was also no perceived economical need for large
capacity vessels. It was uneconomical to send large vessels unless you could fill
them (Owen 1914:10), and Fremantle was an isolated and limited sized market.
Due to its increased speed, steam shipment was also preferable when shipping high
value goods, which stood less chance of devaluing during a voyage by sail. The
type of return export cargoes would also dictate what type of vessels would trade
in Western Australia. Primary produce exports such as wool and timber needed the
cargo space afforded by sailing craft. The addition of engine machinery meant that
steam vessels lost much under deck space. A preference for smaller vessels and the
persistence of sail for carriage of goods to Fremantle was, in part, due to the penchant
of colonial merchants and exporters, in particular the membership of the WASA,
for such carriers. The WASA and Western Australian merchants held the agency
for particular vessels and that excluded larger vessels of liner conferences. Sailing
craft were favoured for the carriage of particular cargoes, such as fruit and tea from
South-east and East Asia, as it was thought that passage by steamer would ‘suffer in
flavour’ (Kirkaldy 1970:71). Regardless of the origin of this bias, it was supported
by a perceived economic advantage of making higher profit by shipping in smaller
quantities and controlling the market. While the opening of the Suez Canal marked
the end of the clipper trade between Europe and China, sailing vessels continued
to be used in the trade with Australia, ‘frequently making the passage in seventy
days’ (Shipping Gazette and Lloyds List Weekly Summary 28/01/1887). Also, if we
again consider the economic advantages for a minor colonial trade, while the Suez
Canal route chosen by steamers was shorter, the saving of canal fees would favour
a choice for sailing craft using traditional routes (Owen 1914:75).
61
The Sailing Barque Sepia and Western Australian Shipping
While Sepia was not a unique vessel engaged in the Fremantle trade, it is
representative of Western Australian Shipping Association barques trading to
the. port.. Sepia was of small tonnage, importing predominately general cargoes,
and then taking wool and timber back to Britain. Consequently, the site provides
circumstantial evidence in the form of material associations that can be evaluated
in relation to the historical record (Gould 2000:24).
The.Sepia was built in 1864, in Hartlepool, by Denton Grey and Co. and was the
first iron barque constructed by the partnership. Starting its career as the Dalhousie,.
it was built for Matthew Wilson of Liverpool (Barton 1965:33). It was purchased by
Taylor and Sons in 1874, which later became Taylor, Bethell and Roberts and the port
of registry changed from Liverpool to London, where J. Munro was the appointed
master. Taylor, Bethell and Roberts were principally engaged with chartering
vessels to Western Australia and Queensland. By 1872, the company was associated
with the Western Australian shipping trade, regularly loading vessels for Mr R.W.
Hapgood, a well known Western Australian shipowner and merchant. In 1876, the
company owned 13 vessels, and became part of the Australian Association which
later became the Australian Conference. Memoranda associated with the formation
of the Association indicate that Taylor, Bethell and Roberts had loaded 43 ships for
Sydney, Brisbane and Port Philip in the previous three years and considered £250
a fair profit from a voyage. In 1882, the company name was changed to Charles
Bethell and Co and the aforementioned freight war with the Western Australian
Shipping Association ensued. In conjunction with Trinder Anderson & Co., the
company negotiated with particular Western Australian shippers to subscribe to
the cost of purchasing ships, including Charlotte Padbury. and. Helena Mena. to.
be operated by the owners and brokers in London (Herman 1965:29). In 1886, in
association with the firm of Trinder Anderson and Company, the West Australian
Steam Navigation Company was formed. Four years later, the company became
Bethell Gwyn and Company Ltd. In 1892, the company joined five other firms to
form the Meteor Steam Navigation Company. This company which had several
name changes including King, then the Federal Company which was involved
62
extensively in the Australian trade, finally trading as the Gulf Line, with Charles
Bethell as one of the principals, with refrigerated ships to transport Australian meat
(Herman 1965:30).
Although the Sepia was owned by Taylor, Bethell and Roberts, it was also loaded for
the Western Australian Shipping Association. This arrangement proved a problem
for the Association. At a meeting of the Directors of the WASA in March, 1891, the
chairman explained:
… that the object of this present meeting was to consider the position of the
Association in relation to the London brokers, and that the support taken from
two vessels indiscriminately, (the Anna Agmete.and.the.Sepia) accorded by
the members of the Association exceeded 70% of the total cargo, whilst the
Association’s share of the profits was only 7/24 (WASA Directors Minutes
6/03/1891).
As a result of such flagging profits, the Association decided to end all current
agreements with the London Brokers, and moved that any new ones entered into
would be no longer than a six month fixed term. The association was to receive at
least one half of total profits in any such new agreement. It was also resolved ‘that
all sailing vessels be pooled as heretofore’ (WASA Directors Minutes 6/03/1891).
Sepia was loaded on the London berth by the Association in conjunction with
the brokers along with the Bessel, Kingdom of Saxony, West Australian, Helena
Mena, Anna Agmete, Glamis, Pallas, Abermyle and Willowbank (Directors Report
WASA Annual General Meeting 4/09/1891). Bethell and Co. had made offers of
a compromise to work the trade jointly with WASA as early as 1886. The offer
was that WASA would only operate four sailing ships annually, leaving the rest of
the traffic to the London brokers. In exchange, WASA and their competitors were
offered the same terms of freight. Bethell and Co. also insisted that ‘the Association
cannot pledge themselves to control the action of any individual member’ (WASA
Committee Minutes 27/10/1884). This offer was rejected given it was not openly
63
supported by Trinder and Co., the other company involved with Bethell and Co. at
that time (WASA Minutes 7/01/1886).
The Lloyds Ship register classifies Sepia as an A1 iron barque, 696 registered
tons with two decks, cement ballasted and one bulkhead. The dimensions were
length 177.3 ft, breadth 29.4 ft, depth 18.5 ft. The history of its captaincy, structural
changes and voyages to Fremantle are recorded in surviving crew lists, the Lloyds
Register, Register of Shipping Arrivals and Departures at the Port of Fremantle.
and Shipping Notes from the West Australian.newspaper..Sepia was first registered
�n.the.Register of Shipping Arrivals and Departures at the Port of Fremantle.on.9.
January, 1886. The cargo was described as general, and the ship usually returned to
London with a load of wool and timber. During this period, sailing vessels set sail
from London approximately every six weeks (Henderson 1977:109) making one
voyage to the Swan River colony a year (in comparison, by 1896, steamers were
making at least two runs to Fremantle annually). In 1889, the Sepia was described as
a wool ship (Roebourne District Police Records 13/11/1889), and apart from calling
at Fremantle, the vessel also called at smaller ports such as Cossack to collect the
wool clip. Sepia left London on 14 September, 1898 on its final voyage carrying
1200 tons of general merchandise valued at £22,000. References to the vessel in
contemporary sources are scarce and often ambiguous. For example, in the WASA
minute books, mention is made of a gratuity of £5 being paid to the Captain of the
Sepia, by Mr Marden, the London Manager of the WASA, in 1892. The reasons for
this gift are not disclosed although the Committee did not support the act (WASA
Directors Minutes 15/01/1892).
In summary, by identifying the key players and describing the organisation of
contemporary shipping, I have provided an historical context for the succeeding
critiques of the archival and archaeological sources, selected for this study. Similarly,
I have established the relevance of sail transport, notably the iron clipper, in a study
of British trade to Fremantle for the later nineteenth century, despite this being a
period in which steam transport was well established. Sepia is an unusual vessel
as its owners were bipartisan in terms of the political climate associated with the
64
Western Australian trade. By being in the employ of both the WASA and the London
brokers, as well as carrying predominantly cargoes of general merchandise, the
vessel has proven to be truly representative of the British trade to Western Australia
for.the.per�od...
65
CHAPTER 4: DOCUMENTING TRADE—INTERPRETING PRIMARY
CUSTOMS AND SHIPPING DOCUMENTATION
Introduction
The primary objective of this chapter is to describe the types of archival sources,
used in conjunction with the archaeology, to identify the types and brands of
commodities entering the Swan River colony. Given that the Victorian period
is renowned for bureaucracy, it is easy for researchers to become overwhelmed
with the variety of paperwork related to shipping. This is the first time some of
this documentation has been made available for academic enquiry. The collection
includes some rare documents, such as business correspondence, as well as those
already utilised by archaeologists, such as cargo manifests and newspapers. Details
of specific documents are included in Appendix 1.
Organisation of Customs in Western Australia
At some point on entering the colony, the majority of import and shipping
documentation was processed by the Western Australian Customs Department
(WACD). In the attempt to trace relevant archival sources, the administrative
arrangement of the WACD first needed to be defined. The WACD operated
independently of the London Customs Board whose primary role was to review
the Western Australian Customs Laws and encourage agreement with British law
and shipping interests (Day 1992:343). At the various Western Australian ports,
Collector of Customs duties were delegated to resident Government officials
ranging from local magistrates to postmasters. The regulation of excise matters
was an equally haphazard arrangement, with responsibilities falling on Government
residents until as late as 1898, when an Excise Department was formed as part of
the Customs Department (Roberts 1989:10).
It has been suggested that ‘patronage rather than proficiency’ determined the
appropriate candidates for appointment within the Customs Service (Day 1992:350).
The Service was left largely to its own devices until the 1880s, with the appointment
66
of Committees of Inquiry and Tariff Commissions. Merchant frustration with
inefficiencies and delays in the customs process, provided impetus for the instigation
of the first inquiry in 1883. It did little to change procedures for the developing
colony apart from recommending that the Collector exercise closer supervision of
the sub-collectors and, through the re-arrangements of duties, shoulder the increased
workload (Day 1992:360). Leonard Clifton held the post as Collector of Customs
from 1862–1891, and at various times, operated simultaneously as the Collector of
Customs, Receiver of Wreck and Registrar of Shipping for Western Australia.
It was not until an inquiry into the Customs operations at Fremantle in May 1891
by Dr H.N.P Wollaston, Chief Clerk of the Department of Trade and Customs in
Victoria, that the extent of widespread corruption, nepotism and mismanagement
was revealed. The Fremantle jetties, and subsequently the landing of imports,
were controlled independently of the Collector of Customs, and in one case, by a
wharfinger whose ‘books had never been checked’ (Day 1992:361). Shippers were
paying Customs officials directly to clear cargo after hours of supervised inspection,
with no control by the Collector. Some officers were receiving payments from several
shippers to clear cargo at the same time (Day 1992:361). Exports and imports during
this period were also being processed in the one shed so it is perhaps not surprising
that associated documentation is lacking. Wollaston’s solution was to hand over
control to the Railways Department. Following the inquiry, Clifton resigned and
was replaced by Clayton Mason, who had previously served as the general manager
of the Railway Department and had no experience with Customs. Accordingly, the
implications for this, and other shipping studies in the late nineteenth century, are
that the documentary record does not necessary reflect the true operations of the
port, nor give accurate statistics for imported goods cleared at Fremantle.
Shipping Document Types from Australian Collections Relating to Foreign
Goods importation in the Late Nineteenth Century
a) Bill of Lading
A Bill of Lading represents evidence of the terms of the contract of carriage and
67
the Master’s receipt for goods entrusted to his ship. The document also provided
a disclaimer of liabilities in regards to the condition in which the goods arrived.
Developed from the earlier liability for all, except in the losses caused by ‘Acts of
God, Perils of the Seas and the King’s Enemies’, shippers were insured by various
underwriters (Owen 1914:81). As trade increased, so did competition with cheap
freight offered to merchants. In order for shippers to quote a low freight rate, they
had to contract themselves out of responsibility for the cargoes. As a result, certain
clauses were inserted into Bills of Lading relieving the shipper of responsibility for
the care of goods committed to their charge. The response from marine policy was
to cover only ‘perils of the sea’. Ship and goods damages were termed as ‘perils on
the sea’ and not ordinarily covered (Owen 1914:82). Exporters eventually sought
legislative intervention and this is reflected in the Bill of Lading reforms of the
1890s, culminating in the Merchant Shipping (Liability of Shipowners) Act 1898..
Although the Bill of Lading was essentially a receipt of what was carried, it also
functioned as a document of ownership, entitling possession of the goods to which
it related. The shippers’ name was always shown and they endorsed the Bill with
their signature. The holder of the Bill of Lading, duly endorsed, was then in effect
the owner of the goods and had rights of possession on payment for any freight due.
The Bill could then be endorsed by a third party, transferring right of possession.
Advances could also be made by banks and others against the goods on the Bills of
Lading, endorsing the goods over to them. Bills were generally made in triplicate,
yet sometimes only in duplicate, as there was no rule or law on this (Owen 1914:83).
One copy was kept at the departure port, the master of the vessel had a ‘Captain’s
copy’ and another copy was sent to the destination aboard another ship. When the
goods had been delivered, on presentation of one copy, the others were voided.
The Bill of Lading was often framed to suit the special requirements of the trade,
and some ship owners had their own special form and would sign no other. Each
term used on the Bill had a specific meaning. The term ‘good ship’ referred to the
seaworthiness as expressed in Charter Parties and meant ‘tight, staunch and strong
and in every way fitted for the intended voyage’ (Owen 1914:85). Seaworthiness
68
is an ambiguous phrase when determining responsibility for cargo, hence the long
list of exceptions and disclaimers on the Bill of Lading. Non-liability covered by
these exceptive terms also depended on their correlation with the other provisions
of the document, and the facts of loss or damage to the described cargo. If there
was any doubt, however, courts awarded against the ship-owners, as any contract
had to be understood by ordinary shippers in a reasonable business sense. ‘Ship
damage’ or that which occurred ‘on’ the sea was not normally recoverable from
the underwriters. In special circumstances, where goods were covered and were
lost due to unseaworthiness, underwriters, having paid for the loss would then sue
the ship owners. To counter this, the ship owners were often insured by one of the
‘great ship owners’ mutual protection’ clubs (Owen 1914:88).
The Bills of Lading consulted in this study are for the Australian and New Zealand
trade and are a standard form used for freight terminating in Fremantle. The
information disclosed on individual Bills of Lading usually relates to the goods for
one exporting company only and may include the name of the consignee, although
referring to the shipment as an ‘order’ was also acceptable. The description of the
goods varied, but usually referred to the product in general terms, including quantity
and terms of carriage, for example, ‘Four tanks of Biscuits’. The cargo case details
were usually listed on the left hand side of the Bill, although this appears to be an
informal practice. This list may include individual case numbers with a general
description for what they contain, for example, ‘3 kegs G’stores’. This practice was
not always followed and some Bills contain no information pertaining to the nature
of the shipments, other than the case numbers. Insurance, freight rates, wharfage and
lighterage rates, as well as the insignia or acronym of the consignees, for example
‘LS & S’ for Lionel Samson and Sons, may also be written on the Bill. The Bills of
Lading for the Sepia and other Fremantle bound ships included a caveat regarding
the landing of freight. Concerns about the suitability of the port are evidenced
by the stamped statement ‘Deliverable at Gage’s Road, Owen’s Anchorage or
Cockburn Sound, at the option of the master to be taken from alongside at the risk
and expense of the consignee with all possible dispatch’. Seventeen Bills of Lading
were consulted which relate to voyages of the Sepia, Minero, Earlshall, Elderslie,.
69
Chiselhurst, Aikshaw, Catalina.and.Charlotte Padbury.
b) Charter Party
The Charter Party was the document that specified the agreement upon which the
ship was hired. The document generally contains terms that are solely applicable
to the contract of carriage. The Bill of Lading bears reference to the Charter Party
as the charterers were frequently the shippers and/or consignees of the freight.
Freighting agreements were usually defined by these two separate documents. Yet
by having two quite distinct documents, both the shippers and exporters were left
with some uncertainty regarding who was responsible for various aspects of the
shipment. The Charter Party gave certain rights in regards to the freight, demurrage,
deadweight and liens for enforcing them. It also specified various exceptions to free
the ship owner from liability for non-delivery, mis-delivery or detention of cargo.
At the same time the Bills of Lading sometimes stipulated some other requirements
which may not have been in keeping with the Charter Party, thereby placing the
ship owner in a situation quite different to that which was understood (Shipping
Gazette and Lloyds List Weekly Summary 23/12/1887). Only one Charter Party was
located relating to voyage made by Sepia dated 25/06/1891.
c) Freight Notes
Freight was charged on the ton ‘avoirdupois’ (a system for measuring weights
based on the British pound) when the goods were packed in bags or bulk and on
the measurement ton of 40 cubic feet where bales or cases or other packages were
concerned. Freight was due on shipment of goods, whether the ‘ship lost or not lost’
(Owen 1914:95). When freight was payable on goods, shippers insured it when they
insured the goods, by adding it to the value of the goods (Owen 1914:95).
The careful and economical stowage of cargo was in the interests of both the ship and
shipper concerned as it had clear economic ramifications. Where freight was paid on
measurement, three dimensions were recorded and corresponded to a ‘measurement
book’ (a reference manual containing commonly used cubic measurements). When
cargo was the same size, for example, cases or casks, only a certain number were
70
measured (Owen 1914:96). Another term quoted on freight documentation was
‘primage’. Using its literal meaning, primage was a cash commission or reward to
the Captain. Although by the late nineteenth century the charge was exceptional, the
word was still left in print. If, and when made, it was probably an addition to the ship
owner’s freight (Owen 1914:84). Insurance for ship and cargo is quoted on various
documents including Bills of Lading and Freight notes. The cost of premiums was
derived from the estimated value of the risk, the cost of the insurance system and as
much profit as competition would allow to be added (Owen 1914:96).
During the late nineteenth century, freight rates underwent a worldwide decline. The
most rapid decline in the freight rate of a particular commodity normally occurred
during the period of most rapid expansion in the ocean trade of that commodity
on that trade route. This is an important consideration for a developing country
like Australia, dependent on staples in the nineteenth century (Henderson 1977:76).
Freight rates, with the advent of liner shipping, were no longer simply determined
by supply and demand in a speculative market, now being fixed for different types
of cargoes (Henderson 1977:81). Restriction of competition, in the face of declining
freight rates, led to the formation of the first Shipping Conference in 1875. The
conference system was a liner-shipping cartel created to regulate competition on a
given trade route. Its inception is understood to be the result of competing steam
tonnage in the early 1870s and as a reaction to the tonnage oversupply caused by
the opening of the Suez Canal. Income and cargo could be pooled through this
amalgamation of companies and a deferred rebate, generally 10% from freight
paid, was used to encourage shippers to use the system (Henderson 1977:82). An
international freight depression in the early 1880s lowered rates, encouraging new
players into the Western Australian market. The London export monopoly had, up to
that point, kept freight rates to Western Australia reasonably high, and this caused a
backlash from Fremantle shippers. The WASA, formed around that time, engineered
a treaty where the conference system was applied in an attempt to control freight
rates (Henderson 1977:109). It was this action that was blamed for the continued
fluctuation of freight rates, both for steam and sail, in a Royal Commission in 1905
(Henderson 1977:111).
71
d) Ship’s Manifests
Part of the process of ‘clearing’ a ship was making out a cargo list or manifest and
lodging it with Customs. This information about the cargo had to be returned to
the London Customs Office so that statistical data on Returns of Exports could be
compiled (Carson 1972:154). This process occurred at both the point of export as
well as import. The various shippers or exporters also had to individually ‘pass
an entry’ for their goods on a Customs form in which the goods were described,
and their value stated. The purpose of this manifest was to provide Customs with
a list which would enable them to check the exporter’s entries. These entries were
checked against or ‘jerqued’ with the shipowner’s manifest. The Revenue Act, 1884.
declared that:
Upon the exportation of any goods for which no bond is required, whether
as a whole or part cargo, the master or owner of the ship shall, by himself or
his agent, within six days of his final clearance thereof, deliver to the proper
officer of Customs a manifest of all the shipped goods of every kind, setting
forth the marks, numbers and descriptions of the packages, and the names
of the consignors thereof, according to the Bills of Lading relating thereto,
and shall make and subscribe a declaration that such manifest contains a
true account of all the cargo of the ship (Owen 1914:239).
The cargo manifest at the port of landing had to be made from ‘Captain’s copies’
of Bills of Lading, and ship owners were not required to know anything about the
cargo, other than what the shipper told them. Often goods were broadly described
unless certain items were subject to special rates of freight, therefore requiring a
more detailed description.
Ultimately, it was the detailed shipper’s documentation on which Customs relied
for a full account of what was shipped. As a result, the shipping manifests held
in Western Australia are often devoid of detailed information about the cargo,
as. one. �nward. man�fest. from. the. SS. Elderslie arriving 11 July, 1890, illustrates
(Colonial Secretary’s Office, Letters Inwards Index 527/1940). Compiled by the
72
Master, Captain Olsen and submitted to Mr Clifton, the Collector of Customs in
Fremantle, it does not go beyond describing the package types of the shipment. It
refers to the number of barrels, cases, crates, packages, bags, bundles, kegs, drums,
bales and trunks without describing actual contents. The most identifiable import
is bulk metal described as ‘bars’. The only product descriptions of the 134 entries
conta�ned.�n.the.man�fest.are:
4 Wagon Traversers
7 pairs wheels
2 bars iron
2 plates (does not specify plates of what but probably metal.)
11.staff.�rons
48 staff irons
100 sheets (of metal?)
252 bars
25 Hogsheads beer from Bass Ratcliffe & Co
1004 pieces of lead.
The.man�fest.for.Anna Agnete, arriving in Fremantle in 1890, only lists ‘cask, hhd
[hogshead], bales, pipes’ as its cargo (Colonial Secretary’s Office, Letters Inwards
Index 527/17). Similarly, the ship Tilkhurst, arriving later that year, describes its
cargo as ‘rails, nails, shovels, pig iron, fittings’ (Premier’s Dept. AN 2/1–4 Microfiche
Acc. 503 Inward Passenger Lists 1891–1898.) Passenger manifests until c.1891
often also contained the cargo manifest. All information was submitted on the one
document. After this date the two documents are separated, presumably so that they
can be processed by both the Immigration and Customs Departments. Much of
the passenger arrival information has been retained in the Government archive as
tracking the movement of people, much like it is in the modern establishment, appears
to have been given priority. In contrast, documentation pertaining to cargo entering
the port has been rationalised. Once the shipment had been successfully cleared and
the general figures submitted for Government audit, the individual cargo manifests
were essentially redundant. For all the vessels entering the Port of Fremantle in the
73
late nineteenth century, there is only a small number of surviving manifests and
associated shipping documentation. There are entries of ships’ manifests submitted
to the Collector of Customs within the Colonial Secretary’s Office Letters (CSO)
Index, but only one pertaining to a voyage made by Sepia dated 20 October, 1890,
actually survives in full (Appendix 5) out of the five ships selected for this study.
This manifest has 337 listings accounting for 8,221 items (such as case, packages,
casks, kegs, octaves). The largest category is building materials, although this
percentage was greatly increased with the addition of a consignment of 2483 iron
bars, where each individual bar has been quantified in the same way as each case of
goods. The second largest category pertains to parts of the shipment that have not
been identified, and described only by the shipping container (such as hogshead or
bottle) as opposed to contents. Alcohol accounts for nearly 30% of the shipment. A
breakdown of the categories of cargo types and percentage of the total shipment is
in Figure 4 below.
Figure 4: 1890 Graph of Sep�a cargo manifest categories.
The process of registering manifests as part of CSO documentation was discontinued
by the middle of 1891, with only five manifests listed in the Index. This was
due, in part, to the significant changes that saw the accountability for Customs
74
administration transfer to the Railways Department. Generally, from this period
onwards, there appears to be a devolution of Colonial Secretary’s responsibilities
in regards to shipping with the subject of documentation consisting primarily of
notices to mariners and port regulations. The 1890 manifest for the Sepia. notes.
that the agent was J.W. Bateman. This company like many others operating from
Fremantle acted as shipping as well as import/export merchants. The employment
of agents makes it difficult to determine the original manufacturer of the goods
as often it was the London office of a particular import/export company shipping
to their Colonial office, as shown in this manifest with Dalgety & Co. listed as
both the Shipper and Consignee for a large portion of the cargo. The document has
categories including ‘Marks and numbers’ listing the symbols and initials on cases
for shipment which refer to the Shipper, destination and occasionally the brand,
(for example, ‘Cleopatra brand’ cement); ‘Contents’ which refers to the quantity,
type of packaging—primarily cases or casks—and sometimes a general description
of the product (for example beer); ‘Produce’ which in this manifest is left blank;
‘Shippers’ which lists the full name of the shipping company and/or import merchant
or occasionally the manufacturer who shipped directly without using an agent (for
example H. Nestle exporting 50 cases of milk) and ‘Consignees’ which is either
the company name or simply ‘order’. General statistical information regarding the
quantities of goods imported can be retrieved from the WA Statistical Registers.
These were submitted by the Western Australian Customs Department annually
and presumably tallied from original manifests and Bills of Lading. It is, however,
almost impossible to typify the actual individual products, the brands, their value
and the importing company with any accuracy, all of which help to illustrate the
nature of consumption during this period.
e) Exporter Invoices:
Exporter invoices provide the most detailed information about cargo content although
only a few examples could be located. The six invoices examined in this research
are from the privately held Dickson collection and do not relate to the vessels in
this study, although they are contemporaneous and considered representative of
the trade from Britain. These originate from the Samson warehouse and only
75
account for a small percentage of the cargo cleared for the Samson consignees,
and even less for that entering the colony as a whole. Like the Bills of Lading
and Ship Manifests, once the shipment had been cleared by the consignee, these
documents were no longer required. Each invoice is a detailed statement describing
the nature, quantities and price of the goods to which it relates, plus details of the
various expenses incurred between the place of manufacturing or supply and the
ships deck. They also record the commission-merchants charge, the freight and
insurance premium. Total amounts quoted on the invoices are abbreviated to ‘C.I.F’
or Cost, Insurance and Freight as distinguished from F.O.B or Free on Board which
occasionally appears.
f) Payment of Duty
Payment of Duty forms were submitted to the Collector of Customs and outlined the
payment of duty on goods shipped. The document was addressed to the consigner
and refers to warehoused bulk cargos from a number of ships. Seven examples of
this document were located in the Dickson collection all of which refer to Sepia.
The information included the importing ship, port of departure, date, description
of package, marks and numbers, description of goods, produce (British, foreign or
Australian), liquid gallons or weight and strength (the latter fields were relevant to
duty to be paid on alcohol). The shipments were warehoused until such time as the
owners were ready to pay the duty on the goods. The licensed warehouse system
provided industry with a duty deferral facility that allowed the owners of imported
goods to store their goods in Customs licensed warehouses. Goods held in this
manner were referred to as underbond goods. Private bond warehouses operating
during the period and the date of their establishment were that belonging to: A.E.F
Tolley & Co. of Fremantle (1886), E. Solomon and J. McCleery of Fremantle
(1888), Symon, Hammond & Hubble of Fremantle (1888), James G. Wilson & Co.
of Fremantle (1888), Dixson & Sons of Fremantle (1890), Dalgety & Co. of Perth
(1890), George Roby Woods, Watson & Co. of Fremantle (1890) and W.D. Moore
& Co. of Fremantle (1890).
76
g) Shipping Correspondence
The correspondence between Lionel Samson & Sons with the consignors of products
imported from the United Kingdom, provide a rare insight into the machinations
of the import trade. Most of the letters, dated from 1882 until 1887, relate to the
importation of liquor and general stores into the Swan River colony. The colony was
still trading with the same exporters in the decade following, so the correspondence
is relevant as it provides evidence of how those business relationships were
established. Many of the letters discuss logistical and contentious issues of the trade
ranging from discontent over increased primage on freight rates, to suggestions on
how to prevent beer going stale on the long voyage out. Of particular interest to
this research, is how some letters address issues of creating consumer demand for
certain products. In a letter to Samson from Shanks Banner Brand Ale of Dublin on
8 January, 1885, the correspondent notes:
We are satisfied you will do the best you can for our interests, and we are
aware that for a new bottling some reasonable concessions may have to be
made to effect an introduction. We leave you at liberty in this respect, merely
expressing the hope that the net percents will be efficiently encouraging to
warrant us in sending you regular shipments. In future we shall make not
the invoices at our selling price f.o.b. here and add any cash disbursements
we may have to make such as freight to London or other ports. It would be
wise to get the beer into circulation as early as possible by offering some
advantages and we shall be glad if you will keep us well advised of the
progress you make.
Similarly, Morris Gilbey a well-known UK rum supplier writes on 10 July, 1885:
…Should you decide upon sending us your indents, direct, for our brand of
rum (Lemon Hastofons) you may rely upon our taking every possible care
of your interests.
Most suppliers attempted to introduce their brand via ‘trial shipments’ where the
77
merchant is under limited or no obligation in regards to sale of the merchandise.
Glasgow exporter James Gibson & Co. ‘originates’ business on behalf of import
merchants in a letter dated 23rd April, 1884;
…Gray and Co. We have the pleasure to advise having arranged a small trial
shipment of confectionary. Jams and marmalade from these friends whose
brand is very well known. We have shipped per ‘Deleomyn’ and hope goods
will arrive to an active market and prompt sale and that you will succeed in
doing large and regular business.
D.C. Keeling and Co. These friends are sending you a shipment of Liverpool
soap. Their soap appears by far the most popular of all the export brands and
we trust you will succeed in creating a regular and considerable demand for
it as we could arrange the necessary supplies to your care.
Mitchell & Co. Ltd. We regret exceedingly being without sales of these
friend’s shipment but trust you are paving the way to a regular consumption
in the future of their Brands which are much appreciated in other Australian
markets as to be well worth attention. We will be pleased to learn that you
see your way to work their business for Western Australia.
Shanks and Co. As already requested please use your best endeavours to
work up prices and you may then ………..supplies. Kindly advise us fully
the quantity which you can go through for our guidance.
While there is nothing overtly abnormal about these arrangements they suggest that
concessions were offered, in order for exporters of particular brands, to establish
a foothold in the Fremantle trade. It therefore follows that the exporters offering
incentives, naturally, would have a more persuasive argument when promoting
their product. These influences need to be considered when trying to understand the
nature of consumption in the Swan River colony.
78
Other Related Documentary Sources
Newspapers
One of the more useful primary sources are contemporary newspaper reports.
However, while it was common to publish the manifest of each ship entering the
Port of Fremantle in the first half of the nineteenth century (Staniforth 1999:98;
Stanbury 2003), by the 1890s, this was discontinued. The volume of ship traffic had
increased to the point where publishing manifests was not practical. Presumably, for
similar reasons, the publication of manifests post-1860 only contained information
relating to the arriving passengers. Shipwreck events are reported with a fair degree
of thoroughness, and depending on the magnitude of the event, sometimes for an
extended period of time. In most cases the comprehensive findings of the Court of
Marine Enquiry were published in the West Australian. The salvage of all the wrecks
cited in this research, however, had little coverage in the press. The company or
individual who was awarded the tender was named although there is scarcely any
detail about what they recovered. Only after the salvage was completed, (a process
that could take many months) was an auction of salvaged good called. This was also
very general in its description of what was to be offered for sale.
Newspaper reports of the 1950s proved suprisingly useful to this research. With
the introduction of sport diving, pioneer diver and journalist Hugh Edwards,
sought to write of his underwater adventures including new shipwreck discoveries
in his regular column ‘Diving into Adventure’ (Daily News). This information,
in effect, provides us with the first site survey for many shipwrecks and aids in
our understanding of the post-depositional process. These reports are discussed in
further detail in Chapter 5.
Trade Journals and Magazines
Print media, other than daily newspapers, provides detailed information about
goods being consumed by Western Australians. The late nineteenth century saw the
invention of ‘spectacle’ or the promotion of the iconography of the manufactured
object through advertising (Richards 1990:251). The new commodity culture of the
1890s is revealed in contemporary trade journals and magazines. It was during this
79
period that magazines became economically dependant on advertising rather than
sales and subscriptions (Garvey 1996:6).
The two trade reviews most relevant to this research, in regards to the importation
of alcohol, are: The Australian Brewers Journal, Mineral Water, Wine & Spirit
Review established in 1882 and published in Melbourne, and the Wine and Spirit
Trade Record established in 1874 and published in London. Both these publications
contain buyers’ reference lists of firms, trademark information, shipping information
as well as editorials about particular companies.
Figure 5: George Whybrow trade card c. 1880 (Dickson Collection).
The colourful trade cards of the 1880s (Fig. 5) were quickly supplanted with
advertisements published in periodicals which also proved much more effective at
disseminating brand names to thousands of potential consumers. During this period,
independent journals dealing with specific products were established, for both the
trader.and.consumer..The Australian Storekeeper’s Journal was published monthly
80
and contained ‘original articles, practical information, the latest commercial items
and all that is of interest to the members of the trades represented’. The British
Trade Review, which was circulated in all British colonies, contained feature
articles regarding the state of trade wedged between pages of advertisements. These
journals replicated the style of popular publications such as Ladies Home Journal.
although they were far more overt in the presentation of advertising. ‘Puffing’
(Garvey 1996:94), or the touting of products in what appears to be editorial text,
is common in all these journals. The power of such publications in influencing
consumer choice through recommendation and a particular style of reportage was
not be underestimated, as a disgruntled purveyor of cream of tartar vents in the
Correspondence column of The Australian Storekeepers Journal (Vol. III No. 7,
1897):
Dear Sir,
We beg to call to your attention to the manner in which your report in the
commercial column of your last issue, mentioning ‘British’ at a certain
price, and French of equal strength at a very much lower figure. We think
this is very unfair to the French manufacturers who do a direct business
with the Australian markets, and who supply a guaranteed article, and also
misleading to the public, who may, from the difference in price, think that the
higher-priced article is better in quality than the lower quoted one. All your
readers may not be aware that not a pound of genuine cream of tartar can be
produced in England this article being essentially a by-product of the wine
industry, so that the ‘British’ grinders and packers must necessarily derive
their raw material from France, Spain or Italy; and the trading community
are, we doubt not, sufficiently alive to their own interest to decline to pay
a higher price for the finished article merely because the raw material
has passed through the hands of British grinders and packers who cannot
increase the strength or make it purer….
Unlike newspapers, these forms of print media had the ability to shape public opinion,
rather than simply report it. The Victorian mindset, as the name suggests, was rooted
81
in Britain, irrespective of how far the Empire had spread geographically (This
argument will be developed further in Chapter 7 using material and documentary
evidence). In the period when Britain’s domination of the world economy was on
tenterhooks, a result of strong colonial economies, a reinforcement of the British
example was promulgated in print:
The unexampled prosperity and supremacy of the British race has indubitably
called forth the vigorous efforts now being made to emulate or mitigate what
seems well-nigh an affront to the intelligence, power and capacity of others.
How then do we stand for the maintenance of this commercial supremacy—
a supremacy be it remembered upon which our material existence depends,
and which is the great agent for our mission in the world—the establishment
of law and liberty (Tipper 1898:14).
This was not only about preserving the strength of the British economy; pundits, like
Tipper, were promoting the protection of a way of life and culture throughout the
British Empire. One way Australian colonies, self-governing and to a certain degree
self-sufficient, could react to this imposition was through consumer choice. This
potential autonomy needed to be addressed and a democratic ethos for consumerism
created (Richards 1990:251). Advertisers recognised and promoted the idea that
the capitalist system had become synonymous with culture. Advertising was most
successfully aligned with the concept of modernity, proffering an image of how
life should be and what products could necessitate this. Even more mundane or
ubiquitous goods, formally sold in bulk, were given an identity through advertising,
changing the nature of consumerism altogether (Garvey 1996:13). There is a
definable relationship between capitalism and print culture. It has been argued that
standardisation in printing technologies has some correlation with standardisation
of capitalistic ideals, and consequently, consumerism. The explicit meanings
created by print media help to create, teach, and entrench cultural ideas (Little
1992:93). The proliferation of brand goods in the late nineteenth century coincided
with, and to some degree was the result of, the influence of these advertisement-
dependent magazines on the consumer. This was also the period when the national
82
distribution and advertising of goods by brand name shaped the national culture
(Garvey 1996:80).
This chapter has demonstrated that despite the potential for detailed recording,
shipping documentation cannot, by itself, provide sufficient information to
identify the variety of commodities imported into the Swan River colony. Specific
details, however, can be extracted from all the archival sources, particularly from
correspondence between export and import merchants. Contemporary print media
is another useful—although potentially biased in content—primary source for
identifying brands imported into the colony. Rather than simply reflecting consumer
demand, reportage and advertising in trade journals and magazines were also used
to create a market. The archaeological collection as well as what remains on the
wreck sites are used to further define commodity type and brands.
83
CHAPTER 5: INVESTIGATION OF THE SEPIA
Introduction
Th�s.chapter.encompasses.an.exam�nat�on.of.the.Sepia.wreck.s�te.to.ascerta�n.what.
information can be obtained, through surface survey and test excavation, to assist in
the identification of the type of commodities being imported into Western Australia.
Understanding the post-depositional processes is paramount in interpreting wreck
sites and much of this chapter is dedicated to their identification. It has been argued
that the interpretation of individual shipwreck assemblages should begin with
environmentally-based models (Oxley 1998:47). The objectives of this particular
spatial analysis of the wreck site are to identify the various site transformations
post-deposition such as wrecking, salvage, physical environmental and human
impacts. As defined by Schiffer (1987), these post-deposition forces may be
grouped into two broad categories: ‘c’-transforms, being human cultural processes
that affect or transform archaeological materials (e.g. artefacts, structures or sites)
and ‘n’-transforms or non-cultural formation processes. The latter are defined as
the processes of the natural environment that influence the integrity of a site and
these site formation processes must be identified in order to better assess artefact
assemblages. Further, unless the genesis of an archaeological deposit is identified,
interpretation of artefact patterns cannot be achieved (Schiffer 1983:675). Finally,
the abundance or even the absence of particular groups of artefacts may also be
directly attributed to post-depositional processes (Wheeler 2002:1149).
Artefacts in a marine context, if left undisturbed, will eventually achieve a state
of relative equilibrium with their environment, and deterioration processes will
either be very slow, or completely cease (Oxley 1998:29). Evidence from the Sepia,
however, suggests that the site is far from equilibrium. It is exposed to a number of
environmental processes that continue to contribute to the ongoing degradation of
the remaining assemblages. This may be due, in part, to those initial anthropogenic
or human interferences occurring immediately after the wreck event, and those that
have occurred in subsequent years. One element of this site formation research
then, is to identify the erosion patterns on the Sepia site particularly in relation to
84
water movement. Another, is the identification of the processes responsible for the
physical movement of artefacts on site. These assist in determining:
1. Primary Association: materials in their original position as they were stowed in
the ship’s hold and in direct physical association with the ship’s structure.
2. Secondary Association: artefacts or vessel structure physically detached and no
longer in primary association with the vessel where the original context can be
retraced.
3. Tertiary Association: artefacts occurring in highly dispersed contexts where initial
position cannot be retraced.
The identification of site formation processes assists the archaeological examination
and determination of how representative the in situ archaeological remains are.
‘The Wreck of the Sepia—All hands Saved—A Thrilling Experience’
(West Australian 31/12/1898)
Figure 6: Wreck of the barque Sep�a (Photo: West Australian 31/12/1898).
85
The iron-hulled, three-masted barque Sepia, bound from London to Fremantle with
a ‘full general cargo’ wrecked one and a half miles west of Carnac Island in the early
evening of 29 December, 1898. At the time the vessel struck the reef AB (seaman)
Nelson was at the wheel giving the apprentice, Roe, a lesson on steering (Harbour
& Lights File 81/1916). With little time remaining as the ship sank beneath them,
most of the crew took to the boats and safely arrived in Fremantle, leaving four
crew perched in the rigging, which projected above the sea surface. When news of
the wreck reached Fremantle, the Government steamer Penguin.was.d�spatched.to.
rescue the four remaining sailors. The vessel was found lying in ‘seven fathoms of
water with the foremast still flying the pilot jack and the upper and lower topsails
set’. The mainmast had broken loose and was hanging at an angle of 30°. over.
the starboard side of the ship, prevented from falling by a single stay attached to
the mizzen topmast. The foreyard had been carried away and the mainmast was
level with the water. In order to relieve the strain on the mast and to increase the
chances of salvaging the cargo, the rigging and sails were cut free (West Australian.
31/12/1898) (Fig. 6). With the value of merchandise aboard estimated at £30,000,
the steamer, Reliance was chartered by the Marine Underwriters Association of
Western Australia, the Commercial Union Assurance Co., South British Insurance
Co. and the surveyor for the Association, Captain Webster to inspect the vessel
immediately after the wrecking (West Australian 2/1/1899).
The evidence of the Court of Marine Enquiry was published in the West Australian.
on 10 January, 1899 and in the Shipping Gazette and Lloyds List Weekly Summary
(Mitchell’s Maritime Register) on 21 July, 1899. Captain Thomas was accused of
carelessness, and of acting against the advice of the Admiralty directions which
cautioned vessels drawing over 18 ft from crossing Five Fathom bank from 3–7
miles south of the shoal. Tenders for the salvage of the Sepia cargo were called in the
West Australian newspaper on 3 January, 1899 and the successful tenderer was WA
Salvage, Stevedoring and Transport Co. of Henry St, Fremantle. This firm salvaged
all the valuable cargo utilising the services of an ‘apparatus’ (hard-hat) diver called
J. Curtis. This phase of the salvage operations ceased in March 1899, when the
residue of the cargo and the hull was sold to Mr Curtis himself. There is very little
86
information available in regards to the salvage after Curtis took ownership. By
using the newspaper accounts of the sale of goods and records of later wrecks,
however, we can gauge the machinations of the various Government Departments
involved in this process and ascertain what occurred beforehand. For example, in
an investigation of the salvage of the Pericles wrecked in 1910, the investigation
officer notes that ‘the Customs department was only concerned in regard to the duty
payable on overseas stores, ships gears, fittings which [an] officer was instructed
to watch and report on’ (Commonwealth of Australia, Department of Customs and
Excise Minute Paper 1957 National Archives B/C 1790028). What happened to the
cargo after the wrecking did not warrant further details, at least from a Government
standpoint, and was probably not considered important enough for detailing in
newspapers. No information about the salvage company or the recovered cargo
from.the.Sepia could be found other than succinct references in newspaper reports,
with the most detailed being a short description of goods to be auctioned.
The salvaged cargo was sold at public auction in September 1899. The consignees
who claimed the cargo, predominately liquor, were A.E. Tolley and Co., Burns
Philp & Co., Thomas Haywood and Son of Bunbury and Milne & Co. P. Falk and
Co. had ‘fancy goods’ on board, Mongers West Australian Stores Ltd. had food and
ironmongery while G & R Wills and D & W Murray had ‘soft goods’ (West Australian
31/05/1898). The loss of the vessel was said to have caused ‘a considerable amount
of inconvenience to the firms mentioned’ as they were ‘depending in great measure
upon her for their regular supplies’ (West Australian 30/12/1898). Learmonth and
Co..advert�sed.the.Sepia Salvage auction for Tuesday May 23, 1899 (West Australian
22/5/1899 2b) and gave a general list of items available as:
Assorted ironmongery
Coke Forks, Groceries
Lead, Paints, Linoleum
Drapery, Tram rails
Crockery, Toilet sets
Lime Juice cordial etc etc
87
In the absence of a surviving manifest, this list, along with the consignee claims,
provides the only contemporary indication as to what was on board. This represents
only a very small percentage of the general cargo.
Stowage
There is no archival evidence describing the salvage methods employed, or detailing
where the cargo was recovered from within the hull of the vessel. However, by
examining contemporary cargo plans and looking at the merchandise salvaged, it
can be suggested that much of the material listed above was either stowed on the
upper decks, in the ‘tween decks or in the top of the hold itself. Depending on the
quantity of ironmongery and tram rail, it was usually stored low in various sections
of the vessel for stability. It could be stowed on the floors of the ship or on and
between decks in order to raise the weight as required (Taylor 1944:43). One of the
problems with too much weight in the ship’s bottom is that the upper works are then
liable to greater strain. To avoid heavy rolling at sea as well as potential dismasting,
it was recommended that large weights not be stowed too low down (MacGregor
1984:185). Units of especially heavy cargo were also frequently, and of necessity,
carried on deck (Taylor 1944:41). Similarly, engineering material, including tools
like coke forks, would sustain minimal damage, unlike other forms of cargo, if
exposed to weather conditions. To save extra pressure on the bilge, some stowage
plans recommended iron to be kept as much as possible fore and aft on the flat of
the floor, closer to the keelson than the ship’s sides (Stevens 1893:344). This would
explain why, though rails are relatively portable and easy to manage, we find them
on many contemporary sites such as Mira Flores.and.Carlisle Castle, as it would
have been difficult for salvors to recover all of them.
Lead (although the form in which it was carried was unspecified) demands careful
handling as it is liable to damage by crushing. It was best stowed between decks
and over-stowing was not recommended (Garoche 1968:172). Other merchandise
stowed adjacent, readily damage soft materials like linoleum and the conditions
for stowage of these goods were similar to that for lead (Garoche 1968:176).
88
Paints were classed as dangerous goods under the Merchant Shipping Act 1894,
for they were defined as inflammable liquids and liable to spontaneous combustion
either independently or when stored in association with other substances. There
was also concern with fumes tainting foodstuffs, therefore separate stowage was
recommended (Thomas 1928:124). Dangerous goods such as these were stored as
deck cargo or where they were readily accessible. Crockery is particularly fragile
and would not survive over-stowing with weighty goods. As such, it is likely to have
been located on top of other material below decks (Thomas 1928:103). Groceries
required good ventilation and should also not be subject to over stowing with other
material. Some of the lighter commodities, such as drapery and fancy goods, were
only required to be packed lightly (Garoche 1968:122). It is also conceivable that
much of this material may have floated free after wrecking, making them easily
salvaged.
Description of Site
The.wreck.of.the.Sepia is located approximately 3 km south-west of Carnac Island
and 900 m from Challenger Rock, DGPS -32.133583S, 115.64186E, (WGS 84)
(6443700N, 371901E UTM). The length of the site (which lies on a north-south axis,
bow to the north) is 56.6 m in a depth of 12–15 m. Only the more sturdy structural
components stand proud of the sea-bed on site. These parts owe their survival to
structural strength and cross-bracing (McCarthy 2000:100). The most prominent
features of the wreck, for example, include the sternpost which is the highest point
of the site, deck framing, mast sections, a deck winch, bow anchor and remains of
the bow triangle. A reef runs along the aft starboard (SE) side and functions as a
collection point for artefacts mobile on site. The iron structures are covered in thick,
aerobic concretions and are heavily colonised, consistent with exposure to an aerobic
marine environment. Mast sections and cable lie on the starboard side suggesting
that the vessel had heeled in this direction, due to prevailing sea conditions, in the
months after its wrecking. The angle of heel of the aft deck frames, stanchions/pillars
as well as sternpost framing is, however, to port suggesting that frames and plating
of the port side eventually detached from the deck and dropped to the sea-bed below
89
at this new angle. What remains of the hull, in part, corresponds with what has long-
since been termed ‘the waterline theory of iron ship disintegration’ (Riley 1988).
In this model, the proponent John Riley consistently observed that with vessels lost
on a sandy sea-bed, the hull sinks into the sand to the waterline, to approximately
the level it would float on the surface. The decks and corresponding deck beams
collapse onto themselves, as do the sides of the hull, unless they are supported by
bulkheads. This model is applicable for upright wrecks on sand and in the case of
the.Sepia, the interpretation is complicated by the occurrence of a limestone reef
structure both under and alongside the wreck. While predominantly the result of
natural site formation processes (see below), this model can be seriously affected
by human interference. One ‘scrambling device’ or a force serving to alter the initial
archaeological record (Muckelroy 1979), was the detonation of explosives on site
in 1972 by divers attempting to access the vessel’s hold.
As a result of these and other forces, most of the remaining structural features of
the.Sepia have flattened and merged with the underlying reef with parts of the hull
sinking into the soft sand. The symmetrical rectangular structure, visible in plan view,
is interpreted as the framework of the lower deck, the deck beams, stringers and tie
plates (Fig. 7). In some places, there are also what appears to be remains of the main
deck superstructure. The deck beams and stringers sit directly over the preserved
part of the hull which consists of the bilge, probably only up to the bilge stringer as
well as iron frames, floors and some hull plating. All the timber components of the
deck have long disappeared but by Lloyds standards, is likely to have consisted of
caulked yellow pine. There is also evidence of various components of ‘smith work’
strewn over the wreck and a variety of cargo objects both in situ and mobile outside
the site. Indeed, many artefacts are found lodged in the reef some 20 m away to
the east, carried by storm surges and associated currents. The artefacts visible on
the wreck include bottles, glass fragments and a variety of ceramics. Barrels of
hardened cement are also located across the site with the biggest concentration on
the port side a few metres forward of the cargo hold.
90
Figure 7: Plan view of midship section deck frames (Photo: C. Souter).
The wreck site sits on the edge of a sub-tidal reef platform on the eastern boundary
of.the.Sepia depression where Parmelia bank intersects with the Garden Island ridge,
with Carnac Island the terrestrial promontory of this feature. The reef platform,
as well as the wreck site, is characterised by seasonal factors as well as irregular
sand scouring. Although the reef’s structure is sufficiently shallow to be a physical
barrier to oceanic swells, this site is periodically uncovered, exposing further
material remains. The site is exposed in the spring, when turbulent sea conditions
resulting from storms, have eroded the sand from the seaward side of the vessel as
well as within the structure. Similarly, the water temperature is still sufficiently low
to discourage algal and soft coral growth as well as the kelp which totally obscures
the site by late summer.
Environmental Site Formation Processes
Understanding the hydrodynamics and subsequent sedimentation processes
occurring on site assists in assessing the distribution of artefacts on the sea-bed and
91
predicting the nature of the material preserved (Ward, Larcombe & Veth 1999:42).
Appreciation of oceanographic processes requires an understanding of the synoptic
scale weather patterns of the region. The climate affecting Perth Metropolitan
coastal waters is dictated by the migration of the anti-cyclonic belt, from 40° S in
January to 30° S in July, and the size and intensity of pressure systems within it
(DEP 1996:13). From May to September, high pressure systems occurring across
the continent produce strong westerly winds referred to as ‘The Roaring Forties’.
During winter these same high pressure cells are periodically displaced by low
pressure systems that approach from the south-west, bringing strong winds ranging
from 15–20 m/s. The strong south-westerly winds also influence the wave climate
in coastal waters.
The wave regime in the Perth metropolitan coastal waters is dominated by oceanic
swell and wind generated sea waves. The swell normally develops in the Southern
and South Indian Oceans, approaching the coast from the south-west. The heights
of swell waves are between 0.5 m and 5 m with a mean value of 1.8 m. Wind waves
have wave heights of 0.3 to 3.3 m with a mean annual value of 1.3 m which varies
according to seasonal wind patterns (DEP 1996:13). Wave derived currents may
be significant in regions of constricted or shoaling bathymetry, such as within reef
areas and over banks (DEP 1996:14). The predominant current along the Western
Australia coastline is the Leeuwin current which is part of a larger Indian ocean
gyre. This current is a warm, low salinity, tropical water mass flowing southward
for most of the year. This poleward flow of the Leeuwin current is considered
responsible for the absence of upwellings along the Western Australian coast,
despite equatorial winds that favour such events. However, in the semi-enclosed
Cockburn embayments, wind-driven current flows are more dominant than the
Leeuwin current (DEP 1996:14). Wind stress described above, pushes current
flow northward in summer. The abatement of such consistent winds in autumn and
winter sees the Leeuwin current pushing water south during these seasons. There
is a mixed regime in regard to tides in the Perth metropolitan area. Semi-diurnal
tides (with two high and lows a day) are common but there are also diurnal days
with minimal water movement. Generally speaking, the maximum tidal variation
92
does not exceed 0.7 m. However, wind strengths can increase sea level causing tidal
differentiation comparable to gravitational influences.
Figure 8: Geomorphologic components of study area enhanced in a satellite-born ASTER (bands
321) image (NASA Earth Observing System).
It has been postulated that the nature of sedimentation is the primary control on
wreck deterioration (Ward, Larcombe & Veth 1999). Investigations into the coastal
sedimentation on the Rottnest Shelf have been carried out by a number of researchers
since the 1940s (Fairbridge 1948). These studies have led to the delineation of a
regional sedimentation model for the Cape Bouvard to Trigg Island sector of the
Rottnest Shelf (Searle & Logan 1979). The results derived from the documentation
of the composition, distribution and geometry of sedimentation bodies in this region
can also contribute to our understanding of the site formation processes occurring on
93
the wreck site itself. The area is a complex of submarine ridges, tombolos, islands,
elongate depressions, sills and marine basins lying between the Rottnest Shelf and
the Swan Coastal Plain (Fig. 8).
The largest geomorphologic components of the complex are the Garden Island and
Five Fathom bank ridges that trend north to north-west and west alignments, defining
the deep Warnbro–Cockburn and Sepia depressions. The Warnbro–Cockburn
depression is partitioned by five major Holocene (between 20,000 and 6,000 years
BP) banks; Becher, Rockingham, Parmelia, Success and Fairway, which also serve
to form the basins of Warnbro Sound, Cockburn Sound, Owen Anchorage and Gage
Roads. These Holocene banks are considered in the intermediate stage towards
becoming mature structures that stand as emergent barrier banks across the Warnbro–
Cockburn depression (Searle & Logan 1979:14). The formation of these banks
resulted from deposition of carbonate-quartz sands derived from the gradual wave
action erosion of extensive tidal terraces, sea level notching and collapsing seaward
faces of the dune and beach structures within the Garden Island ridge. It has been
suggested that these remnant structures are actively eroding potentially as much as 1
cm per year (Searle & Logan 1979:4). The sediments of this region are coarse with a
lower organic content reflecting a dynamic environment subject to greater exposure
of swell waves (DEP 1996:44). They comprise carbonate lithoclasts, derived from
Pleistocene eolianite present on the surrounding islands (Searle & Logan 1979:16).
The outer Sepia geological depression, named after the wreck contained within it,
is part of a number of on-going sedimentological studies. Extensive environmental
studies by the Water Authority of Western Australia were also conducted in the
Sepia depression between 1981 and 1983, before commissioning the Cape Peron
outfall in 1984 (Halpern Glick Maunsell 1992).
Where the land mass described as the Garden Island ridge meets with the prevailing
wave system, it acts as a diffraction device. Waves diffract through the gap between
Garden and Carnac islands travelling from NE to ESE as arcuate trains traversing
Parmelia bank, southern parts of Success bank and impinging on the eastern
sublittoral shelf (France 1978:15). The result is that the Holocene banks of Parmelia
94
and Success are areas for transported sediment accretion (Searle & Logan 1979:14).
Littoral drift moves sand north, feeding these Holocene banks. Resident Posiodonia
seagrass communities continue to trap and stabilise sediment in these shallower
areas. Seagrasses also absorb wave energy through this trapping and binding process
(Searle & Logan 1979:17). It is plausible to suggest that the same sedimentation
process is occurring on the Sepia wreck site. While the water depth is considerably
deeper. across. the.Sepia depression, the wreck site is located in shallower water
west of Carnac Island. This position is optimal for sediment accretion caused by
wave diffraction as well as littoral drift. Beyond the 15 m isobath, the sediments
are deposited as thin veneers of unconsolidated material. A study of the sediment
transport processes occurring on Success bank revealed that small quantities of
sediment are diverted on to the bank top from the major northward transport path
through Hugel and Lambert Passages (Searle & Logan 1979:16). Challenger
Passage presents the same opportunities for sediment transport into Cockburn
Sound. Similar sand deposition is therefore likely in the vicinity of the Sepia.wreck.
site as well as Carnac Island and Parmelia bank. It must be noted, however, that
only Fairway bank, which is the terminus of the sediment transport path for the
Garden Island ridge, is actively accreting (Searle & Logan 1979:15). The amount of
sediment being diverted to feed the banks further south by comparison is minimal.
This is supported by the fact that the shipping channel, first dredged in 1919, which
cuts through both Success and Parmelia banks is not silting up at a consistent rate
(Bill Andrews, Department for Planning and Infrastructure, pers. comm. January
2006). This hypothesis is tested later in this chapter by comparing depth soundings,
recorded since colonisation, over the wreck site. Consideration of current flow
and direction as well as the sediment movement is important for determining the
stability of a site relative to its environment as well as the potential trajectory of
artefacts.over.t�me..The.Sepia is located in an area which is potentially not accreting
sand at a consistent rate. If this is the case, then the site is more vulnerable to the
eroding effects of episodic storms.
95
Cultural Site Formation Processes
Salvage
One of the major cultural reclamation processes affecting shipwrecks is the salvage
of material (Stewart 1999:547). The effects of contemporary salvage and post-
deposition salvage are often predicted and acknowledged as part of site formation,
but they remain little understood particularly compared to some terrestrial post-
deposition processes (Oxley 1998:52). Contemporary salvage undertaken by the
owners, insurers or their agents is termed ‘primary salvage’ (McCarthy 2000:59).
There are no surviving records of the primary salvage of the Sepia other.than.the.
name of the salvor, the value for which the hull was sold and a short list of goods
available at the public auction. Secondary salvage occurs when the original owners
no longer have any vested interest in the site and it is essentially abandoned. In these
circumstances, what is in effect unauthorised and illegal salvage often occurred
especially before the advent of historic shipwreck legislation (McCarthy 2000:59).
Contrary to the provisions of acts that recognise the rights of owners, insurers
and Governments, this first occurred in 1960 when members of the Underwater
Explorers Club (UEC), motivated by a rumour that Sepia was carrying 100 tons of
mercury, mounted a search for the vessel. It was their understanding that the vessel
had never been salvaged, and besides whatever cargo was aboard, the mercury
alone, extensively used for gold processing in the nineteenth century, would be
worth £250,000 to the person finding it (UEC News January 1962; Daily News.
11/05/1960).
The site’s proximity to Carnac Island and Garden Island would have ensured that
the. approx�mate. pos�t�on. of. the. Sepia remained common knowledge after the
shipwreck event, becoming part of local folklore. Its exact location, however, was to
become lost in the early 1900s remaining so until the introduction of sports diving,
when groups like the Underwater Explorers Club, who had their headquarters at
Woodman’s Point immediately inshore of the wreck, began scouring the archives in
search of the site. Having said this, there are anecdotal reports of divers being able
to swim along the passageways and look into rooms during the 1940s and 1950s,
96
although this is in the period before the advent of recreational diving apparatus.
(Murphy 1990:2).
In Easter, 1960, divers salvaged ‘seven wine bottles, two clay inkpots, six empty
ink bottles, five broken pieces of blue glassware, one sounding weight, two broken
clay pipes, four pickle bottles, two bottles sauce’ (Letter to Collector of Customs
7/9/60). Other particular objects noted by the divers included ‘clay pipes, broken
bottles of liquor, earthenware jars of some foul smelling stuff, a jar of pickles and
chutney, …a number of casks about the size and shape of an 18 gallon keg of
beer and a heavy object… [that contained] white lead used in the manufacture of
paints’ (UEC News January 1962). Later UEC diving reports suggest that the site
was regularly visited after its discovery. References are made to large groups of
divers on site, ‘most of whom retrieved a souvenir or two’ (UEC News November
1964). The observations made by the recreational diving fraternity are important in
establishing the rate of human disturbance to the site as well as descriptions of what
artefacts were visible. In one report divers note that ‘the Sepia.was.uncovered.to.a.
higher degree than on the last time the UEC visited the wreck; amongst other things,
hundreds upon hundreds of empty champagne bottles, still packed in the broken hull
in surprisingly regular order, were visible’ (UEC News November 1964). Similarly,
there are anecdotal reports of divers observing boxes of clay pipes (Murphy 1990).
Newspaper reports post-discovery provide us with the first written indication of site
format�on.processes..Descr�pt�ons.of.how.Sepia’s ‘bulwarks were overgrown with
weed and sea growth, fish sported among her gaping ribs’ along with ‘in the hold
we found bottles of pickles, three gallon demijohns, bottles of wine and beer’ give
an indication of the integrity of the site (Daily News 21/11/1960). Provenance of
objects can also occasionally be gleaned from these newspaper reports. In an article
describing the discovery of the Denton Holme, we are informed that ‘clay pipes
and the sole of a shoe came from the crews quarters, a white porcelain soup tureen,
with matching plates, and great roast beef dishes 2 ft across came from the galley.
A bottle of capers was dredged up to be put in line with the tomato sauce, chutney
and other condiments we had salvaged’. The article also provides a contemporary
site description: ‘We found that the hull of the great ship had been smashed by
97
the sea into two sections. The for’ard section—where we discovered most of the
relics—was reasonably well preserved. The sides of the hold stood well out of the
sea-bed. Deck beams were still in position, the iron plates of her hull were rust but
sound’ (Daily News 21/11/1957).
Secondary salvage also occurred in March, 1972, when the site was blasted by
explosives in order for divers to access the hold of the wreck. It was this action
which led to the site becoming vested under the Museum Act 1969, on 26 July 1972,
although at the time it was considered to have marginal historic interest (Minutes
of the Joint Committee on Maritime History and Archaeology, June 21 1972, MA
447/71). An inspection of the site revealed that the blasting appeared to have been
in one localised area amidships, on the eastern side where the hold decking and
bulkheads met the sea-bed. The cargo in that section of the hold was characterised
by the remains of cement barrels which were between three and five metres below
the surrounding sea-bed level. The effects of blasting were noted to about four
metres on either side of the central blast area along the axis of the ship and about
ten metres towards the centre of the ship. In most cases, the concretion had been
stripped off the iron frames, exposing fresh metal surfaces. When examined by
museum staff, a large amount of non-concretion rubble was noted around the focus
of the blast. The purpose of the blast was to expose fresh small artefacts from the
hard-core concretion in the lower hold (Green 1972, MA 447/71).
Following this event, the UEC changed their approach to investigating the wreck.
They desisted from the random collection of artefacts and conducted a survey
in 1975. Later, in 1982, members also raised a grindstone. They also appear to
have recovered a barrel in this period, but abandoned it at Carnac Island, where
by design, it remains to this day as a reminder of the early days of diving on the
coast..Even.w�th.the.protect�on.of.the.Historic Shipwrecks Act 1976, the Maritime
Archaeological Association of WA (MAAWA) reported looting in March 1981, on a
number of colonial sites, including Sepia. Following these reports, WAM initiated a
public awareness campaign that saw information about the legislative protection for
colonial wrecks disseminated throughout the diving community. A well-publicised
98
liaison between WAM and the Federal Police supported this action (Memo from
Head of Maritime Archaeology, MA 447/71). In the period that followed and up
until this present investigation, the Sepia appears to have been less popular as a dive
site. Aside from the effects of the aforementioned publicity, many divers felt there
was nothing left to view on site (UEC members pers. comm. June 2001).
Project Survey
As part of this project, site inspections were undertaken in November 2001, April
to May 2002, October 2002, December 2002 and February 2003. The pattern of
seasonal change and its resultant effects on the wreck site, notably the hold, are
summarised here. On the first inspection at the end of spring 2001, a hard-pack
blanket of sand covered the site, obscuring the contents of the cargo hold. The
only indication of the buried assemblage were fragments of beer bottles and other
varieties of glass on the surface as well as a few bits of packing crate protruding
from the sand. The surface glass fragments are mobile on site, abraded by swell and
surge. Rising water temperature had encouraged planktonic blooms in the water
column and algal growth on the substrate. Kelp coverage was also visible across
the site. The submarine substrate of the wreck and the neighbouring reef supports
colonies of sponges and other invertebrates, brown kelps, Eklonia radiata, and
Sargassum..
By April 2002, the period in which the excavation took place, the sand cover began
to erode from the hold area. Prior to the excavation, the tops of opened cases were
visible revealing ‘one up-one down’ and ‘side by side’ stacking of the beer bottles
although there was no real disturbance to the assemblage’s integrity (The results of
the excavation are described below). The site was not visited again until October
when it became apparent that dynamic storm conditions had impacted between the
top 10–20 cm of fill. Newly exposed bottles, originally packed in the cases, were
mobile across the hold area along with sherds of bottle glass that exhibited fresh
breaks. A number of corks and lead seals were also visible on the surface. These
closures were presumably from the freshly exposed bottles.
99
By December, sand had begun to accrete in the hold and warming sea temperatures
promote algal growth not only on the ship’s structure but also on the artefacts
themselves. At the end of summer the following year, sand and weed provided
surface cover in the hold once more although not to the level of the previous year.
The cases were now exposed up to a depth of 5 cm and some bottles observed in
situ the year before, were no longer in place. It is evident that the artefacts in the
cargo hold have not always been this exposed. Prior inspection had revealed that
only the bottles stacked ‘one-up, one-down’ could be seen, not the crates in which
they were carried (UEC News November 1964, Buhagiar and Murphy 1990:2).
Similarly, there was increased sand accumulation in the bow area of the ship when
compared with accounts and images from previous surveys from 1972–1990. This
region is considered dynamic, in response to interaction between the prevailing
southerly wave regime and bathymetric features. The prevailing south-westerly
swells impose a northerly sediment transport regime on exposed west-facing shores
and surfaces within the region, the wreck included. The exposed port side and
accumulation of sediments in the bow section of the hull supports this idea. There
have been no major anthropomorphic changes in the region which could instigate
this pattern. An example of a case where industry has effected the integrity of a
shipwreck is demonstrated in sites like James Matthews (1841) in Cockburn Sound.
Four seasons of excavation were carried out on this copper-sheathed wooden vessel
between 1973 and 1977. At the completion of each excavation period, the site was
reburied to minimise biological and physico-chemical damage. The site appeared to
be relatively stable and remained covered with sediment for many years. In 1989,
it was noted that there was no sea grass present on the site but the wreck remained
predominantly buried. However, a visit in early 2000 indicated that there had been
extensive scouring and exposure of the site. In this example, extensive dredging for
shell outside Cockburn Sound and dumping of the spoil inshore of the wreck was
thought to have contributed to the undermining the site. The long-term effect of
the dredging of deposited shell and sand on sediment transportation in the general
vicinity of the wreck site is currently being monitored (Richards 2001).
Research into industry impacts in the region around Challenger Passage has not
100
revealed any substantial interference that may cause changes in sedimentation
around.the.Sepia. All industry affecting the sea-bed, notably dredging, occurs within
Cockburn Sound itself, inshore of the wreck (Stuart Barr, Department for Planning
and Infrastructure, pers. comm. January 2006). However, the effect of environmental
processes on sea-bed topography at the Sepia site itself is not fully understood.
There has been minimal, if any, data collection in relation to sea-bed topography
for this site. The models proposed in this research have utilised environmental data
collected on a regional basis. Another potential source of information is historical
hydrographic data, depth soundings in particular. Hydrographic data, dating from
1841 to present, were examined to determine if there are any discernable changes
in sedimentation levels in the region.
Table 5: Challenger Passage Hydrographic Data
Date Chart Title Author
1841 Swan River and Rottnest IslandComm. J.L. Stokes, Hydrographic Survey Office
1850Survey of Cockburn Sound and Vicinity of Swan River
J.S. Roe, R.N. Surveyor
1858Cockburn Sound and Approaches to.Swan.R�ver
J.S. Roe, R.N. Surveyor
1944 Cockburn Sound Lt. Comm. S.R. Bolton R.A.N.
1944Correct�ons.to.1952
AUS 077 Cockburn Sound and Gage Roads
Lt. Comm. S.R. Bolton R.A.N.
1972AUS 117 Gage Roads and Cockburn Sound
Hydrographic Service R.A.N.
19783215/14/0 V4/258 West Carnac and Garden Island
HMAS Moresby, R.A.N. Hydrographic Serv�ce
1984 Challenger PassageHMAS Moresby, R.A.N. Hydrographic Serv�ce
2003 WA 001 Ocean Reef to Cape PeronMaritime Cartographic Services, Department of Planning and Infrastructure
2005AUS 117 Gage Roads and Cockburn Sound
Hydrographic Service R.A.N.
101
These charts were geo-referenced to the most recent aerial photograph of the region
(Fig. 9). Comparison of the depths, as represented by soundings and/or contour
plotting, was undertakenon a 500 m square area around the site. The depths ranged
between 10.9 m (1841) to 13.5 m (2005). Given the error inherent in the sounding
process, especially with the earlier charts, along with other mapping inaccuracies
the variation in depth was considered to be negligible.
Figure 9: Modern aerial of Sep�a site and Carnac Island (WA Department of Land Information) with
1858 chart overlay (J.S. Roe, Royal Navy Surveyor).
In regards to environmental site formation processes, physical human interference
to the site has opened up the hold area to the mechanical forces of surge and swell.
Episodic storm events appear to be the primary cause for erosion on the site.
102
Although northerly storm events occurring from late autumn and through winter,
are considered subsidiary factors in the overall dynamics of this system, having
only a local and/or short term effect on sedimentation, their effect on the wreck
site itself is quite profound. These storm events, characterised by high water levels,
northerly waves, littoral current movement and southerly drift are infrequent,
approximately eight times a year (Searle & Logan 1979:13). Wave data indicates
that in 2002, eleven storm events with a mean wave height of less than five metres
occurred (Fig. 10). This included two significant storms with waves exceeding
eight metres recorded on 11 July and 6 October. The site was visited immediately
after the October storm and the subsequent erosion noted. Localised eddying from
currents is causing further removal of sand and artefacts from the hold. An attempt
was made to ameliorate this effect by back filling and sand bagging. Sites covered
with sand may be protected from further degradation, however, sand cover is often
temporary, and has been classified as unpredictable in many circumstances (Oxley
1998:80).
Figure 10: Wave and storm event plot 2002 (WA Department of Planning & Infrastructure).
103
The material surveyed around the hold excavation area, aside from complete
beer bottles, consisted predominately of fragmentary ceramic and glass remains,
comprising medicinal bottles, ink vials, beer and spirit bottles and window plate
glass. Glass was normally packed in crates with straw dunnage and perpendicularly
wedged together. It was particularly important to keep the packages dry to prevent
the straw rotting and subsequent breakage when the glass starts to ‘talk’ or rub
together (Stevens 1893:223). Plate glass was stowed on its edge again in cases (Fig.
11). The plate glass fragments observed on site are independent and there were no
remains of their packaging. Earthenware may be found both inside the hull and on
the leeward side up to 20 m away. It was recommended that earthenware be stowed
on a flat surface near the bulkhead and it was not necessarily compartmentalised. All
flat goods such as dinner plates, dishes etc. were packed at the bottom of crates with
the light and hollow ware on top. Sheaves of wheaten and oaten straw were used in
the packing process which was often undertaken by a representative of the shipper
(Stevens 1893:187). Fragmentary glass remains are perhaps more indicative of the
range of glass forms carried aboard the ship.
Figure 11: Plate glass stowage (Bridger & Watts 1930:20).
Surface surveys are becoming increasingly common in gauging the cargo assemblage
of a vessel, in lieu of excavation. The wreck of the Europa was surveyed in order to
compare the range of artefacts in situ with that of the Sepia. Although the wrecking
circumstances and subsequent post-depositional processes are quite different, the
104
two sites share some commonalities, especially in regard to what cargo has survived.
The.Europa has impacted into a flat sloping coral reef top in five metres of water
(Fig. 12). Part of the hull plating and iron frames are visible on either side of the
keelson assembly. A portion of the iron decking has fallen inboard at approximate
midships and, like Sepia, has protected part of the cargo. Bottles and iron material
can be glimpsed underneath. A large section of the starboard hull has broken away
and lies a few metres to the south, parallel to the keel, at the base of a three metre
reef top. Evidence of cargo remains are spread throughout this region. Thousands
of fragments of glass typically litter this area of the sea-bed. A number of well-
preserved bottles still in their packing cases, can also be found in this area,mostly
comprising gin bottles. Gin was sent to Australia in square glass bottles packed with
husks (Stevens 1893:577). The good condition of many bottles may be attributed
to these artfacts being fully buried in sediment. The uniform arrangement of these
boxes, however, is unusual given their distance from the rest of the wreck and
the absence of any cargo remains from the hold in the immediate vicinity. It is
possible that these small boxes were strapped together in transit or that small boxes
now side-by-side were packed in a larger crate, and this crate was washed from its
original position before breaking up. It is equally feasible that the location of these
cargo remains is the result of the boxes being lost overboard during a contemporary
attempt at salvage.
On the main wreckage area, piles of large corroded, tubular iron objects which have
been interpreted as water pipes can be observed. A peculiarity of the flat reef top is
an irregular distribution of deep, narrow caves. A rich deposit of bottles and ceramics
can be seen at the western end of the site, in the opening of one of these caves, where
the keelson assembly has broken off and the bar keel is evident. In this area, 103
intact plates were recovered on the inspection dive (Sledge 1977). The plates in the
collection do not exhibit any maker’s marks, but an example observed during the
2003 site inspection was marked with ‘John Maddock & Sons, Vitrified, England’.
This Staffordshire potter was producing earthenwares and vitrified ceramics from
1855 to c.1960. The bow triangle, a 3.5 m foreward section is wedged in a crevice
of the sandstone reef in approximately 4.5 m of water. There is heavy structural
105
wreckage for 5–10 m forward of, and to the port side of this point. It is possible that
the ship was driven onto the reef under sail and with a heavy following sea, the bow
drove into some crevice, either natural or of its own creation. It appears that with 30
m of the vessel already on the rocks, the lowest part of the bow has been sheared to
starboard. The artefacts both whole and fragmentary most probably derive from the
lower hold of the Europa. Qualification of this was achieved through examination
of stowage techniques and comparison with results of a test trench on the Sepia.
s�te.
Figure 12: Europa site plan March 2003 (A. Boyd, C. Souter, A. King & D. Alexander).
Test Excavation of Sepia
The aims of the test excavation were to identify and survey the in situ position
of cargo remains, in relation to the ship. As archival evidence proved deficient, it
was thought that identification of other material on site would also provide further
evidence as to the exact nature of the cargo and stowage techniques. Correct
stowage was vital for ensuring the safe ocean passage of a vessel. Sailing vessels
of the period were heavily rigged in order to make high speeds, and this needed to
106
be offset by careful stowage of goods to produce the necessary stability. Sailing
vessels were necessarily stiff to prevent them heeling over in heavy seas. Stability
was achieved by ballasting the hull with either water tanks or in Sepia’s case,
cement. The lower the centre of gravity, the more stable the vessel. The addition of
cargo in the hold as well as on the deck, along with deck equipment, effected the
vessel’s centre of gravity and therefore stability. MacGregor notes that high speeds
for sailing vessels were obtained by ‘great rise of floor and great spreads of sail’
(MacGregor 1984:185). Sepia’s lines plans and schematic drawings have not been
located. However, the scantlings of merchant iron ships were so regulated by the
rules of the underwriters, in this case Lloyds, that contemporary plans of similar
sized vessels may be used. To understand the configuration of the hull, reference
was.made. to. the.Lloyds Register of British and Foreign Shipping Illustration of
Rules for Building Ships, Naval Architecture: A Treatise on Laying Off and Building
Wood, Iron and Composite Ships (1874) by Thearle, and the shipbuilding contract
for iron ships of 700–799 tons by Alexander Stephen and Sons in 1865 (reprinted
in MacGregor 1984) as well as the general arrangement drawings of comparable
vessels.
The hull of the Sepia is framed using a transverse system (Fig. 13). The frames
cross the keel transversely and are a fixed distance apart. They give the thin hull
plating the necessary lateral stiffness. The lower part of each transverse frame is
thicker as the bottom of the hull is subject to greater pressures, both from cargo
and from grounding or dry-docking the vessel (Campbell Holms 1914:20). Side
and bilge keelsons as well as stringers further stiffen the transverse frames and hold
them in their correct relative positions. They also provide longitudinal strength to
the vessel. The skin plating is then riveted to the frames. The iron merchant ship
has been described as little other than a shell of iron plates stiffened by transverse
ribs (Thearle 1874). The majority of iron vessels of this period were plated using
the ‘clencher system’, also known as the ‘raised and sunken plate system’. This
method was adapted from the planking of vessels where the lower edge of each
strake would overlap the upper edge of the next lower strake (Thearle 1902:140).
This differs from the earlier clencher system, being a far more efficient method.
107
Figure 13: Transverse framing system (Thearle, 1902 Plate II).
The excavation was conducted in the area between the sixth and seventh frame, 12.6
m from the sternpost (Fig.14). This area was selected as it was considered to have
the highest concentration of cargo artefacts based on visual survey, understanding
of hull configuration and stowage practices. It has the deepest and most accessible
deposit and was aft of the region dynamited in 1972. This area also exhibited signs
of periodic exposure by environmental processes leaving many of the artefacts at
risk of damage or complete loss, further prompting investigation. This area clearly
shows at least two layers of deck superstructure and has a hold stanchion or pillar
in the middle. Pillars are vertical supports, also functioning as vertical ties, located
under the centre of deck beams. This central row of pillars redistributes the weight
of ‘tween cargo from the vessel’s sides directly to the keel (Campbell Holms
1914:23).
108
109
Aft of the excavation area, the topography gets steeper and the superstructure has
broken athwartships and fallen away at an angle of approximately 30°. from. the.
horizontal plane (Fig. 15). This feature allows us to view the profile and gauge the
depth of the deposit. A longitudinal deck beam, that had fallen part way into the
hold, was removed to obtain access. There are approximately 3 m between each
deck frame in this area, with a partition attached in many cases. These partitions
may have been installed to divide and stow the cargo. It is also possible that they
are the remains of fresh water tanks which would have been installed in the lower
hull. These tanks were part of the provisions for the long journey out from the UK.
Although a much bigger vessel of 83 m in length and 1981 tons, the Star of Russia
(b.1874) an iron-hulled barque lost in Vanuatu, has its water tanks still in situ. These
tanks run longitudinally and are located just behind the foremast in the lower hull.
The position of the fresh water tanks varies although in sailing ships they are often
placed abaft the mainmast (Campbell Holms 1941:412). Water tanks were also used
for ballasting purposes and located aft to maximise the trim effect on the vessel.
Figure 15: Excavation area pre-disturbance indicating broken lower deck superstructure
(Photo: C. Souter).
110
The northern extremity of the excavation area was characterised by layers of
wooden barrels stowed ‘bilge and cantline’ containing cement, although the wood
has long since disappeared. The term bilge and cantline refers to a loading method
in which packages are stowed or fitted into indentations produced by the round or
rounded shape of other packages. The other shipping containers represented were
wooden crates containing what were earlier referred to by the UEC as ‘champagne’
bottles. They are in fact, the ubiquitous late nineteenth-century beers, as evidenced
by chemical analysis of the contents (see discussion in Chapter 6). The beer was
shipped in cases and each case was found to contain straw packing. These cases
were fragile, and stowage instructions recommended that such cases be stowed
separately. When packed with straw, they were to be kept perfectly dry to avoid
breakage. Carriage of bottled beer was deemed problematic and it often turned sour
en route so the Bills of Lading were often framed not for the beer to arrive ‘in good
order and condition’ but rather for so many packages ‘in good order, &c., said to
contain beer’ or ‘state of beer unknown’ (Stevens 1893:66). The bottles revealed in
this excavation had straw dunnage in the cases and in one example, the consignment
number was visible on the lid.
This material is located at the bottom of the hull space on the floors which is in
keeping with stowage or cargo plans (Garoche 1968, Taylor 1944, Thomas 1928
and Stevens 1893). The stowage of a general cargo was in a tier form. The strongest
casks such as beer, tallow and other liquids made up the bottom tier. Wines, spirits,
oils, vinegar and molasses were reserved for the second or third tiers to reduce
the pressure according to the size of the ship. If possible, dry goods were stored
separately in the aft hold. It was recommended that manufactured and valuable
goods have dunnage 2.5 in. thick against the sides to preserve a water course. In the
fore hold and the forward part ‘rough freight’ such as crates and hogsheads of stone
and earthenware were stored. Miscellaneous goods such as boxes of cheese, kegs
and tubs of lard or other small or fragile packages, were placed by themselves and
dunnaged as other goods. If practicable, the preference was to stow such items at
each end of the vessel.
111
Permanent dunnage was part of a ships woodwork and general outfit although the
shipbuilding treatises do not include details of its installation. Cargo battens (also
referred to as open sparring or spar ceiling) were bolted to the frames or attached
by cleats, to protect the cargo from the sweating ironwork of the hull sides. The
battens were usually of white pine 6 x 9 x 2 in. and placed 9 to 12 in. apart. Lloyds’
rules require all vessels to have cargo battens in the cargo spaces, except those that
carry coal or wood only. In high-class vessels it was common to fit projecting wood
ferrings on all angle bars such as the bulkhead and hold beams so that packages
of cargo would be less likely to be damaged by sharp edges (Campbell Holms
1914:331).
Accepted stowage practice required cases to be stored in strict horizontal tiers. For
spaces where this condition could not be met, dunnage wood was placed up to the
level of the next tier, in order that the whole load should be evenly distributed, and
no cases subjected to crushing or deforming pressure. All perishable goods required
dunnage and the general rule was not to have less than six inches on the floor, nine
in the round of the bilges, three inches above and two in the ‘tween decks (Stevens
1893:184). In the hold, it was recommended to bind the load together by one or
several series of dunnage boards laid athwartship (Garoche 1968:3). The excavation
in the hold of Sepia revealed what has been interpreted as separate dunnage boards,
packed around six or more cases which individually measure 30 x 60 x 30 cm (Fig.
16). This may be an example of dunnage, used to bind a load together, which was
also an hypothesis to explain the arrangement of similar cases on the Europa.s�te..
The top layer of beer cases was fully revealed through excavation and they rested
on at least one more layer, stowed in the same configuration. The profile of this area
was also exposed slightly aft of the excavation, giving an indication of the depth of
stratification of this material to approximately one metre. Given that the anticipated
assemblage equated with more of the same, it was decided not to fully excavate the
remaining cases. The remains of broken beer bottle glass, closures with the same
embossed maker’s marks, and wood case remains in the area, also suggests that
similar cases were stored below those examined. This lower tier of beer cases are
112
currently in anaerobic conditions, although if the current trend of site exposure and
sediment removal continues the integrity of remaining cargo may be at risk.
Figure 16: In situ beer cases and dunnage boards revealed during excavation (Photo: C. Souter).
All ships of more than 600 tons, had ‘twixt decks or platforms laid for cargoes of
tea, flour, flax, rice, seeds, coffee and cocoa. The preferred arrangement for barrels
was bottom stowage so that any potential leakage would reach the bilges without
damaging other cargo (Taylor 1944:11). Wooden scantlings were normally used
as dunnage with a pair of these scantlings, laid athwartships across the fore and
aft middle line of the hold. Quoins, in the form of soft wooden chocks, could also
be used to wedge the barrels in place (Taylor 1944:11). In the case of cement, the
casks were not usually as robust as those that carried liquids. New casks were not
usually problematic in terms of stowage, but often re-coopered and old casks were
used to ship this product (Taylor 1944:13). On Sepia, the cement casks still in situ
are located just under the lower deck beams which suggests that they were on top of
the lower tier of goods, a safe stowage area for casks which may not be completely
sound (Fig. 17).
113
Figure 17: a) Barrel stowage on Sepia b) Schematic of barrel stowage
(Photo: C. Souter). (Bridger &Watts 1930:25).
Iron ships required abundant ventilation internally, as moisture was easily deposited
in the interior of the ship and the cargo itself, with changes in temperature. For this
reason some consignors preferred to send their goods in wooden ships, the trade
in tea being the most notable example. In relation to the carriage of beer, it was
recommended to stow it in a cool, well-ventilated space and away from cargo that is
apt to heat up and consequently deteriorate the beer. It also was recommended that
all liquids be stowed a good distance away from other goods liable to generate heat,
or leakage would inevitably ensue (Stevens 1893:375). Similarly, the directions to
captains of ships in regards to export of beer and ale especially to warm latitudes,
included stowage in a cool berth, to prevent the gas or air, generated by the motion
of the ship, being further expanded by heat (Bikerdyke 1886:281). Stowage manuals
warn against possible pilferage of alcohol in particular (Thomas 1928:85). It was
advised that it was to be ‘struck down below with as little delay as possible, to avoid
the surreptitious use of the gimlet and reed’ (Stevens 1893:575). This, along with
the objectives of keeping beer cool, may explain why we find these cases in the
lower hull of the Sepia..
114
The iron hull preserves the three dimensional context of the cargo hold as well as
much of the cargo assemblage of the Sepia. The results from this analysis can also
be applied to similar iron wreck sites carrying general cargoes, such as the Loch
Ard, an iron-hulled, three-masted barque which foundered on Mutton Bird Island,
near Port Campbell, Victoria, in 1873. The site shares other similarities, in terms of
site formation, in that it was also extensively salvaged and looted. With the Loch
Ard, it has been postulated, pending excavation results, that heavier liquids may
have been stored in the lower parts of the ship to retain its centre of gravity (Stuart
1991:33). While acknowledging that packaging of commodities would have been
different during this earlier period—the majority of ale was shipped in bulk by cask
rather than bottles—using the logic of later nineteenth century stowage manuals
and the results of the test excavation of Sepia, we can anticipate that potentially
similar material types may have been protected in the iron hull upon sinking on the
Loch Ard and other iron barques carrying general merchandise from Britain.
Site Interpretation
As noted by Ward et al. (1999), the accumulation of sediments within and around a
wreck may create considerable and unequal stresses upon a structure contributing
to its collapse. All deterioration processes proceed at varying rates, depending on
environmental conditions present at a given spot (Ward, Larcombe & Veth 1999:61).
Although this research has demonstrated that the lower hull of the Sepia has been
well preserved, the erosion of sediments from within and the subsequent loss of
the cargo remains, is a far more pressing concern. Appreciation of environmental
post-depositional processes and their effect on the site’s deterioration will result in
a better understanding of artefact morphology (Schiffer 1987:151). Interpreting the
remains of an iron ship that has been heavily salvaged, blown up and subjected to
dynamic sea conditions is a difficult task and as such I have concentrated on the
most visible artefact types. These categories are also the ones best represented in
collection.
The archaeological record when cross-referenced with stowage manuals provides an
115
indication of which objects remain in their original context after post-depositional
processes have scrambled the evidence. Similarly, this archival source reminds us
that what remains on the sea-bed comprises only a portion of the original cargo—that
which was stored in the lower bilge. Only the beer cases and cement barrels retain
primary association with the ship. From our understanding of the disintegration of
the vessel, the stowage practice for beer and cement and the post-depositional forces
at work, these cargo types are the predominate category of material represented on
site. The other categories represented in the survey area are ceramic—ink bottles
and demi-johns—as well a variety of fragmentary bottle and window glass. The
ceramics are found in tertiary association with the wreck. That is, they have been
observed on the starboard side of the site outside the main hold area with a number
of examples located in the neighbouring reef. Stowage manuals recommended that
ceramics were packed near a bulkhead on a level surface without over-stowing with
other material. It is therefore conceivable that these items were stowed on top of the
beer crates, partitioned off from the rest of the cargo by dunnage boards (ostensibly
providing the same protection as a bulkhead), and as the ship disintegrated were
transported to the leeward side of the hull and beyond. Other glass fragments may
be considered to have secondary association with the hull. That is, they are located
within the bilge itself and appreciation of site formation processes suggest that they
have been revealed and broken into pieces by water movement. Again these items
were probably stowed next to, or on top of the beer crates. Anecdotal accounts from
divers who recovered material from 1960 onwards, also suggest that they were
retrieving material in this area and up to five metres forward. Their donation of
comparable glass and ceramic material supports this hypothesis. The in situ remains
prove more useful for identifying a range of cargo types and provide a control when
considering bias from the more ‘collectable’ objects in collection, especially with
reference to secondary and tertiary contextual associations.
116
CHAPTER 6: FOR THE SWAN RIVER—CARGO ANALYSES
Introduction
The aims of this chapter are to identify, describe and assess the archaeological
research potential of objects collected from the five shipwrecks—including
unprovenanced artefacts—selected for this study. The focus is on identifying
specific brands of food and beverages, as well as luxury trade items. The pupose
of this, is to generate a typology of the WAM collection of these classes of later
nineteenth century consumer goods. The significance of the material—in relation
to the question of social identity of Swan River colonists in the latter part of the
nineteenth century—can then be assessed. Food and beverages make up a large
percentage of imported goods in both archival sources (refer Sepia cargo manifest
at Appendix 5) and in the archaeological record (refer to artefact catalogues at
Apppendix 2 and 3). Depending on type and brand, food and beverages may be
considered both necessities and luxuries for consumers and due to their non-durable
nature, they are often absent from terrestrial archaeological records (Brewer &
Porter 1993:5). Shipwreck assemblages, thus, potentially provide us with better
preserved examples of these consumable items.
Additional comparison will be made with the collection excavated from the Long Jetty
in 1984 (Garratt & McCarthy, 1994). Termed the ‘colonial beer garden’ (McCarthy,
1988), the excavation of the jetty has revealed a range of material including various
bottles, some with their closures still intact, which were imported, drunk from and
subsequently discarded at the site in the period from 1873–1897. The Long Jetty
Collection consists of 858 registrations, and although the site was a focal point for
shipping from 1830, most of the collection dates to the later nineteenth century.
Fifty-two percent of registrations from the Long Jetty relate to the consumption of
alcohol (bottles and tin-coated lead seals). This site includes artefacts discarded as
part of the social use of the jetty but also material inadvertently lost overboard from
ships and lighters during the landing of imported goods. With no other excavated
shipwreck sites in Western Australia for this period, the material from the colonial
shipwrecks, as well as the Long Jetty, provide the only archaeological evidence of
117
colonial shipping in terms of the identification of particular products at the point of
import into the Swan River colony.
An examination of imported goods reveals something of the nature of the staples
and luxuries that were considered necessary to a viable colonial society. As the
most isolated urban outpost of the British Empire, it would appear that Western
Australians were highly dependent on a global economy for the majority of their
needs. The type of goods imported can illustrate to what degree the Swan River
colony was economically independent from Britain as it approached Federation and
the prospect of free trade became more of a reality.
The Nature of the Collections–Sampling and Provenance
Resulting from the National Historic Shipwrecks Amnesty held from 1993–1994,
a large number of artefacts from the Sepia and other metropolitan shipwreck sites
were declared to the WAM. In fact, the Sepia, has the greatest number of objects
from any Western Australian shipwreck held in private hands, accounting for one
third of the total registered collection. Data pertaining to these private collections
gathered during the amnesty has been used in this research. This, in turn, provides
a method for establishing and demonstrating the value of amnesty reporting. The
material registered and held by the WAM from the Sepia site, amounts to only 97
registrations or 232 artefacts in total (museum registration policy permits multiple
objects or sherds of the same type and origin to be registered under one number). In
relation to the collection history of these artefacts, 14 registrations in the collection
were.access�oned.under.the.Historic Shipwrecks Act 1976 amnesty, 18 registrations
were donated, 10 are described as ‘unregistered in collection’, 13 objects were
recovered during test excavations in 2002, and the rest randomly collected during
site visits from 1971 until the present (Fig. 18).
As to their provenance on the ship, information is limited. Six cement barrel pieces
have had their in situ position recorded after retrieval by archaeologists, five being
inside the hold and one in a neighbouring bay at Carnac Island. The 13 artefacts
118
collected in 2002 are surface collections from the excavation area in the hold.
Figure 18: Origin of objects in Sepia collection (WAM and Private).
The study sample was expanded to include museum collections from Denton Holme,
Europa, Carlisle Castle.and.Mira Flores. While these sites were selected because
they are contemporaneous with Sepia, they also have not been excavated. Therefore,
while the inclusion of these collections considerably increases the amount of artefacts
examined in this thesis, the material still suffers from the same collection biases and
lack of detailed information, attributed to arbitrary and non-professional recovery
practices. During the 1993 amnesty, 377 artefacts purportedly from the Sepia.were.
submitted for registration. These consisted of 193 glass objects (including 72 glass
bottles and 111 identical glass tumblers), 70 stoneware vessels (including 44 ink
bottles), 3 grindstones, 26 clay pipes as well as a few other miscellaneous objects.
Although substantially smaller, collections were also submitted from the four other
contemporary metropolitan wrecks in this study (44 registrations). These artefacts
have the prefix ‘WA’ before the registration number in the catalogue at Appendix
2. The total number of individual artefacts in this study sample amounts to 1247.
These are divided into 643 registrations (with 139 bulk registrations).
The ‘Collectable’ Object
Archaeological collections from shipwrecks are generally varied and substantial,
especially those related to fully excavated sites. As a result of the Historic
119
Shipwrecks Act 1976, collection policy does not allow for de-accessioning of
material. Consequently, large collections of shipwreck material have been acquired
and housed in state repositories, including many objects which are not properly
provenanced or suitable for exhibition. Legislative requirements ensure that, as is
the case with many other institutions, the holding of such material is not rationalised
solely based on exhibition policy. The net result is a large data set which exists for
research purposes: but is it useful? When examining the cargo assemblage from
the iron barque Sepia, it is evident that the WAM colonial collection consists of a
limited number of ‘collectable’ objects. The term is used to describe assemblages
that are almost entirely un-provenanced and consist of only a few category types,
with complete glass vessels being particularly favoured by collectors. As a result
of the taphonomic processes described in the previous chapter, the variety of
artefacts is clearly not as great as the original cargo. Contributing to this problem,
quantification of the collection, to ascertain the types of cargo remaining on site,
is potentially inaccurate given the tendency for collectors to favour certain types
of objects, such as bottles. It is assumed, then, that the existing collection is only
partially representative of the cargo and shipboard objects. This is also in part due to
the WAM’s acquisition policy, which outlines the collection protocols for shipwreck
material as follows.
1. Material recovered for wreck identification purposes and/or material under
threat due to natural or human causes.
2. Material raised during archaeological excavations conducted under the
control of Museum staff.
3. Material in the History Department’s collections salvaged at the time of the
wreck and subsequently donated.
4. Material from land sites associated with historic shipwrecks.
5. Material raised from historic shipwrecks by private divers prior to the
enactment of protective legislation and donated.
6. Material raised by private divers from shipwrecks not protected by legislation
and.donated.to.the.Museum.
7. Material raised from historic shipwrecks illegally by private divers and
120
anonymously donated or seized.
8. Study collections donated.
9. The Museum has purchased items originating from historic vessels, and
would consider purchase of shipwreck material in appropriate circumstances.
(Henderson 1990:56)
In most instances, material accessioned into the WAM collection was collected using
non-archaeological procedures and as such, may not have appropriate information
regarding the archaeological context and original location of the artefact on site.
Interpreting provenance of an artefact also relies on the advice given by the donors
and/or salvors at the time of accessioning. Often material has been in private hands
for a considerable time, and the original collector has not recorded information
pertaining to location on site. They may not be able to confirm even from which
site objects originated (this is particularly the case with bottle collectors who are
interested in the history and value of the artefact regardless of its provenance).
In attempting to remedy the effects of non-archaeological recovery of objects
in the past, identifying physical post-depositional processes, both human and
environmental is paramount as discussed in Chapter 5. This is supplemented by
examining the visitation history of the site. Periodic site inspections, and recording
the oral recollections of divers who have regularly dived on the site, provide
important evidence which may be used to explain the condition of the wreck today.
These parameters need to be defined if one is attempting to predict the range and
type of material that may still be found on the site.
It needs to be determined whether the objects in collection are an indicative sample
of what may be recovered from the sea-bed, after post-depositional processed have
been accounted for, or have been selected because of certain material and stylistic
attributes. In the case of the Sepia, both appear to be correct. The investigation of
stowage practices and evidence from the test trench reveals that we can expect
certain cargo categories to be contained in the remains of the lower bilge: for
example, liquor bottles. These are also among the dominant categories of object
accessioned into collection or registered through the amnesty. While it is apparent
121
that these artefacts were visible and retrievable on site, it is proposed that they were
also targeted by collectors as well as archaeologists.
In terms of sampling strategies, for both amateur and professionals alike, it is
apparent that the more distinctive and complete objects were quickly removed or
salvaged from their original context. These items were also small enough to be
souvenired by one diver. The museum rationale for much of the surface recovery
on colonial sites was based on ‘diver visibility’ where objects were deemed to be
‘at risk’ (McCarthy 1986). This in effect, resulted in archaeologists recovering the
same type of objects as the recreational diver. In the case of Sepia, glass objects
account for most of the material in the collection and that declared by the public,
53% and 62% respectively. This collection practice is not characteristic only of
Western Australia. A survey of amnesty collections in Victoria revealed that 60%
of all amnesty artefacts are ceramic or glass and 28% are comprised of non-ferrous
metal, mostly copper alloy (Howell-Muers 1999:13). The ratios for objects recovered
by Heritage Victoria are analogous; 24% of shipwreck artefacts in the collection
are ceramic/glass and 43% are non-ferrous metal (Philippou, C., Heritage Victoria,
pers. com. 08/10/03), although the ceramic/glass to non-ferrous metal objects have
an inversely proportional trend in the avocational collections. It is important to
note that during the 1970s, the Western Australian Maritime Archaeology Act 1973.
provided rewards for the finder of a shipwreck based on the non-ferrous metal content
(Souter 2006:165). This may have influenced collection habits by reinforcing what
type of artefacts should be considered significant as they attracted compensation for
their discovery and surrender.
This habit of preferential sampling results in an ‘homogenisation’ of the archaeological
record (Schiffer 1987:354). In any surface survey, the most significant variable
is what Schiffer refers to as intensity. This is defined as the ‘thoroughness with
which the surface of the study area is searched for archaeological remains’ (Schiffer
1987:346). The intensity of a site survey is also influenced by the obtrusiveness
of particular artefact types. Obtrusiveness is the probability that an artefact type
will be discovered using a particular survey technique. Following from these
122
definitions, a low intensity survey—which is usually the norm on underwater sites
where diving conditions alone often dictate and limit sampling techniques—may
result in identification and recovery of larger, obtrusive artefacts. This is in keeping
with suggestions that surface collections are biased against the retrieval of smaller
and less complete artefacts (Schiffer 1987:355). Only 5% of the total sample used
in this study was described as either sherds or fragments, the remainder being
complete objects.
The Ideology of Collection
The two forms of collection practice responsible for the creation of the research
sample, are souveniring and systematic collection. Souvenirs are defined as ‘samples
of events which can be remembered but not relived’ (Pearce 1991:140). Amongst
the diving fraternity, however, objects souvenired from shipwrecks also function
as proof of experience and their recovery may, in fact, be the purpose of diving on
particular wreck sites in the first place. The basis of selection of objects may be as
either curiosities, or for their intrinsic net worth. In regards to the latter proposition,
souveniring from shipwreck sites may be viewed as a continuation of the salvage
ethos as the practice shares the concept that artefacts have commercial value. Prior
to the enactment of Federal legislation, indefinable wreck salvage laws had fostered
the belief that shipwrecks were a resource from which to profit (Souter 2006:164).
Systematic collections are predicated on the idea that artefact recovery is part of
a well-conceived research hypothesis and therefore justifiable. The recovery of
artefacts by WAM is part of the broader objective of refining object classification.
Artefacts are removed from their archaeological context in the belief that they will
contribute to an existing material collection or data set. Systematic collection is
considered a ‘positive intellectual act designed to demonstrate a point’ (Pearce
1991:149). The collection from these five ships is the product of the oft-used term
‘salvage archaeology’, where objects are collected because of their obtrusiveness
and in order to prevent their loss (in these case due to pilferage) rather than for a
specific research purpose. It is thus, fortuitous, if not convenient, that a number of
123
these artefacts are representative of particular categories of material preserved in
the lower hull of the Sepia, as verified by the test trench.
Analysis of the Assemblage
Shipwreck assemblages are important as—aside from supplying tight dating
controls for various classes of material—they provide a context from which to make
conclusions about trade, maritime behaviour and shipping practices. An examination
of the material being imported into the Swan River colony reveals the nature of
goods: both staples and luxuries that were considered necessary and/or desirable.
With both complete and incomplete archaeological collections, researchers are
required to choose particular artefact sets as well as an appropriate strategy for
analysis (Staniforth, 1999:84). In the case of the Sepia data set, selective bias during
recovery, by amateurs and professionals, resulted in a collection of similar types
of artefacts, in particular, complete glass vessels. The array of bottle types in the
Sepia collection are, however, representative of one portion of the vessel’s cargo.
Fifty-one objects entered in the database are glass artefacts, with 33 of those being
various bottle forms. The residual glass assemblage consists of tableware which is
predominantly ornamental.
Assemblage analyses are usually two-fold. Initially, objects are described and
quantified by form, material type and style. From these classifications, descriptions
and generalisations regarding their function, purpose and intended consumer group
can be inferred. It has been argued that researchers need to go beyond particularist
cataloguing in their interpretation of individual artefacts towards a contextual study
of the archaeological assemblage as a whole (Crook, Lawrence and Gibbs 2003;
Brooks 2005a; Brooks 2005b). This approach to artefact interpretation includes an
attempt at defining the emic meaning of objects by looking at assemblage variability
and stylistic attributes (Staniforth 1999:85; Shackel 1993:11). While acknowledging
that some artefacts have polyfunctionality when used by consumers, the analysis of
this assemblage focuses on the ‘primary intended function’ of objects, that is, the
intended function at point of manufacture (Brooks 2005b:10).
124
An examination of imports firstly has to distinguish between capital goods
(machinery, architectural materials, tools etc.) and consumer goods (household
and personal consumer items). The majority of objects in the collection from the
Sepia, and the other contemporary sites included in this study, may be classified
as consumer items. One of the reasons that this class of material dominates the
collection, other than the causes previously described, may relate to initial post-
depositional processes. Capital goods, essential to developing infrastructure, would
have been given the highest priority for salvage. This is reflected in the material
record as objects categorised as either building materials, hardware or tools/utensils
comprise only 6.2% of the sample. This type of material however, needs to be
considered in order to contribute to the overall understanding of what constitutes a
‘general cargo’ despite its limited interpretive value in terms of the consumer-based
questions posed in this study.
To aid in this interpretation, an artefact database has been designed which allows for
a more detailed functional analysis of the collections. The current WAM database’s
purpose is to track the location of an object post-excavation, through conservation
to final display with searches geared towards material type, general description,
registration details and protection status. Its initial and primary function is as a
management tool for a large and diverse collection. It is clear that not enough
information pertaining to the location of objects on site has been supplied for the
existing museum collection, and even where this occurs, descriptions are usually
very general and relegated to the ‘Notes’ field, for example ‘found stern section’.
In some cases, objects have been accessioned when it is not clear which wreck
they originate from. The wreck of the Denton Holme.�s.a.case.�n.po�nt..Here.the.
wreck lies directly next to the vessel SS Macedon wrecked earlier in 1883. As a
result of taphonomic processes, material from these sites have intermixed making
it difficult—without detailed surveying—to discern which objects originate from
each site. This is reflected in the museum database where objects are given both the
Denton Holme.and.Macedon wreck site prefix in their registration number (however,
as suggested previously in the case of donations and amnesty registrations, divers
themselves may have misinterpreted from which site they recovered the objects).
125
To avoid provenance confusion and to increase research potential, it is important
that collection databases incorporate site location fields to facilitate archaeological
as well as individual object analysis.
Given that we are dealing with a discrete chronological period and have limited
material types, artefacts can be further described in terms of typology, seriation
and function. The aim of this database was to assist in the identification of potential
manufacturers. Towards this end, several new fields were created in addition to
those considered relevant to the study. These new fields follow the standards set by
glass glossaries (Jones et. al. 1985; Boow 1991) for archaeological classification
and typology, and are similar to the categories of commodities identified on cargo
manifests (Appendix 5). The ‘Category’ field provides the general, functional
description of the object. The ‘Subcategory’ field further defines the category of
the object by classifying it in particular product groups. ‘Commercial marks and
decoration’ allow sorting on manufacturers and stylistic attributes, respectively.
The ‘Popular Name’ field was considered necessary given that the description field
of the original WAM database uses these generic terms.
It was anticipated that the WAM database would provide basic and consistent
identification of material, to promote transfer of the data directly to the new
functional fields, created for this research. Information relevant to this research
is contained in the ‘Description’ and ‘Notes’ fields of the WAM artefact database.
These fields, however, were almost entirely descriptive and their terminology
inconsistent. For example, the same type of ring-seal beer bottle could be described
as: ‘champagne’ or ‘blob-top’ or simply ‘green glass’ bottle. The database also does
not contain any attribute fields such as finish, bore, lip, body or basal profiles which
would permit detailed analysis of such objects. The only attributes field in the WAM
database is material type and this describes fabric, usually only in the broadest of
terms. In order to classify the artfacts by function and commercial marks, as per the
new fields described above, nearly every artefact needed to be personally examined
to confirm identity. The description field in this database, is a copy of the entry
under the description field in the WAM database. The research artefact database
126
and catalogues to which the following analyses refer are available at Appendices 2
and.3.
Quantifying the Cargo
Analyses of Australian shipwreck collections, especially of non-excavated sites,
tend to focus on the stylistic attributes of artefacts avoiding the complexities
of quantifying abundance. Quantification of existing collections is useful in
demonstrating bias in collection practice as well as potential object types still present
on site, but not necessarily a true reflection of the variability of the assemblage. The
results of a test excavation in the hold of the Sepia, combined with surface survey
in the surrounding area of the site, provides supplementary information required for
this type of analysis (although this was only conducted for one of the five shipwreck
sites). Consideration must be given to what artefacts are quantified on site. While
it is acknowledged that useful information can be derived from badly degraded
deposits (Oxley 1998:53), in the example of the bottle population in the Sepia.test.
trench area, it is not within the scope of this thesis to count (or collect) all bottle
glass sherds. Statistical analysis of in situ artefact populations such as Number of
Identified Specimens (NISP), however, is a valid although rarely executed approach
for colonial shipwreck sites. It is pertinent to this study to note differences in glass
type. The Sepia collection consists primarily of ring-seal beer bottles and this
bottle type, confirmed by observations, is also dominant on the Sepia.wreck.s�te.
itself, as no other bottle types were found in the survey area. However, in the case
of sites with a variety of glass types such as the Europa, diagnostic sherds can
provide further indication of cargo types such as gin and other spirits. In underwater
contexts, these sherds are also what are inclined to survive. Necks, shoulders and
bases are the more robust parts of a bottle and tend to withstand dynamic conditions
underwater.
127
Artefact Categories
Containers
Containers are the primary artefact category and along with a number of separate
closures, comprise 51% of the shipwreck sample and 43% of the Long Jetty
sample. Glass bottles of various descriptions make up 39.1% of the shipwreck
sample. While glass works were established in other Australian colonies (important
examples being The Sydney Glass Company, 1866, The Australian Glass Works,
1867, The Melbourne and Ballarat Bottle Company, 1870, The Victorian Flint Glass
Company, 1869, and the Melbourne Glass Bottle Works, 1872), they were only
established much later in Western Australia with the first documented being the
Perth Glassworks, Western Australian Glass Manufacturing Company, registered
in 1910 (Boow 1991:180). As a result many of the bottles we find in pre-1910
archaeological contexts must derive from Britain or the eastern colonies. In this
analysis imported containers were categorised as: Food, Household, Industrial,
Inks/Mucilage, Liquor, Medicine, Soft drink/Mineral water, Toiletries, Unidentified
and Shipping.
Containers—Liquor
Approximately 12% of the shipwreck sample and 52% of the Long Jetty assemblage
have been identified as liquor bottles and their closures. These bottles generally came
in varying shades of aqua, green and amber, due to the theory that dark glass has a
superior preserving effect, as well as some clear glass. The most common type is
the standardised ring seal or ‘champagne’ beers that were commonplace in Western
Australia from the 1880s. They were made in a turn paste mould and as such do not
bear any seam marks. This mode of bottle production occurred from c.1880 until
the 1920s (Rapley & Fisher 2003:6). They were sealed with a cork secured by a
wire twisted around a ring of glass on the neck and the closure encapsulated with a
lead seal bearing the beer manufacturer and/or bottler name and/or trademark. The
bottles were manufactured using relatively thick glass to counter internal pressures
resulting from fermentation and carbonation. These bottles were often reused by
local breweries which sometimes stencilled their name by way of sandblasting
128
onto the vessel body (Arnold 1987:115). Cask as well as bottled beer was shipped
overseas, with bottles faring slightly better than casks due to being air tight and under
pressure. Bottlers were advised to leave bottles destined for colonial destinations
to ‘go flat’. They were then corked up again for the journey. Secondary and tertiary
fermentation on the voyage ensured that the beer would be effervescent again by
the time it reached its destination. The success of many brewing companies in the
nineteenth century was due to bottling technology, almost all of which was carried
out by independent bottling firms. For example, by the late 1870s, Bass export beers
were being bottled by no less than 17 firms in London (Coors Visitor Centre and
The Museum of Brewing 2005). The bottling firms provided competitive prices
for the export of well-known beer brands to the colonies. Tin-coated lead capsules
often provide the only archaeological evidence of these firms, especially given that
the usual way of branding a product during this period was using paper labels,
which rarely survive.
Samples of the contents of bottles bearing the maker’s mark of T.B. Hall & Co.
Bottlers, Liverpool from the Europa (EU3262 and EU 3263) were submitted for
identification, through chemical composition analysis, to the Australian Wine
Research Institute (Bruer 15/01/1990, MA 379/77). The analytical results were
adjusted to allow for the dilution effect of sea water as well as the original salt
content. The alcoholic strengths of the samples examined suggest they were either
strong ales or stouts. A similar analysis was undertaken by the Viticultural Section
of the Western Australian Department of Agriculture with liquor bottles from the
Carlisle Castle (CA 3120 and CA 3121). These objects not only had their corks
intact but residual gas was detected in the bottles. It was also determined from
these samples that the original content, based on alcoholic percentage and phenolic
colouring compounds, was stout (Mills-Reid, 27/09/1984, MA 406/71). The main
varieties of fermented beverage to be imported into all Australian colonies in the
late nineteenth century were bitter beer, ale, stout and porter, but to fully understand
these results a review of fermented beverages available during this period is required.
Bitter beer was usually heavily hopped, incorporating Pale Ales and India Pale Ales.
The first so-called ‘India Ale’ was brewed at Bow Bridge in East London, from
129
the 1780s, by George Hodgson and was transported and sold on the sub-continent
by the English East India Company. Samuel Allsopp was commissioned in 1821,
by the English East India Company, to produce a new version of India Ale and
his name became synonymous with the beverage. In 1823, the Burton Brewers as
listed in Pigott’s Commercial Directory were: S. Allsop and Co., Bass & Ratcliffe,
Thomas Salt and Co; John Sherrard and William Worthington—all determined to
brew an ale which could compete with Hodgson’s then well known India Pale Ale
(Bikerdyke 1886:347). India Pale Ale, highly hopped in order to survive the long sea
journey to India, was too strong for British drinkers and a Pale Ale was developed
specifically for Britons with lower alcohol content. India Pale Ale was the chosen
beverage of the colonial middle class who sought to distance themselves from the
working class, who traditionally drank dark, mild ales and porters. A record of the
original gravities of beers brewed in the Burton area suggests that by 1880, most
exports were of the India Pale Ale variety. A record of Bass products shows gravities
between 1.060 and 1.070 for both cask and bottled pale ales released between 1887
and 1901 (Thomlinson, 1994).
Ales were more lightly hopped and darker in colour while porters, the generic name
for stout and porter, were brewed with malt additives. Porter, which derives its
name from the class of labourers with which it was most popular (Vader &Murray
1975:49), was brewed from charred or browned malt, while stout used roasted malt.
Porter was also known as Entire, Entire Butt or Three Threads. The most widely
recognised porter was Guinness Extra Stout Porter. Sir Arthur Guinness, before
creating his world famous stout, brewed two types of Porter: X and XX. Demand
for stronger beer that would travel better eventually led to the development of the
XXX in 1820, which was exported to the colonies as ‘Guinness Extra Stout Porter’.
The brand continues to today, although the term porter has been dropped. During
the course of the nineteenth century, the ale suffix was increasingly used in the
description of beers. When beers were arranged by type, in for example Victorian
price lists, pale ales are never grouped with the ale family. As breweries stopped
brewing porters, stout was increasingly used as the generic term. By the start of the
twentieth century, the modern distinction of British styles into just ales and stouts
130
was becoming the norm and the term ‘beer’ was losing any specific significance.
It gradually disappeared as a suffix in beer names, except for bitter beer. With the
exception of a couple of eastern colony breweries, the majority of beer in bottles
came from overseas shipments. It was not until the Cohn brothers of the Victoria
Brewery in Bendigo introduced a lager beer to the market in 1882 that Australian
bottled beer was more widely available (Vader & Murray 1975:52). The demand
for this locally produced light, frothy beverage shortly rivalled the darker ales, and
eventually became the preferred beer amongst Australians (Arnold 1987:111).
Due to the sloping shoulder style of bottle, ring-sealed beers have often been
mistaken and subsequently classified as wine bottles. Although a similar style of
bottle was also used to package champagnes and wines it usually contained beer
for Australian contexts. Wine bottles in this sample, while sharing some stylistic
similarities, differ from the beer type in that they are made from finer-walled glass
and exhibit a more slender neck and bottle finish. These bottles were plate-moulded
with a kick-up base as a result of the limited annealing process (Arnold 1987:95).
It is rare to find makers mark for the beer bottle manufacturer —with the exception
of one example for the Europa embossed with ‘Johnsons of Liverpool, Trademark
Registered, Guinness’s Stout Compass Brand’ (EU3259)—or the wine, although
they may have once exhibited a paper label. The absence of embossed wine bottles
suggests that there was little competition in the wine trade (Arnold 1987:95). The
wine imported into Western Australia, prior to 1910, from Britain was actually
German and French, and there is at least one tin-coated lead capsule from the Long
Jetty material that bears a wine makers mark from the Bordeaux region (LJ4637).
The popular name for some of the amber glass wine bottles in this collection is
‘hock’ and refers to the German region which imported wines to Britain. The term
is derived from the now obsolete English word hockamore (hochheimer), after the
town of Hochheim which refers to the Rhenish wine. During the nineteenth century,
hock wine bottles typically contained both red and white Rhine and Moselle regional
w�nes...
Case bottles containing gin and/or whiskey have been observed on Europa,
131
Carlisle Castle.and.Sepia, although only two specimens have been collected. Gin
was packaged in square sectioned bottles and could be of two varieties, Holland’s
Genever—which is a corruption of the French word Genievre meaning juniper and
later shortened to gin or dry gin—or a re-distilled, neutral spirit manufactured in
England and America (Arnold 1987:97). The name ‘case bottle’ derives from the
square-shape of the bottle which was specifically designed for shipping the product
in a 12–15 compartment wooden case (Fletcher 1972:48).
Brand Identification
Archaeological and archival evidence suggests that the beer exported to the Swan
River colony originated from either Edinburgh and Falkirk in Scotland or London
and Burton-on-Trent. The Scottish trade to the Colonies had been established earlier
than the English with companies making occasional ‘adventures’ (a term coined
by brewer William McEwan) into foreign trade (Scottish Brewing Archive 2002).
The Scots demonstrated tenacity by coping with fluctuations in the export trade,
partly assisted by the reputation they established for their high quality products and
improved shipping (Donnachie 1998:131). Burton-on-Trent had been the centre of
beer production for England throughout the nineteenth century, dominated in the
latter part by brewing and export giants Samuel Allsopp & Sons Ltd. and Bass &
Company. However, between 1888 and 1911, the number of breweries in the town
fell from 31 to 17 signalling a change in British brewing tradition and perhaps
reflecting consumer choice. Tin-coated lead seals also demonstrate the importation
of beer to the Swan River colony from outside the British Isles, such as an ale
brewed in Cologne throughout the nineteenth century by the German brewer,
Gustav Kupper (LJ4648). A number of brands can be discerned from the research
collection either as embossments on the bottles themselves or as lead embossed
seals on the corks, with the latter being the most prevalent.
One hundred and twenty eight tin-coated lead seals from Long Jetty provide the most
comprehensive data pertaining to British brewers and bottlers exporting to Western
Australia. Excavations undertaken at Cossack, a nineteenth century coastal port in
the Pilbara region of Western Australia, at the general store site revealed a number
132
of similar seals used in the later nineteenth century which were subsequently used
as chronological indicators for the site (Nayton 1992). Forty-one, of seventy-six
designs were dated at Cossack, and this current research seeks to cross-reference
this data set and further develop tin-coated lead seal typologies. Brewing companies
had their products bottled by a number of approved bottling firms. This was also
done to guard against forgery of certain beverages, and was especially important
if shipping overseas where there would be little opportunity for recourse if such a
product were discovered. Companies such as E & J Burke, one of the nominated
bottlers for Guinness, protected their interests by introducing a new type of waxed
and stamped capsule. This capsule bore the name and trademark in red letters on a
yellow background which was also repeated on the side of the neck of the capsule
as seen in the Long Jetty collection (Stockton 1981:151).
Figure 19: Betts Maker London, Trade Mark Capsule (Photo: J. Carpenter, WAM)
The actual capsule manufacturer is identified on the seals as ‘Betts Maker London,
Patent Trade Mark Capsule’ (Fig. 19). Betts & Co. of London originally started out
as distillers of brandy in Bordeaux, France. The company relocated to London in
1846 and William Betts continued to develop the patent for tin-foil rolling and, in
1849, patented a method of tin coating lead called Betts or B Method (Garratt &
133
McCarthy 1994:24).
The brewers and bottle manufacturers identified from the Long Jetty capsules, as
well as colonial shipwreck site material in this study, are contained in Table 6 with
images of each company seal available at Appendices 2 and 3. Examination of
contemporary correspondence (Appendix 1) also assists in the identification of the
products particular companies bottled and exported as well as subsequent dates
ranges for material. For example, we know from the header on correspondence
to Lionel Samson and Sons from Tredell & Co., that the latter company was the
recent successor to E.J. Brand and Co, wine shippers and sole export agents for J.E.
Pellisson & Co. Cognac (Tredell & Co 23/04/1880). There have been two tin-coated
seals identified in the sample (LJ4656) which can now be categorised as wine or
cognac seals predating c.1880. This data has been supplemented with information
from brewery archives at the National Archives in London, the Defunct Brewery
Livery supplied online by the Brewery History Society (2001), the Scottish Brewing
Archive (2002), the Cossack tin-coated seal typology (Nayton 1992:84–87) and the
list of Australian Company and trade-type names c.1800–1900 (Boow 1991:186).
Table 6: Brewer and Bottle Manufacturers
Reg. No. No. Label BrewerBottling Company
Trademark.Emblem
Alcohol Type
LJ4662 1Aitchison & Company, Edinburgh Pale Brilliant Ale
John Aitchison & Co. Ltd., Edinburgh
Unidentified (Victoria Bottling company?)
No.trademark
Pale Ale
LJ4653 17 Aitkens Pale AleJames Aitken & Co. (Falkirk) Ltd.
James Aitken & Co.(Falkirk) Ltd.
Red Capital A.
Pale Ale
LJ4634 3Allsopps Pale Ale Byass, London
Samuel Allsopp & Sons.Ltd..Burton-upon-Trent
R.B. Byass Hand Pale Ale
LJ4646 1Allsopps India Pale Ale
Samuel Allsopp & Sons.Ltd.Burton-upon-Trent
Unidentified B�shopIndia Pale Ale
LJ4644 1Ashby & Company, Sta�nes
Ashby’s Brewery Ltd..Sta�nes
UnidentifiedAdmiralty anchor.stock.& hawser
Ale–typeunknown
134
LJ4642 2J.T. Barnard Edinburgh Breweries, The Royal Ale
J.T. Barnard UnidentifiedNo.trademark
Ale–typeunknown
LJ4666 1Betts Patent Metallic Capsule
Unidentified UnidentifiedStage on crown
Unidentified
LJ4675 1 Boord & Son Unidentified UnidentifiedLine design Red capsule
Unidentified
LJ4635 5Boroughlock Brewery, Edinburgh
Alexander Melvin & Co.
Unidentified Red InsigniaAle–typeunknown
LJ4656 2 E.J. Brand Company UnidentifiedE.J. Brand Company
Royal Crown
Wine/Cognac?
LJUnreg 2 E.J. Burke Guinness & Sons(?) E.J. Burke Cat Stout/Ale
LJ4641 5R.B. Byass, Bass & Company, London
Bass & Company RB Byass Red triangleStout/Pale Ale
LJ4637 1 A. Collin Challon S/M A. Collin ChallonA. Collin Challon
Shooting star
Champagne
LJ4651 1Combe & Co. Extra Stout.London
Combe & Co. UnidentifiedNo.trademark
Stout
LJ4674 1
D. Crawford, 81 Queen St Glasgow (complete seal on bottle neck)
D..Crawford D..CrawfordNo.trademark
Red.Star.Whiskey
LJ4647 1Gordon & Co. London (Gin)
Gordon & Co. Gordon & Co. Boar’s head G�n
LJ4654 4Gu�nness.Extra.Stout.I.P. O‘Brien Liverpool
Guinness & Sons I.P. O’Brien
Arm.w�th.clenchedfist on red shield
Stout.Porter
EU 3263 1T.B. Hall & Co. Bottlers Liverpool
Guinness & Sons(?)T.B. Hall Export, Liverpool
Boars.head.on plate
Ale/Stout
LJ4668 2T.B. Hall Export, Liverpool
Guinness & Sons(?)T.B. Hall Export, Liverpool
Boars.head.on plate
Ale/Stout
LJ4639 3Hennesy & Co. Cognac
Hennesy & Co.Hennesy & Co.
Armoured.arm.holding axe
Cognac
EU 3259 1Johnsons of Liverpool Trademark Registered
Gu�nnessW.E. Johnson & Company, Liverpool
Compass.Rose.(embossed on bottle)
Stout
LJ4645 2Johnsons & Co. Liverpool
Gu�nnessW.E. Johnson & Company, Liverpool
Compass.rose
Stout
LJ4663 1 Kangaroo Brand Unidentified Byass(?) Kangaroo Stout
LJ4648 1 Gustav.Kupper Gustav.Kupper UnidentifiedEagle on star
Ale–typeunknown
LJ4659 1 Light Brilliant AleUnidentified (John Aitchison & Co.?)
UnidentifiedNo.trademark
Pale Ale
135
LJ4650 1 M Unidentified Unidentified M Unidentified
LJ4638 13Wm.McEwan.Edinburgh
William McEwan & Co. Ltd., Edinburgh
UnidentifiedHand.holding globe
Stout
CA 831 2Machen & Co. Liverpool Trademark
Unidentified
C. Machen & HudsonExport.Bottlers
SwanAle–typeunknown
LJ4657 1C. Machen & Hudson Export Bottlers Liverpool
Unidentified
C. Machen & Hudson.Export.Bottlers
No.trademark
Ale–typeunknown
LJ4658 1 Nere�ns.Ins.Brauere� Nere�ns.Ins.Brauere� Unidentified
No.trademark.(Handshake on.Cossack.examples)
Lager
LJ4636 3Robert Porter London, Bass & Co.
Bass & Company Robert Porter Red triangle Stout
LJ4633 2 Read Bros, Bass & Co. Bass & CompanyRead Bros, London
Red triangle Pale Ale
LJ4664 2Read Bros Bulldog Bottling London
UnidentifiedRead Bros, London
No emblemAle–typeunknown
LJ4665 2John Robertson & Son Dundee
John Robertson & Son
John Robertson & Son
Triangle & Cloverinsignia with JR * D
Scotch.Whiskey
LJ4661 1Special Scotch Whiskey
Unidentified UnidentifiedCrossed.Admiralty anchors.
Scotch.Whiskey
LJ4649 2Tennent Pale Ale, Well Park Brewery
Tennent.Brothers.Ltd., Sheffield
UnidentifiedRed capital T
Pale Ale
LJ4673 1J Walker & Son Kilmarnock
J Walker & SonJ Walker & Son
Coat.of.Arms
Scotch.Whiskey
LJ4655 1 Henry White & Co. Unidentified UnidentifiedNo.trademark
Unidentified
LJ4652 4William Younger Abbey & Holyrood Breweries Edinburgh
William Younger & Co. Ltd., Edinburgh
Unidentified
Hatched.triangleoverlying plain triangle
Ale–typeunknown
LJ4640 1Emblem only–Bunch of grapes
Unidentified UnidentifiedBunch.of.grapes
Unidentified
LJ4667 1 Emblem only–Satyr Unidentified Unidentified
Satyr holding star and goblet astr�de.coat.of.arms
Unidentified
LJ4676 1Emblem only–Royal Coat.of.Arms
Unidentified UnidentifiedD�eu.et.mon.droit visible
Unidentified
136
LJ4660 1Emblem only–Tree and.crown
Unidentified Unidentified
Tree.and.crown.(Brewer’s name.illegible)
Unidentified
LJ4670 1No marks (seal and partial bottle neck)
Unidentified Unidentified UnidentifiedScotch.Whiskey?
LJ4671 2Betts patent/The Brewers (seal and partial bottle neck)
Tennant.Brothers.Ltd., Sheffield
UnidentifiedNo.trademark
Ale–typeunknown
While brewing companies Bass, Allsop and Guiness dominated the export trade,
country breweries, such as McEwan and Younger, maintained a respectable position
in the international market. This was partly due to improved domestic transport
systems in the UK, allowing the smaller brewers to look beyond a domestic market.
Between 1880 and 1914, many brewing firms elected to amalgamate. Much of
this was in response to application of limited liability to the industry after 1886,
when brewers recognised the potential capital gains if the business became public
(Richmond & Turton 1990:11).
In order to gain a broader understanding of the varieties of beer imported into the
Swan River colony, product descriptions and company history précises for the major
manufacturers and bottlers identified in the archaeological assemblage are presented
below. By analysing the company history and in particular, name changes over time
it is possible, in some instances, to refine the date ranges for some capsules.
Robert Porter & Co.; Read & Co., R.B. Byass & Co. (Bottlers for Bass & Co)
The excavation in the cargo area of the Sepia revealed a number of tin-coated lead
seals still attached to the ring-seal beer bottles bearing the name and bulldog insignia
for Robert Porter (Fig. 20). Three similar examples were identified in the Long Jetty
assemblage (LJ4636). The company was a London and Liverpool bottler for Bass
and Guinness beer, stout in particular.
137
Figure 20: Robert Porter & Co. Trademark on label (Dickson Collection) and tin-coated lead seal
(Photo: J. Carpenter, WAM).
The choice of the bulldog trademark potentially functions as a symbol for the
commercial extension of the British Empire when found abroad. John Bull, the
bucolic, fictional character which personified Britain was created in 1712 by Dr
John Arbuthnot and like other figures of the period he was portrayed mostly in
animal form, as a bull or a bulldog, until around 1784. During the nineteenth century,
depictions of John Bull had him at times accompanied by a bulldog and eventually
the British bulldog itself was considered a personification of Britain (Hunt 2003).
John Bull is also borrowed by several brewing companies during the late nineteenth
century to promote their product through poster advertising. Paradoxically, he was
even used as a symbol of the temperance movement when he was depicted on a
poster (Fig. 21), by purveyors of ‘near-beers’ (Jones 1997:32).
Another company to use the British bulldog was Read Brothers Ltd., London.
Two seals from the Long Jetty are embossed with ‘Read Bros., Bass & Co.’ as
well as ‘Bass & Co.’ with Bass’ red triangle trademark (LJ4633). Adopting the
symbol and name ‘Dog’s Head’, Read Brothers operated as an export beer bottler
and marketed their product directly to Australians. This is confirmed by a 1904
advertisement poster, depicting a colonial figure consuming beer straight from the
shipping case. The deference to Britain shown by the colonies at least in respect
to beer manufacture is intimated in the slogan ‘The Old ‘uns advice is right’ (Fig.
138
22). R.B.Byass & Co. was another bottling company for Bass as well as Allsopp
identified in the sample. Five capsules are imprinted with the Bass logo as well
‘RB Byass, Bass & Company’ (LJ4641). R. B. Byass operated in beer bottling and
export from 1884 and 1904 (Nayton 1992:85).
Figure 21: Batey and Co. advertisement Figure 22: Read Bros. Ltd advertisement
(PRO Copy 1/121, Folio 354). (PRO Copy 1/212, Folio 235).
In 1777 William Bass, the owner of a carrying business between London and
Manchester, established a brewery in Burton-on-Trent. During the nineteenth
century, the company’s products, ranging from Porter Stouts to India Pale Ale,
became commonly known throughout the world. The company significantly
expanded in both local and export markets under the direction of Michael Thomas
Bass (1799–1884). The Bass Red Triangle insignia is thought to have originally
been a shipping mark that was painted or branded on wooden casks as an
identification mark (Coors Visitor Centre and the Museum of Brewing 2005). It
was first used on Bass Pale Ale labels as early as 1855 and the easily recognisable
Red Triangle functioned as the symbol of high quality beer even to the section of
139
the population who were illiterate in the nineteenth century. After the passing of the
1875 Trademarks Registration Act, the Red Triangle logo for Bass Pale Ale was
to be Britain’s first registered trademark (Coors Visitor Centre and the Museum of
Brewing 2005).
William Mc Ewan, Edinburgh
Sixteen tin-coated lead capsules in the sample from Europa (EU3262) and thirteen
from the Long Jetty (LJ4638) bore the globe insignia and company details for the
company William Mc Ewan of Edinburgh. The adoption of the globe trademark,
reflects the company’s export ambitions. Serving his apprenticeship with other
well known Scottish brewer John Jeffrey, William McEwan established his own
business, the Fountain Brewery, Fountainbridge, Edinburgh, Scotland, in 1856. He
quickly established a large Scottish market, and in the 1860s, built up a successful
colonial export trade. He entered politics in 1886, and William McEwan & Co. Ltd.
was registered in July, 1889, as a limited liability company to acquire the business
at a purchase price of £408,000. Toward the end of the nineteenth century, McEwan
and Younger had emerged as the two most successful Edinburgh breweries and
had started to absorb the smaller breweries. The company also acquired the trade
of Alexander Melvin & Co., Boroughloch Brewery, Buccleuch Street, Edinburgh,
in 1907 (Scottish Brewing Archive 2002). The first documented overseas shipment
from the brewery was of 36 hogsheads of No. 3 ale at 80 shillings each from Leith
to Sydney aboard the vessel Lochiel (Donnachie 1998:132).
James Aitken & Co (Falkirk) Ltd.
There are 17 tin-coated lead seals from the Long Jetty excavation bearing the name
of Aitkens Pale Ale and the capital ‘A’ trademark (LJ4653). James Aitken & Co.
(Falkirk) Ltd. was registered as a limited liability company in June 1900 to acquire
the business of the same name, established in Falkirk in 1740, by James Aitken.
The company exported world-wide and had offices in Glasgow, Strathclyde,
Newcastle-upon-Tyne, Richmond and North Yorkshire. It operated the Mains
Maltings, Linlithgow, West Lothian, built in 1875. The Falkirk brewery closed in
1966 (Scottish Brewing Archive 2002).
140
Samuel Allsopp & Sons Ltd., Burton-upon-Trent
There are four seals with Allsopp’s name, three for Pale Ale (LJ4634) and one for
India Pale Ale (LJ4646). The trademarks are an open palm and bishop respectively.
Allsopps Pale Ale and India Pale Ale were exported to Australian colonies in
substantial quantities from at least 1870 (Henderson 1977:107; Nayton 1992:85).
Archaeological examples indicate that during the late nineteenth century, Allsopp
used the services of R.B. Byass Bottlers (LJ4634). The company began in c.1740
when Benjamin Wilson opened a ‘brewpub’ in High Street, Burton-on-Trent. It
very quickly became a leader in the industry sustained by its export market, initially
to Russia, Poland and Prussia via the Port of Hull. Samuel Allsopp, a relative of the
founder, purchased the brewery in 1807 for £7,000. His company’s success grew
with his production of India Pale Ale and subsequent dominance of that market.
By the mid l830s, Allsopps and Bass controlled almost two thirds of the Indian
export trade, and the two brewers are credited as the first companies to develop beer
‘brands’. Production tripled every ten years for the two major players in Burton so
that, by the mid-1870s, the combined annual output of Bass and Allsopps was over
one and a half million barrels. Allsop and Sons and Bass and Co. were the largest
breweries in London and together gave the name ‘Pale Ale Metropolis’ to Burton
(Bikerdyke 1886:347). Samuel Allsopp & Sons Ltd. was floated in l887 and while
surviving the nineteenth century was quickly usurped in the next due to company
mismanagement and strong competition (Richmond & Turton 1990:44).
William Younger & Co Ltd., Brewers, Edinburgh, Scotland
There are four capsules from the Long Jetty bearing the name of this brewer and
the brewery ‘Abbey & Holyrood Breweries, Edinburgh’ (LJ4652). Descended from
Scottish brewing pioneer William Younger I, who set up a brewery in Kirkgate,
Leith, Scotland, in 1749, three more generations set about developing the original
brewhouse within Holyrood Abbey precinct. William Younger IV purchased the
premises adjacent to theirs, of brewer Alexander Berwick and built the Holyrood
Brewery in 1858. The breweries continued to expand and William Younger &
Co. Ltd. was registered in August 1887 as a limited liability company to acquire
141
the business, becoming a public company in 1889. By 1891, the company was
producing 400,000 barrels of beer per year and by 1907, the brewery covered 27
acres and brewed a quarter of all the ale produced in Scotland (Scottish Brewing
Archive 2002).
Arthur Guinness, Son & Co. Ltd.
There are seven capsules from the Long Jetty and Europa. from. two. separate.
bottlers; I.P. O’Brien, Liverpool (LJ 4654) which is represented by an arm with
a clenched fist on a red shield and T.B. Hall Export, Liverpool which has a boar’s
head on a plate trademark (LJ4668). Both companies bottled Guinness stout for
export. Arthur Guinness established the St James’ Gate Brewery, Dublin, in 1759.
By 1868, the firm’s annual output reached 350,000 barrels of beer, primarily stout
for Ireland. In the proceeding years, sales in Britain rapidly increased when output
reaching 750,000 barrels in 1875 and 1.2 million barrels in 1886, by which time
St James’ Gate Brewery was reputedly the largest brewery in the world. Arthur
Guinness, Son & Co. Ltd. was registered as a limited liability company in 1886, the
Guinness family retaining a substantial interest in the business (Scottish Brewing
Archive 2002).
Ashby’s Brewery Ltd., Staines
There is one capsule from this particular brewer from the Long Jetty embossed
with ‘Ashby & Co.’ and a trademark depicting an admiralty anchor with stock and
hawser (LJ4644). The Ashby Brewing Company was established by Thomas Ashby,
in 1796. The business was registered as a limited liability company under the name
Charles Ashby & Co. in 1887. The company was then sold for £490,000 in 1899
and renamed Ashby’s Staines Brewery Ltd. (Richmond & Turton 1990:44). It is
likely that this example dates to pre-1899 given that it uses the ‘& Co.’ rather than
the Staines title.
John Aitchison & Co. Ltd., Edinburgh
There is one capsule embossed with ‘Aitchison & Company, Edinburgh Pale
Brilliant Ale’ (LJ4662) and one with ‘Light Brilliant Ale’ possibly by the same
142
company (LJ4659) from the Long Jetty. The Aitchison family continued the
long history of brewing with William Aitchison, acquiring the Kirkfield Brewery
established in 1730, in 1810. His son, John continued the tradition and also founded
the Edinburgh Brewer’s Association. John Aitchison & Co. Ltd. was registered as a
limited liability company in 1895 for the purchase price of £60,000. The company
also acquired the Victorian Bottling Co. Ltd. and a number of licensed houses after
the turn of the century (Richmond & Turton 1990:39).
Alexander Melvin & Co., Boroughloch Brewery, Edinburgh
There are five capsules bearing both the brewer and Boroughloch name along with
a red initial trademark from the Long Jetty (LJ4635). Alexander Melvin acquired
the Boroughloch Brewery in Edinburgh sometime before 1850. It was reputed to
be the fifth largest brewery in Scotland during the 1860s. By the 1880s, it had
a large domestic and export market, trading to Australia, India, the West Indies,
South Africa and North America. The brewery was acquired by William McEwan
& Co. Ltd. in 1907 (Richmond & Turton 1990:232). The date of deposition for
these capsules would therefore range from 1880–1907.
Tennent Brothers Ltd., Sheffield
There are four seals from Tennent’s possibly bottled by two separate companies
(LJ4671, LJ4676). The Tennent Brothers began brewing in 1840 after purchasing
Proctor and Co. who started trading in 1820. The brothers registered as a limited
liability company in 1882 and after 1904 took over the wine and spirits merchants,
Wiley & Co. Ltd. as well as a number of ‘tied’ houses (Richmond & Turton
1990:323). Tie houses were public houses either owned by particular breweries
or where brewers made substantial capital loans in return for exclusive rights of
supply (Richmond & Turton 1990:2).
The company names of both bottler and producer identified in this assemblage
indicate that English, Scottish as well as Irish beer was favoured in the Port of
Fremantle. By cross referencing trademark names as exhibited on the tin-coated
lead seals with the registration of entities as limited liability companies and later
143
public listings, we are able to refine the date range for some of the Long Jetty
examples. Similarly, the appearance of these artefacts on shipwrecks provides a
firm date of deposition and date for particular trademark styles. The material dates
from c. 1880–1910 although the deposition of at least one of the examples, Ashby
and Co. must be prior to 1899.
Containers—Inks/Mucilage
Eighty-nine ink containers, which make up 14% of the shipwreck sample, were
identified. This artefact category was only 0.8% of the Long Jetty sample. Two
examples from the Long Jetty bear the maker’s mark ‘Doulton, Lambeth’ (LJ424).
Inks may be grouped into five types: penny, cabin/boat, round and stoneware
pourers and master inks. England and France were the major ink producers of the
period and ink importation into the Swan River colony was relatively common.
The ubiquitous stoneware ‘penny’ inks make up the majority of the sample. Named
for its low production cost, this small stoneware vessel was a common style of ink
bottle imported into Australia. The demand for stoneware products decreased after
1892, when William Painter invented crown cork and glass bottle making machinery
(Tyler et. al. 2005:14). The name ‘penny ink’ was also later used to describe the
cabin/boat shaped glass ink vials, with indentations on the shoulders to hold pens.
To keep the price low ink had to be packaged in the cheapest form of container and
mass-produced. As a result very few are embossed with makers’ marks and due to
the poor quality of the glass were discarded after use. Of the 450 known English
inks, 40% were packaged in green tinted glass pots (Arnold 1985:72). These cabin
ink bottles were formed in a two piece mould with an unfinished or shear-top neck
resulting from the manufacturing process when the bottle was detached from the
mould. The jagged neck rim bit into the cork creating a leak-proof seal and this
was then covered by wax (Fletcher 1976:53). The next most common bottles in
the sample are the round clear glass inkwells stamped with 597, presumably the
glass maker’s batch number, on the base. These have also been classed as penny
inks. The rest of the sample includes one master ink, with the commercial mark
Lovatt & Lovatt, Notts, Langley Mill (SE4577), three stoneware ink pourers and
one ‘umbrella ink’ with eight faceted sides (WA0181). All these ink bottles also
144
functioned as ink wells with the exception of the pourers which may be considered
as master inks or bulk containers.
Brand Identification
The Lovatt & Lovatt pottery was established in 1865, at Langley Mill,
Nottinghamshire, by James Calvert, who was a chemist and druggist in Belper,
Derbyshire. Initial wares from the pottery were salt-glazed ink pots, ginger-beer
bottles, polish pots, pitchers, hot-water bottles, jugs and mugs. In 1883, the Lovatt
brothers, Albert and John, entered into partnership with William Calvert and the
pottery traded as Calvert & Lovatt. Lovatt & Lovatt were established, in 1895 after
the departure of William Calvert. The company produced art and domestic ware
under the names ‘Langley Ware’ and ‘Lovique Ware’ as well as industrial stoneware
(Langley Mill Pottery Society 2006).
The Doulton pottery at Lambeth was one of a number of small stoneware factories
and operated from the 1870s to 1926. Lambeth manufacturers focused on the
production of ground and screw stoppered stonewares, and in particular on the
common wares such as ink bottles, blacking bottles, ginger beer bottles, industrial,
chemical and sanitary stonewares and drainpipes. An 1889 catalogue also advertises
bottles for acids and spirits, extract pots for soups and jellies, jam jars, mustard pots,
tamarind pans and pipkins (Stockton 1981:22). In 1901 the company received the
Royal Warrant and is still producing collectibles under the world-recognised brand
of Royal Doulton (Museum of London 2006). The site of the Doulton factory at
Lambeth was excavated by the Museum of London Archaeology Service in 2001–
2002 and the assemblage from the 1870s and 1890s kiln sites included ‘dwarf’ and
‘master’ stoneware ink bottles comparable to the shipwreck assemblages (Tyler
2005:48).
Containers—Food
Food containers comprise 10.6% of the shipwreck and 3% of the Long Jetty samples,
with pickle/chutney jars dominating the category. Pickled vegetables were a staple
145
in developing colonies where access to fresh varieties was not always possible.
There are minimal commercial marks on these examples and most of the bottles are
a standardised form, with predominately round or hexagonal bodies. Although the
embossing technique expanded dramatically until the 1890s, by which time it was
estimated that 75% of all bottles were embossed (Stockton 1981:33), production
costs could be significantly reduced with the omission of this type of labelling
(Fletcher 1976:50). Similarly, most of the companies exporting to Australia
used plain bottles which could be ordered in small quantities (Arnold 1985:51).
Embossing eventually declined as companies increasingly used printed labels as an
alternative form of maintaining a brand identity. Pickles and preserves were usually
made in two-piece moulds from clear or tinted glass with provision for a paper label
(Arnold 1985:51).
A contents analysis of one example from the Carlisle Castle (CA3157) was
undertaken by the Western Australian Department of Agriculture and revealed
the nasturtium seed commonly known as false caper, a large amount of broken
down cells with starch grains which suggest a tuber vegetable such as a potato
or root vegetable such as a carrot or cabbage, numerous flakes of material which
resembled potato skins, as well as a small amount of leaf segments resembling a
number of species of small-leaved herbs (Marchant, Dr N, Botanist, Department of
Agriculture, Western Australia 10/08/1984, MA 406/71). The other food products
represented by the containers are salad oils and vinegars, sauces and essences. All
these products, except for the last, were designed to make food palatable and were
particularly necessary to consumers outside metropolitan centres who relied on
these products to flavour salted, cured or, at worst case rancid, meats.
Food jars, particularly salad oil and vinegars incorporated a variety of glass designs
in the packaging to encourage sales. Brand recognition was particularly important
given the competition in these product lines. Successful manufacturers, such as Lea
and Perrins, soon had their packaging copied by rival companies. Glass packaging
allowed the potential purchaser to examine the product contained and the colour of
the glass was an aid for determining the contents of the bottle. This was of particular
146
importance given the lack of food legislation which occasionally resulted in some
manufacturers putting unwanted additives into the product to increase the volume
(Stockton 1981:35). Almost all bottles, prior to 1890, were tinted pale aqua in colour.
Prior to the end of the century, manufacturers in Britain discovered that the addition
of manganese produced a clear and inexpensive product (Fletcher 1976:57). With
a ready market both locally and abroad and a new packing technology to exploit in
the form of clear glass, Victorian manufacturers began to develop new products to
meet the demand. An interesting addition to the marketing method was also to label
certain bottles as ‘made in England’ to symbolise the quality and superiority of the
product (Arnold 1985:80).
Brand identification
Eight Lea & Perrins sauce bottles are represented in the Sepia assemblage and
two, with the contents still intact, from Long Jetty. Commercial production of Lea
& Perrins Worcestershire Sauce began in 1837 and it was initially promoted as a
digestive aid. The recipe is believed to have originated in or have been inspired by
India. The conjecture regarding the invention was to become the source of its appeal
and subsequent success. The marketing of this product both locally and overseas
was noted by the author of the 1885 edition of Successful Advertising and along
with manufacturers such as Holloway’s Pills and Ointments became an example of
best business practice (Smith 1885:28). The bottle was made in a two-piece mould
with a long neck finished separately, specifically designed for this product. The
shape, while being instantly recognisable, facilitated easy pouring and allowed for
the contents to be mixed (Stockton 1981:35). There are also a number of closures
amongst the sample embossed with the Lea & Perrins mark. These glass stoppers
were used from c.1850 onwards and the bottles were made with a ledge finish and
cork ring into which the stopper fitted.
While other sauce bottle designs had similarities with Lea & Perrins, naming rights
were far more contested. Holbrook & Co., also represented in the sample (SE961),
had started to produce a sauce called Yorkshire Relish, but were ultimately not
allowed to keep the name. English counties were now synonymous with specific
product lines as demonstrated by the House of Lords ruling that only Goodall
147
Backhouse was entitled to use the term Yorkshire Relish (Stockton 1981:64). The
content however remained the same secretly guarded recipe which was considered
completely inedible unless fermented for an extended period of time. Masons OK
Sauce, developed by George Mason & Co. Ltd. of Fulham, London, was another
Worcestershire Sauce rival identified in the sample (SE3883).
Essences were a cheaper and more readily available substitute for coffee. Symington
& Co. was the largest exporter of coffee and chicory essence to Australia during
the nineteenth century and many bottles embossed with ‘Symington & Co. Ltd.,
Edinburgh, Ess Coffee & Chicory’ may be found in many terrestrial archaeological
contexts. Thomas Symington was credited as the inventor of the first type of ‘instant’
coffee, usually burnt sugar or molasses mixed with chicory, a cheap alternative
designed to capture the working class market. Marketed in an embossed square
bottle this particular product, along with other brands such as ‘Camp coffee’,
developed by R. Paterson and Sons of Glasgow, achieved national standing which
also translated to overseas markets.
Containers—Soft drinks/Mineral water
With the popular local name of ‘cooldrinks’ in Western Australia (Vader &Murray
1975:18), six soda bottles were contained in the shipwreck sample including
Hamilton and Codd and Codd variant patents as well as one stoneware bottle.
The Long Jetty sample was far more comprehensive, with 66 examples or 7% of
the assemblage which included local manufacturers (using imported bottles). The
presence of local manufacturers suggests that these drinks were consumed on the
jetty, rather than part of cargoes lost overboard during unloading.
The sample was comprised of Maugham (in Fremantle c.1845–c.1895), Lamont
(in Fremantle 1875–c.1905), Codd (Dan Ryland patent 1873–1885), Hamilton (in
Fremantle from 1850) and variations of these patents. The improvements of these
bottles above previous cork stoppering was also demonstrated during shipping. As
described by a 1873 Barnett and Foster catalogue, ‘Codd’s bottles are also, from
148
the nature of them, perfectly protected from the attacks of rats and other vermin
on board ship, which cause considerable loss generally by gnawing the corks and
strings of lemonade and other sweet beverages’ (Morgan 1974:17). Stoneware
corked bottles were used in the early days of bottling spa water and continued in
use for ginger beer up to the 1930s. While glass dominated the latter part of the
nineteenth century, stoneware was still used for certain products as the fabric of the
vessel kept the contents cooler and protected it from UV damage. The bottles are
manufactured with grey-white salt glazed clay. Early examples are salt glazed with
impressed or stamped marks and, from the late 1880s, under glaze transfer printing
was.�ntroduced..
Brand Identification
In relation to mineral waters, the bottle manufacturer’s name, details and insignia
and occasionally, the name of the product itself was embossed on the base and
body of the vessel. The Codd patent was common throughout Australia as were
other gravitating stopper patents such as Acme Reliance, Hendrickson, Lamont and
Empress (Arnold 1985:87).
One bottle has the embossed name of Rylands Bulb, Maker, Dan Rylands, Barnsley.
This bottle is an adaptation of the Codd patent (Acme Reliance Patent 1886) where
the marble was used in standard, torpedo and dump shaped bottles. These patents
were in use from 1880–1890 and differed from the Codd with the addition of two
internal indentations in the neck at right angles with a pair of internal protrusions to
prevent the stopper from jamming the brushes during cleaning (Morgan 1974:13).
By 1887, Dan Rylands was credited with being the world largest manufacturer of
globe-stoppered mineral water bottles (Fig. 23) (Fletcher 1976:46). Rylands also
patented the idea of colouring bottle lips to aid in identification and prevent theft.
As a result competitors wishing to adopt these ‘anti-theft’ bottles were forced to
manufacture their vessels entirely from coloured glass. The Long Jetty material
included examples of coloured Hamilton patent mineral water bottles other than
the common aqua vessels. The companies identified from the Long Jetty collection
include the following.
149
Table 7: Long Jetty Soft Drink Companies (compiled from Spiller 2003:47;
Garratt & McCarthy 1994)
Company Name Patent Reg. No.
Crowder and Letchford (est.. 1881) Reliance Codd patentLJ538, LJ294, LJ378
Charles Allen of Fremantle Lamont.patent LJ56, LJ65
Herbert’s Lemonade Maugham patent LJ167
Darner.and.Co Lamont.patent LJ108
Singapore Straits Codd.patent LJ161
Downer.and.Co Maugham patent LJ304
Chapman & Joses Geraldton (1880–c.1914) Hamilton patent LJ368
Royal German Spa LJ437
M. McDonald, Franklin St, Melbourne Hamilton patent LJ502
D. Chapman, Weld Hotel, Cossack, Barnetts & Foster, Sole Agents, London
Codd.patent
Figure 23: Illustrations from Dan Rylands 1889 catalogue featuring the ‘Valve’, ‘Reliance’, ‘Acme’
and ‘Codd’ patents (Fletcher 1976:47).
150
The stoneware examples alone have details of the actual vessel while the identities
of the makers of the contents are unknown. There are nine stoneware vessels which
were understood to hold soft drink. The only manufacturer that can be identified
in the shipwreck and Long Jetty samples from the Denton Holme (WA0911) is ‘H.
Kennedy, Barrowfield 26 Pottery Glasgow’. These vessels are most likely mineral
water or ginger beer bottles. The other stoneware producers known to have exported
mineral water and ginger beer bottles to Australia were Doulton of Lambeth, who
produced this form from 1818 to c.1920 (Tyler 2005:45), Price and Powell of Bristol,
the Fulham Thames-side Pottery and Greens Pottery (Vader and Murray 1975:76).
Containers—Medicine
Eighteen medicine bottles, all but one for castor oil, were recovered from the five
shipwreck sites. Castor Oil, also referred to as ‘the dreaded dose’ (Arnold 1987:81)
was shipped in distinctive slender high necked, cobolt-blue bottles. Castor oil
was a cheap alternative to formal medical assistance and used in the treatment of
family illness. It was dabbed on the eyelids to soothe tired eyes as well as to ward
off insects from the face. The liquid was also taken orally for numerous ailments,
including colds and burns and perhaps best valued for its effectiveness as a laxative.
This nineteenth century cure all was not represented in the Long Jetty collection
however, three of the familiar rectangular ‘Proprietary’ medicine concoctions of
opiates and alcohol were (LJ318, LJ451, LJ152).
Containers—Toiletries
Six smaller stoneware jars are present in the shipwreck sample including nine
separate lids. While these were usually transfer printed and bore the product name
and manufacturer, the examples in the collection do not have any form of transfer
print so for the most part we can only speculate on the exact nature of the contents. It
is also possible that they may have been originally unmarked. These jars may have
contained imported British or possibly French food and toiletry products. There is
pictorial evidence from trade catalogues for Fortnum and Mason’s Salmon spread,
shrimps, jams, pickles, tobacco, teas, cosmetics and shaving soaps imported into
151
Australia in similar containers (Cuffley 1984). Another common product which the
shallow jars may have contained was toothpaste or tooth powder. Brands imported
into Australia include Gosnall’s Cherry Toothpaste Queen Victoria’s profile as a
sign of British manufacture and Royal endorsement and Breidenbach’s Cherry
Paste (Vader & Murray 1975:78).
Containers—Household
There are two examples of containers in this category that have been identified as
stove black forms of storage jars. Blacking or polish bottles are illustrated in trade
catalogues from the Doulton Lambeth pottery and were also recovered from the
back fills of the 1870s and 1890s kiln sites (Tyler 2005:48). They were produced
at Doulton Lambeth pottery from the early nineteenth century to c.1910, for liquid
blacking and are distinguished by their flared open rim. The shipwreck collection
has examples of this form (SE3973) as well as a small-necked bottle (SE3972)
which resembles the ‘Brunswick Black’ bottles also illustrated in contemporary
catalogues (Tyler 2005:44).
Containers—Industrial
There are nine registrations in the shipwreck sample pertaining to this category,
most of which are either the barrel remnants of casks or the solidified cement
contents. Portland cement was shipped from England to be mixed with local sand
and water for the production of concrete. The product was not produced in Portland
but carried the name as it resembled the prized stone of the Dorset region. To make
the cement, limestone was mixed with shale, the mixture then fired, cooled and
ground. Gypsum was later added to slow the setting process of the cement. Exports
to the Swan River colony were important for the developing capital works as a
substitute had not been discovered in the region. The first Australian cement was
made in Portland NSW (deriving its name from the lime burning activities of the
area and presumably in recognition of the British variety) by the Cullen Bullen
Company which was to be known as ‘Kangaroo Brand’ cement.
152
Containers—Shipping
There are four registrations in the collection of remains of shipping crates from
the. Sepia. and. Carlisle Castle. From the size and markings they are understood
to be parts of the packing cases of beer. Examination of bulk packaging in this
context provides details of the brand of goods once enclosed from associated labels
(Staniforth 1995:159). The two examples from the Carlisle Castle are marked,
possibly by a branding iron. They read ‘…ness stout’ presumably Guinness stout
and ‘…All’s… s Brand’ which could be TB Hall & Co Bottlers, Liverpool.
Tableware
The next largest category of artefacts is the tableware comprising 25.1% of the
shipwreck sample, and 21% of the Long Jetty collection. The latter collection consists
almost entirely of dinnerware from the steamship lines operating to Fremantle. It is
probable that this material was lost or deliberately discarded overboard from ships
berthed on the Jetty. Tableware may be divided into ceramic and glass sub categories
and range from unique pieces to multiples of the same type. Multiples of particular
artefact types suggest that the objects formed part of a ceramic shipment destined
for sale in the colony. For example, of the 157 ceramic pieces in the total sample,
99 are identical plain white bread and butter plates from the Europa. Likewise,
there are 118 tumblers including 107 engraved fern leaf design glass tumblers
from.the.Sepia, in the glass assemblage. Engraving glass in the nineteenth century
was a popular method of decoration. It allowed for complex patterns as well as
pictorial and naturalistic images to be applied to mass-produced vessels. Engraving
methods used included wheel cut and acid etching, the latter coming to prominence
during this period. The fern leaf examples are representative of a popular nineteenth
century motif. Miller & Co. of Edinburgh is credited with introducing these ‘docile
examples of wild nature into the drawing room’ in the 1860s (Wills 1976:29).
Floral patterns were also fashionable but the depiction of figures was unusual and
only appeared on commemorative and other special pieces. The other tumblers in
the sample are clear, undecorated glass which is either mould-blown or pressed.
There is also one pressed glass sherd (CA3171) which is an imitation of cut glass
153
decoration. This decorative form came back into vogue at the close of the century
(Peter 1965:126).
The rest of the ceramic tableware assemblage includes fine scallop-embossed white
porcelain (SE775, SE776, SE3975 and SE3976) white plate sherds and transfer-
printed ware. The transfer printed ware includes ‘Red lines’ patterning (SE 4023,
DH22) which was a standard design used by transport lines and other private
enterprises, blue transfer printed plate scalloped rim sherds depicting grape leaves
and tendrils (CA806), and grey and white printed earthenware exhibiting ‘Rhine’
pattern (WA0516). One of the sherds catalogued (CA806) exhibits the printed
mark of ‘Semi Porcelain Mellor, Taylor & Co, England. This company had two
potteries producing earthenwares during the period; Cleveland Works, Burslem (c
1884–1904) and Staffordshire Potteries (1880–1904) (Godden 1964:432). Rhine
style incorporated romantic patterns which were popular during the Victorian era
and evidence of importation of this style to the colony dates back to 1852 with
examples being discovered on the wreck of the Eglinton (Stanbury 2003:110). This
style was usually printed in grey but blue examples have been recorded by Thomas
Fell & Co., J.T. Hudden, David Lockhart & Co. and the Middlesbrough Pottery Co.
A similar pattern by Dillwyn of Swansea was also depicted on teawares (Coysh &
Henrywood 1982:301).
By far the most ornate pieces in the collection are a matching set of blue glass
ornamental tableware received by donation in 1960, reportedly from the Sepia..The.
set consists of two bowls, decanter, vase/decanter, stopper and partial section of a
lid (SE3756, SE3293, SE3294, SE3295, SE3296 and SE3945). This type of glass
was described as either ‘fancy’, ‘wake’ or ‘fair’ ware. The other type of ornamental
glass in the period was described as’ smooth ware’ and we can delineate different
areas of production for these two forms of glass within England. The majority of
fancy ware was manufactured in the Stourbridge region in the English Midlands as
well as Manchester and Birmingham which specialised particularly in functional
coloured glass (Manley 1981:23).
154
The.Sepia examples are almost opaque and may be designated as a type of ‘satin
glass’, a nineteenth century term for glass with a matte finish achieved by dipping the
vessel in acid. Satin glass was predominately used for vases and other ornamental
tableware although functional types such as sugar and cream jugs were also produced
(Morris 1978:229). In terms of colour, examples of this style have been found in
both ‘crushed strawberry’ (also known as cranberryware in the United States) as
well as ‘electric blue’, the latter description comparable to the Sepia examples. Most
blue glass is given its colour either from cobalt oxide (smalt), or from copper oxide
added to the molten glass. Copper is a more delicate colorant than cobalt, requiring
only a small amount of copper oxide. The objects bear no makers mark and the
closest parallels to this style which fits the date range is the work by Thomas Webb
& Sons (est. 1837), Stevens & Williams (1847–1967), both located in Stourbridge
and John Walsh, Walsh Soho and Vesta Glassworks of Birmingham (1854–1952).
Figure 24: ‘Ruby’ bowls manufactured by Thomas Webb & Sons c.1900 (Manley 1981:23).
Thomas Webb started his company at The Platts, Amblecote in 1837 but his major
factory specialising in crystal and coloured glass was established in 1856 at Dennis
Park (Manley 1981:24). Comparable items to the Sepia.artefacts.were.manufactured.
by the company c.1900 (Fig. 24). Best known for their cameo and appliqué wares,
the most comparable Stevens & Williams products date to the 1880s, when the studio
was under the direction of John Northwood (Bowey 2006). Innovations in coloured
glass became popular in the 1870s with the company producing several new types,
as well as their traditional cut and engraved crystal. Shape and decoration were the
155
true craft of glassblowers with certain decorative designs becoming trademarks of
particular designers. The first type of ornamentation developed by the company was
applied threads. Threading glass was already a technique in use to create vessels
themselves. The mechanical coiling of a thread or threads of molten glass, which
was then blown into a mould, was patented in 1876 by William James Hodgetts
(Morris 1978:224). By the 1880s threading was also used for applied decoration.
In 1883, Stevens and Williams introduced ‘Adams’ as a style of decoration using
appliqué flowers, leaves, and other designs based on nature. The body of the vessel
ranged in colour from peacock blue, ruby, ivory or citron, with applied festoons and
prunts in crystal or coloured glass (a prunt is a blob of glass applied to a glass object
as decoration, but also to afford a firm grip in the absence of a handle) (Corning
Museum of Glass 2006).
Figure 25: Advertisement for John Walsh, Walsh, Soho and Vesta Glassworks in The Pottery Gazette
June, 1883 (Morris 1978:228).
Some examples of this Adams style decoration were illustrated in The Pottery
Gazette of June 1883, and this form of decoration was applied to a wide variety
of pieces including, vases, bowls, goblets and jugs. In the same year, they also
156
introduced their design ‘Acanthus’ where the body of the glass was usually coloured
with acanthus leaves in clear glass, sometimes with a matt or satin finish, the leaves
curling around the body and the stems turned up to form feet. Records show that
this firm was certainly producing glass with applied leaves in clear glass on crushed
strawberry and electric blue glass items in 1883 (Bowey 2006).
John Walsh, Walsh, Soho and Vesta Glassworks were also producing similar
fancyware as shown by an advertisement for ‘Electric Blue’ glass with applied
decoration such as fish, pincered leaves, frills and other prunts in clear flint glass in
The.Pottery Gazette for November 1883 (Fig. 25). The company also specialised
in, and due to their huge output may be credited with commercialising this type of
coloured ware (Manley 1981:28). While it is not certain which company actually
produced.the.p�eces.found.on.the.Sepia, this style of glass, pioneered by Stevens and
Williams, was imitated by many other firms. Companies such as Boulton & Mills,
Audnam Glassworks (1716–1926), also used similar coloured glass decoration which
makes it difficult to differentiate between the manufacturers (Manley 1981:24).
These pieces are significant as they contrast with the more mundane mass-produced
wares making up the majority of the cargo sample like the plain white ceramics
from.the.Europa. Their unusual appearance, however, needs to be understood in
terms of the history of design, to understand their significance. The Great Exhibition
of 1851, at the Crystal Palace in London, was a celebration of the achievements
of mass-production, prefabrication, mass communications and urbanisation. The
term ‘design’ itself took on new meaning, evolving from a conceptual study or
drawing to a process where a prototype was made for mass-production (Greenhalgh
1994:142).
Discontent with this new mode of production was voiced through the Arts and Crafts
Movement whose members included Walter Crane, William Morris and Charles
Robert Ashbee and originated from the Arts and Crafts Exhibition Society, set up in
1887 to show designers’ work in a range of materials. This movement was a reaction
to social, political and economic modernisation through the revival of ethnic values
157
and venacularism (Saumarez Smith 1997:276). The group advocated simple design
made in basic, inexpensive materials but to a high standard, with the objective of
forming an alliance between art and industry, to apply artistic design principles and
use mechanised processes to augment hand production methods. This handmade
ornamental tableware reflects these values as well as showing the importation of
this type of English manufactured goods to Western Australia.
Personal
This is a mixed sample consisting of belts, buckles, clothing clips, pocket knives,
jewellery and toys. It is unknown whether these were personal possessions or part of
the export cargo. In respect to the latter category, there are four registrations of doll
parts from the sample. It has been suggested that it was during the Victorian period
that the idea of childhood was also invented (Burton 2001:75). It was recognised
that children were another consumer group with their own set of values and culture.
In fact their ability to consume goods to destruction made them in some respects, the
ultimate consumers. Consequently, toy shops thrived in this period, as did exports
of.such.�tems.
Clay Pipes
Clay pipes comprise 6% of the total sample and, given the quantity, have been
interpreted as part of the cargo. Clay pipes were the dominant method of tobacco
consumption evident in the archaeological record for historical archaeological sites
in the period with shipwrecks providing significant collections with cases of this
class of artefact. Although tobacco consumption had become as much of a need to
a colonist’s lifestyle as beer, the two products should still be considered as luxury
imports. While it is acknowledged that some examples found in shipwreck contexts
could also have been personal possessions of the crew, the examples in this sample
do not show evidence of having been used. Moreover, the numbers of identical
pipes registered together suggest they are part of the cargo. By the late nineteenth
century, pipe smoking was a common pursuit amongst all classes. By 1880, the
practice of stamping the pipe with the maker’s name or mark had declined while
158
the distribution for each maker increased. Mass production makes the process of
identifying manufacturers difficult for the late Victorian period (Fletcher 1972:5).
While some manufacturers did away with any identification, others like Ben Nevis of
London, ensured their full name was on the product. Contemporary trade catalogues
also indicate the brands and pipe makers operating in the period (Gallagher 1987).
Brand Identification
The.Sepia collection has examples of clay pipes typical of the mid to late nineteenth
century. Fifty examples, which comprise the bulk of the pipe collection, bear the
name of Ben Nevis with one registration being a bulk lot of 40 bowls and stems
(SE2415). This is an important research collection as styles from the complete
examples may be compared with and assist in dating terrestrial assemblages. The
other pipes which can potentially be identified are those with figural or other unique
decorative features. The sample contains only three examples of this style of pipe,
a complete pipe with the bowl resembling a chain-mail covered face (SE11), thistle
decoration bowl (SE778) and a spiked or knobbly bowl with heel (WA0321). The
decoration also assists in putting the artefacts into historical context. Character or
portrait clays were popular from the mid to late nineteenth century and it is plausible
that SE11 may represent an important royal or historical figure.
Armament
A range of bullet cartridges are included in the sample. Forty-eight specimens were
collected from the Mira Flores. and. three. from. the.Denton Holme. The majority
of the cartridges have been identified as the Martin-Henry type and one example
(DH1533) bears the maker name ‘450 ELEY LONDON’ which refer to arms
manufacturer Eley Brothers of London.
Building Materials
There are eleven clay fired bricks from the Carlisle Castle which have all been
imprinted with the name ‘Gartcraig’ (CA619, CA808, CA3115, CA3288, CA2302
and WA0274–WA0277). Gartcraig Fire Clay Co. Ltd. was a Scottish brick works
in Glasgow producing bricks from 1876–c.1918 (Douglas 1986). The bricks are
159
hard white firebricks or refractories, suitable for high-temperature applications such
as industrial furnaces. Exported world-wide; they are often found on Australian
smelters and other industrial sites. Another interesting item is a lead ingot stamped
with ‘Babbitts Patent’ and a coat of arms from Mira Flores (MF3685). In 1839,
Isaac Babbitt received the first patent for a white metal alloy of tin, lead, copper and
antimony that showed excellent weight bearing properties. Since then, the name
Babbitt has been used for other alloys involving similar ingredients.
Hardware
This is another category of mixed objects with few identifying marks although
the category contains six identical crucibles marked ‘Battersea Round F Morgan,
England’ from the Sepia. Crucibles, vessels used for melting and calcining
substances requiring a high degree of heat, were an important export for the gold
rush period and therefore probably part of the cargo. This type of material had a
high priority for salvage and that may be reflected in the fact that these are only
these examples remaining. The Morgan Crucible Company manufactured crucibles
at the Battersea works from 1856–1956 after purchasing the manufacturing rights
from their American principals. By 1862, the company was claiming for itself in
an advertising leaflet that its patent ‘plumbago crucibles’ were used by the English,
Australian, Indian, French, Russian and other mints (Morgan Crucible Company
2006).
Cargo for the Colony—The Consignees
With limited descriptions of the goods salvaged from the Sepia, an understanding
of what the consignees identified in historical sources generally imported into the
colony aids in the prediction of what may be found on site. This is particularly useful
for identifying brands. Newspapers and Theils’ account of business operations in
Western Australia at Federation (Theil 1902) provide the most details regarding
importation of goods into the colony.
This information is supplemented from advertisement and listings in the Western
160
Australian Post Office Directories (WAD and WAPOD) published by H. Pierssene
from 1893–1895 and then by H. Wise & Co from 1895–1949. While these directories
provide a ‘British Section’, which is a list of manufacturers of British goods exported
to Western Australia, this is not necessarily a complete list of companies involved
in the trade. As evidenced in the shipping correspondence, some importers liaised
directly with the London export merchant in order to gain exclusive import rights
for particular brands of goods. Similarly, the directories often only list one company
for each product category. These particular companies operated as merchants
rather than manufacturers. Some merchant companies specialised in the import of
particular items, such as E. Breffit & Co Ltd. who traded in glass bottles while
others like McEwan & Co. of London promoted a variety of goods under their
name, ranging from cement and railway components to paper products (WAPOD
1898:xxxiii–xlvii).
The.Index to the Commercial Prospectuses in the Directories is also not complete,
for example, the only brewer listed in the 1898 edition is the goldfields company
Menzies Brewing Co Ltd. (WAPOD 1898:xvi). At least 11 breweries were operating
in the Perth/Fremantle metropolitan area at that time—West Australian Brewery
1892–1895; Western Australian Brewery Co. Ltd. 1869–1905(?); Perth Brewery
Co. Ltd. 1897–1905; Aitken Brewing & Bottling Co. Ltd. 1897–1898; Woodville
Brewing and Bottling Co. Ltd. 1898–1901; Subiaco Brewery 1897–1899; Western
Australian Burton Brewing Co. Ltd. 1898–1899; St Louis Lager Beer Syndicate
Ltd. 1898–1899; Port Brewing Co. 1894–1908; Fremantle Brewing & Ice Co. Ltd.
1897–1902; First Castlemaine Brewery 1897–1902 (Spiller 2003).
Tolley and Co. Ltd.
Tolley and Co. Ltd. began in 1886 and was one of Fremantle’s primary wholesale
wine and spirit merchants. Founded by pearlers in the north-west of Western
Australia, the company’s development, like most Western Australian merchants,
was accelerated by the demands from the goldfields. The company, at the time of
the wrecking of the Sepia, was under the management of Messrs. Paltridge and
161
Woodman, local directors and joint attorneys for the company in Western Australia.
With both a head office and a bonded store, the firm also imported tobacco, cigars,
cigarettes, pumps, glassware and all kinds of hotel requisites (Theil 1902:508). The
company had sole agencies in Western Australia for the following products:
Table 8: Sole Agency Products of Tolley & Co. c.1900. (Theil 1902:509, WAD
1892:80 [advertisement]).
Company Product
McEwan’s Edinburgh beer Bulk and bottled beer
Allsop & Sons Pale Ale, Manikin Scotch Ale
Hercules lager beer Lager Beer
Spatenbrau dark German lager Lager Beer
Beaver.Brand. Guinness’ stout
Dagger Brand Guinness’ Stout
Pelican Brand Guinness’ Stout
Martells * and ** Pale and dark brandy
Joshua Bros Unidentified
Boomerang Brandy
J.D.K.Z. Geneva
W..and.G.Ta�t Bottled and bulk ports
Ruiz y Hermano Sherry
Peter.Dawson Perfection and Special Whiskey
Gaelic Bottled whiskey and Special reserve in bulk
Bobbie Burns Scotch Whiskey
House.of.Lords. Scotch whiskey
Robertson, Sanderson and Co’s Scotch whiskey
Browns.Four.Crown Whiskey
D.H Young and Son Clans Blend whiskey
D.C.L. Scotch whiskey
Dunnville’s celebrated V.R Irish Whiskey
Mitchell and Co. of Belfast Bulk and bottled whiskey
Rose’s Limejuice and limejuice cordial
162
Dr.Townsend Sarsparilla
Schweppes Soda and ginger ale
Ogden’s Guinea Gold Cigarettes and midnight flake tobacco
Burns Philp and Co.
Burns Philp and Co. mercantile business was established in 1872, in response to
the Charters Towers gold rush in Queensland (Ville 1998:31). The firm commenced
business in Western Australia in 1894, with branches in Esperance, Geraldton and
Fremantle (WAPOD 1898:591). The firm’s Sydney base was primarily concerned
with shipping and importing with operations in Fremantle and various centres in
Queensland, although the company is best known for its trade with New Guinea
and throughout the South Sea islands. While trading companies such as Burns Philp
opened up shipping in the Pacific specialising in copra and sugar, they were also
renowned for ‘blackbirding’ Melanesians as indentured labour for the Queensland
sugar fields. In 1895, the company took over, by purchase, the business of Messrs.
E and F Wittenoom of Geraldton, acquiring in that process, the firm’s important
shipping and related agencies (Theil 1902:596). From its inception, the company
was involved with general merchandising and shipping but later expanded its
activities to include insurance and lending via subsidiary companies and by also
acting as international agents for Lloyds and AMP Insurance.
P. Falk and Co.
P. Falk and Co. was a colonial branch of P. Falk and Sons, London. Established
in Fremantle in 1886, and managed by Mr A. J. Diamond, the firm’s predominant
business was jewellery, silver, electroplate and ‘kindred’ goods (Theil 1902:483).
In one reference to the imminent arrival of Sepia, in the Shipping Notes column of
the.West Australian newspaper, the incoming cargo was said to include 22 packages
consigned to Messrs. P. Falk and Sons of Fremantle consisting of one case of flower
bulbs, two cases of glass tumblers, two cases of looking glasses of assorted size,
two cases of tennis balls, a quantity of ‘Turin’ printed dinnerware—Tur�n.pattern.
163
was designed and manufactured by Enoch Wood & Sons as part of their ‘Italian
Scenery’ series (Coysh & Henrywood 1982:371), one case of fancy china and
glassware and eight cases of assorted toys (West Australian 11/12/1897). This
was one of the earlier companies lured to Western Australia, not as a result of the
trading opportunities related to the gold rush, but rather ‘because the possibilities
of the State’s commerce under unfettered political conditions were observed by
management long before the consummation of inter-colonial free-trade’. One of
their other important agencies was W.D. and H.O. Wills Ltd., tobacco manufacturers
of Bristol, England, acquired in 1895. The sales of tobacco initially were poor,
‘barely aggregating a case per month. ‘Judicious placing however [had] its effect’.
By 1901, sales were ‘considerably over three tons’ (Theil 1902:484).
Monger’s WA
Monger’s WA, while a Fremantle based business, had stores extending throughout
the goldfields. At Kalgoorlie, they had bulk stores serving as the principal
distributing base for the eastern and northern goldfields. The company owned its
own railway siding with which to truck merchandise from Fremantle to the yard.
The merchandise sold by the business was fairly comprehensive ranging from ‘a
needle to an anchor’ (Theil 1902:641). While mining requisites and machinery were
a major line, Monger’s also carried groceries, hardware, wines and spirits. Among
other agencies they also held that of Arthur Koppel of Berlin (Theil 1902:642) who
specialised in the business of light railways, supplying track and rolling stock to
overseas buyers.
George Wills & Co.
Operations for George Wills & Co. were based in Adelaide until 1896, when an
office was opened in Fremantle and managed by Mr A.E. Braund. The business was
mainly in general merchandise although their transactions also included government
contracts for the supply of pig-lead and pig-iron. The firm was involved in the state
timber trade, with different branches purchasing shiploads of timber for export as
well as importing shiploads of softwood to sell to the timber merchants. They also
164
advertised locally as purchasers of animal skins of all varieties including wool for
export to London (WAD 1894:79).
In summary, this chapter has described and quantified particular classes of cargo
types from the shipwreck and Long Jetty assemblages with the main categories
identified—food, beverages and luxury items. This has also required a redefinition of
current museum classification principles. While acknowledging non-archaeological
collection practices were employed for the acquisition of this material, they are not
considered to adversely affect our interpretation of the collection for the purposes of
this thesis. The main criticism is that, without appropriate survey prior to retrieval,
we are not able to accurately retrace the provenance of individual items on site.
It has also been determined that categories of artefacts in collection, may still be
considered representative of material on site. Surface collections from specific
shipwrecks are therefore useful even in cases where some objects are unprovenanced,
providing they are cross-referenced with similar collections and archival sources.
This investigation has sought to advance current knowledge of these consumer items
and develop a typology, with respect to the beverage assemblage, which can be used
for comparative purposes with other contemporary historical archaeological sites.
After classifying the cargo, investigation of archival sources has been undertaken
to identify the manufacturing companies for these items, in order to further define
brand name products imported into the colony in the later nineteenth century.
165
CHAPTER 7: IMPERIAL TASTES
In the name of civilization England has managed to acquire and hold under
its control 11,500,000 square miles of the Earth’s surface in which there is
living a population of 340,000,000. The industries and products of this vast
territory, distributed as it is in every quarter of the globe, inhabited by people
of every known race, is of the most diversified character and its commercial
exchanges amount is an enormous aggregate. Naturally enough all the
stupendous power and influence of the government is directed to bringing
the benefits of this immense trade to English workmen and financiers. But
for advantages accruing to trade England would not now hold governmental
control over this great empire. In the language of England commerce and
civilization are equivalents (American Exporter Vol XXXVIII New York
June 1896).
This chapter interprets particular categories identified in the cargo assemblages to
provide insights into the broader social issues such as capitalism, consumption and
class perception of the Swan River colony. Assessment of the archaeological material
from the shipwreck and Long Jetty sites reveals that the majority of products and
brands identified were manufactured in Great Britain. This is not unusual considering
that the ships investigated in this study originated from UK ports. The Long Jetty
collection, however, confirms that in terms of food and beverages, British brands
had primacy in the products consumed in the Swan River colony. The interpretation
of material culture from these sites when combined with evidence from historical
archival sources can also provide some insight into the nature of consumer society
in late colonial-era Western Australia. Class-sensitive consumer behaviour can be
potentially defined by the identification of these goods. The occurrence of ‘fancy
goods’, or items with no functional value necessary for sustaining life, in the
shipwreck assemblage reflects the growing adherence by consumers to the concepts
of fashion and taste, in addition to all the other necessary purchases for life in the
colonies. The growing demand for imported foods is revealed in the increasing range
of containers, bottles and jars. As the urban workforce became dependant on others
to supply the food, material culture was fashioned to meet their needs (Mrozowski
166
1993:108). Although it is acknowledged that Western Australia’s industrial capacity
was limited, nascent manufacturing industries, especially in the food and beverage
sectors, were in existence by this time. As such, does the archaeological material
provide evidence for a demand for British-made goods or any other consumer
preferences in the colony and, if so, why?
It has been demonstrated thus far that shipping was largely dictated by a monopoly
of local merchantmen that made up Fremantle’s elite. This network of merchant
elite was bound together in both business and social alliances. Membership in
the congregational church, freemasonry, exclusive clubs and the political sphere
(Brown 1994) ensured that the group also maintained supremacy in the marketplace.
Consumerism in the Swan River colony was to some degree predicated by what
the shipping oligarchy made available. While this control of shipping by Western
Australian importers is intimated in archival sources, there is also some indication,
as discussed in Chapter 4, that British exporters of particular kinds of produce,
also exerted some control in regards to the promotion of their products in the Swan
River colony. There was always cargo shipped by brewers, distillers and others on
consignment with the specific purpose of gaining entry into the Western Australian
market. Similarly, some importers, for financial reasons, were not in a position to
dictate to their London buyers ‘whose sympathies the shipbrokers were able to
command by the judicious application of a little palm-grease’ (Fremantle Advertiser.
August 1921).
Domestic Manufacture
It was a consistent complaint amongst the Colonies that the British did not encourage
the development of manufacturing outside Britain itself. This was apparent in British
colonies in India, where it was suggested that there was a conspiracy between British
manufacturers to prevent investment in certain industries, as well as a deliberate
flooding of local markets with British-made goods (Fieldhouse 1996:138). Self-
governing colonies such as Swan River were, however, free to adopt tariffs and
increase duties on imported goods (such as alcohol and tobacco) to protect local
167
markets. John Forrest, who would later be Premier in 1890, implemented a strategy
of protecting domestic manufacturers by raising the duty on imported finished
goods. Continuing the theme of political ties with businesses of the period, it is also
interesting to note that Alexander Forrest, a prominent Western Australian explorer,
as well as the Premier’s brother, was appointed to the board of the Swan Brewery
in 1887. In periods of economic recession, as illustrated in Victoria in the 1860s,
certain manufacturing industries could appeal to the Government for protection.
Supporting relatively inefficient manufacturers, however, incurred taxes borne by
local producers whose export prices were set by international markets. It therefore
proved more viable to import certain products, even if they could be made locally.
However, local manufacturers of bulk goods had an advantage if the shipment
costs of a particular product were a substantial portion of its value (Fieldhouse
1996:141).
A Society in Ferment
What two ideas are more inseparable than Beer and Britannia? (Rev. Sydney Smith
1800 in Vader & Murray 1975:49).
A contemporary analysis of the importance of beer in British culture is provided
by Bikerdyke in The Curiosities of Ale and Beer: An Entertaining History (1886).
This is an anecdotal and biographical account of some representative London,
Dublin, Burton and county brewing firms which highlights the importance of beer
consumption not only to British society, but the economy. It was estimated, from
Parliamentary returns, that the total amount of capital invested in the liquor trades
of the UK in the 1880s, amounted to approximately £117,000,000. This sum was
equal to more than half the total value of the export market and was more than
double the annual receipts of all the railways. About one third of the whole National
Revenue was drawn from this source (Bikerdyke 1886:331).
Importation of British alcohol, the amount and type, can equally allow us to
168
draw conclusions regarding its importance, both socially and economically, to
the Swan River colony. Bottles found on the Sepia and other contemporary sites,
provide tighter dating controls for each technological development during the
rapid mechanisation of bottle production in the later nineteenth century enabling
a study in bottle morphology (Stuart 1991:31). While categorisation of bottles is
an important aspect of archaeological enquiry, content analysis, as demonstrated
from this research, assists in determining the type of alcohol, ingredients and more
importantly quality. Results from analysis of the Carlisle Castle.and.Europa bottle
contents confirm shipments of stout at a time when it was being produced locally to
an acceptable quality. This begs the question: why did the colony continue to import
foreign beer?
Beer industries in Britain and Europe were important contributors to the national
economy. Aside from slaking the Western Australian thirst, the establishment of
a local brewing industry would likewise be important for the growing economy.
English brewers, through their trade journals, promoted this aspect of the trade
in Britain, by reminding consumers that their industry supported agriculture, in
particular hop and barley growers. Similarly, no other industry, through the imposition
of duties on both producer and consumer, supplied such a high proportion of the
national revenue; and from the growing of ingredients through to the retailing of
the end product, the beer industry was a significant employer of both capital and
labour (Wilson & Gourvish 1998:7). The British brewing industry was, however,
the exception amongst other manufacturing industries in that, due to high home
consumption, the market was not reliant on exports. In fact, exporters appeared to
limit the amount of ale rather than flooding the Swan River market. Contemporary
correspondence from British brewers encouraged importers to ‘endeavour to keep
as light stocks as possible at all times as there is nothing so conducive to sales
as the beer being fresh and just arrived’ (John Jeffery Heriot to Lionel Samson
14/06/1882). This appears to be a tactic to create demand, as opposed to responding
to it. At no time did exports absorb more than 3% of total British production
(Gourvish & Wilson 1994:169). Up to a third of the volume of the export trade in
169
the 1890s, was manufactured by Scottish brewers (Donnachie 1998:123), and this
is reflected in the archaeological record studied here with Scottish companies such
as William McEwan & Co., William Younger & Co. and Alexander Melvin & Co.
identified in the sample. Beer was imported in casks as bulk product or bottled
and exported in cases. Contemporary correspondence suggests that higher quality
product such as ‘extra stout’ were initially the only varieties bottled for shipment
with ‘only the ordinary quality in cask’ (Treddel & Co. to Lionel Samson & Sons
25/04/1884). While the advantages of bottling all beers would be recognised in the
coming decade, the initial importation of beer in bottles may have be considered as
the nineteenth century equivalent of the modern ‘boutique’ beer market.
Establishment of a Local Brewing Industry
With the Swan River colony’s water supply described as ‘poisoned and abominable
beyond description’ (Inquirer 16/02/1871), it is little wonder that a domestic beer
industry was slow to win over the market. The first commercial brewer in Perth was
James Stokes (Albion Brewery est. 1837). Despite his efforts, ale made locally to a
Burton-on-Trent recipe did not fare well in the warm climate and was consequently
not well received. A predilection for imported beer continued up until 1870 with
consumption rates doubling from 1865–1870 (Welborn 1987:37). In the next two
decades the local product, earning nick-names such as ‘she-oak’, ‘tanglefoot’ and
‘shypoo’, could not rival imported beer. Annual operating costs were high for
small, local manufacturers often exceeding the outlay cost of land and machinery
(Welborn 1992:64). To expand the local brewing industry, in 1887 the proprietor
of the Swan Brewery sought funds from Melbourne which, by the 1880s, already
had 68 breweries (Victoria’s revenue, fuelled by land speculation and overseas
loans, was 25 times that of Western Australia). By 1889, Western Australians were
the only Australian colony to consume more imported varieties than that available
locally (Welborn 1987:19, 62).
In terms of quality, Australian beer was not to the standard of the British:
170
We cannot conceal ourselves from the fact that visitors to Australia…have
very little that is good to say concerning the quality of our ales, and we have
all heard over and over again from such persons the remark, ‘I cant drink
Colonial ale’. It was not to be expected that in the early days of Australian
brewing, the locally produced ale would be of good quality, for appliances
were then of the most primitive description, good materials difficult to
obtain and high-class brewing skill not readily obtainable, but it seems to
us regrettable that nowadays—when the possession of wealth enables us to
acquire many things—effort is not made to raise the character of our ales as
a whole’ (Australian Brewers Journal, April 1889).
It was not until the defection of the renowned brewer and chemist Auguste de Bavay
from Aitkens Brewery in Melbourne, to the Swan Brewery in 1894 that Western
Australia had access to the latest techniques for creating high quality ale. Bavay
also had experience working with bottom fermentation techniques to create lager
beer. This was made possible by the application of pasteurisation and refrigeration,
the latter first introduced by the Fosters Bros. in the eastern states in 1887. The
introduction of duty on imported beer in 1893 also assisted the flagging sales of
local beer (Welborn 1992:67). The gold rush of the 1890s resulted in a proliferation
of breweries and by 1899—the first year locally brewed beer consumption was
measured—the colony had 36 breweries brewing daily and producing three and a
half million gallons annually. These smaller operations scattered across Perth and
the goldfields were viable due to slow transport systems and difficulties in preserving
beer (Welborn 1992:66). It was not until 1898, the year Sepia wrecked, that local
brewers would form the WA branch of the Licensed Victualler’s Association and
work co-operatively to protect local production from domestic beer excise duty as
well as criticism from temperance lobby groups.
Exports, in most years prior to 1890, were less in value than imports, a situation
created by increased population (often via immigration) and financial investments
and overseas loans. It was not until 1899, that export values exceeded imports (Battye
1924:481). Between 1870 and 1890 there was a steady increase in the number of
171
non-essential luxury items, such as tea, beer, tobacco and clothing. British exports
of alcohol to Australia showed a marked decrease at the close of 1897. The exports
had dropped by 183,274 gallons to Australasia generally. This was considered
‘remarkable’, but it was accounted for ‘by accumulated stocks on the other side and
a preference shown for the ‘cheap and nasty’ imitations of whiskey from foreign
sources’ (British Trade Review Vol. X 1898:31). The other reason for a decrease in
sales of British beer has been directly attributed to freight costs and environment,
as follows.
Ale and Porter—The demand for malt liquors is seldom large during the
Winter months, and therefore it is not surprising that the business passing is
not of great volume, more especially as the duty is still too high to permit
a material expansion of that trade. ‘Tis true that, as compared with the
period when the duty was 1/6, a slight increase in consumption is manifest,
but during the temporary cessation of importations the local article was
pushed, and has not been displaced. Shippers complain that the business is
unprofitable, and many brands which used to come here have disappeared
(Australian Storekeepers Journal August 1896:48).
Imported beer was supplanted by local product at the end of the nineteenth century.
In fact, as noted in the imported grocery statistics of this trade journal (Australian
Storekeepers Journal 1896:49, 1897a:211, 1897b:281, 1898:3) competition by local
product threatened the whole bottled beer import industry with the exception of a
few particular brands, including those which were only produced overseas, notably
the amber ales and stout such as Guinness. There was a considerable demand for
the product of local breweries although the prices gave very little return to the
brewers (Australian Storekeepers Journal 1897a:211). The Western Australian
Correspondent. for. The Australian Brewers Journal notes in 1897, that although
new breweries were opening up, there was some concern regarding their ongoing
success:
No doubt you hear contradictory reports about W.A. and its chances of
lasting. Many people run this place down because they have not done as well
172
as they expected. For my own part, I believe there is a good run before us in
a steady way; there is an absence of the booming rush which characterised
Victoria’s prosperity (Australian Brewers Journal 1897:266).
Our largest customer is Australasia, which took from us during the last 12
months ending last September nearly 1000,000 barrels. The exports to West
Australia have increased of late, a fact which tells its own tale—viz., that
the miners and speculators who have sailed thither in search of wealth still
retain their regard for the beverage of the mother country. The excellent
quality of the beer now being produced locally in Western Australia will, we
think, lead John Bull to the conclusion that his beverage is not required in
such bulky quantities in the future as English statistics now show to be the
case. With all due reverence to the home productions, we think the miners
and speculators who have immigrated to the West will find the ambery fluid
of that land quite sufficient for their requirements, and well up to the mark
as regards quality and flavour (Australian Brewers Journal 1897:260).
Despite a 50% drop in the quantity of beer imported into the colony between 1890–
1900, the British import trade was still lucrative given that a market, substantially
increased by immigrant miners, existed for ale that was only produced in Britain.
Victorian brewers specialised in developing regional beers, reflecting and to some
extent defining, the taste of local consumers. With the establishment of traditional
signature ales, consumers in the colonies could choose a product with a specific
taste, to remind them of home. The same could be said about the pale ale export
market which prided itself on the fact that due to the hard water and gypsum content
of Burton-on-Trent, no brewer elsewhere could match its ‘sparkle and flavour’
(Wilson 1998:97). The quality of British export beers, however, did differ from that
manufactured for British consumption. British export beers were considered to have
‘too much alcohol, too much sediment, too much hops and too little gas’ (Australian.
Brewers Journal 1890). That, however, was not to be an issue for the Colonists who
were unaware of any difference having only had the chance to sample export quality.
Perhaps more importantly, the British trade in beer was assured given that Western
173
Australians ‘consistently drank double the all-Australian intake of alcohol each
year’ (Welborn 1987:98). The preference for imported British beers in the Swan
colony coincided with a change in British tastes, that is, the preference for lighter
beers as opposed to the dark ales and porters. Advances in the manufacture of this
new brew combined with improved bottling techniques also meant that beer had
better keeping qualities for shipping and consumption in hot climates (Donnachie
1998:125). In these terms, British beer was not only considered superior because
of good marketing, it was a better product, in comparison with what was on offer
domestically.
Imported beer, especially those from Burton, due to their quality and cost may
be considered a status drink. Pale ales were produced for the urban middle class
and for British working class migrants or ‘aristocrats of labour’ in Australia—its
consumption was a way of redefining status (Wilson 1998:99). The popularity of
Pale Ales in both Britain and the colonies was met with a growing taste for bottled
beers after the 1880s (Wilson 1998:101). The production of this beverage was more
costly as now the brewer had to ensure that, as a result of new packaging technology,
the liquid looked as well as tasted good. Recalling the clever branding strategies by
brewers such as Bass, the 1890s was the period where marketing beers based on
appearance and uniformity of taste became instrumental for a product’s success.
Another important factor which would ensure the importation of bottled beer into
the colony was the lack of local glassworks—recalling that the Western Australian
Glass Manufacturing Company (Perth Glass Works) was not registered until 1910.
Following establishment, the company was required to import glass blowers from
South Australia to develop the industry. Glass bottles manufactured by this company,
initially, had many imperfections, attributed to the fact that they were made from
recycled glass. The Wise Post Office directories only list British—Kilner Bros of
London (WPOD 1898:xl), or eastern colonial—Australian Drug Co. Ltd., Proprietors
of the Botany Glassworks (WPOD 1898:570)—glass makers in their listing for
glass bottle manufacturers for the latter part of the nineteenth century. They also list
British merchants, such as E. Breffit, who traded in a variety of products as opposed
174
to actual manufacturers of glass products (WAPOD 1898:xl). As such, it is proposed
that the superior quality, bottling technology, marketing strategies and subsequent
product recognition ensured that British beer continued to be favoured by Western
Australians. It is also conceivable that the Western Australian brewing industry was
dependent on the importation of beer bottles so that they could be reused for bottling
local product. The same arguments may be applied to the import of other bottled
products including food, beverages and medicines. The packaging and established
trade names, despite the quality of the actual contents, guaranteed such products
primacy in the market, for example, the established brands of Worcestershire sauce.
Without local glassworks, even if a comparable product was produced in the colony,
producers would be competing with established British names.
With limited social statistics related to alcohol consumption by Western Australians,
it is useful to look at what was occurring in the United Kingdom. Within Britain the
peak level of beer and spirit consumption occurred in the period 1870–1914, although
the statistics up until 1880 with respect to beer are derived from the quantity of malt
and sugar used in commercial brewing only. The price in Britain also remained
relatively constant with beer at 2 1/2d (Dingle 1972:608–11). In the late nineteenth
century, alcohol accounted for 14% of total daily expenditure on goods and services
and such expenditure was a cause of ‘secondary poverty’ (where expenditure on
alcohol pushed families below the poverty line even though incomes were above)
(Dingle 1972:612–14). These statistics for levels of alcohol consumption also
suggest that ports followed by mining towns were the most drunken places in the
country (Dingle 1972:610). We may assume that this tradition was also imported to
Western Australia although the fact that most settlement outside of the urban area
were either port or mining related makes the proposition all the more disturbing.
Alcohol consumption rates for British men in 1898 were determined as 73 gallons
of beer, 2.4 gallons of spirits and approximately 1 gallon of wine per head (Dingle
1972:610).
The influence of the temperance movement and it’s associated propaganda potentially
compromised the validity of statistics with respect to the actual amount of alcohol
175
consumed amongst Britons in this period. People may not have been entirely
honest when reporting the amount of alcohol they consumed (Dingle 1972:613).
As such the social role of alcohol is hard to define—particularly in the working and
lower-middle classes. Social determinants other than the temperance movement,
which influenced drinking habits, included alternative leisure pursuits as well as
increased education. Increased expenditure on alcohol is considered responsible
for the disproportion between average earnings and results in the comforts of home
(Dingle 1972:621).
Luxury and Fancy Good importation
Pointed toes have lost their prestige, and a round, roomy one has come into
place. It has taken months for this shaped toe to establish itself in general
favour, but it is English, and the habit of following customs from that
country is one of long standing. Therefore, round toes will be seen on the
feet of all the really swagger set this season (The Australian Storekeepers
Journal 1897b:273).
Fancy goods are non-essential items to be used as decoration or for entertainment.
They are also a reflection of what is deemed fashionable to the consumer, ranging
from personal clothing and accoutrements to household items. The result of
wealth accumulation in the middle class was the concept of leisure time where the
possession of such goods was a ‘means of reputability to the gentlemen of leisure’
(Veblen 1925:3).
The concepts of taste and luxury were mid to late eighteenth century inventions
which provided a political rationale for increasing consumerism. The definition of
what was tasteful and genteel in Australia was prescriptive—a direct importation
from Britain. Beginning in the eighteenth century, a global trade in luxuries and
manufactured consumer goods provided not just the labour and the materials that
went into making of new goods, but the designs and marketing, creating ‘fashions’
that shaped the product development of the period. These concepts were extended
176
into the British empire forming the basis for consumerism in a global economy (Berg
2005:331). The result in both Australia and the UK saw middle-class consumers
creating a new kind of luxury consumption through new (and widely advertised)
wants. The acquisition of specific goods, including fancy wares, serviced the desires
of many Western Australians who sought an essentially bourgeois and comfortable
lifestyle. The value attributed to fancy goods and luxury items is an abstraction of
the idea of commodity— described as commodity fetishism, a central argument
to Marx’s thesis Capital (1867). Here the social significance and consequently
economic worth of these types of commodities is greater than their value in relation
to.funct�on..
The process of commodification—or the extension of the commodity form to goods
and services that were not previously commodified—was characteristic of Britain
in the second half of the nineteenth century (Jackson 1999:96). The emergence of a
mass market has previously been confined to the 1880s along with a notable change
in consumption habits. Many consumer goods industries including food-processing
businesses, clothing and fancy good manufacturers, however, are attributed with
experiencing a ‘delayed industrial revolution’ and attendant change in retail and
distribution techniques. All these developments led to a marked fall in the price
of consumer goods starting in the late 1870s and increasing in the 1890s (Dingle
1972:618). Dingle postulates that the timing of these developments seems to have
been determined by changes in supply as opposed to demand (Dingle 1972:618).
Social historians cite a critical tension in Victorian culture between middle-class
aspirations toward culture and comfort. (Grier 1997; Crowther 2001). The tension
revolved around the social aspiration to display cultivation and sophistication and
the ideal of consuming in moderation. This situation of being repelled and inspired
by consumption is interpreted as a basic construct of a dynamic consumer society
(Grier 1997:221).
Bourgeois consumption has also been viewed as a factor responsible for the
creation of the middle class in Britain and so some extent due to imperial networks,
177
Australia. Manufacturing industries made consumer products as well as provided
employment and subsequent surpluses in income with which they could be bought
(McKendrick 1974). It has also been argued that via such industries, the working-
class had aspirations as well as some spending power for luxury consumption.
Engels is reputed to have said of English society in 1888 that ‘the most repulsive
thing here is the bourgeois respectability which has grown deep within the workers’
(Church 2000:638).
Immigrants to and citizens of Australia in the nineteenth century have been described
as both working and lower-middle class—the latter defined by their ‘dedicated
materialism’ (Forster 1967:158). The middle class in Britain during the nineteenth
century was said to have consisted of four groups: businessmen, professionals,
non-manual employees and the independent or leisured. Manufacturers have been
credited as principal agents in the formation of the Victorian middle class although
this has been argued to be spurious— rather they were the most conspicuous group
in the middle class community (Nenadic 1991:66). They were responsible for the
‘spectacle of economic change’ due to innovations in machinery and technology
(Nenadic 1991:78).
Shipwreck assemblages demonstrate the importation of fancy goods in the form
of decorative tableware. The late nineteenth century was a period in which
increasing mechanisation resulted in the mass production of a variety of glass
forms. Simultaneously, the period marked the entry of non-utilitarian goods for
the average consumer. As demonstrated in Chapter 6, there were specific designers
setting the trend in glass manufacture which would be quickly followed or directly
copied by larger factory operations. The Sepia examples may well be examples of
such production given that they do not exhibit makers’ marks. The blue glassware is
difficult to classify given that does not conform to the categories outlined in Jones
et al. (1985:132) which interprets forms based on function. The importation of
ornamental tableware reflects a demand for objects made specifically to be traded,
as opposed to objects which have a function that makes them tradable. Certainly,
when compared with the earlier assemblages from the Eglinton, these objects are
178
representative of a new class of luxury good available to the Victorian consumer.
Their inclusion, along with other finer ceramics in the shipment suggest that the
wealthy and also the growing middle classes in the colony were influenced by British
trends and therefore a potential market for this industry, especially considering there
was.no.domest�c.manufacture.of.such.�tems.
By focussing this discussion on only two categories of material—a situation created
by a limited data set—the ability to draw conclusions about consumer behaviour in
the Swan River colony, is similarly restricted. The study of the importation of beer,
as one of the more common and perhaps indispensible products does, however,
offer an opportunity to examine the significance of British made consumables and
the predilections of the ordinary population. This same question of ‘taste’ is applied
to the collection of non-essential and desirable items such as tableware.
179
CHAPTER 8: CONCLUSIONS
Overview of Results
In order to interpret the archaeological remains of late colonial shipwrecks, this thesis
has evolved to consider broader issues such as museum collection practices, on-
site investigation techniques and the value of shipwreck material to archaeological
enquiry. The results from this project were:
1. The analysis of the artefact collection held by WAM from the Sepia. and.
identification of particular types of cargo, including specific brands, imported into
the Swan River colony in the later nineteenth century. Given the limited number
of. artefacts. from. the. Sepia, this data set was enhanced by, and compared with
contemporary assemblages from Mira Flores, Denton Holme, Europa and.Carlisle
Castle as well as the material from the Long Jetty excavation. The analysis of
contemporary shipping documentation further refined manufacture and import
details of specific types of commodities.
2. The assessment of the value of unprovenanced assemblages—a result of non-
archaeological recovery practices—and recommendations for curation and future
collection research of shipwreck artefacts.
3. The identification of the type of material on the Sepia site through localised
excavation and survey. The results of the fieldwork supplemented spatially
unprovenanced ‘collectable’ objects through investigating site context and issues
relating to stowage practices.
4. New information pertaining to issues of trade and consumer choice for Swan
River colonists in the late nineteenth century for select commodity types derived
from.th�s.approach..
Artefact Analysis
Due to collection protocols, the artefacts from the later colonial shipwrecks examined
180
in this thesis are only representative of a few categories of imported goods. This is an
important result considering that while these artefacts can provide useful information
in regards to certain cargo types, they are not, alone, sufficient evidence for all
the goods which constitute a ‘general’ merchandise cargo consigned to the Swan
River colony. Shipwrecks have been long regarded as ‘time capsules’ and while
th�s.refers.to.a.terminus post quem for artefacts, it has also implied that shipwrecks
offer researchers a more complete and unadulterated assemblage when compared
with other archaeological contexts. This research has reinforced the necessity for
understanding post-depositional processes in order to gauge the completeness of
the assemblage under study. The protection afforded artefacts, due to the integrity
of the hull, on Sepia and other iron barque wreck sites, however, has conserved
items such as beer bottles, complete with contents and original packaging. Analysis
of these organic and fragile remains combined with identification of manufacturers
through archival research has permitted a more detailed investigation of product
type and brand. This has also been the case for some of the more unique pieces in
collection such as tableware.
The Value of Collection
The Western Australian Museum serves as a repository for artefacts from later colonial
shipwrecks protected under the Commonwealth Historic Shipwrecks Act 1976 and.
the. Western Australian Maritime Archaeology Act 1973. Since its inception, the
museum has accepted material through donation as well as collected artefacts during
the course of wreck inspection surveys undertaken by the Department of Maritime
Archaeology. In both cases, material has been accessioned without information
detailing where objects originated from on site. This research, while highlighting
a dichotomy between museological and archaeological practice, has demonstrated
that study of particular artefacts in collection, combined with archaeological survey
of the site from which they originated, can provide more information and aid in
archaeological interpretation of the assemblage as a whole. The aggregate values
of individual objects from Sepia are supplemented with extant museum collections
from similar, contemporary sites as well as new site data.
181
Moreover, in order to add value to the current collection and contribute to our
understanding of cargoes and ‘portable material culture’ from shipwrecks, it is
recommended that future research projects examine existing collections before
initiating further excavation and recovery projects.
In regards to accession processes, this project has also demonstrated that the current
database used by WAM does not have enough variation in field types to enable
detailed archaeological enquiry of the collection. The description fields should be
divided into function and attributes fields using the standards set by Boow (1991)
and Jones et al. (1985). Similarly, fields relating to the in situ position of artefacts,
at point of collection, should also be emphasised.
Site Context
The archival research, in regards to stowage, has been integral for interpreting in
s�tu. rema�ns. on. the. Sepia wreck site. By the late nineteenth century, adherence
to stowage plans by shippers was not only recommended, but often necessary to
qualify for vessel and cargo insurance. These plans, combined with site survey have
enabled a predictive model to be created for the origins, on the Sepia wreck site, of
some artefacts in collection relating to stowage practices.
Directing focus on the more fragmentary in situ remains for comparison with
objects in collections also assists in determining the range of material that would
have originally been present in the population of cargo items. Fragments on the
surface often allude to what lies beneath, especially in dynamic contexts like
the.Sepia where swell and surge action periodically excavate and then re-bury
material remains. It has been the tendency in underwater test excavations and
surface surveys to collect whole objects for analysis as these were considered
to provide the most information. Alone, this research has demonstrated that
collection of objects based on the wholeness of form, that is, their ‘collectable’
status, does not necessarily provide more information to answer broader
archaeological enquiries such as the nature of a cargo.
182
Representativeness of Shipwreck Collections
One of the main questions to stem from this research was whether the objects in
collection are a true sample of what may be recovered from the sea-bed after post-
depositional processes have been accounted for, or are they a biased sample selected
because of certain material and stylistic attributes? In the case of the Sepia, both
may be correct. Figure 26 illustrates the cargo categories for the shipwreck samples
used in this study.
Figure 26: Graph of cargo types from iron barque research collection.
Like the 1890 manifest (see Fig. 4 and Appendix 5), the main categories represented
here include alcohol and groceries (predominately glass or ceramic food and
household containers). The main difference is that the largest category of imports
in the manifest is building materials, and for the artefact collection, tableware. The
reason for this discrepancy is revealed through the investigation of site formation
processes. The importance of building materials to the developing colony would
give that class of material the highest priority for salvage and due to the predicted
stowage position on the vessel, much of it would be easily accessed post-wrecking.
The dominance of tableware in the archaeological collection is a direct reflection of
preferential collection habits by divers and archaeologists alike. With this in mind,
183
and with consideration of the predictive model of artefacts which may survive on
the sea-bed, the archaeological assemblage is considered to be representative of a
large percentage of the cargo consigned to the Swan River colony.
Consumerism in the Swan River Colony
The primary aim of this research, after cargo categories were identified, was to
determine whether portable material culture from shipwrecks, when compared
with material deposited at the Long Jetty, demonstrated a colonial preference for
British-made goods. This study examines artefacts during the ‘transport stage’ of
their life and as such has provided details about the nature of the cargo and extent
of trade from Britain to the Swan River colony. It has also attempted to interpret the
cargo assemblages in terms of the society for which they were destined (Staniforth
2006:31-32). The focus on food and beverages—notably beer—results from the
dominance of these categories of cargo in both the collection and on site. This
approach is not dissimilar and follows on from other theme-based shipwreck cargo
analyses (English 1990; Fielding 2003; Morgan 1990; Peters 1996; Staniforth 1987,
1995, 1996; Stuart 1991). With respect to the categories of food and beverages, the
conclusion is that colonists did exhibit a preference for the British product although
it must be acknowledged that this inclination was shaped by contemporary political
and economic activity.
Archival evidence has suggested that a minority of merchantmen—a patriarchal
elite—had some degree of control over what goods entered the colony. Generated
by the success of their commercial activities, this influence was extended to society
itself. Displacing the grip on power, held by the landed gentry of settling families,
the mercantile elite dominated in trade, politics and society until well after the
close of the century. Ironically, this position was not to be maintained after the
introduction of general franchise, strong trade unionism and more egalitarian
ideologies after Federation (Brown 1992:46). While an aim of this thesis has been
to test the hypothesis of whether Swan River Colonists desired to emulate British
tastes, as exemplified by imported goods from shipwreck assemblages, it is apparent
184
that articles from shipwreck contexts only address this question for specific product
categories. Similarly, investigations into the process of shipping have revealed other
forces that influenced what product types and brands actually entered the colony.
The Swan River colony, an outpost for British capitalism, directly benefited from and
contributed to, Britain’s domination of the world market in the nineteenth century.
The archaeological assemblage from these maritime sites indicates that colonists
were dependent, both through choice and market forces on British produce. For
distinctly different categories of products, from staples to luxury items, British
brands were still imported, even with comparable products available locally. With a
small population in a large and resource-rich continent geographically isolated from
Europe, this period may be considered an important time in the development of
Western Australian capitalism. The gold rushes of the 1890s encouraged population
growth including an attendant industrial/merchant bourgeoisie. During this boom,
Western Australian merchants benefited from the wealth of the goldfields as well
as the inflow of British capital. The ‘Merchant Princes of Fremantle’ (Brown 1996)
were the first monopoly capitalists to direct the control of trade and in the process
form the basis of independent economy, occurring after Federation. Manufacturing
industries eventually grew to meet local demands—for food and drink, clothing,
furniture, building materials, agricultural implements, railway equipment and
machinery—but not before the close of the nineteenth century. British and local
capital funded the building of a relatively diversified and integrated economy
based upon not only raw material exports to Britain but to a larger extent, the
import of British made goods. The Swan River colony developed as a result of
commercialisation as opposed to industrialisation (Waterhouse 1988:74). Some
processing and manufacturing industries were in development, as was capital
infrastructure such as roads, railways and ports, but others, such as glassmakers—
integral in the chain of preserved food and beverage production—would not be
established until the new century.
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsAust New Zealand Billof Lading
16/3/1882 John JeffreyHeriot Brewery
MessrsLionelSamson &Son
80 Hogsheads Bulk Beer 1/80 2A Chiselhurst
Aust New Zealand Billof Lading
08/06/1882 Charles Ashby &Co
MessrsLionelSamson &Son
Twenty Hogsheads of Pale Ale LS & S71/90
Charlotte Padbury Consignor not accountable for spoils
Aust New Zealand Billof Lading
10/3/1885 Charles Ashby &Co
MessrsLionelSamson &Son
Thirty Hogsheads of Pale Ale LS & S64/93
Chiselhurst
Aust New Zealand Billof Lading
21/3/1885 Charles Ashby &Co
MessrsLionelSamson &Son
Forty Hogsheads of Pale Ale LS & S94/133
Minero
Aust New Zealand Billof Lading
13/7/1885 Charles Ashby &Co
MessrsLionelSamson &Son
Forty Hogsheads of Pale Ale LS & S219/258
Aikshaw
Aust New Zealand Billof Lading
18/11/1885 Charles Ashby &Co
MessrsLionelSamson &Son
Fifty Hogsheads of Pale Ale LS & S31/80
Catalina
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsAust New Zealand Billof Lading
23/08/1886 Messrs AlexMelville & Co
MessrsLionelSamson &Son
Thirty Hogsheads Merchandise Melvin & Co’s M Pale Ale
691/720 = 30 hhds
Earlshall
Aust New Zealand Billof Lading
2/9/1886 Allsopp & sons MessrsLionelSamson &Son
30 Hogsheads Ale 191/2207 1/2 tons
Earlshall Enclosed with letter from Allsopp Brewery whichnoted this to be last shipment for the season makinga total of 215 Hogsheads. Also acknowledgesSamson’s request to send next shipment by steamer.
Aust New Zealand Billof Lading
08/03/1887 W & A Gilbey MessrsLionelSamson &Son
Five casks Spirits 523/7 Minero Freight note attached to Bill of Lading: Trinder,Anderson & Co. “Elder Line” Freight Note 5/8thsliquid.The Union Bank of Australia stamp
Aust New Zealand Billof Lading
25/03/1887 Robert Porter &Co.
P. A. GugeriEsq
One hundred and seventeen cases of bottled beer and one caseof samples
PAG1051/11691167a
Minero The Bank of South Australia stamp
Aust New Zealand Billof Lading
12/04/1887 Messrs Fitch &Son
MessrsLionelSamson &Son
Eleven cases of Merchandise LS & S 1/1111 c/s Hams & cheese
Minero Wharfingers Office Fremantle stampThe Union Bank of Australia stamp
Aust New Zealand Billof Lading
19/06/1891 W & A Gilbey MessrsLionelSamson &Son
Fifty packages Merchandise 913/962L.S & SFremantleFifty cases wines
Sepia
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsAust New Zealand Billof Lading
30/06/1891 Alex Melvin & Co. MessrsLionelSamson &Son
Fifty Hogsheads Merchandise 347/369 Melvin & Co PaleAle Edinburgh-BoroughlochBrewery
Sepia
Aust New Zealand Billof Lading
30/06/1891 Edward & JohnBurke Ltd ofDublin
MessrsLionelSamson &Son
Seventy cases bottled beer L S & SFremantle
Sepia 2 cases opened by customsNational Bank of Australasia London stampNational Bank of Australasia Perth stamp
Aust New Zealand Billof Lading
21/05/1894 Peek, Frean & Co. MessrsLionelSamson &Son
Four tanks biscuits LS & SFremantle
Sepia
Aust New Zealand Billof Lading
26/05/1894 H.H. Roose & Co. H.H.Hammond &Co
Sixty six packages of merchandise comprising 95/104: 10 caseso’stores, 105/9: 5 kegs linseed,110/3: 4 cases linseed,116/25:10 case general stores, 126/40: 15 cases generalstores, 141/9: 9 bales brooms, 150/1: 2 cases confectionary,152: 1 case string, 153/5: 3 kegs general stores, 156/62: 7cases general stores
H.H.H.Fremantle
Sepia
Aust New Zealand Billof Lading
16/05/1884 Twiss & Browning MessrsLionelSamson &Son
Fifty nine cases of Brandy L S & CoFremantle
Sepia No. 49 Five bottles broken
Charter Party 25/06/1891 Eight Octaves and thirty-one cases of whiskeyOne case of showcards
Not specified Not specified
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsConsignor Invoice 19/03/1886 H.H. Hammond &
Co.LionelSamson &Son
Receipt of order and denial of discount as per previous requestfor Crawford’s Whiskey on account of small size of shipment.
32 cases Crawfordswhiskey, 10 Qtr caseslemon Hastafons rum40 casks bottled stout10 casks bottled stout30 casks bottled stout10 casks bottled stout
Chiselhurst Successors to Iredell & Co.
Consignor Invoice 21/08/1886 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
30 hhds East India Pale Ale Melvin & Co, M Pale Ale
691/72
Earlshall
Consignor Invoice 15/03/1887 Robert Porter &Co
P. A. GugeriEsq
Bass & Co’s Pale Ale5 cases containing 4 dozen in each, Apollinaris Bottles Oriental,20 dozen capsuled, 40 cases containing 4 dozen in eachchampagne bottles, 160 dozen capsuled,10 cases containing 6dozen in each, Half champagne bottles 60 dozen capsuled,1 casecontaining 6 magnums Pale ale and 6 magnums Guinness’s ExtraStout
PAG 1113/1117,1118/1157, 1158/1167,1167a
Minero
Consignor Invoice 15/03/1887 Robert Porter &Co. of London
P. A. GugeriEsq
5 cases containing 4 dozen in each bottles cider (Apple brand)5 cases containing 6 dozen in each half dozen bottled cider(Apple brand)
PAG 1103/1107,1108/1112
Minero
Consignor Invoice 24/03/1887 Robert Porter &Co. of London
P. A. GugeriEsq
Bass & Co’s Pale Ale: 20 cases containing 4 dozen in eachchampagne bottles, 80 dozen capsuled, 6 cases containing 46dozen in each half dozen champagne bottles, 36 dozen capsuled,Guinness Extra Stout: 20 cases containing 4 dozen in eachchampagne bottles, 80 dozen capsuled, 6 cases containing 6dozen in each half champagne bottles, 36 dozen capsuled
PAG 1051/1070,1071/1076, 1077/1096,1097/1102
Minero
Consignor Invoice 18/11/1892 Dr EdwardRichardson & Co.
H.H.Hammond &Co
50 4/doz cases Guinness’ double extra foreign stout ‘Drummer’Brand
HHHFremantle107/150
Mennock Cargo measurements 107/150-each 2.4 1/4 x 1.6 x1.6
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsConsignor Invoice 21/11/1892 James Green &
NephewH.H.Hammond &Co
7 Confectioners & Covers 9”7 Confectioners & Covers 11”7 Confectioners & Covers 13”7 Confectioners & Covers 15”7 Confectioners & Covers 18”
HHHFremantle#216
Mennock Manufacturers of China, Earthenware, Glass, VictoriaPottery Galleries & Thames Cut Glass Works
Consignor Invoice 29/11/1892 Callard & Bowser H.H.Hammond &Co
30 dozen butterscotch30 dozen butterscotch
HHHFreemantle 21/
Mennock Export confectioners
Correspondence 23/04/1880 Camroux &Calland
LionelSamson &Son
Notice of vessels sailing to Swan River and request for favours.Case Whiskey Price List included.
N/A Helena Mena,Charlotte Padbury
Camroux & Calland (Import & Export) Wine Merchantcarried the following brands: Wm Younger & Co.-beer; Gonzalez, Byass & Co.-Sherry; Hunt, Roper,Teague & Co.-Port; A. Webber & Co.-Claret;Greenlees Bros., Lorne Highland-whiskey; AngosturaD’Siegerts-bitters; Petrot-Bonnet, Epernay-champagne; A. Jordan-moselle; Gordon & Co.-gin.
Correspondence 15/10/1880 I. Redell & Co LionelSamson &Son
Seeking response to sales of Geneva and favour to ship whiskeyin bottle or cask
N/A N/A I. Redell & Co. were successors to E.J. Brand & Co.Wine shippers and sole agents for J.E. Pellisson & Co.Cognac.
Correspondence 15/12/1880 W.A. Gilbey LionelSamson &Son
Negotiation on behalf of Lionel Samson & Son through the UnionBank of Australia for draft of invoice.
N/A Ariadne
Correspondence 04/01/1881 Camroux &Calland
LionelSamson &Son
Acknowlegment of receipt of favour and partial response toprevious request by Lionel Samson for the sole agency for LorneWhiskey. Camroux & Calland advise that sole agencies are onlygranted when the sale of large quantities can be guaranteed. Thedo not expect Western Australian markets to be able to sell thisamount.
50 Cases Lorne Whiskey N/A
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 28/07/1881 Charles Ashby &
CoLionelSamson &Son
Bill of Lading for recent shipment and request for favours. 30 hhds Pale Ale Charlotte Padbury
Correspondence 08/09/1881 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice N/A Chalgrove, RobMorrison
Correspondence 05/10/1881 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice N/A Robert Morrison
Correspondence 05/10/1881 W.A. Gilbey LionelSamson &Son
Forwarding an article from the Times newspaper in Londonregarding the current state of wine production in France with arequest to have it published in the Swan River Colony.
N/A N/A
Correspondence 18/02/1882 W.A. Gilbey LionelSamson &Son
Reference to increase of Colonial draft rate for Union bank ofAustralia draft against shipment.
N/A Fitzroy
Correspondence 23/02/1882 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Proforma invoice and Bill of Lading for recent shipment. 45 cases bottled stout Hermann
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 09/03/1882 Charles Ashby &
CoLionelSamson &Son
Bill of Lading and advice of recent shipments 20 hhds Pale Ale20 hhds Pale Ale
Chiselhurst,Hermann
Correspondence 21/03/1882 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and Bill of lading enclosed. 20 hhds Fitzroy
Correspondence 23/03/1882 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice, response to complaint onbeer quality and pilferage of shipment.Invoice for 80 Hogsheads of India Pale Ale No. 4 attached toletter.
80 Hogsheads of India PaleAle No. 4 with shippersmark ‘A’.
N/A
Correspondence 24/03/1882 I. Redell & Co LionelSamson &Son
Receipt of favour and response to complaint of Guinness Stoutreceived in earlier shipment. Reference made to shipments ofBrandy and Forsters Brut with the latter singled out ‘to be muchapproved by our various friends in the different Colonies’.
N/A N/A Letter mentions that company acting for Guinness isRichardson & Co. with local agaents B.H.N Curtis &Co.
Correspondence 04/04/1882 W.A. Gilbey LionelSamson &Son
Negotiation on behalf of Lionel Samson & Son over draft throughthe Union Bank of Australia for goods shipped.
N/A Chiselhurst
Correspondence 06/04/1882 Charles Ashby &Co
LionelSamson &Son
Bill of Lading and advice of recent shipments 20 hhds pale Ale20 hhds pale Ale
Chiselhurst, AnnieMcDonald
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 20/04/1882 James Herman &
CoLionelSamson &Son
Receipt of favour and request for Samson to sell 10-20 casks ofproduct a month
10 Qtr casks beer? N/A
Correspondence 25/04/1882 J.R. Welch LionelSamson &Son
Informing Lionel Samson & Son of an arrangement with Hills &Underwood, Distillers, Wine & spirit importers and vinegar makersfor sale of their products. Price list enclosed with letter.
N/A N/A Hills & Underwood export the following brands:Jules Voisin & Co.-Cognac; Bovet & Co.-Epernay(champagne); Bernhardt & Co, Coblenz- Hocks andmoselles; Lochinvar-Old Highland Whiskey
Correspondence 05/05/1882 Charles Ashby &Co
LionelSamson &Son
Bill of Lading for recent shipment and request for favours. 20 Hhds Pale Ale Charlotte Padbury
Correspondence 01/06/1882 Charles Ashby &Co
LionelSamson &Son
Bill of Lading for recent shipment and request for favours.Discussion of spoilage of shipment from Corfu and request toreceive certificate to claim with Underwriters of cargo.
20 hhds pale Ale Charlotte Padbury
Correspondence 14/06/1882 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice including Bill of Lading. 80 Hogsheads4 Casks Ale Stout18 Qtr Casks Ale28 Quarter Casks Ale
Charlotte,AnnieMcDonald,Chalgrove, LadyDouglas
Correspondence 29/06/1882 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. 50 cases bottled beer Chalgrove
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 12/07/1882 Charles Ashby &
CoLionelSamson &Son
Bill of Lading for recent shipment and request for favours.Continuation of discussion of spoilage of shipment from Corfu
20 hhds pale Ale Charlotte Padbury
Correspondence 13/07/1882 James Harmon &Co
LionelSamson &Son
Receipt of favours and account of sales. Considering the idea ofbottling.
10 Qtr casks Chiselhurst
Correspondence 20/07/1882 Charles Ashby &Co
LionelSamson &Son
Bill of Lading and arrangement of regular shipments of bottledbeer.
N/A Chiselhurst,Hermann
Correspondence 27/07/1882 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of account sales of bulk and bottled beer N/A Lois, Hermann
Correspondence 19/10/1882 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and request to push sales in bottled ales. N/A N/A
Correspondence 02/11/1882 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice N/A Arafura
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 28/06/1883 John Jeffery
Heriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice N/A Annie McDonald,Chalgrove
Correspondence 04/10/1883 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice which notes decreases insales of bulk ale but increases in sale of bottled beer.
N/A Annie McDonald,Chalgrove,Kingdom ofSaxony
Correspondence 04/10/1883 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice which notes decreases insales of bulk ale but increases in sale of bottled beer.
N/A Annie McDonald,Chalgrove,Kingdom ofSaxony
Correspondence 05/10/1883 Allsopp & Sons LionelSamson &Son
Acknowledging receipt previous letters. Hoping that last season’sbeer stocks had been disposed of.
N/A N/A
Correspondence 14/10/1883 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of favour and suggestion to clear old stock and not holdit over.
N/A N/A
Correspondence 06/11/1883 W.A. Gilbey LionelSamson &Son
Negotiation on behalf of Lionel Samson & Son over draft throughthe Union Bank of Australia for goods shipped. Inclusion of a caseof almanacs for foreign colonial agents is included in shipment toassist with sales.
N/A N/A
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 15/11/1883 John Jeffery
Heriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice 92 Hhds Bulk Ale280 Cases Bottled Ale
Chiselhurst,Minero, AnnieMcDonald,Chalgrove
Correspondence 16/11/1883 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Dismayregarding poor trade in Colony resulting in no sales of the brand.
25 hhds Pale Ale10 kilderkins Pale Ale
Steamer Consigner asks Samson for help in meeting the extracosts of freighting by steamer.
Correspondence 29/11/1883 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of favour and comments on ‘dull market’. Advice of newshipment
N/A N/A
Correspondence 24/01/1884 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice 13 Hhds4 casks bottled beer11 casks21 Hhds per 55 casks100 casks
Annie McDonald,Chalgrove, LadyDouglas,Chiselhurst, Minero
Correspondence 25/04/1884 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and enclosing Bill of Lading. Onthe question of primage the Brokers inform the Consignor thatthey will never charge less than 10% primage of steamer freightto the Swan River port despite Samson only paying 5% for othergoods on the same steamer.
20 hhds20 hhds
Lady Douglas,Minero
Correspondence 29/05/1884 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of payment if draft £50. Advice of shipment. Inclusion ofnotice re: bad corking in new seasons bottling.
5 Hhds bulk beer50 cases bottled beer
Annie McDonald
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 12/06/1884 Alexander Melvin
& Co, BoroughlochBrewery
LionelSamson &Son
Proforma invoice and Bill of Lading for recent shipment. 50 cases bottled berr5 Hhds bulk beer
Annie McDonald
Correspondence 27/06/1884 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. 30 hhds Pale Ale Annie McDonald,Chalgrove
Correspondence 8/7/1884 J. Shanks & Co LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Not specified Not specified
Correspondence 11/07/1884 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and receipt of favours.Informing that new brew is ready and awaiting a new order
Not specified Helena Mena
Correspondence 24/07/1884 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice and request for remittance ofaccount.Request for confirmation of sale of previous shipments andintention to cease future shipment until residual beer is cleared.
92 Hhds161 Casks
Annie McDonald,Chalgrove,Kingdom ofSaxony,Chiselhurst,Charlotte,Abington, Minero
Correspondence 24/07/1884 Mitchell & Co LionelSamson &Son
Acting on instructions from Gibson & Co., Glasgow, notice ofgoods shipped. Suggestion to push the marketing of ‘CruiskeenLawn’ and ‘Greybeard’ products
70 cases whiskey20 cases brandy1 case showcards
Chalgrove
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 12/08/1884 Allsopp & Sons Lionel
Samson &Son
Acknowledging receipt of favours and account of sales. Noresponse from export agent on the question of primage onfreight.
N/A Gleonchiel,Abington
Correspondence 22/08/1884 Unknown LionelSamson &Son
Receipt of favour and invoice for latest consignment shipped. 50 cases and 4 Qtr casksBooths Old Tom Gin20 cases old blendedScotch WhiskeyJamaica Rum
N/A
Correspondence 16/10/1884 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and enclosing duplicate Bill ofLading.
Not specified N/A
Correspondence 27/11/1884 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of earlier correspondence and comments on ‘dull market’.Suggestion to clear out for old stock.
N/A N/A
Correspondence 12/12/1884 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Not that thecompany has received a circular form the WA ShippingAssociation which shall have their attention.
Not specified Chalgrove, WestAustralian
Correspondence 24/12/1884 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of favour and comments on ‘dull market’. Request toclear out and account for old stock.
N/A Hermann,Chiselhurst,Chalgrove, LadyDouglas
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 08/01/1885 J. Shanks & Co Lionel
Samson &Son
Receipt of favours. Discussion of concessions in order tointroduce brand to the market.
N/A N/A
Correspondence 16/02/1885 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice and request for remittance ofaccount. Request for confirmation of sale of previous shipmentsand intention to cease future shipment until residual beer iscleared.
91 Hhds226 casks bottled beer
Kingdom ofSaxony
Correspondence 19/02/1885 Mitchell & Co LionelSamson &Son
Receipt of favour and request for information about sales. N/A N/A
Correspondence 19/03/1885 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of letters. Request to clear out old stock. Discussion ofmalt for sale.
N/A N/A
Correspondence 20/03/1885 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Notes that thelast shipment of bottled beer was made two years previously.
30 hhds Pale Ale40 hhds Pale Ale
Chiselhurst, Minero
Correspondence 02/04/1885 Mitchell & Co LionelSamson &Son
Receipt of favour and which that the sample cases supplied arebring favorable sales. Reference to the fact that the market ‘isvery limited’.
N/A N/A
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 02/04/1885 Charles Ashby &
CoLionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. 40 hhds Pale Ale Minero
Correspondence 3/04/1885 A.C. Meukow & Co LionelSamson &Son
Conformation of new shipment being forwarded. N/A N/A
Correspondence 09/04/1885 J. Shanks & Co LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Discussion of‘blown’ bottles and reassurances that bottling conditions aregood in the UK. Also notes that company will now invoice at thesame rates as Sydney and Melbourne.
35 cases Bass Ale Minero
Correspondence 17/04/1885 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Regretexpressed about recent customer complaints .
25 hhds Pale Ale Lady Douglas
Correspondence 23/04/1885 James Gibson &Co
LionelSamson &Son
Receipt of favours and update of shipment including references toGray & Co., D.C Keeling & Co., Mitchel & Co., Shanks & Co.Request for information about possible markets for earthenware,oils, gunpowder, cutlery, Ginger wine, linens, pickles, vinegars andpadlocks.
N/A N/A Letter notes increase in value of whiskey resultingfrom recent hostilities on the Afghan borderaffecting barley prices.
Correspondence 24/04/1885 Tredell & Co LionelSamson &Son
Reply to a request for shipment 20 cases Geneva N/A Letter states that the goods will be shipped by theWA Shipping Association
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 25/04/1885 I. Redell & Co Lionel
Samson &Son
Request for shipment of Rum denied. Invoice for shipment ofstout enclosed, the cost of which has been drawn againstdocuments through the Union bank of Australia.
40 Casks stout Lady Douglas Messrs Richardson-Bottling firm for GuinnessMessrs Burke-Bottling firm for Guinness
Correspondence 11/05/1885 J. Shanks & Co LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Attempt tocancel this order was unsuccessful.
20 hhds Pale Ale Annie McDonald
Correspondence 22/05/1885 I. Redell & Co LionelSamson &Son
Receipt of favour and information about latest shipment.Reference is made to the inability of the consignor to get ‘anyconcession in their article’ from Messrs Richardson (Guinnessbottling firm).
N/A Annie McDonald
Correspondence 10/07/1885 Morris Gilbey LionelSamson &Son
Discussion on rum market and request to remit invoice. 6 Qtr casks lemonhastafons rum
Annie McDonald
Correspondence 10/07/1885 Charles Ashby &Co
LionelSamson &Son
Receipt of favours. 40 hhds Pale Ale Aikshaw
Correspondence 24/07/1885 Charles Ashby &Co
LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Not specified Aikshaw
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 06/08/1885 Alexander Melvin
& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of letters. Suggestion to reduce prices in order to sellbeer. Rejection of request of 4 tanks of malt due to price offered
N/A N/A
Correspondence 25/09/1885 D.H. Young & Son LionelSamson &Son
Letter of introduction of Company. promoting as shippers ofMackies Whiskey in bulk and case; ‘cheap’ brandy (4/.-), portsand sherries.
N/A N/A Agents for Wm McEwan’s India Pale Ale and ExtraStout.
Correspondence 01/10/1885 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of recent sales figures and request to raise prices from8/6 per dozen to 10/- per dozen.
N/A N/A
Correspondence 13/11/1885 A.C. Meukow LionelSamson &Son
Follow up letter to recent shipment, awaiting further favours. N/A N/A
Correspondence 02/12/1885 W.A. Gilbey LionelSamson &Son
Receipt of favour. 121 cases wines and spirits Ariadne (loaded bythe WesternAustralian ShippingAssociation)
Correspondence 03/12/1885 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Request for confirmation of sale of previous shipments and futurefavours
189 Cases beer22 hhds Bulk Ale
Not specified
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 10/12/1885 Alexander Melvin
& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of payment if draft £30.18.6 and request to push sales.Advice of shipment.
25 hhds bulk beer John C. Munro,Charlgrove,Chiselhurst
Correspondence 11/12/1885 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and enclosing Bill of Lading.Comment on good trade.
20 hhds Catalina
Correspondence 13/12/1885 J. Shanks & Co LionelSamson &Son
Receipt of favours and enclosure of Bill of Lading. Anxious to haveprevious shipment of beer cleared.
Not specified Chalgrove Also makers of ‘Diamond & Shield’ brand Ginger Ale.
Correspondence 18/12/1885 A.C. Meukow LionelSamson &Son
Follow up letter to recent shipment of cognac. N/A N/A
Correspondence 24/12/1885 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Proforma invoice and Bill of Lading for recent shipment. 25 hhds bulk beer John C. Munro
Correspondence 24/12/1885 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and enclosing Bill of Lading. 20 hhds John C. Munro
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 07/01/1886 J. Shanks & Co Lionel
Samson &Son
Receipt of favours and account of sales. No available stocks ofBass’s stout. Asks Samson to ‘realise’ residual stocks of AllsoppsAle. Quotation enclosed.
N/A Minero, Chalgrove Stockists of:Ginger wine, Lime juice cordial, peppermint cordial,Rasberry cordial, Ginger Ale syrup, Lemonade, Gingerbeer.
Correspondence 05/02/1886 Bernard Lewis LionelSamson &Son
Duplicate bill of lading and invoice for shipment. request todispose of earlier shipment of 50 octaves of sherry and 1 octaveof port; 11(?) cases claret
26 cases yellow seal sherry Chiselhurst, WestAustralian MiraFlores, AnnieMacDonald
Correspondence 05/02/1886 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and enclosing Bill of Lading.Notes that if consignor agrees to request to ship using vessels ofthe WA Shipping Association, other lines will refuse to shipSamson goods in the future. Also the WASA does not have aregular sailing schedule which makes it difficult for orders sent atshort notice.
25 hhds Spirit of the South Allsop also uses this letter to promote the service ofE.J. Burke and Co for stout and whiskey
Correspondence 06/03/1886 Bernard Lewis LionelSamson &Son
Invoice and Bill of lading correspondence 26 cases Yellow seal sherry Mira Flores
Correspondence 26/03/1886 A.C. Meukow & Co LionelSamson &Son
Solicitation of favours and advice on trade or recent shipment ofbrandy.
N/A N/A
Correspondence 01/04/1886 James Gibson &Co
LionelSamson &Son
Request for advice of sales of Mitchell & Co.’s whiskey andbrandy; Wheeler & Co.’s ale & stout; Shanks & Co.’s ale & stout,C. Keeling & Co.’s soaps. Bill of Lading and invoice for currentshipment including inducement for sales of quality pickles.
12 cases pickles Chalgrove, RiverClyde, Catalina,Black Adder
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 16/04/1886 H.H. Hammond Lionel
Samson &Son
Invoice and duplicates of goods shipped and consignor has drawnfor the amount of the invoice through the National Bank ofAustralasia.
N/A Minero
Correspondence 30/04/1886 D.H. Young & Son LionelSamson &Son
Receipt of favour and confirmation of sales. Reference to the golddiscoveries and an attendant influx of miners which will result inan ‘increased demand for wines and spirits’.
N/A N/A
Correspondence 16/05/1886 The DistillersCompany Ltd
LionelSamson &Son
Duplicate bill of lading and request for favours. N/A N/A
Correspondence 07/07/1886 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Request for closure of sales and correspondence with brewer. N/A N/A
Correspondence 09/07/1886 Allsopp & Sons LionelSamson &Son
Acknowledging receipt of favours and enclosing Bill of Lading. 30 hhds Charlotte Padbury
Correspondence 15/09/1886 Alexander Melvin& Co, BoroughlochBrewery
LionelSamson &Son
Receipt of account of sales and draft for £74.16.18. Proformainvoice and Bill of Lading for recent shipment.
30 hhds (bulk beer?)30 hhds (bulk beer?)
Earlshall, Miako
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 17/09/1886 Allsopp & Sons Lionel
Samson &Son
Acknowledging receipt of favours and request to send 30-40hhds of the new brew by steamer. Letter also encloses a Bill ofLading.
30 hhds Earlshall
Correspondence 13/11/1886 W.A. Gilbey & Co LionelSamson &Son
Notice of shipment of calandars 1 case calendars N/A
Correspondence 10/01/1894 John JefferyHeriot BreweryEdinburgh
LionelSamson &Son
Bulk & Bottled beer Shipping Notice and request for remittance ofaccountIntention to send bulk ale by steamer as there will be no sailingvessels departing London until March.
50 Hhds Bulk Ale Chiselhurst, LadyDouglas,Chalgrove,Charlotte
Correspondence 07/09/1895 Brache & Co LionelSamson &Son
Receipt of favour. N/A N/A Wine merchants
Correspondence 04/10/1895 Frank Bailey & Co LionelSamson &Son
Receipt of favour. 40 cases Special ReserveOVG6 octaves Special ReserveOVG20 cases OVG6 Octaves OVG3 Qtr casks OVG
SS Celtic King
Correspondence 17/10/1895 Harbottle, Alsop &Co (Sydney)
LionelSamson &Son
Letter enclosing receipt for goods shipped on consignment withMr Alsop
10 cases Ettamogah claretquarts5 cases pints1 box samples Vineyardlabel
Rockton
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsCorrespondence 20/08/1897 Prunier & Co Lionel
Samson &Son
Request for account of stock of cognac. Commiserations fromconsignor for recent fire at Samson premises.
N/A N/A
Insurance Policy 08/07/1891 Messrs Dunville &Co.
MessrsLionelSamson &Son, F(?)
LS & S Eight Octaves and one case showcardsF (?) thirty one cases merchandise
L.S & SF5/12 = 8 octaves17/47 = 31 cases1 case86’ 2” (cargo size?)
Sepia Insurance policy attached to Bill of lading
Payment of Duty 5/07/1893 Unknown LionelSamson &Sons
5 cases gin1 octave rum
HHH Sepia,CharlottePadbury
Payment of Duty 17/07/1893 Unknown LionelSamson &Sons
10 cases whiskey (O.O.G)10 cases whiskey (Dunville)
LS & S F Camana,Sepia
Payment of Duty 28/07/1893 Unknown LionelSamson &Sons
5 cases Whiskey5 cases Brandy3 cases Champage
LS.S Fremantle Sepia,Charlotte Padbury
Payment of Duty 9/08/1893 Unknown LionelSamson &Sons
1 Quarter cask rum5 Cases Whiskey (Burkes)5 cases Whiskey (G O Spec)
HHHLS & S
Camana,Windermere, Sepia
Appendix 1: Primary Shipping Documents
Document Type Date Consignor Consignee Merchandise Description Cargo Case Details Vessel Other DetailsPayment of Duty 6/09/1893 Unknown Lionel
Samson &Sons
5 cases whiskey2 cases whiskey3 cases rum
LS.S FremantleR PerthHHH
Sepia. Elderslie,Camana
Payment of Duty 19/09/1893 Unknown LionelSamson &Sons
30 cases kershie?5 cases whiskey2 cases port (sss)5 cases (sss)?3 cases whiskey
ALS.S
Mannie Swan,Windermere,Charlotte Padbury,Sepia
Payment of Duty 30/09/1893 Unknown LionelSamson &Sons
4 cases whiskey3 cases brandy
LS.S F Sepia,Camana
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
CARLISLECASTLE
CA619 1 Building materials Brick Gartcraig Brick: w/ imprint ‘Gart Craig’.
CARLISLECASTLE
CA808 1 Building materials Brick Gartcraig Brick: inscribed ‘Gart Craig’.
CARLISLECASTLE
CA3115 1 Building materials Brick Gartcraig Brick ‘Gartcraig’
CARLISLECASTLE
CA3288 1 Building materials Brick Gartcraig Brick, ‘Gart Craig’
CARLISLECASTLE
CA2303 3 Building materials Brick Gartcraig Bricks- stamped Gartcraig.
CARLISLECASTLE
WA 0274 1 Building materials Brick Gartcraig Clay fire brick: Gartcraig
CARLISLECASTLE
WA 0275 1 Building materials Brick Gartcraig Clay fire brick: Gartcraig
CARLISLECASTLE
WA 0276 1 Building materials Brick Gartcraig Clay fire brick:Gartcraig
CARLISLECASTLE
WA 0277 1 Building materials Brick Gartcraig Clay fire brick: Gartcraig
CARLISLECASTLE
CA810 1 Container Container-Food Essence bottle Edinburgh Ess Coffee &Chicory ‘Symington & CoLtd.’
Coffee jar Edinburgh EssCoffee & Chicory ‘Symington& Co Ltd.’
CARLISLECASTLE
CA3119 1 Container Container-Food Essence bottle Symington & Co.’s,Edinburgh, Ess. Coffee &Chicory.
Square bottle- Incomplete- lipmissing Symington & Co.’s,Edinburgh, Ess. Coffee &Chicory.
CARLISLECASTLE
CA618 1 Container Container-Food Pickle/chutneyjar
9022 Glass ‘pickle’ bottle: w/ widemouth and applied lip. Marked9022 on base.
CARLISLECASTLE
CA809 1 Container Container-Food Pickle/chutneyjar
None Pickle jar containing organicremains.
CARLISLECASTLE
CA950 2 Container Container-Food Pickle/chutneyjar
None Pickle bottle w/ traces ofpickle onions
CARLISLECASTLE
CA3149 1 Container Container-Food Pickle/chutneyjar
None Pickle jar, hexagonal glass w/concreted stopper and sand.Rim chipped.
CARLISLECASTLE
CA3150 1 Container Container-Food Pickle/chutneyjar
None Pickle jar base only, hexagonalglass.
CARLISLECASTLE
CA3152 3 Container Container-Food Pickle/chutneyjar
None Pickle jars x2 w/ no neck + 1base sherd.
CARLISLECASTLE
CA3153 2 Container Container-Food Pickle/chutneyjar
None Pickle jar w/ cork inside
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
CARLISLECASTLE
CA3154 2 Container Container-Food Pickle/chutneyjar
None Pickle jar w/ cork inside
CARLISLECASTLE
CA3155 2 Container Container-Food Pickle/chutneyjar
None Pickle jar w/ part Brass cap(check T14).
CARLISLECASTLE
CA3156 2 Container Container-Food Pickle/chutneyjar
None Pickle jar w/ cork andcontents.
CARLISLECASTLE
CA3157 2 Container Container-Food Pickle/chutneyjar
None Pickle jar(w/ cork andcontents?).
CARLISLECASTLE
CA3158 2 Container Container-Food Pickle/chutneyjar
None Pickle jar w/ cork inside.
CARLISLECASTLE
CA3159 2 Container Container-Food Pickle/chutneyjar
None Pickle jar ( w/ 1/2 cork?)
CARLISLECASTLE
CA3160 1 Container Container-Food Pickle/chutneyjar
None Pickle jar-complete.
CARLISLECASTLE
CA3161 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3162 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3163 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3164 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3165 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3166 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3167 5 Container Container-Food Pickle/chutneyjar
None Pickle jar-broken for analysis.
CARLISLECASTLE
CA3168 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3169 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA3170 1 Container Container-Food Pickle/chutneyjar
None Pickle jar.
CARLISLECASTLE
CA1745 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle and contents /cork in wood storage1/11/92.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
CARLISLECASTLE
WA 0279 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Salad oil bottle, glass‘Whirley’ type
CARLISLECASTLE
CA1 5 Container Container-Liquor Beer bottle None Bottles x 2, champagne w/contents, corks and leadseals, one of the bottles issealed, the cork from theother is loose
CARLISLECASTLE
CA801 4 Container Container-Liquor Beer bottle None Bottle containing alcoholicbeverage. Trace of lead sealin place (3 tinyfragments=specimencontainer). Cork in storage
CARLISLECASTLE
CA830 1 Container Container-Liquor Beer bottle None Stout bottle w/ contents andcork.
CARLISLECASTLE
CA831 2 Container Container-Liquor Beer bottle Seal inscribed ‘Machen & CoLiverpool’ (Trademarkshamrock brand c 1874)
Stout bottle w/ seal. hiscompany was a bottler ofMachen’s Dublin stout andPale ale; Guinness extra stoutand Bass pale ale
CARLISLECASTLE
CA949 2 Container Container-Liquor Beer bottle None Bottles w/ contents,champagne type.
CARLISLECASTLE
CA3120 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders
CARLISLECASTLE
CA3121 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including contentsand cork.
CARLISLECASTLE
CA3122 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including contentsand cork.
CARLISLECASTLE
CA3123 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including contentsand cork.
CARLISLECASTLE
CA3124 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including corkfragments -specimencontainer.
CARLISLECASTLE
CA3125 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including corkfragments -specimencontainer.
CARLISLECASTLE
CA3126 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including cork inside
CARLISLECASTLE
CA3127 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including cork inside
CARLISLECASTLE
CA3128 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including cork andcontents.
CARLISLECASTLE
CA3129 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including corkinside.
CARLISLECASTLE
CA3130 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including corkinside.
CARLISLECASTLE
CA3131 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including corkinside.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
CARLISLECASTLE
CA3132 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders including corkinside.
CARLISLECASTLE
CA3133 2 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3134 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3135 3 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders +2 specimencontainers w/ slides ofcontents and samples (checkT14).
CARLISLECASTLE
CA3136 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3137 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3138 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3139 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3140 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3141 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders, with large chip out.
CARLISLECASTLE
CA3142 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3143 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3144 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3145 1 Container Container-Liquor Beer bottle None Bottle, green w/ slopingshoulders.
CARLISLECASTLE
CA3915 1 Container Container-Liquor Beer bottle ‘N & Co’ + 13. Bottle: green glass ‘N & Co’ +13.
CARLISLECASTLE
CA3916 1 Container Container-Liquor Beer bottle ‘N & Co’ + 15.’ Bottle: green glass ‘N & Co’ +15.’
CARLISLECASTLE
WA 0023 1 Container Container-Liquor Beer bottle N & Co Glass bottle–N & Co
CARLISLECASTLE
WA 0024 1 Container Container-Liquor Beer bottle N & Co Glass bottle–N & Co
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
CARLISLECASTLE
WA 0220 1 Container Container-Liquor Beer bottle None ‘Champagne’ style bottle
CARLISLECASTLE
WA 0414 1 Container Container-Liquor Beer bottle None ‘Champagne’ style bottle
CARLISLECASTLE
WA 0415 1 Container Container-Liquor Beer bottle None ‘Champagne’ style wine bottle
CARLISLECASTLE
WA 0825 3 Container Container-Liquor Beer bottle N & Co Bottles (2 complete; 1broken); ‘Champagne’ style,Ht c. 300 mm; kick-up markedN & Co A.
CARLISLECASTLE
CA3147 1 Container Container-Liquor Hock bottle None Bottle, tall, brown w/ corkinside
CARLISLECASTLE
CA3148 5 Container Container-Liquor Hock bottle None Bottle, missing neck/lip
CARLISLECASTLE
CA3151 1 Container Container-Liquor Spirit bottle None Bottle, clear, spirit type.Whiskey or Gin
CARLISLECASTLE
CA3146 1 Container Container-Liquor Wine bottle None Bottle, green tall w/ corkinside.
CARLISLECASTLE
CA2305 1 Container Container-Liquor Wine bottle None Wine bottle + contents, tall.
CARLISLECASTLE
CA2306 1 Container Container-Liquor Wine bottle None Wine bottle w/ contents,short.
CARLISLECASTLE
CA807 1 Container Container-Medicine Castor oil None Glass bottle neck: blue.
CARLISLECASTLE
CA3117 7 Container Container-Medicine Castor oil None Medicine bottles, blue, basesand 1 neck.
CARLISLECASTLE
CA3118 3 Container Container-Medicine Castor oil None Medicine bottles, blue - 1 w/bottom missing and 2 w/tops missing
CARLISLECASTLE
WA 0209 3 Container Container-Medicine Castor oil None Castor oil bottle,cork &contents in situ
CARLISLECASTLE
WA 0278 1 Container Container-Medicine Castor oil None Castor oil bottle, glass
CARLISLECASTLE
CA3114 1 Container Container-Shipping ‘..ness stout’ (GuinnessStout)
Plank from packing case,marked ‘..ness stout’.
CARLISLECASTLE
CA3172 2 Container Container-Shipping ..ALL’S... S BRAND Stout(TB HAll Guinness BrandStout?)
Box pieces, wood, ..ALL’S... SBRAND Stout
CARLISLECASTLE
CA811 1 Container Unidentified None Glass bottle.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
CARLISLECASTLE
CA3811 1 Container Unidentified None Bottle, dark w/ cork +contents
CARLISLECASTLE
CA3157 2 Container-Closure Container-Food Pickle/chutneyjar
None Cork from pickle jar.
CARLISLECASTLE
CA3159 2 Container-Closure Container-Food Pickle/chutneyjar
None Cork from pickle jar.
CARLISLECASTLE
CA1 1 Container-Closure Container-Liquor Beer bottle None Cork from one of thechampagne bottles CA 1A.
CARLISLECASTLE
CA723 1 Hardware None Bracket, brass
CARLISLECASTLE
CA3113 1 Hardware None Handle, wood. Possibly fromauger or bale hook
CARLISLECASTLE
CA3807 1 Personal N/A Diary ‘Voyage-England toMelbourne’ 1891. F.W. Hulls.Aged 14 years.
CARLISLECASTLE
CA3112 1 Personal None Bell, hand, w/ wood handle
CARLISLECASTLE
CA3980 1 Ship’sFittings/Equipment
None Porthole: exterior ring frame,Screwed to inside ring framehinged to glass window, brasscover.
CARLISLECASTLE
CA3282 1 Ship’sFittings/Equipment
None Ship’s bell, bronze. No marks.
CARLISLECASTLE
CA812 1 Ship’sFittings/Equipment
N/A Pulley sheave: part only.
CARLISLECASTLE
CA2689 1 Ship’sFittings/Equipment
None Porthole, brass
CARLISLECASTLE
CA2304 1 Ship’sFittings/Equipment
N/A Dead eye, wood
CARLISLECASTLE
WA 0050 1 Ship’sFittings/Equipment
None Port hole, brass. No glass
CARLISLECASTLE
CA3116 2 Tableware Mug/Cup None Sherds of ceramic, white -from cup, 1 base.
CARLISLECASTLE
CA806 12 Tableware Plate ‘Leaves and tendrils’transfer print
China fragments Leaves andtendrils
CARLISLECASTLE
CA3171 2 Tableware Unidentified Pattern unidentified Sherds- 1 dark + 1 patternedfragment found in jars
DENTONHOLME
DH1406 1 Armament Bullet None Pistol ammunition, 1 round.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
DENTONHOLME
DH1533 1 Armament Bullet ‘450 ELEY LONDON’ (EleyBros. of London)
Bullet-’450 ELEY LONDON’
DENTONHOLME
DH4107 2 Armament Bullet None Bullets c.WW1
DENTONHOLME
WA 0909 Armament Bullet None Rivets, bullets, stones, oneslate pencil and small brassobjects
DENTONHOLME
DH3812 1 Clay Pipes None Clay pipe.
DENTONHOLME
DH3829 1 Clay Pipes Unidentified maker’s marks Clay pipe. No heel.Unidentified maker’s marks oneither side of stem.
DENTONHOLME
DH4095 1 Container Container-Inks/Mucilage
Penny Ink None Ink jar, small, stoneware
DENTONHOLME
WA 0898 1 Container Container-Inks/Mucilage
Penny Ink None Ink jar, stoneware
DENTONHOLME
WA 0920 2 Container Container-Liquor Beer bottle None Bottles, green, ‘champagne’style, with concretion andsand contents.
DENTONHOLME
WA 0921 1 Container Container-Liquor Beer bottle C2 Bottle, dark green, 3-piecemould. marked C2
DENTONHOLME
WA 0922 2 Container Container-Liquor Beer bottle None Bottles (beer)
DENTONHOLME
WA 0923 1 Container Container-Liquor Beer bottle ‘434’ Bottle, dark green. Marked434.
DENTONHOLME
WA 0900 2 Container Container-Liquor Beer bottle None Green glass bottles
DENTONHOLME
WA 0901 1 Container Container-Liquor Beer bottle None Green glass bottle
DENTONHOLME
WA 0902 5 Container Container-Liquor Beer bottle None Green glass bottles
DENTONHOLME
WA 0910 1 Container Container-Liquor Beer bottle None ‘Champagne’ style bottle
DENTONHOLME
DH625 1 Container Container-Liquor Beer bottle? ‘10’ Glass bottle neck w/ appliedlip and cork. embossed with10
DENTONHOLME
DH1091 1 Container Container-Liquor Spirit bottle None Bottle base, square, greenglass.
DENTONHOLME
WA 0911 2 Container Container-SoftDrink/MineralWater
Ginger beer Marked: H. KENNEDY,BARROWFIELD 26 POTTERYGLASGOW
Stone bottles. (probablyginger beer)
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
DENTONHOLME
WA 0934 3 Container Container-SoftDrink/MineralWater
Soda bottle D. Chapman, Weld Hotel,Cossack. Barnetts & Foster,Sole Agents, London.
Egg shaped soda waterbottles: 2 x Codd’s Patent, D.Chapman, Weld Hotel,Cossack. Barnetts & Foster,Sole Agents, London.
DENTONHOLME
DH4100 1 Container Container-Unidentified
Beer bottle (?) None Sherd, flat green glass
DENTONHOLME
DH1088 8 Container Unidentified Beer bottle (?) ‘10’ Base fragment fromstoneware jar
DENTONHOLME
DH3879 2 Container Unidentified Beer bottle (?) None Bottles: small, dark w/ roundshoulders.
DENTONHOLME
DH1092 1 Container-Closure Unidentified None Wood or cork fragments
DENTONHOLME
DH4104 1 Hardware Lock None Possible lock section
DENTONHOLME
DH4105 1 Hardware Pencil None Slate pencil
DENTONHOLME
DH4106 1 Hardware Pencil None Pencil in brass holder
DENTONHOLME
DH4102 18 Hardware Rivet N/A 12 rivets, 6 washers, copper
DENTONHOLME
DH1089 1 Personal Buckle None Buckle, brass
DENTONHOLME
DH1090 1 Personal Buckle None Clip. brass
DENTONHOLME
DH4101 5 Personal Jewellery None Brooch mount
DENTONHOLME
DH3755 6 Personal Pocket knife None Pocket knives: wood, iron andcopper.
DENTONHOLME
WA 0515 1 Personal Toy None Doll’s head, white china
DENTONHOLME
WA 0515 1 Personal Toy None China doll’s head
DENTONHOLME
DH4103 1 Ship’sFittings/Equipment
Fastening N/A Sheathing tack
DENTONHOLME
DHM3234 1 Ship’sFittings/Equipment
Port hole None Port hole, brass and glass
DENTONHOLME
DH3868 1 Ship’sFittings/Equipment
Rigging n/A Rigging, small sample ropeand leather.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
DENTONHOLME
WA 0516 1 Tableware Mug/Cup ‘Rhine’ pattern Grey and white printedearthenware mug–’Rhine’pattern
DENTONHOLME
DH22 6 Tableware Plate None Plate fragments x 4,1 glazedpottery handle, 1 wroughtiron fragment. Collected by R.W.George 1965.
DENTONHOLME
DH4099 5 Unidentified N/A Pebbles for ID,wreck material?
DENTONHOLME/MACEDON
WA 0838 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Pale green ‘Twirly’ bottle withcontents (poss. salad oil).Partially sealed with cork. Ht.185 mm; Base di. 38 mm.
DENTONHOLME/MACEDON
WA 0130 1 Container Container-SoftDrink/MineralWater
Soda bottle(Hamiltonpatemt)
None Hamilton style bottle
DENTONHOLME/MACEDON
WA 0131 1 Container Container-SoftDrink/MineralWater
Soda bottle(Hamiltonpatemt)
None Hamilton style bottle w’ blobtop
DENTONHOLME/MACEDON
WA 0132 1 Container Container-SoftDrink/MineralWater
Soda bottle(Hamiltonpatemt)
None Hamilton style bottle w/ blobtop
DENTONHOLME/MACEDON
DHM4479 1 Hardware None Unidentified copper alloyfitting with joiner
DENTONHOLME/MACEDON
WA 0133 2 Hardware None Tube with double flangeinternal fitting.
DENTONHOLME/MACEDON
WA 0502 1 Hardware None Three-way valve, bronze withlead piping
DENTONHOLME/MACEDON
DHM4477 1 Personal Toy None Plate, from Child’s tea set.White porcelain.
DENTONHOLME/MACEDON
DHM4478 1 Tableware MiscellaneousTableware
Candle holder None Candle holder, broken. Whiteporcelain
EU EU1743 0 Container Container-Unidentified
None Glass fragments
EUROPA EU1723 1 Container Container-Food Salad oiłvinegarbottle oressence
A Beveridge & Co. Ltd,Glasgow.
Bottle, small and blue/green-Abeveridge & Co. LtdGlasgow.
EUROPA EU1739 1 Container Container-Food Salad oiłvinegarbottle oressence
A Beveridge & Co. Ltd,Glasgow (?)
Bottle neck w/ cork, visiblelettering IVER p.
EUROPA EU1741 2 Container Container-Household
None Jar rims + fragment of base,Storage Jar
EUROPA EU3259 1 Container Container-Liquor Beer bottle Johnsons of LiverpoolTrademark RegisteredGuinness’s Stout CompassBrand
Bottle, green embossed.Johnsons of Liverpool
EUROPA EU3262 16 Container Container-Liquor Beer bottle Caps marked Wm McEWANEdinburgh and a globedesign.
Bottles w/ contents.[ A &Hcontents removed]
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
EUROPA EU3263 1 Container Container-Liquor Beer bottle Cap marked T...ALL & CoBottlers Liverpool and BoarHead design
Bottle & contents, dark
EUROPA EU1740 2 Container Container-Liquor Beer bottle None Bottle base and neck
EUROPA EU3261 13 Container Container-Liquor Beer bottle Corks marked Wm Mc EWANEdinburgh
Bottles: dark [w/ corks andcontents separate]
EUROPA EU3262 16 Container Container-Liquor Beer bottle None Bottles A &H
EUROPA EU3260 15 Container Container-Liquor Storage Jar N/A Bottles, dark.
EUROPA EU1721 1 Container Container-Liquor Wine bottle None Wine bottle with cork andcontents
EUROPA EU1722 1 Container Container-Liquor Wine bottle None Wine bottle
EUROPA EU3264 2 Container Container-Liquor(?)
None Bottle bases, 2 concretion.
EUROPA EU3265 3 Container Container-Unidentified
None Sherds, ceramic- 2 bases, 1lid.
EUROPA EU1742 0 Container Container-Unidentified
None Ceramic fragments
EUROPA EU1743 1 Container Container-Unidentified
None Glass fragments
EUROPA EU3262 16 Container-Closure Container-Inks/Mucilage
Beer bottle None Corks
EUROPA EU3266 1 Container-Closure Container-Liquor Beer bottle None Bottle cap, fragment. Pewter
EUROPA EU3261 13 Container-Closure Container-Liquor Beer bottle Corks marked Wm Mc EWANEdinburgh
Corks from bottles- A C D E GH M L. Corks from bottles E GH marked McEwan
EUROPA EU3262 16 Container-Closure Container-Liquor Beer bottle Caps marked Wm Mc EWANEdinburgh and a globe.
Lead bottle caps AIJKLMOP
EUROPA EU3263 1 Container-Closure Container-Liquor Beer bottle Cap marked T...ALL & CoBottlers Liverpool and Boarmark
Cap from bottle
EUROPA EU1725 1 Hardware None Cylinder and bracket, copper-unidentified.
EUROPA EU3261 13 Organic sample Container-Liquor Beer bottle N/A Bottle contents.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
EUROPA EU3262 16 Organic sample Container-Liquor Beer bottle N/A Bottle contents A &H
EUROPA EU1727 1 Raw materials N/A Coal
EUROPA EU3258 1 Ship’sFittings/Equipment
Anchor N/A Anchor, iron
EUROPA EU1726 2 Ship’sFittings/Equipment
Porthole None Porthole in 2 sections + ring.
EUROPA EU1728 20 Tableware Plate None Plates, bread and butter size,white china
EUROPA EU1729 20 Tableware Plate None Plates, china- bread andbutter size, white
EUROPA EU1730 20 Tableware Plate None Plates, bread and butter size,white china.
EUROPA EU1731 20 Tableware Plate None Plates, bread and butter size,white china.
EUROPA EU1732 19 Tableware Plate None Plates, bread and butter size,white china.
EUROPA EU1733 7 Tableware Plate None Plates, china- bread andbutter size, + fragments.
EUROPA EU1734 2 Tableware Plate None Plate, in 2 pieces
EUROPA EU1735 2 Tableware Plate None Plate, in 2 pieces
EUROPA EU1736 5 Tableware Plate None Plate, in 2 pieces
EUROPA EU1737 2 Tableware Plate None Plates- pieces missing
EUROPA EU1738 2 Tableware Plate None Plate, 2 pieces
EUROPA EU1724 1 Tableware (?) Bowl None Bowl, brass- unidentified
? MACEDON WA 0052 1 Container Container-Liquor Hock bottle None Bottle ‘hock’type
?MACEDON WA 0082 1 Container Container-Liquor Wine bottle (?) None Bottle, olive green
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
?MACEDON WA 0083 1 Container Container-Liquor Wine bottle (?) None Bottle, olive green
?MACEDON WA 0084 1 Container Container-Liquor Wine bottle (?) None Bottle, olive green
?MACEDON WA 0085 1 Container Container-Liquor Wine bottle (?) None Bottle,dark olive green
MIRAFLORES
MF2716 5 Armament Bullet None Cartridges sections.
MIRAFLORES
MF1087 16 Armament Bullet None Bullets: lead. (originally 17bullets: see Notes)
MIRAFLORES
MF1087 13 Armament Bullet None Cartridges: 11 complete and2 fragments. Copper/lead (alldefused).
MIRAFLORES
MF805 4 Armament Bullet None A) 2 x Bullets. B) 2 x leadbullet noses.
MIRAFLORES
MF1087 15 Armament Bullet None Cartridges: complete w/ leadbullet and concretion (gunpowder removed).
MIRAFLORES
MF2716 6 Armament Bullet None 6 bullets
MIRAFLORES
MF1087 1 Armament Bullet None Cartridge incomplete: w/primer.
MIRAFLORES
MF2716 4 Armament Bullet None Cartridges incomplete w/primer.
MIRAFLORES
MF4116 1 Armament Bullet None Complete cartridge probablyfrom Mira Flores.
MIRAFLORES
WA 0272 2 Armament Bullet None Lead bullets in brass cartridgecases
MIRAFLORES
WA 0679 2 Armament Bullet None Bullets, lead part only
MIRAFLORES
WA 0049 1 Armament Bullet None Bullet, brass and lead
MIRAFLORES
MF3685 1 Building materials Ingot ‘BABBITTS PATENT’ andCoat of Arms.
Ingot: lead marked
MIRAFLORES
WA 0138 1 Container Container-Food Pickle/chutneyjar
‘1084’ Pickle bottle, marked ‘1084’
MIRAFLORES
WA 0139 1 Container Container-Food Pickle/chutneyjar
‘1084’ Pickle bottle, marked ‘1084’
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
MIRAFLORES
WA 0140 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle-encrusted
MIRAFLORES
WA 0141 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle-encrusted
MIRAFLORES
WA 0142 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle
MIRAFLORES
MF1546 1 Container Container-Food Salad oil bottle None Bottle neck w/ stopper.
MIRAFLORES
MF1348 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Bottle glass: twirly salad oil.
MIRAFLORES
WA 0136 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Whirley type salad oil bottle
MIRAFLORES
WA 0137 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Whirley type salad oil bottle
MIRAFLORES
MF948 1 Container Container-Liquor Beer bottle None Champagne type bottle w/contents (sealed w/ arax inconservation).
MIRAFLORES
WA 0134 2 Container Container-Liquor Beer bottle None Champagne style bottle w/part cork
MIRAFLORES
WA 0135 1 Container Container-Liquor Beer bottle None Champagne style bottle
MIRAFLORES
MF979 0 Container Container-Liquor Spirit bottle (?) None Fragments from square sidedgreen glass bottle.
MIRAFLORES
WA 0009 1 Container Unidentified None Glass bottle
MIRAFLORES
MF2715 1 Container-Closure Unidentified None Cork.
MIRAFLORES
MF1534 1 Hardware Handle None Handle: wood.
MIRAFLORES
MF1534 1 Hardware Handle None Handle: wood.
MIRAFLORES
MF4138 1 Ship’sFittings/Equipment
Anchor None Anchor: Mira Flores.
MIRAFLORES
MF1086 1 Ship’sFittings/Equipment
Porthole None Porthole rim: brass.
SEPIA SE3312 2 Building materials None Brass brackets.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA SE11 3 Clay Pipes None 2 clay pipes
SEPIA SE778 1 Clay Pipes Thistle decoration. Clay pipe w/ thistledecoration.
SEPIA SE2415 40 Clay Pipes 1 marked ‘LONDON’remainder marked ‘BENNEVIS’.
Clay pipes bowl and stemfragments.
SEPIA SE4474 2 Clay Pipes None Clay pipes (one in concretion)
SEPIA SE4484 2 Clay Pipes None Clay pipe bowls
SEPIA WA 0656 1 Clay Pipes stem marked ‘Ben Nevis’ Clay pipe stem marked ‘BenNevis’
SEPIA WA 0170 1 Clay Pipes None Clay pipe bowl and part stem
SEPIA WA 0171 1 Clay Pipes None Clay pipe stem
SEPIA WA 0172 1 Clay Pipes None Clay pipe stem w/ end
SEPIA WA 0173 1 Clay Pipes None Clay pipe stem
SEPIA WA 0174 1 Clay Pipes None Clay pipe stem , eroded.
SEPIA WA 0403 1 Clay Pipes None Clay pipe bowl frag
SEPIA WA 0446 1 Clay Pipes Ben Nevis Clay pipe bowl
SEPIA WA 0447 1 Clay Pipes Ben Nevis Clay pipe bowl and part stem
SEPIA WA 0448 1 Clay Pipes marked ‘..Nevis Clay pipe bowl and part stem
SEPIA WA 0449 1 Clay Pipes Ben Nevis Clay pipe bowl
SEPIA WA 0450 1 Clay Pipes None Clay pipe stem,mouthpiece
SEPIA WA 0451 1 Clay Pipes None Clay pipe bowl and stem
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0479 1 Clay Pipes BEN NEVIS Clay pipe:marked BEN NEVIS
SEPIA WA 0707 1 Clay Pipes BEN NEVIS Clay pipe – ‘BEN NEVIS’
SEPIA WA 0708 1 Clay Pipes BEN NEVIS Clay pipe – ‘BEN NEVIS’
SEPIA WA 0709 1 Clay Pipes BEN NEVIS Clay pipe – ‘BEN NEVIS’; stemrepaired
SEPIA WA 0710 1 Clay Pipes BEN NEVIS Clay pipe – ‘BEN NEVIS’; stemincomplete
SEPIA WA 0711 1 Clay Pipes None Clay pipe, bowl and end ofstem broken; mark not clear
SEPIA WA 0123 1 Clay Pipes None Clay pipe, in concretion
SEPIA SE4499 1 Closure Unidentified None Stopper for bottle, glass
SEPIA SE766 3 Container Container-Food None Jar: small earthenware and 2lids. Possible fishspread/paste.
SEPIA WA 0269 1 Container Container-Food Essence bottle marked: ‘Symington & Cos,ESS Coffee & ChicoryEdinburgh’.
Bottle, square,glass.
SEPIA SE804 3 Container Container-Food Hock bottle andPickle/chutneyJars
None A) Brown glass bottle w/broken lip. B) Pickle jars x 2.
SEPIA SE773 3 Container Container-Food Pickle/chutneyjar
None Pickle jar: restored w/ corkand another jar mouth. Glass.
SEPIA SE3953 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle: pale green w/cork inside. Some contents.Rd 89518.
SEPIA SE4030 2 Container Container-Food Pickle/chutneyjar
None Pickle jar rim w/ cork.
SEPIA WA 0150 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle,glass
SEPIA WA 0151 1 Container Container-Food Pickle/chutneyjar
None Pickle bottle,glass
SEPIA WA 0267 1 Container Container-Food Pickle/chutneyjar
4187 on base. Pickle bottle,glass:hexagonal
SEPIA WA 0436 1 Container Container-Food Pickle/chutneyjar
marked ‘1822’ +’81’ Pickle bottle, marked ‘1822’+’81’
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0437 1 Container Container-Food Pickle/chutneyjar
marked ‘4787’ Pickle bottle,marked ‘4787’
SEPIA WA 0481 1 Container Container-Food Pickle/chutneyjar
None Preserve bottle, cork + driedcontents
SEPIA WA 0143 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Whirley type salad oil bottle
SEPIA WA 0144 1 Container Container-Food Salad oiłvinegarbottle
Whirley type Whirley type salad oil bottle
SEPIA SE768 1 Container Container-Food Sauce bottle Inscribed Lea & Perrins Glass sauce bottle
SEPIA SE769 1 Container Container-Food Sauce bottle None Glass sauce bottle.
SEPIA SE770 6 Container Container-Food Sauce bottle Lea & Perrins Glass stoppers inscribed ‘Lea+ Perrins’.
SEPIA SE961 1 Container Container-Food Sauce bottle Marked: Holbrook & Co.vertically. Patent mark onbase ‘HB’ (?) and number3979
Sauce bottle
SEPIA SE3883 1 Container Container-Food Sauce bottle ‘Masons on sauce 10 9/2’w/ key shaped mark.
Sauce bottle: square clearglass
SEPIA SE3884 1 Container Container-Food Sauce bottle Lea & Perrins. Bottle :Sauce
SEPIA SE3970 1 Container Container-Food Sauce bottle Lea & Perrins. Sauce bottle
SEPIA WA 0145 1 Container Container-Food Sauce bottle Lea & Perrins Lea and Perrins sauce bottle
SEPIA WA 0146 1 Container Container-Food Sauce bottle Lea & Perrins Lea and Perrins sauce bottle,cork
SEPIA WA 0147 1 Container Container-Food Sauce bottle Lea & Perrins Lea and Perrins sauce bottle
SEPIA SE3973 1 Container Container-Household
Stove Black None Stoneware bottle w/ widemouth.
SEPIA SE3972 1 Container Container-Household
Stove Black? None Stoneware bottle: StoveBlack?
SEPIA WA 0315 1 Container Container-Industrial
Case None Wooden lid,1/2,w/ centralhole
SEPIA SE1815 1 Container Container-Industrial
Cement None Cement barrel contents: nowood remaining.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA SE2345 1 Container Container-Industrial
Cement None Cement barrel contents: nowood remaining.
SEPIA SE2346 1 Container Container-Industrial
Cement None Cement barrel contents: nowood remaining.
SEPIA SE2347 1 Container Container-Industrial
Cement None Cement barrel contents: nowood remaining.
SEPIA SE3510 3 Container Container-Industrial
Cement None Cement barrel pieces:samples.
SEPIA SE2307 1 Container Container-Industrial
Cement None Cement barrel contents: nowood remaining.
SEPIA SE1814 1 Container Container-Industrial
Cement None Cement barrel contents: nowood remaining.
SEPIA SE764 4 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottles: green glass w/corks.
SEPIA SE3880 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottle: dark green glass.
SEPIA SE4027 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottle base: light greenglass.
SEPIA WA 0182 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Shear top cabin ink bottle
SEPIA WA 0183 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Shear top cabin ink bottle
SEPIA WA 0184 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Shear top cabin ink bottle
SEPIA WA 0185 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Shear top cabin ink bottle, w/cork in situ
SEPIA WA 0186 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Sheartop cabin ink bottle
SEPIA WA 0261 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Cabin ink bottle-neck broken
SEPIA WA 0262 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Cabin ink bottle-cork, brokenin 2 places
SEPIA WA 0701 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottle, cabin, green
SEPIA WA 0702 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottle, cabin, green,
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0703 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottle, cabin, greenw/cork
SEPIA WA 0704 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Ink bottle, cabin, green,w/sediment
SEPIA WA 0649 1 Container Container-Inks/Mucilage
Cabin/Boat Ink None Cabin ink bottle, green
SEPIA WA 0161 1 Container Container-Inks/Mucilage
Ink Pourer None Bottle with lip, stoneware
SEPIA SE4505 1 Container Container-Inks/Mucilage
Master Ink Lovatt & Lovatt, Notts,Lainley Mill
Ceramic container base withinscription
SEPIA SE3281 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle: stoneware.
SEPIA SE763 8 Container Container-Inks/Mucilage
Penny Ink ‘597’ Ink bottles: clear glass
SEPIA SE765 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle: glazed stonewarew/ cork.
SEPIA SE3885 2 Container Container-Inks/Mucilage
Penny Ink ‘597’. Bottles: small, clear glass.
SEPIA SE3971 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle: glass.
SEPIA SE3974 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle: small, stoneware.
SEPIA SE11 1 Container Container-Inks/Mucilage
Penny Ink None 1 ink bottle
SEPIA WA 0110 1 Container Container-Inks/Mucilage
Penny Ink None Stone ink pot
SEPIA WA 0120 1 Container Container-Inks/Mucilage
Penny Ink None Stone ink bottle
SEPIA WA 0121 1 Container Container-Inks/Mucilage
Penny Ink None Stone bottle base + stone inkbottle wedged inside base
SEPIA WA 0162 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stoneware
SEPIA WA 0163 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stoneware w/ corkin situ
SEPIA WA 0164 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stoneware
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0264 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle,abraded
SEPIA WA 0453 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stoneware
SEPIA WA 0454 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, neck broken
SEPIA WA 0459 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle , stone
SEPIA WA 0460 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0461 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0462 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone-iron stained
SEPIA WA 0463 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle,stone
SEPIA WA 0464 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0465 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0466 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0467 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0468 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0469 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0470 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0471 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0472 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0473 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0474 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone, hole in base
SEPIA WA 0475 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0476 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0477 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle,stone
SEPIA WA 0478 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle, stone
SEPIA WA 0803 1 Container Container-Inks/Mucilage
Penny Ink Doulton, Lambeth 6 Stoneware ink bottle, brownglaze.
SEPIA WA 0804 1 Container Container-Inks/Mucilage
Penny Ink Doulton, Lambeth 34’ &Patent mark.
Stoneware ink bottle, mediumbrown glaze, square top w/pourer & chamfer neck.
SEPIA WA 0808 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle, mediumbrown glaze.
SEPIA WA 0806 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle, conicalshape, light brown glaze.
SEPIA WA 0807 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle, mediumbrown glaze.
SEPIA WA 0809 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle, glazeabraded.
SEPIA WA 0810 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle, glazeabraded, worn.
SEPIA WA 0811 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle, broken& repaired.
SEPIA WA 0078 1 Container Container-Inks/Mucilage
Penny Ink None Ink bottle-’Penny’ink
SEPIA WA 0079 1 Container Container-Inks/Mucilage
Penny Ink None Ink Bottle ‘Penny Ink’
SEPIA WA 0187 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle,marked ‘597’
SEPIA WA 0188 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle,marked ‘597’
SEPIA WA 0189 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle,marked ‘597’
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0190 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0191 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle, marked ‘597’
SEPIA WA 0192 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle, marked ‘597’
SEPIA WA 0193 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle,marked ‘597’
SEPIA WA 0194 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0195 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0196 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0197 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0198 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0199 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0200 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Glass bottle marked ‘597’
SEPIA WA 0402 1 Container Container-Inks/Mucilage
Penny Ink ‘597’ Bottle, glass marked’597’
SEPIA WA 0705 1 Container Container-Inks/Mucilage
Penny Ink ‘597’ on base Glass bottle, moulded,colourless; ‘597’ on base
SEPIA WA 0706 1 Container Container-Inks/Mucilage
Penny Ink ‘597’ on base Glass bottle, moulded,colourless; ‘597’ on base
SEPIA WA 0654 26 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ on base Jars, colourless glass, marked‘597’ on base. Av. Ht 78 mm;base diam 47 mm
SEPIA WA 0181 1 Container Container-Inks/Mucilage
Umbrella ink None Hexagonal bottle, glass
SEPIA SE767 2 Container Container-Liquor Beer bottle None Glass bottles: champagnetype.
SEPIA SE802 5 Container Container-Liquor Beer bottle Rob Porter Bottles: some containingalcoholic beverage (see Se803).
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA SE803 1 Container Container-Liquor Beer bottle painted blue w/ imprint of abull-dog and the words ‘RobPorter’.
Bottle: Lead seal
SEPIA SE960 1 Container Container-Liquor Beer bottle None Stout bottle w/ cork and leadseal.
SEPIA SE3881 3 Container Container-Liquor Beer bottle None Champagne type bottles: darkglass.
SEPIA SE3882 1 Container Container-Liquor Beer bottle None Bottle w/ small slopingshoulders.
SEPIA SE4476 8 Container Container-Liquor Beer bottle None Bottles, glass (green)
SEPIA SE4483 5 Container Container-Liquor Beer bottle None Glass bottles, ‘champagne’style
SEPIA SE4494 1 Container Container-Liquor Beer bottle None Beer bottle, glass, with seal
SEPIA SE4496 1 Container Container-Liquor Beer bottle None Bottle with seal, glass
SEPIA SE4501 8 Container Container-Liquor Beer bottle None Beer bottles
SEPIA WA 0080 1 Container Container-Liquor Beer bottle ‘597’ Glass bottle, marked ‘597’
SEPIA WA 0081 1 Container Container-Liquor Beer bottle ‘597’ Glass bottle, marked ‘597’
SEPIA WA 0218 1 Container Container-Liquor Beer bottle None ‘Champagne’ style bottle w/cork
SEPIA WA 0219 1 Container Container-Liquor Beer bottle None ‘Champagne’ style bottle,incomplete
SEPIA WA 0480 1 Container Container-Liquor Beer bottle None Champagne bottle
SEPIA WA 0668 1 Container Container-Liquor Beer bottle None Bottle, ‘Champagne’ style,green
SEPIA WA 0669 1 Container Container-Liquor Beer bottle None Bottle, ‘Champagne’ style,green
SEPIA SE772 1 Container Container-Liquor Spirit bottle marked 434 Whiskey Bottle base: darkglass
SEPIA SE2690 3 Container Container-Liquor Wine bottle None Wine bottles.
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA SE2412 1 Container Container-Liquor Wine bottle None Wine bottle w/ cork inside.
SEPIA WA 0271 1 Container Container-Liquor(?)
Spirit bottle (?) Marked: (E)veretts Bottle, glass-screw top,square sided.
SEPIA WA 0158 1 Container Container-Medicine None Medicine Bottle
SEPIA SE4028 2 Container Container-Medicine Castor oil None Bottle base and fragment:dark blue glass.
SEPIA SE4503 6 Container Container-Shipping None Wooden fragments frombottle crates
SEPIA SE4506 3 Container Container-Shipping one inscribed with numbers(illegible)
Wooden crate pieces
SEPIA WA 0268 1 Container Container-SoftDrink/MineralWater
Soda bottle marked ‘Rylands Bulb,Maker, Dan Rylands,Barnsley’
Codd type bottle,glass:marked ‘Rylands Bulb, Maker,Dan Rylands, Barnsley’
SEPIA WA 0439 2 Container Container-Toiletries
None Pot, stoneware, w/ lid
SEPIA WA 0440 2 Container Container-Toiletries
None Pot, stoneware, w/ lid
SEPIA WA 0441 2 Container Container-Toiletries
None Pot,stoneware,w/ lid
SEPIA WA 0442 2 Container Container-Toiletries
None Pot, stoneware, w/ lid
SEPIA WA 0443 2 Container Container-Toiletries
None Pot, stoneware, w/ lid
SEPIA SE3886 1 Container Container-Toiletries
Toothpaste (?) None Jar base: earthenware.Possible toothpaste/powder
SEPIA SE4029 1 Container Container-Unidentified
None Rectangular bottle base: lightblue glass.
SEPIA WA 0111 1 Container Container-Unidentified
None Stone bottle
SEPIA WA 0263 1 Container Container-Unidentified
None Stoneware bottle-conical inshape
SEPIA WA 0438 2 Container Container-Unidentified
None Stoneware bottle w/ stopper
SEPIA WA 0455 1 Container Container-Unidentified
None Stoneware bottle, neckbroken
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0456 1 Container Container-Unidentified
None Stoneware bottle, neckbroken
SEPIA WA 0457 1 Container Container-Unidentified
None Bottle, stoneware, conical
SEPIA WA 0805 1 Container Container-Unidentified
None Stoneware jar, medium brownglaze, flared neck.
SEPIA WA 0812 1 Container Container-Unidentified
None Stoneware jar, glazed + capseat lid. Straight sides,moulded base, string ringaround neck.
SEPIA WA 0813 1 Container Container-Unidentified
None Stoneware jar, glazed + capseat lid. Straight sides,moulded base, string ringaround neck; repaired.
SEPIA SE17 1 Container Unidentified None Bottle fragments.
SEPIA SE31 1 Container Unidentified None Bottle
SEPIA SE771 2 Container Unidentified None Glass stoppers.
SEPIA SE4022 1 Container Unidentified None Fluted bottle base: light greenglass.
SEPIA SE4031 1 Container Unidentified None Jar lid: small.
SEPIA SE4500 1 Container Unidentified None Bottle base & part body
SEPIA WA 0152 1 Container Unidentified None Bottle with cap seat bore,glass
SEPIA WA 0153 1 Container Unidentified None Bottle w. cap seat bore ,encrusted
SEPIA WA 0159 1 Container Unidentified None Bottle, glass
SEPIA WA 0180 1 Container Unidentified None Rectangular bottle, small,glass with cork insitu
SEPIA WA 0270 1 Container Unidentified marked: HF0521F Bottle, glass,circular
SEPIA WA 0458 1 Container Unidentified None Bottle, glass w/ copper alloyhinge
SEPIA WA 0518 2 Container Unidentified None Glass bottles with contents
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0655 25 Container Unidentified marked ‘4’ Bottles, colourless glass,marked ‘4’ on base. Ht c. 128mm; base 47 mm
SEPIA WA 0148 1 Container-Closure Container-Food Sauce bottle Lea & Perrins Stopper, Lea and Perrins
SEPIA SE4502 13 Container-Closure Container-Liquor Beer bottle Rob Porter Corks, Rob Porter seals forbeer
SEPIA WA 0122 1 Container-Closure Container-Unidentified
None Lid, stoneware
SEPIA WA 0165 1 Container-Closure Container-Unidentified
None Lid, stoneware
SEPIA WA 0166 1 Container-Closure Container-Unidentified
None Lid, stoneware
SEPIA WA 0167 1 Container-Closure Container-Unidentified
None Lid, stoneware
SEPIA WA 0452 1 Container-Closure Container-Unidentified
None Lid from stoneware jar
SEPIA WA 0652 4 Container-Closure Container-Unidentified
None Lids for stoneware jars,circular. Diam 38 mm
SEPIA WA 0149 1 Container-Closure Unidentified None Stopper, glass
SEPIA WA 0154 1 Container-Closure Unidentified None Stopper, moulded
SEPIA WA 0155 1 Container-Closure Unidentified Marked ‘A’ Stopper, Moulded.
SEPIA WA 0156 1 Container-Closure Unidentified None Stopper, glass
SEPIA WA 0157 1 Container-Closure Unidentified None Stopper, glass
SEPIA WA 0265 1 Container-Closure Unidentified None Glass knob- finial? fromstopper
SEPIA WA 0266 1 Container-Closure Unidentified None Moulded glass top-finial? fromstopper.
SEPIA WA 0653 1 Container-Closure Unidentified None Stopper, moulded pale greenglass w/ cap seat rim
SEPIA SE3887 1 Hardware Crucible ‘Battersea Round’. F-Morgan, England
Crucible
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0160 1 Hardware Crucible Unidentified in database Crucible-marked
SEPIA WA 0444 1 Hardware Crucible Marked ‘Battersea.....(Battersea Round F Morgan,England)
Crucible,stoneware.
SEPIA WA 0445 1 Hardware Crucible Marked ‘Battersea.....(Battersea Round F Morgan,England)
Crucible, stoneware. Marked‘Battersea...
SEPIA WA 0814 1 Hardware Crucible ‘Battersea Round F Morgan,England’
Crucible.
SEPIA WA 0815 1 Hardware Crucible ‘Battersea Round F Morgan,England’
Crucible.
SEPIA WA 0260 1 Hardware Grindstone None Grindstone
SEPIA WA 0836 1 Hardware Grindstone None Grindstone with 4 x4 cmcentral hole. Diam. 46 cm; Th.7 cm
SEPIA WA 0318 1 Hardware Grindstone None Honing stone
SEPIA WA 0404 1 Hardware Handle None Stirrup handle, brass
SEPIA WA 0405 1 Hardware Handle None Handle, ornate, brass.
SEPIA SE2352 3 Hardware Hinge inscribed ‘J Bates-Patent-5391’ and lock plateinscribed ‘J.Bates’.
3 hinges, 1 w/ lock plate
SEPIA WA 0406 1 Hardware Unidentified REGD +C’ Fitting, brass, marked ‘REGD+C’
SEPIA WA 0407 1 Hardware Unidentified None Tube with ornate screw,brass
SEPIA SE3946 1 Lighting devices MiscellaneousTableware
Wells & Son. 63 Wood St.London.
Lamp base
SEPIA WA 0168 1 Personal Toy China Doll None Doll’s arm, bone china
SEPIA WA 0169 1 Personal Toy China Doll None Doll’s leg, bone china
SEPIA SE3947 1 Ship’sFittings/Equipment
N/A Pulley sheave w/ iron shaft.
SEPIA SE4475 1 Ship’sFittings/Equipment
N/A Belaying pin, iron
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0816 1 Ship’sFittings/Equipment
N/A Deadeye, very eroded.
SEPIA SE2720 2 Ship’sFittings/Equipment
Bell Sepia, Liverpool Ship’s bell, bronze w/ replicawooden stand. Marked: ‘Sepia,Liverpool’.
SEPIA SE2686 1 Ship’sFittings/Equipment
Navigational log None Navigational log: brass.
SEPIA SE2678 1 Ship’sFittings/Equipment
Pulley sheave N/A Sheave w/ rope.
SEPIA SE3890 1 Ship’sFittings/Equipment
Sextant None Sextant arm: brass.
SEPIA SE3756 1 Tableware Bowl Blue Satin Glass, Clear glassapplique
Bowl: blue glass.
SEPIA SE776 1 Tableware Bowl Raised scallop pattern Bowl section: white porcelain.
SEPIA SE3293 2 Tableware Bowl Blue Satin Glass, Clear glassapplique
Bowl: blue glass.
SEPIA SE3945 1 Tableware Bowl Blue Satin Glass, Clear glassapplique
Knob from glass: blue. See SE3293.
SEPIA SE3295 1 Tableware Decanter Blue Satin Glass, Clear glassapplique
Stopper: blue glass.
SEPIA SE3294 1 Tableware MiscellaneousTableware
Blue Satin Glass, Clear glassapplique
Decanter lower section: blueglass.
SEPIA SE3296 1 Tableware MiscellaneousTableware
Blue Satin Glass, Clear glassapplique
Vessel: lower section, blueglass.
SEPIA SE774 3 Tableware MiscellaneousTableware
None Vessel sherds: ornamentalyellow/green glass.Possibly part of an oil lamp.
SEPIA SE3976 1 Tableware MiscellaneousTableware
None Vase: small white porcelain.
SEPIA SE3975 1 Tableware Mug/Cup None Tea cup and saucer: whiteporcelain.
SEPIA SE4024 5 Tableware Mug/Cup None Saucer and cup sherds: whiteporcelain.
SEPIA WA 0651 1 Tableware Mug/Cup Raised scallop pattern Cup sherd, white china,scalloped body
SEPIA WA 0712 Tableware Mug/Cup None Cup sherds + handle, mouldedwhite bone china + concretionw/ part handle
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0650 4 Tableware Pitcher Unidentified in database Jug sherds, white china,hexagonal base, panelledbody, straight, bamboo-typehandle
SEPIA SE775 1 Tableware Plate None Saucer section: whiteporcelain.
SEPIA SE4023 1 Tableware Plate ‘Red lines’ ship ware. Plate section
SEPIA SE4497 1 Tableware Plate None Ceramic plate base fragment
SEPIA SE4020 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler: w/ Edge of base iscracked.
SEPIA SE777 5 Tableware Tumbler None Glass tumbler base andfragments.
SEPIA SE2393 2 Tableware Tumbler None Tumbler bases (B larger).
SEPIA SE4026 1 Tableware Tumbler None Tumbler base section: clearglass.
SEPIA SE4025 1 Tableware Tumbler None Tumbler base: clear glass.
SEPIA SE4495 1 Tableware Tumbler None Glass tumbler base
SEPIA SE4504 4 Tableware Tumbler None Tumbler bases, glass
SEPIA WA 0175 1 Tableware Tumbler None Glass tumbler
SEPIA WA 0176 1 Tableware Tumbler marked ‘4’ Glass tumbler
SEPIA WA 0177 1 Tableware Tumbler marked ‘4’ Glass tumbler
SEPIA WA 0178 1 Tableware Tumbler marked ‘4’ Glass tumbler,
SEPIA WA 0179 1 Tableware Tumbler marked ‘4’ Glass tumbler
SEPIA WA 0431 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0432 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0433 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0434 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0435 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0482 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0483 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0484 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0485 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0486 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0487 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0488 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0489 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0490 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0491 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0492 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0493 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0494 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0495 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0496 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0497 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0498 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0499 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0700 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf designHt 130.5 mm Rim.82 mm base 61 mm Wt158.0 g
SEPIA WA 0725 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0726 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0727 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0728 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0729 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0730 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0731 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0732 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0733 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0734 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0735 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0736 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0737 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0738 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0739 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0740 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0741 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0742 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0743 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0744 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0745 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0746 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0747 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0748 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0749 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0750 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0751 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0752 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0753 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0754 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0755 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0756 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0757 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0758 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0759 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0760 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0761 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0762 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0763 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0764 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0765 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0766 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0767 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0768 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0769 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0770 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0771 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0772 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0773 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0774 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0775 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0776 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0777 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0778 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0779 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0780 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0781 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0782 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0783 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0784 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0785 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0786 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0787 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0788 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0789 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0790 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0791 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0792 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0793 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler, colourless glass, fernleaf design
SEPIA WA 0334 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0335 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0336 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0337 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0338 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0339 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0340 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0341 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0342 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0343 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengraving
SEPIA WA 0648 1 Tableware Tumbler Engraved Fern Leaf design. Tumbler w/ fern leafengraving, broken
SEPIA SE4498 1 Tableware Undiagnostic None Ceramic fragment
SEPIA SE17 1 Unidentified Unidentified None Cylindrical object.
SEPIA WA 0319 1 Clay Pipes marked Ben Nevis Clay pipe, marked Ben Nevis
SEPIA WA 0320 1 Clay Pipes marked Ben Nevis Clay pipe,part stem:Ben Nevis
SEPIA WA 0321 1 Clay Pipes LONDON Clay pipe, spiked bowl w/heel:LONDON
SEPIA WA 0322 1 Clay Pipes marked LONDON Clay pipe bowl & part stem:LONDON
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0323 2 Clay Pipes marked BEN NEVIS Clay pipe stems w/mouthpiece:BEN NEVIS
SEPIA WA 0324 2 Clay Pipes None Clay pipe stems, part
SEPIA WA 0304 1 Container Container-Food Pickle/chutneyjar
None Preserve bottle,cork/contents
SEPIA WA 0305 1 Container Container-Food Pickle/chutneyjar
None Preserve bottle, contents insitu.
SEPIA WA 0306 1 Container Container-Food Pickle/chutneyjar
None Preserve bottle, cork +currants
SEPIA WA 0307 1 Container Container-Food Pickle/chutneyjar
None Preserve bottle/pickle-remains in situ
SEPIA WA 0316 1 Container Container-Industrial
Cask (?) None Wooden bung w/ central hole
SEPIA WA 0312 1 Container Container-Inks/Mucilage
Ink Pourer None Stoneware ink bottle w/pouring lip
SEPIA WA 0314 1 Container Container-Inks/Mucilage
Ink Pourer None Stoneware ink bottle w/pouring lip
SEPIA WA 0309 1 Container Container-Inks/Mucilage
Penny Ink None Stone ink bottle,conical
SEPIA WA 0310 1 Container Container-Inks/Mucilage
Penny Ink None Stone ink bottle,conical
SEPIA WA 0313 1 Container Container-Inks/Mucilage
Penny Ink None Stoneware ink bottle,coralencrustation
SEPIA WA 0325 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Bottle, glass,marked ‘597’
SEPIA WA 0326 1 Container Container-Inks/Mucilage
Penny Ink marked ‘597’ Bottle, glass, marked ‘597’
SEPIA WA 0301 1 Container Container-Liquor Beer bottle None Champagne bottle
SEPIA WA 0302 1 Container Container-Liquor Beer bottle None Champagne bottle
SEPIA WA 0303 1 Container Container-Liquor Beer bottle None Champagne bottle
SEPIA WA 0308 1 Container Container-SoftDrink/MineralWater
Ginger beer None Stoneware bottle,mineralwater
WRECK Reg Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 2: Iron Barque Artefact Catalogue
SEPIA WA 0311 2 Container Container-Toiletries
None Stoneware jar w/ lid
SEPIA WA 0327 1 Container Unidentified indatabase
marked ‘4’ Bottle, glass, marked ‘4’
SEPIA WA 0317 1 Hardware Unidentified None Cu Alloy ring,2x plates w/screwfittings
SEPIA WA 0328 3 Ship’sFittings/Equipment
Fastenings N/A Ragged dog spikes, cu alloy
SEPIA WA 0329 1 Ship’sFittings/Equipment
Fastenings N/A Fastening, cu,worn
SEPIA WA 0330 1 Ship’sFittings/Equipment
Fastenings N/A Copper alloy bolt w/ woodattatched
SEPIA WA 0331 1 Ship’sFittings/Equipment
Fastenings N/A Cu alloy spike w. woodattached
SEPIA WA 0332 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler-fern leafengraving
SEPIA WA 0333 1 Tableware Tumbler Engraved Fern Leaf design. Glass tumbler -fern leafengravi ng
SEPIA ORMIRAFLORES
WA 0817 1 Armament Bullet Lead bullet
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
CARLISLE CASTLE CA1745
CARLISLE CASTLE CA2304
CARLISLE CASTLE CA2689
CARLISLE CASTLE CA3116
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
CARLISLE CASTLE CA3118
CARLISLE CASTLE CA3119
CARLISLE CASTLE CA3156
CARLISLE CASTLE CA3171
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
CARLISLE CASTLE CA723
CARLISLE CASTLE CA806
CARLISLE CASTLE CA808
CARLISLE CASTLE CA831
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
DENTON HOLME DH1090
DENTON HOLME DH22
DENTON HOLME DH3755
DENTON HOLME DH3812
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
DENTON HOLME DH4099
EUROPA EU3262
EUROPA EU3263
MIRA FLORES MF1534
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
MIRA FLORES MF1546
MIRA FLORES MF2716
MIRA FLORES MF3685
SEPIA SE11
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA SE2686
SEPIA SE3293
SEPIA SE3294
SEPIA SE3295
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA SE3296
SEPIA SE3756
SEPIA SE3884
SEPIA SE3887
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA SE3945
SEPIA SE3946
SEPIA SE3953
SEPIA SE3972
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA SE3975
SEPIA SE3976
SEPIA SE4023
SEPIA SE4027
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA SE763
SEPIA SE773
SEPIA SE775
SEPIA SE776
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA SE777
SEPIA SE778
SEPIA SE803
SEPIA WA 0143
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA WA 0145
SEPIA WA 0180
SEPIA WA 0181
SEPIA WA 0182
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA WA 0187
SEPIA WA 0267
SEPIA WA 0268
SEPIA WA 0436
WRECK Reg. No. Image
Appendix 2: Iron Barque Artefact Catalogue Images
SEPIA WA 0437
SEPIA WA 0482
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ249 2 Armament Bullet None Cartridges: copper/lead.
LONGJETTY
LJ307 1 Armament Bullet None Bullet head.
LONGJETTY
LJ353 3 Armament Bullet None Bullets: lead.
LONGJETTY
LJ375 2 Armament Bullet None Cartridges: copper.
LONGJETTY
LJ461 3 Armament Bullet None A) x 2 lead bullets. B) copper shell.
LONGJETTY
LJ492 2 Armament Bullet None Bullets: lead.
LONGJETTY
LJ523 5 Armament Bullet None A) x2 Bullets. B) x2 shells. C) 1 cartridge.
LONGJETTY
LJ230 1 Armament Bullet None Bullet cartridge.
LONGJETTY
LJ286 9 Armament Bullet None Bullets: pieces only.
LONGJETTY
LJ386 1 Armament Bullet None Bullet.
LONGJETTY
LJ595 1 Armament Bullet None Cartridge: complete.
LONGJETTY
LJ340 1 BarrełCase Container-Unidentified None Barrel hoop: brass.
LONGJETTY
LJ472 1 BarrełCase Unidentified None Cask lid.
LONGJETTY
LJ247 1 BarrełCase Unidentified N/A Wood piece.
LONGJETTY
LJ590 1 Bone Bone N/A Bone: beef.
LONGJETTY
LJ20 1 Building materials Brick Gartcraig Brick: clay ‘Gartcraig’.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ460 1 Building materials Brick Burtt Brick: clay inscribed ‘Burtt’.
LONGJETTY
LJ55 2 Building materials Brick Gartcraig and NEW ...SURTMOO Bricks 1= red,’NEW ...SURTMOO...’ 2=’Gartcraig’
LONGJETTY
LJ255 1 Building materials Brick GARTCRAIG Brick: pink marked ‘GARTCRAIG’
LONGJETTY
LJ322 1 Building materials Brick None Brick.
LONGJETTY
LJ360 1 Building materials Brick GARTCRAIG Brick: cream marked ‘Gartcraig’.
LONGJETTY
LJ389 1 Building materials Brick GARTCRAIG Brick: dark fired marked ‘Gartcraig’. Incomplete.
LONGJETTY
LJ399 2 Building materials Brick IIB Bricks: 1=coarse cream, 2 cream ‘I I B”
LONGJETTY
LJ412 1 Building materials Brick ‘..nkikk, ..tfnt’ Brick 1/2, cream,’..nkikk, ..tfnt’
LONGJETTY
LJ422 1 Building materials Brick A Patrick & Co Crown Brand Brick: cream ‘A Patrick & Co Crown Brand’
LONGJETTY
LJ482 1 Building materials Brick ‘..nkikk, ..tfnt’ Brick: cream.
LONGJETTY
LJ525 1 Building materials Brick GARTCRAIG Brick: marked ‘ Gartcraig’
LONGJETTY
LJ332 1 Building materials Brick marked ‘I I B’. Brick: cream
LONGJETTY
LJ329 1 Building materials Fastening N/A De-concretion. A) long large bolt. B) iron nails.
LONGJETTY
LJ5 1 Building materials Fastening N/A Nail: head forged.
LONGJETTY
LJ33 1 Building materials Fastening N/A Bolt: poss. from Jetty structure.
LONGJETTY
LJ177 1 Building materials Fastening N/A Nail w/ washer: copper.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ179 1 Building materials Fastening N/A Screw: brass.
LONGJETTY
LJ505 1 Building materials Fastening N/A Screw: copper/brass.
LONGJETTY
LJ564 2 Building materials Fencing N/A Fence pickets: Jarrah.
LONGJETTY
LJ579 1 Building materials Handle None Door knob: ceramic.
LONGJETTY
LJ11 1 Building materials Iron N/A Bar: iron.
LONGJETTY
LJ212 1 Building materials Rope N/A Wire rope.
LONGJETTY
LJ162 1 Building materials Slate MASE Tile: Mase.
LONGJETTY
LJ385 1 Building materials Slate None Terracotta tile fragment.
LONGJETTY
LJ1 1 Building materials Slate None Roofing slate: section only.
LONGJETTY
LJ165 1 Building materials Slate None Roofing slate: section only.
LONGJETTY
LJ195 2 Building materials Slate None Roofing slate: large piece and fragments.
LONGJETTY
LJ211 1 Building materials Slate None Roofing slate section.
LONGJETTY
LJ587 1 Building materials Slate None Slate lump.
LONGJETTY
LJ79 1 Building materials Unidentified None Tube w/ copper rivets and leather.
LONGJETTY
LJ611 1 Building materials Unidentified N/A Jarrah plank: sleeper?
LONGJETTY
LJ112 1 Clay Pipes BEN NEVIS Clay pipe: marked ‘BEN NEVIS G....Y’.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ246 1 Clay Pipes Cog wheel edge Clay pipe in concretion: w/ cog wheel edge.
LONGJETTY
LJ266 2 Clay Pipes Ben Nevis Cutty Clay pipe bowls: 1 w/ ‘Ben Nevis*Cutty’.
LONGJETTY
LJ552 1 Clay Pipes None Clay pipe: plain.
LONGJETTY
LJ160 2 Clay Pipes None Pipe bowls: 1 in concretion.
LONGJETTY
LJ200 1 Clay Pipes None Clay pipe: plain bowl w/ broken stem, 1”.
LONGJETTY
LJ253 1 Clay Pipes 105 Pipe stem marked 105
LONGJETTY
LJ320 2 Clay Pipes ‘Ben Nevis * Cutty’ on bowl. 39 on stem. BenNevis on stem...53
Pipe bowl
LONGJETTY
LJ345 3 Clay Pipes None Pipe bowls x 2 plus 1 pipe fragment.
LONGJETTY
LJ476 2 Clay Pipes Portcullis mark A) Clay pipe bowl: half only w/ Portcullis mark. B) Clay pipe bowl: w/ partstem. Both used.
LONGJETTY
LJ541 1 Clay Pipes Leaf stem Pipe stem w/ leaf stem.
LONGJETTY
LJ557 1 Clay Pipes None Clay pipe bowl: plain and complete w/ part stem.
LONGJETTY
LJ582 1 Clay Pipes None Clay pipe: plain w/ 1.5 “ stem broken.
LONGJETTY
LJ196 1 Container Container-Food None Fruit bottle: glass.
LONGJETTY
LJ276 1 Container Container-Food None Fruit bottle: glass.
LONGJETTY
LJ476 2 Container Container-Food None Glass fruit bottles.
LJ LJ388 1 Container Container-Food None Container: concreted sardine tin.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ407 1 Container Container-Food Pickle jar None Pickle jar: glass.
LONGJETTY
LJ28 2 Container Container-Food Pickle jar None Pickle jars: glass.
LONGJETTY
LJ36 1 Container Container-Food Pickle jar None Pickle jar: small.
LONGJETTY
LJ43 1 Container Container-Food Pickle jar None Pickle jar: glass.
LONGJETTY
LJ86 1 Container Container-Food Pickle jar None Pickle jar
LONGJETTY
LJ186 1 Container Container-Food Pickle jar None Pickle bottle: glass.
LONGJETTY
LJ242 1 Container Container-Food Pickle jar None Pickle bottle: glass.
LONGJETTY
LJ348 1 Container Container-Food Pickle jar None Pickle bottle: glass.
LONGJETTY
LJ436 2 Container Container-Food Pickle jar Calcutta Pickle jars ‘Calcutta’: glass.
LONGJETTY
LJ487 1 Container Container-Food Pickle jar None Pickle jar: clear glass.
LONGJETTY
LJ528 1 Container Container-Food Pickle jar None Pickle bottle: glass.
LONGJETTY
LJ536 1 Container Container-Food Pickle jar None Pickle jar: clear glass.
LONGJETTY
LJ537 1 Container Container-Food Pickle jar None Pickle jar: green glass.
LONGJETTY
LJ8 1 Container Container-Food Pickle jar None Pickle jar neck and part of lip: green, 6 sided.
LONGJETTY
LJ8 1 Container Container-Food Pickle jar None Pickling jar base: blue.
LONGJETTY
LJ62 2 Container Container-Food Pickle jar None Pickle bottle.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ348 1 Container Container-Food Pickle jar None Pickle bottle: glass.
LONGJETTY
LJ192 1 Container Container-Food Salad oil bottle None Salad oil bottle base only: large.
LONGJETTY
LJ75 1 Container Container-Food Sauce bottle None Condiment bottle.
LONGJETTY
LJ110 1 Container Container-Food Sauce bottle None Condiment bottle: glass.
LONGJETTY
LJ129 2 Container Container-Food Sauce bottle Lea & Perrins Lea + Perrins Sauce bottles w/ contents.
LONGJETTY
LJ408 1 Container Container-Food Sauce bottle None Glass sauce bottle: rectangular.
LONGJETTY
LJ558 1 Container Container-Food Sauce bottle None Sauce bottle: glass.
LONGJETTY
LJ578 1 Container Container-Industrial None Earthenware lid: large.
LONGJETTY
LJ601 1 Container Container-Inks/Mucilage Cabin/Boat Ink None Ink bottle: glass.
LONGJETTY
LJ244 1 Container Container-Inks/Mucilage Penny Ink None Stoneware ink bottle: small.
LONGJETTY
LJ88 1 Container Container-Inks/Mucilage Penny Ink None Stoneware ink jar.
LONGJETTY
LJ52 2 Container Container-Inks/Mucilage Penny Ink None Jar neck w/ cork. Jar similar to LJ 88
LONGJETTY
LJ336 1 Container Container-Inks/Mucilage Penny Ink None Ink bottle: earthenware.
LONGJETTY
LJ424 3 Container Container-Inks/Mucilage Penny Ink 10 Doulton Lambeth Stoneware ink pot: w/ cork + sample of contents.
LONGJETTY
LJ59 1 Container Container-Inks/Mucilage Penny Ink None Ink bottle: clear glass.
LONGJETTY
LJ6 15 Container Container-Liquor None Glass bottles: dark. Exposure
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ76 19 Container Container-Liquor None Glass bottles: black w/ round shouldered uniform top.
LONGJETTY
LJ416 1 Container Container-Liquor None Glass bottle: dark.
LONGJETTY
LJ84 1 Container Container-Liquor None Glass bottle: small black w/ sloping shoulders and uniform top.
LONGJETTY
LJ76 11 Container Container-Liquor None Glass bottles: black w/ round shouldered uniform top.
LONGJETTY
LJ89 1 Container Container-Liquor Beer bottle None Stoneware bottle: Stout.
LONGJETTY
LJ21 3 Container Container-Liquor Beer bottle None Glass bottles: small green, ring seal.
LONGJETTY
LJ26 5 Container Container-Liquor Beer bottle None Glass bottles: dark.
LONGJETTY
LJ31 2 Container Container-Liquor Beer bottle None Glass bottles: dark.
LONGJETTY
LJ34 1 Container Container-Liquor Beer bottle None Glass bottles: small ring seal beer.
LONGJETTY
LJ70 2 Container Container-Liquor Beer bottle None Bottles ring seal: beer.
LONGJETTY
LJ97 14 Container Container-Liquor Beer bottle None Bottles, black, glass. Similar to 5 or 6 gallon but smaller.
LONGJETTY
LJ147 1 Container Container-Liquor Beer bottle None Glass bottle: green.
LONGJETTY
LJ191 1 Container Container-Liquor Beer bottle None Glass bottle neck and lead cap.
LONGJETTY
LJ221 1 Container Container-Liquor Beer bottle Johnsons Liverpool Glass bottle: green. ‘Johnsons Liverpool’.
LONGJETTY
LJ239 1 Container Container-Liquor Beer bottle None Glass bottle: small green.
LONGJETTY
LJ328 1 Container Container-Liquor Beer bottle None Glass bottle: green w/ broken top.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ499 1 Container Container-Liquor Beer bottle None Glass bottle: green.
LONGJETTY
LJ527 1 Container Container-Liquor Beer bottle None Glass bottle: dark green.
LONGJETTY
LJ594 2 Container Container-Liquor Beer bottle None Glass bottle necks: light green w/lead seals.
LONGJETTY
LJ125 1 Container Container-Liquor Beer bottle None Small green glass bottle w/ ring top.
LONGJETTY
LJ3 1 Container Container-Liquor Beer bottle None Bottle neck: w/ cork.
LONGJETTY
LJ483 2 Container Container-Liquor Beer bottle None A) bottle neck w/ cork. B) moulded glass base.
LONGJETTY
LJ87 1 Container Container-Liquor Beer bottle None Bottle: small green.
LONGJETTY
LJ30 10 Container Container-Liquor Beer bottle None Glass bottle: dark.
LONGJETTY
LJ615 2 Container Container-Liquor Beer bottle None Glass bottle neck w/ cork.
LONGJETTY
LJ13 2 Container Container-Liquor Beer bottle None Beer bottles ring sealed: small.
LONGJETTY
LJ32 1 Container Container-Liquor Beer bottle None Glass bottle: green.
LONGJETTY
LJ46 1 Container Container-Liquor Beer bottle None Glass bottle base: green small.
LONGJETTY
LJ57 8 Container Container-Liquor Beer bottle None Glass bottles: green, black 1 w/ ring seal.
LONGJETTY
LJ67 1 Container Container-Liquor Beer bottle None Glass bottle: green.
LONGJETTY
LJ68 2 Container Container-Liquor Beer bottle None Glass bottle: green w/ cork.
LONGJETTY
LJ70 23 Container Container-Liquor Beer bottle None Bottles: ring seals, beer.(1 only w/ cork)
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ78 3 Container Container-Liquor Beer bottle None Glass bottles: green.
LONGJETTY
LJ84 4 Container Container-Liquor Beer bottle None Glass bottles: black, small w/ sloping shoulders and uniform tops.
LONGJETTY
LJ95 1 Container Container-Liquor Beer bottle None Glass bottle: ring seal beer w/ contents.
LONGJETTY
LJ96 1 Container Container-Liquor Beer bottle None Glass bottle: w/ crown seal.
LONGJETTY
LJ99 1 Container Container-Liquor Beer bottle None Blob top bottle.
LONGJETTY
LJ111 1 Container Container-Liquor Beer bottle None Small beer bottle: amber. Fresh break in neck.
LONGJETTY
LJ114 3 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ117 1 Container Container-Liquor Beer bottle P.B.E. Co Ring seal beer bottle: P.B.E. Co’??
LONGJETTY
LJ134 9 Container Container-Liquor Beer bottle None Glass bottles: dark. Similar to 5 or 6 gallon but small w/ machined base +kickups.
LONGJETTY
LJ146 1 Container Container-Liquor Beer bottle None Amber beer bottle.
LONGJETTY
LJ197 2 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ208 1 Container Container-Liquor Beer bottle None Glass bottle: blob top corker w/ flat bottom.
LONGJETTY
LJ220 6 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ225 1 Container Container-Liquor Beer bottle None Glass bottle: black and broken sample.
LONGJETTY
LJ295 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ339 1 Container Container-Liquor Beer bottle None Glass blob top bottle w/ cork.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ381 2 Container Container-Liquor Beer bottle None Glass bottle fragments: green.
LONGJETTY
LJ409 1 Container Container-Liquor Beer bottle None Green glass bottle: 3 piece mould.
LONGJETTY
LJ418 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ473 4 Container Container-Liquor Beer bottle None Glass bottles: green.
LONGJETTY
LJ474 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ485 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ486 1 Container Container-Liquor Beer bottle None Glass bottles: green, small.
LONGJETTY
LJ488 1 Container Container-Liquor Beer bottle None Glass bottle: green w/ blob top.
LONGJETTY
LJ503 2 Container Container-Liquor Beer bottle None Glass bottles: green.
LONGJETTY
LJ511 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ512 1 Container Container-Liquor Beer bottle None Glass bottle: dark green.
LONGJETTY
LJ513 1 Container Container-Liquor Beer bottle None Glass bottle: light green.
LONGJETTY
LJ526 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ547 1 Container Container-Liquor Beer bottle None Glass bottle: green, repaired
LONGJETTY
LJ31 1 Container Container-Liquor Beer bottle None Bottle: dark.
LONGJETTY
LJ2 15 Container Container-Liquor Beer bottle 6 to the gallon Glass bottles:”6 to the gallon”
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ21 1 Container Container-Liquor Beer bottle None Bottles: small green w/ ring seal glass.
LONGJETTY
LJ34 15 Container Container-Liquor Beer bottle None Glass bottles: small ring seal beer.
LONGJETTY
LJ97 2 Container Container-Liquor Beer bottle None Glass bottles: black similar to 5 or 6 gallon but smaller.
LONGJETTY
LJ134 1 Container Container-Liquor Beer bottle None Glass bottle: dark. Similar to 5 or 6 gallon but smaller w/ machined base andkickups.
LONGJETTY
LJ642 1 Container Container-Liquor Beer bottle JOHNSON LIVERPOOL Glass bottle: small green beer w/ Uniform top “JOHNSON LIVERPOOL”.
LONGJETTY
LJ8 3 Container Container-Liquor Beer bottle None Black glass: 2 bottle necks and 1 base.
LONGJETTY
LJ59 1 Container Container-Liquor Beer bottle None Neck section: of cylindrical blob head bottle.
LONGJETTY
LJ77 11 Container Container-Liquor Beer bottle None Glass bottles: ring seal beer.
LONGJETTY
LJ151 4 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ172 4 Container Container-Liquor Beer bottle None Glass bottles: black beer.
LONGJETTY
LJ190 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ207 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ232 1 Container Container-Liquor Beer bottle None Glass: black.
LONGJETTY
LJ237 3 Container Container-Liquor Beer bottle None Glass bottles: black. 2 small 1 large.
LONGJETTY
LJ279 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ317 3 Container Container-Liquor Beer bottle None Glass bottles: black.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ338 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ354 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ382 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ390 1 Container Container-Liquor Beer bottle None Glass bottle: black.
LONGJETTY
LJ403 4 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ435 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ524 ? Container Container-Liquor Beer bottle None Glass bottles: ring seal beer.
LONGJETTY
LJ535 4 Container Container-Liquor Beer bottle None Glass bottles: black x 2 and fragments.
LONGJETTY
LJ548 3 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ554 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ70 11 Container Container-Liquor Beer bottle None Bottles: ring seals, beer.
LONGJETTY
LJ2 2 Container Container-Liquor Beer bottle 6 to the gallon Glass bottles
LONGJETTY
LJ4645 2 Container Container-Liquor Beer bottle Johnsons & Co Liverpool. Compass rosetrademark.
Tin coated lead bottle capsule embossed with Johnsons & Co Liverpool.Compass rose trademark.
LONGJETTY
LJ4666 1 Container Container-Liquor Beer bottle Betts Patent Metallic Capsule Tin coated lead bottle capsule embossed with Betts Patent Metallic Capsule
LJ LJ70 2 Container Container-Liquor Beer bottle None Bottles ring seal: beer.
LONGJETTY
LJ339 1 Container Container-Liquor Beer bottle None Glass blob top bottle w/ cork.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ485 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ425 2 Container Container-Liquor Beer bottle None Glass bottles: black.
LONGJETTY
LJ4678 2 Container Container-Liquor Beer bottle None Bottle sherds: green ring seal neck fragments
LONGJETTY
LJ293 1 Container Container-Liquor Hip flask None Glass bottle: flat hip flask. Clear.
LONGJETTY
LJ321 1 Container Container-Liquor Hip flask None Glass bottle: hip flask.
LONGJETTY
LJ29 1 Container Container-Liquor Spirit bottle None Stoneware bottle: Gin.
LONGJETTY
LJ83 1 Container Container-Liquor Spirit bottle None Glass bottle: green whiskey type.
LONGJETTY
LJ94 2 Container Container-Liquor Spirit bottle None Glass bottles: black whisky type.
LONGJETTY
LJ61 1 Container Container-Liquor Spirit bottle None Case bottle: neck section only.
LONGJETTY
LJ93 1 Container Container-Liquor Spirit bottle None Glass spirits bottle: green w/ contents.
LONGJETTY
LJ94 3 Container Container-Liquor Spirit bottle None Bottles: black whisky type. 1 w/ repaired neck.
LONGJETTY
LJ127 1 Container Container-Liquor Spirit bottle Gaelic whisky Gaelic whisky bottle: glass.
LONGJETTY
LJ231 1 Container Container-Liquor Spirit bottle None Glass bottle: Case gin neck.
LONGJETTY
LJ300 1 Container Container-Liquor Spirit bottle None Case gin bottle neck.
LONGJETTY
LJ466 1 Container Container-Liquor Spirit bottle None Square bottle fragment: Schnapps.
LONGJETTY
LJ8 1 Container Container-Liquor Spirit bottle None Case bottle base section: black.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ124 1 Container Container-Liquor Wine bottle None Wine bottle: green.
LONGJETTY
LJ394 1 Container Container-Liquor (?) None Glass bottle base: Liquor bottle?
LONGJETTY
LJ101 1 Container Container-Liquor? None Glass bottle: brown.
LONGJETTY
LJ4660 1 Container Container-Liquor? Tree and crown Tin coated lead bottle capsule embossed with Tree and crown emblem.Manufacturer unknown (Copperplate writing illegible).
LONGJETTY
LJ188 1 Container Container-Liquor? None Bottle seal and neck: glass/pewter.
LONGJETTY
LJ243 1 Container Container-Medicine Singletons Golden eye ointment. Ointment lid: embossed.
LONGJETTY
LJ169 1 Container Container-Medicine None Glass bottle: medicine?
LONGJETTY
LJ284 1 Container Container-Medicine None Glass bottle: brown.
LONGJETTY
LJ318 1 Container Container-Medicine None Glass bottle: small brown.
LONGJETTY
LJ451 1 Container Container-Medicine None Glass medicine bottle: small w/ cork.
LONGJETTY
LJ152 1 Container Container-Medicine None Medicine bottle w/ cork
LONGJETTY
LJ570 2 Container Container-Medicine None Medicine bottle: small, clear glass w/ cork.
LONGJETTY
LJ98 1 Container Container-Medicine None Medicine bottle: clear glass-rectangular.
LONGJETTY
LJ105 1 Container Container-Medicine None Medicine bottle with cork.
LONGJETTY
LJ118 2 Container Container-Medicine None Medicine bottle 1 w/ cork.
LONGJETTY
LJ154 1 Container Container-Medicine Mrs Winslows Soothing Syrup Bottle : Mrs Winslows Soothing Syrup.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ156 1 Container Container-Medicine None Medicine bottle: top broken.
LONGJETTY
LJ166 1 Container Container-Medicine Western Wizard Oil Glass bottle: ‘Western Wizard Oil’.
LONGJETTY
LJ168 1 Container Container-Medicine Jacobs Oil Glass bottle: Jacobs Oil.
LONGJETTY
LJ217 1 Container Container-Medicine None Glass bottle: small- embossed w/ cork and contents of Eucalyptus oil.
LONGJETTY
LJ374 1 Container Container-Medicine None Glass Medicine bottle: rectangular.
LONGJETTY
LJ600 1 Container Container-Medicine Syrup Erkins Glass base: small. ‘Syrup Erkins’
LONGJETTY
LJ602 1 Container Container-Medicine None Glass bottle neck: blue.
LONGJETTY
LJ180 1 Container Container-Medicine None Glass lid: medicine bottle
LONGJETTY
LJ59 1 Container Container-Medicine D Medicine bottle: Clear glass. Marked ‘D’.
LONGJETTY
LJ59 1 Container Container-Medicine None Medicine bottle: clear w/ threaded lip.
LONGJETTY
LJ502 1 Container Container-Medicine ENO’S ...RVESCING ...UIT SALT Bottle base: green. Marked “...ENO’S ...RVESCING ...UIT SALT”
LONGJETTY
LJ226 1 Container Container-Medicine None Medicine bottle: clear.
LONGJETTY
LJ226 1 Container Container-Medicine None Medicine bottle: black.
LONGJETTY
LJ152 1 Container Container-Medicine None Medicine bottle w/ cork
LONGJETTY
LJ452 Container Container-Medicine Eno’s fruit salts Eno’s fruit salts
LONGJETTY
LJ98 1 Container Container-Medicine None Medicine bottle: clear glass-rectangular.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ234 1 Container Container-Medicine Singletons Golden Eye Ointment Lid: Singletons Golden Eye Ointment
LONGJETTY
LJ58 1 Container Container-Medicine Castor oil None Castor oil bottle: blue glass.
LONGJETTY
LJ164 1 Container Container-SoftDrink/Mineral Water
None Maugham Bottle: flat bottomed.
LONGJETTY
LJ271 1 Container Container-SoftDrink/Mineral Water
Gipsland Hop Bitters Glass bottle: Gipsland Hop Bitters.
LONGJETTY
LJ301 1 Container Container-SoftDrink/Mineral Water
None Glass bitters bottle neck.
LONGJETTY
LJ22 1 Container Container-SoftDrink/Mineral Water
Soda bottle None Stoneware bottle: cream.
LONGJETTY
LJ15 1 Container Container-SoftDrink/Mineral Water
Soda bottle None Glass bottle: w/ marble.
LONGJETTY
LJ37 1 Container Container-SoftDrink/Mineral Water
Soda bottle Lamont Patent. Glass bottle: Lamont Patent.
LONGJETTY
LJ41 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton Patent Bottle base: torpedo type base. Blue glass.
LONGJETTY
LJ56 2 Container Container-SoftDrink/Mineral Water
Soda bottle Charles Allen Codd Bottles: small. A) Volcanic type. B) Charles Allen.
LONGJETTY
LJ71 2 Container Container-SoftDrink/Mineral Water
Soda bottle W. Letchford Glass bottles: Codd type W. Letchford.
LONGJETTY
LJ85 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton Patent Glass bottle: Rowlands torpedo w/ broken neck.
LONGJETTY
LJ167 1 Container Container-SoftDrink/Mineral Water
Soda bottle Herbert’s Lemonade Glass bottle: Herbert’s Lemonade.
LONGJETTY
LJ206 1 Container Container-SoftDrink/Mineral Water
Soda bottle Codd Patent Glass cod bottle w/ marble.
LONGJETTY
LJ287 2 Container Container-SoftDrink/Mineral Water
Soda bottle Hoskins Glass bottles: Codd’s Patent ‘Hoskins’.
LONGJETTY
LJ356 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton Patent Glass bottle: ‘Hamilton’s’ Rowlands.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ371 1 Container Container-SoftDrink/Mineral Water
Soda bottle Codd Patent Glass bottle: ‘Codd’ w/ marble
LONGJETTY
LJ405 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton Patent Glass bottle: ‘Hamiltons’.
LONGJETTY
LJ538 1 Container Container-SoftDrink/Mineral Water
Soda bottle Crowder + Letchford Glass bottle: broken Maughams Patent ‘Crowder +Letchford’.
LONGJETTY
LJ65 1 Container Container-SoftDrink/Mineral Water
Soda bottle Charles Allen Lamont bottle: w/ stopper inscribed ‘Charles Allen’.
LONGJETTY
LJ66 2 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham Patent Maugham bottles: glass.
LONGJETTY
LJ72 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton Patent Hamilton glass bottle: torpedo type.
LONGJETTY
LJ73 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham Patent Maugham glass bottle: flat bottomed.
LONGJETTY
LJ91 1 Container Container-SoftDrink/Mineral Water
Soda bottle Coca Cola Bottle: Coca Cola.
LONGJETTY
LJ108 1 Container Container-SoftDrink/Mineral Water
Soda bottle Darner and Co.Lamont patent
Lamont patent bottle: Darner and Co.
LONGJETTY
LJ109 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham Patent Glass bottle: Maugham Patent. Blob top corker w/flat bottom.
LONGJETTY
LJ133 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Soda bottle: glass.
LONGJETTY
LJ135 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Maugham patent bottle: flat bottomed w/ blob top corker.
LONGJETTY
LJ139 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Maugham patent bottle: flat bottomed w/ blob top corker.
LONGJETTY
LJ150 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Maugham Patent bottle: flat bottomed w/ blob top corker.
LONGJETTY
LJ161 1 Container Container-SoftDrink/Mineral Water
Soda bottle Singapore StraitsCoff Patent
Codd bottle: Singapore Straits.
LONGJETTY
LJ181 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Maugham bottle: flat bottomed.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ205 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Maughams Patent Bottle: glass.
LONGJETTY
LJ222 1 Container Container-SoftDrink/Mineral Water
Soda bottle Coff Patent Codd bottle: Green w/ round shoulders and unfinished top.
LONGJETTY
LJ223 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Maugham bottle: flat bottomed w/ lob top corker.
LONGJETTY
LJ236 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton patent Rowlands Hamilton bottle: plain torpedo.
LONGJETTY
LJ277 1 Container Container-SoftDrink/Mineral Water
Soda bottle C LaddLamont patent
Glass Lamont bottle: ‘C Ladd’.
LONGJETTY
LJ294 1 Container Container-SoftDrink/Mineral Water
Soda bottle Crowder & Co. Glass bottle: Lamont patent “Crowder & Co”
LONGJETTY
LJ296 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Glass bottle: Maugham - flat bottomed.
LONGJETTY
LJ302 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton patent Hamilton bottle base: blue.
LONGJETTY
LJ304 2 Container Container-SoftDrink/Mineral Water
Soda bottle Downer + CoMaugham patent
Glass bottle: Maugham patent “Downer + Co”.
LONGJETTY
LJ366 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton patent Glass bottle: blue torpedo, clear.
LONGJETTY
LJ367 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Glass bottle: flat bottomed w/ blob top corker. “Maugham Patent”
LONGJETTY
LJ368 1 Container Container-SoftDrink/Mineral Water
Soda bottle Joses GeraldtonHamilton patent
Glass bottle: Joses Geraldton Hamilton patent. Not returned, No’ incorrect.
LONGJETTY
LJ378 1 Container Container-SoftDrink/Mineral Water
Soda bottle Crowder & LetchfordMaugham patent
Glass bottle: Maughams Patent ‘ Crowder + Letchford’.
LONGJETTY
LJ406 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Glass bottle: flat bottomed w/ blob top. Maughams Patent.
LONGJETTY
LJ410 1 Container Container-SoftDrink/Mineral Water
Soda bottle Joses Gran Glass bottle base: dark blue torpedo. Hamilton ‘Joses Gran’ ?
LONGJETTY
LJ434 1 Container Container-SoftDrink/Mineral Water
Soda bottle Hamilton patent Glass bottle: Hamilton. Clear and embossed.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ437 1 Container Container-SoftDrink/Mineral Water
Soda bottle Royal German Spa Glass dump bottle: ‘Royal German Spa’, light brown spa.
LONGJETTY
LJ441 1 Container Container-SoftDrink/Mineral Water
Soda bottle Anchor Trademark Portsmouth Glass bottle: Hamilton
LONGJETTY
LJ446 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Glass bottle: flat bottomed w/ blob top corker. Maughams Patent.
LONGJETTY
LJ471 1 Container Container-SoftDrink/Mineral Water
Soda bottle Maugham patent Glass bottle: flat bottomed w/ blob top. Maughams Patent.
LONGJETTY
LJ502 1 Container Container-SoftDrink/Mineral Water
Soda bottle W. Letchworth. Fremantle Glass bottle: w/ marble ‘W. Letchworth. Fremantle’
LONGJETTY
LJ502 1 Container Container-SoftDrink/Mineral Water
Soda bottle M. McDonald. Franklin St. Melbourne Glass bottle: torpedo type. ‘M. McDonald. Franklin St. Melbourne’
LONGJETTY
LJ59 1 Container Container-SoftDrink/Mineral Water
Soda bottle Glass bottle: ginger beer type.
LONGJETTY
LJ153 1 Container Container-SoftDrink/Mineral Water
Soda bottle Embossed Hamilton patent Hamilton fragment: embossed.
LONGJETTY
LJ130 1 Container Container-Toiletries J. Delcroix London. by Appointment 156 NewBond St
Porcelain jar lid: embossed- J. Delcroix London. by Appointment 156 New BondSt.
LONGJETTY
LJ478 1 Container Container-Toiletries None Jar lid: white ceramic.
LONGJETTY
LJ250 1 Container Container-Toiletries None Glass stopper from perfume bottle.
LONGJETTY
LJ274 2 Container Container-Toiletries None Perfume bottles: glass 1 w/ cork.
LONGJETTY
LJ343 1 Container Container-Toiletries None Glass medicine/perfume bottle: small w/ cork and contents.
LONGJETTY
LJ357 1 Container Container-Toiletries None Perfume bottle: glass.
LONGJETTY
LJ59 1 Container Container-Toiletries None Perfume bottle: w/ cork. Clear glass.
LONGJETTY
LJ149 1 Container Container-Unidentified M Kennedy Barrowfield 30 Pottery Stoneware bottle: marked ‘M Kennedy Barrowfield 30 Pottery’.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ359 1 Container Container-Unidentified Makers- St Helens Lion Bros. Limited. Jar lid: handmade.
LONGJETTY
LJ402 1 Container Container-Unidentified None Stoneware bottle.
LONGJETTY
LJ417 2 Container Container-Unidentified Marked ‘M.Kennedy Barrowfield 24 PotteryGlasgow’
Stoneware bottle: white plus bottle neck w/ cork.
LONGJETTY
LJ484 1 Container Container-Unidentified None Jar and contents: complete.
LONGJETTY
LJ551 1 Container Container-Unidentified None Stoneware jar: incomplete.
LONGJETTY
LJ1705 1 Container Container-Unidentified Thick blue band Stoneware pot: incomplete w/ thick blue band on rim.
LONGJETTY
LJ511 1 Container Container-Unidentified None Earthenware sherd.
LONGJETTY
LJ51 1 Container Container-Unidentified None Stoneware jar: wall sherd.
LONGJETTY
LJ53 1 Container Container-Unidentified None I) 1 x Straight sided jar section.
LONGJETTY
LJ63 2 Container Container-Unidentified None F) Stoneware jar sherd. G) Large stoneware jar sherd.
LONGJETTY
LJ50 1 Container Container-Unidentified None Jar lid: white.
LONGJETTY
LJ180 1 Container Container-Unidentified None Pot lid base.
LONGJETTY
LJ365 2 Container Container-Unidentified None Stoneware sherds: brown and cream.
LONGJETTY
LJ365 1 Container Container-Unidentified None Earthenware rim: w/ hole part.
LONGJETTY
LJ365 4 Container Container-Unidentified None Large jar base: salt-glazed and 3 fragments.
LONGJETTY
LJ365 1 Container Container-Unidentified None Rim sherd: white glaze.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ455 3 Container Container-Unidentified None Asian jar: dark brown and complete.
LONGJETTY
LJ468 1 Container Container-Unidentified marked ‘Walte...LA...Chester.Hol...LON..’ Stoneware sherd
LONGJETTY
LJ468 1 Container Container-Unidentified None Base sherd: earthenware/Terracotta.
LONGJETTY
LJ53 1 Container Container-Unidentified None Straight sided jar sherd.
LONGJETTY
LJ35 1 Container Container-Unidentified None Glass bottle: black in concretion.
LONGJETTY
LJ337 1 Container Container-Unidentified None Glass bottle: clear.
LONGJETTY
LJ562 1 Container Container-Unidentified None Glass fragment.
LONGJETTY
LJ16 1 Container Container-Unidentified None Glass fragment.
LONGJETTY
LJ40 2 Container Container-Unidentified None Bottle bases: black and green. One fluted.
LONGJETTY
LJ115 1 Container Container-Unidentified None Glass bottle: light.
LONGJETTY
LJ122 2 Container Container-Unidentified None Bottle neck fragments: 1 blue, 1 black w/ cork.
LONGJETTY
LJ142 1 Container Container-Unidentified None Glass bottle w/ cork.
LONGJETTY
LJ145 2 Container Container-Unidentified None Glass pot w/ cork.
LONGJETTY
LJ155 1 Container Container-Unidentified None Glass bottle.
LONGJETTY
LJ202 3 Container Container-Unidentified None Glass bottles: small. 1 white glass, 1 round, 1 rectangular.
LONGJETTY
LJ238 1 Container Container-Unidentified P & F BE Co Glass bottle: “P & F BE Co”
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ272 2 Container Container-Unidentified None Glass bottle: clear w/ corks.
LONGJETTY
LJ278 1 Container Container-Unidentified None Glass bottle: clear small.
LONGJETTY
LJ303 2 Container Container-Unidentified None Glass bottle neck w/ glass stopper.
LONGJETTY
LJ333 1 Container Container-Unidentified None Glass bottle: clear square.
LONGJETTY
LJ352 1 Container Container-Unidentified None Glass bottle w/ cork and top.
LONGJETTY
LJ355 1 Container Container-Unidentified None Glass bottle: brown.
LONGJETTY
LJ404 1 Container Container-Unidentified None Glass bottle: square.
LONGJETTY
LJ443 1 Container Container-Unidentified None Bottle neck w/ cork.
LONGJETTY
LJ447 1 Container Container-Unidentified None Bottle w/ cork in concretion.
LONGJETTY
LJ470 1 Container Container-Unidentified None Glass bottle: rectangular, clear.
LONGJETTY
LJ540 1 Container Container-Unidentified None Glass bottle: clear.
LONGJETTY
LJ573 3 Container Container-Unidentified None Glass neck cap and concretion.
LONGJETTY
LJ585 2 Container Container-Unidentified None Neck and cap: glass.
LONGJETTY
LJ598 1 Container Container-Unidentified None Glass bottle: small clear.
LONGJETTY
LJ613 1 Container Container-Unidentified None Glass bottle: small, dark and shouldered. For experiments.
LONGJETTY
LJ614 9 Container Container-Unidentified None Glass bottle: necks x 6 plus 3 corks (lost tags).
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ8 1 Container Container-Unidentified None Glass sherd: etched part of rim?
LONGJETTY
LJ8 1 Container Container-Unidentified None Glass bottle neck: clear.
LONGJETTY
LJ9 3 Container Container-Unidentified None Glass bottle sherds.
LONGJETTY
LJ60 2 Container Container-Unidentified None Glass fragments: NOT RETAINED.
LONGJETTY
LJ64 11 Container Container-Unidentified None Glass Bottles: black. NOT RETAINED?
LONGJETTY
LJ185 2 Container Container-Unidentified None Glass bottles.
LONGJETTY
LJ12 1 Container Container-Unidentified None Concretion: w/ glass, bone, pottery.
LONGJETTY
LJ126 1 Container Container-Unidentified None Pot remains: enamel.
LONGJETTY
LJ163 1 Container Container-Unidentified None Rim of tin can remains plus rope.
LONGJETTY
LJ175 2 Container Container-Unidentified None Concretions: w/ conc of tin can, one with glass (thrown out).
LONGJETTY
LJ201 1 Container Container-Unidentified None Concretion of can: 4”
LONGJETTY
LJ396 1 Container Container-Unidentified N/A Ring from tin can base.
LONGJETTY
LJ413 1 Container Container-Unidentified N/A Ring from tin can.
LONGJETTY
LJ426 1 Container Container-Unidentified None Tin can concretion.
LONGJETTY
LJ429 1 Container Container-Unidentified None Lid and handle: concreted.
LONGJETTY
LJ514 1 Container Container-Unidentified None Lid in concretion: enamel.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ4643 6 Container-Closure Container-Food JT Morton Leadenhall St London Tin coated lead bottle capsule embossed with JT Morton Leadenhall St London
LONGJETTY
LJ42 1 Container-Closure Container-Food Sauce bottle None Glass stopper: light blue.
LONGJETTY
LJ4669 1 Container-Closure Container-Food Sauce bottle Louit Freres & Co Vinaigriers, Inventeurs de lamoutarde Diaphan(e) Bordeaux
Tin coated lead bottle capsule embossed with Louit Freres & Co Vinaigriers,Inventeurs de la moutarde Diaphan(e) Bordeaux
LONGJETTY
LJ4648 1 Container-Closure Container-Liquor Gustav Kupper. Eagle on star emblem trademark. Tin coated lead bottle capsule embossed with Gustav Kupper. eagle on staremblem trademark.
LONGJETTY
LJ4665 2 Container-Closure Container-Liquor John Robertson & Son Dundee withtriangle/clover and JR*D initial trademark.
Tin coated lead bottle capsule embossed with John Robertson & Son Dundeewith triangle/clover and JR*D initial trademark.
LONGJETTY
LJ501 1 Container-Closure Container-Liquor None Cork.
LONGJETTY
LJ4633 2 Container-Closure Container-Liquor Beer bottle Read Bros, Bass & Co and red triangle trademark. Tin coated lead bottle capsule embossed with Read Bros, Bass & Co (includes Icork) and red triangle trademark
LONGJETTY
LJ4634 3 Container-Closure Container-Liquor Beer bottle Allsopps Pale Ale Byass, London and open palmtrademark
Tin coated lead bottle capsule embossed with Allsopps Pale Ale Byass, Londonand open palm trademark
LONGJETTY
LJ4635 5 Container-Closure Container-Liquor Beer bottle Boroughlock Brewery, Edinburgh and red insigniatrademark
Tin coated lead bottle capsule embossed with Boroughlock Brewery, Edinburghand red insignia trademark
LONGJETTY
LJ4636 3 Container-Closure Container-Liquor Beer bottle Robert Porter London, Bass & Co. with redtriangle trademark
Tin coated lead bottle capsule embossed with Robert Porter London, Bass &Co. with red triangle trademark
LONGJETTY
LJ4638 13 Container-Closure Container-Liquor Beer bottle Wm McEwan Edinburgh with hand holding globetrademark
Tin coated lead bottle capsule embossed with Wm McEwan Edinburgh with handholding globe trademark
LONGJETTY
LJ4641 5 Container-Closure Container-Liquor Beer bottle RB Byass, Bass & Company, London with redtriangle trademark.
Tin coated lead bottle capsule embossed with RB Byass, Bass & Company,London (includes I cork) with red triangle trademark.
LONGJETTY
LJ4642 2 Container-Closure Container-Liquor Beer bottle JT Barnard Edinburgh Breweries, The Royal Ale Tin coated lead bottle capsule embossed with JT Barnard Edinburgh Breweries,The Royal Ale (includes 1 neck & cork)
LONGJETTY
LJ4644 1 Container-Closure Container-Liquor Beer bottle Ashby & Company, Staines. Admiralty anchorwith stack and hawser trademark.
Tin coated lead bottle capsule embossed with Ashby & Company, Staines.Admiralty anchor with stack and hawser trademark.
LONGJETTY
LJ4646 1 Container-Closure Container-Liquor Beer bottle Allsopps India Pale Ale. Bishop trademark. Tin coated lead bottle capsule embossed with Allsopps India Pale Ale. Bishoptrademark.
LONGJETTY
LJ4649 2 Container-Closure Container-Liquor Beer bottle Tennent Pale Ale, Well Park Brewery. Red capitalT trademark.
Tin coated lead bottle capsule embossed with Tennent Pale Ale, Well ParkBrewery. red capital T trademark.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ4651 1 Container-Closure Container-Liquor Beer bottle Combe & Co Extra Stout London Tin coated lead bottle capsule embossed with Combe & Co Extra Stout London
LONGJETTY
LJ4652 4 Container-Closure Container-Liquor Beer bottle William Younger Abbey & Holyrood BreweriesEdinburgh.
Tin coated lead bottle capsule embossed with William Younger Abbey &Holyrood Breweries Edinburgh.
LONGJETTY
LJ4653 17 Container-Closure Container-Liquor Beer bottle Aitkens Pale Ale with capital A trademark. Tin coated lead bottle capsule embossed with Aitkens Pale Ale (includes 1 topof neck) with capital A trademark.
LONGJETTY
LJ4654 4 Container-Closure Container-Liquor Beer bottle Guinness Extra Stout I.P. O Brien Liverpool. Armwith clenched fist on red shield trademark.
Tin coated lead bottle capsule embossed with Guinness Extra Stout I.P. O BrienLiverpool. Arm with clenched fist on red shield trademark.
LONGJETTY
LJ4656 2 Container-Closure Container-Liquor Beer bottle EJ Brand Company and royal crown trademark Tin coated lead bottle capsule embossed with EJ Brand Company and royalcrown trademark
LONGJETTY
LJ4657 1 Container-Closure Container-Liquor Beer bottle C. Machen & Hudson Export Bottlers Liverpool(Trademark shamrock brand c 1874)
Tin coated lead bottle capsule.This company was a bottler of Machen’s Dublinstout and Pale ale; Guinness extra stout and Bass pale ale
LONGJETTY
LJ4659 1 Container-Closure Container-Liquor Beer bottle Light Brilliant Ale Tin coated lead bottle capsule embossed with Light Brilliant Ale
LONGJETTY
LJ4662 1 Container-Closure Container-Liquor Beer bottle Aitchison & Company, Edinburgh Pale Brilliant Ale Tin coated lead bottle capsule embossed with Aitchison & Company, EdinburghPale Brilliant Ale (includes 1 top of neck)
LONGJETTY
LJ4663 1 Container-Closure Container-Liquor Beer bottle Kangaroo Brand and depiction of kangaroo Tin coated lead bottle capsule embossed with Kangaroo Brand
LONGJETTY
LJ4664 2 Container-Closure Container-Liquor Beer bottle Read Bros Bulldog Bottling London Tin coated lead bottle capsule embossed with Read Bros Bulldog BottlingLondon
LONGJETTY
LJ4668 2 Container-Closure Container-Liquor Beer bottle B Hall Export, Liverpool with boar’s head on aplate trademark
Tin coated lead bottle capsule embossed with TB Hall Export, Liverpool withboar’s head on a plate trademark.
LONGJETTY
LJ4671 2 Container-Closure Container-Liquor Beer bottle Embossed with Betts patent/ The Brewers Tin coated lead bottle capsule embossed with Betts patent/ The Brewers (sealand partial bottle neck) Brewer: Tennant Brothers Ltd Sheffield
LONGJETTY
LJ4675 1 Container-Closure Container-Liquor Beer bottle Boord & Son Tin coated lead bottle capsule embossed with Boord & Son
LONGJETTY
LJ4676 1 Container-Closure Container-Liquor Beer bottle Royal Coat of Arms Tin coated lead bottle capsule embossed with emblem only-Royal Coat of Arms
LONGJETTY
LJ4639 3 Container-Closure Container-Liquor Spirit bottle Hennesy & Co Cognac (with armoured armholding axe trademark)
Tin coated lead bottle capsule embossed with Hennesy & Co Cognac (witharmoured arm holding axe trademark).
LONGJETTY
LJ4647 1 Container-Closure Container-Liquor Spirit bottle Gordon & Co London Tin coated lead bottle capsule embossed with Gordon & Co London (Gin)
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ4661 1 Container-Closure Container-Liquor Spirit bottle Special Scotch Whiskey with crossed admiraltyanchors trademark.
Tin coated lead bottle capsule embossed with Special Scotch Whiskey withcrossed admiralty anchors trademark.
LONGJETTY
LJ4673 1 Container-Closure Container-Liquor Spirit bottle J Walker & Son Kilmarnock, coat of armstrademark
Tin coated lead bottle capsule embossed with J Walker & Son Kilmarnock withcoat of arms trademark.
LONGJETTY
LJ4637 1 Container-Closure Container-Liquor Wine bottle A Collin Challon S/M with Shooting Startrademark (Bollinger)
Tin coated lead bottle capsule embossed with A Collin Challon S/M withShooting Star trademark (Bollinger)
LONGJETTY
LJ4650 1 Container-Closure Container-Liquor? M Tin coated lead bottle capsule embossed with M. Manufacturer unknown.
LONGJETTY
LJ4655 1 Container-Closure Container-Liquor? Henry White & Co Tin coated lead bottle capsule embossed with Henry White & Co
LONGJETTY
LJ4658 1 Container-Closure Container-Liquor? Nereins Ins Brauerei Tin coated lead bottle capsule embossed with Nereins Ins Brauerei
LONGJETTY
LJ4667 1 Container-Closure Container-Liquor? Satyr holding star and goblet astride a coat ofarms
Tin coated lead bottle capsule embossed with emblem only-Satyr
LONGJETTY
LJ4672 1 Container-Closure Container-Liquor? None Tin coated lead bottle capsule embossed with No marks (seal and partial bottleneck)
LONGJETTY
LJ4674 1 Container-Closure Container-Liquor? D Crawford, 81 Queen St Glasgow Tin coated lead bottle capsule embossed with D Crawford, 81 Queen StGlasgow (complete seal on bottle neck)
LONGJETTY
LJ569 1 Container-Closure Container-Liquor? None Bottle capsule: pewter.
LONGJETTY
LJ4677 22 Container-Closure Container-Liquor? Beer bottle None Tin coated lead bottle capsules. No marks (fragments)
LONGJETTY
LJ4640 1 Container-Closure Container-Liquor? Wine bottle (?) Bunch of grapes illustration Tin coated lead bottle capsule embossed with Emblem only-Bunch of grapes.Manufacturer unknown
LONGJETTY
LJ254 1 Container-Closure Container-SoftDrink/Mineral Water
None Marble.
LONGJETTY
LJ270 1 Container-Closure Container-SoftDrink/Mineral Water
None Marble: ceramic.
LONGJETTY
LJ502 1 Container-Closure Container-SoftDrink/Mineral Water
None Ceramic marble.
LONGJETTY
LJ599 1 Container-Closure Container-SoftDrink/Mineral Water
None Marble: glass.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ270 1 Container-Closure Container-SoftDrink/Mineral Water
None Marble: glass.
LONGJETTY
LJ176 1 Container-Closure Container-SoftDrink/Mineral Water
None Marble.
LONGJETTY
LJ349 1 Container-Closure Container-SoftDrink/Mineral Water
Lime Juice Pewter bottle seal capsule ‘Lime Juice’
LONGJETTY
LJ131 1 Container-Closure Container-SoftDrink/Mineral Water
Soda bottle None Marble: unglazed from a Codd bottle.
LONGJETTY
LJ273 1 Container-Closure Container-Unidentified None Stoneware stopper/lid.
LONGJETTY
LJ581 1 Container-Closure Container-Unidentified Powell, Bristol, L. Stoneware stopper/lid: marked ‘Powell. Bristol’ stamped L.
LONGJETTY
LJ384 1 Container-Closure Container-Unidentified None Stoneware jar lid.
LONGJETTY
LJ62 2 Container-Closure Container-Unidentified None Glass lid.
LONGJETTY
LJ275 1 Container-Closure Container-Unidentified None Glass stopper.
LONGJETTY
LJ334 1 Container-Closure Container-Unidentified None Glass bottle lid.
LONGJETTY
LJ346 1 Container-Closure Container-Unidentified None Glass bottle stopper.
LONGJETTY
LJ469 1 Container-Closure Container-Unidentified None Glass bottle stopper w/ copper ring.
LONGJETTY
LJ493 1 Container-Closure Container-Unidentified None Stopper/knob: glass.
LONGJETTY
LJ507 1 Container-Closure Container-Unidentified None Glass stopper: green.
LONGJETTY
LJ359 1 Container-Closure Container-Unidentified None Glass stopper: green
LONGJETTY
LJ4670 1 Container-Closure Container-Unidentified None Tin coated lead bottle capsule embossed with no marks (seal and partial bottleneck)
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ69 1 Container-Closure Container-Unidentified None Lid or base: circular brass piece.
LONGJETTY
LJ106 3 Container-Closure Container-Unidentified None Bottle seals.
LONGJETTY
LJ116 1 Container-Closure Container-Unidentified None Seal.
LONGJETTY
LJ141 1 Container-Closure Container-Unidentified None Bottle seal: pewter.
LONGJETTY
LJ251 1 Container-Closure Container-Unidentified None Bottle seal capsule: pewter.
LONGJETTY
LJ292 1 Container-Closure Container-Unidentified None Bottle seal: pewter.
LONGJETTY
LJ314 1 Container-Closure Container-Unidentified None Bottle seal: pewter.
LONGJETTY
LJ350 3 Container-Closure Container-Unidentified None Pewter tops.
LONGJETTY
LJ516 3 Container-Closure Container-Unidentified None Bottle seals: pewter.
LONGJETTY
LJ518 1 Glassware-Miscellaneous None Glass fragment: clear thick.
LONGJETTY
LJ510 1 Glassware-Miscellaneous Unidentified None Glass fragment: red.
LONGJETTY
LJ553 1 Hardware None Plate glass.
LONGJETTY
LJ556 1 Hardware None Gauge/tube glass fragments.
LONGJETTY
LJ583 1 Hardware None Red glass fragment: from train light? And fragments of removed concretion.
LONGJETTY
LJ0 1 Hardware None Horseshoe?
LONGJETTY
LJ341 1 Hardware None Pipe filter: copper/brass.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ1704 1 Hardware None Fire hose nozzle: brass.
LONGJETTY
LJ636 1 Hardware Chain N/A Chain link section.
LONGJETTY
LJ140 3 Hardware Fastening None Bolt w/ nut in 2 sections: brass.
LONGJETTY
LJ576 1 Hardware Fastening T-WC-M, EST`S PATENT Spring fitting copper.”T-WC-M, EST`S PATENT”
LONGJETTY
LJ577 1 Hardware Fastening N/A Nail: copper.
LONGJETTY
LJ634 1 Hardware Fastening N/A Washer: lead.
LONGJETTY
LJ635 1 Hardware Fastening N/A Barrel bolt housing: brass.
LONGJETTY
LJ639 1 Hardware Fastening N/A Screw: brass.
LONGJETTY
LJ629 1 Hardware Fastening N/A Copper bolt: hollow w/ broken end.
LONGJETTY
LJ631 1 Hardware Fastening N/A Screw: brass.
LONGJETTY
LJ475 1 Hardware Fastening N/A Washer: brass.
LONGJETTY
LJ144 1 Hardware Gasket None Rubber gasket.
LONGJETTY
LJ7 1 Hardware Handle None Handle: bone.
LONGJETTY
LJ18 1 Hardware Handle None Handle: brass
LONGJETTY
LJ47 1 Hardware Handle None Handle: ring w/ threaded spindle. Brass.
LONGJETTY
LJ0 1 Hardware Padlock None Padlock.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ603 1 Hardware Sheet Glass None Sheet glass: thick.
LONGJETTY
LJ638 1 Hardware Unidentified None Tube: brass.
LONGJETTY
LJ640 1 Hardware Unidentified None Rectangle frame: brass.
LONGJETTY
LJ630 2 Hardware Unidentified None Tubing: brass.
LONGJETTY
LJ218 1 Hardware Unidentified N/A Iron shaft: from Auger LJ 218A
LONGJETTY
LJ163 18 Hardware Unidentified N/A Lead solder.
LONGJETTY
LJ138 1 Lighting devices Lamp None Lamp shade: glass.
LONGJETTY
LJ90 1 Lighting devices Lamp None Glass: Fresnel lens section.
LONGJETTY
LJ121 1 Lighting devices Lamp None Lamp glass base.
LONGJETTY
LJ387 1 Lighting devices Lamp None Lanten top: brass.
LONGJETTY
LJ533 1 Lighting devices Lamp None Lantern wick holder: brass.
LONGJETTY
LJ628 2 Lighting devices Lamp None Lamp fitting w/screw thread.
LONGJETTY
LJ138 1 Lighting devices Lamp None Collar from lamp shade.
LONGJETTY
LJ311 1 Personal None Pencil holder: brass.
LJ LJ325 2 Personal Penny Pennies: English, copper.
LONGJETTY
LJ575 1 Personal Victoria - 1838, 1887. Shilling: Victoria - 1838, 1887.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ491 1 Personal Buckle None Buckle: brass.
LONGJETTY
LJ123 1 Personal Buckle None Buckle section: brass.
LONGJETTY
LJ310 4 Personal Buckle None Buckle sections from braces: copper/brass.
LONGJETTY
LJ463 1 Personal Buckle None Buckle locate?
LONGJETTY
LJ256 1 Personal Button None Button: brass.
LONGJETTY
LJ316 1 Personal Button None Button: 4-holes. material ?
LONGJETTY
LJ462 2 Personal Button None Buttons: brass.
LONGJETTY
LJ520 1 Personal Button None Button: possibly plastic.
LONGJETTY
LJ323 1 Personal Cane None Cane: ebony.
LONGJETTY
LJ596 1 Personal Cane 572 Cane with 572 plastic stopper.
LONGJETTY
LJ358 2 Personal Fastening None Safety pins: brass.
LONGJETTY
LJ234 1 Personal Jewellery None Fob chain button hole fitting: gold colour.
LJ LJ326 2 Personal Jewellery None Ring: man’s signet, gold colour. Brass.
LONGJETTY
LJ465 1 Personal Jewellery None Broach backing: brass.
LONGJETTY
LJ393 1 Personal Key None Key.
LONGJETTY
LJ574 1 Personal Pen knife None Pen knife section: copper.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ550 1 Personal Shoe None Shoe with loose heel: leather.
LONGJETTY
LJ280 2 Personal Shoe None Shoes: leather
LONGJETTY
LJ224 8 Personal Shoe None Shoe: leather w/ loose heel and fragments.
LONGJETTY
LJ19 Personal Shoe None Leather shoe plus fragments.
LONGJETTY
LJ82 1 Personal Shoe None Shoe: leather.
LONGJETTY
LJ92 2 Personal Shoe None Shoes: leather.
LONGJETTY
LJ148 2 Personal Shoe None Shoes: leather.
LONGJETTY
LJ187 1 Personal Shoe None Shoe sole: leather.
LONGJETTY
LJ209 1 Personal Shoe None Shoe sole: leather.
LONGJETTY
LJ265 1 Personal Shoe None Shoe sole: leather.
LONGJETTY
LJ313 Personal Shoe None Leather shoe fragments.
LONGJETTY
LJ327 3 Personal Shoe None Shoe and laces in concretion.
LONGJETTY
LJ363 1 Personal Shoe None Shoe: leather.
LONGJETTY
LJ432 1 Personal Shoe None Shoe fragment: leather.
LONGJETTY
LJ589 2 Personal Shoe None Shoe sole and heel: leather.
LONGJETTY
LJ324 1 Personal Shoe None Boot: wellington and conc.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ563 1 Personal Shoe None Shoe fragment.
LONGJETTY
LJ555 1 Personal Toothbrush None Toothbrush handle: bone.
LONGJETTY
LJ508 1 Personal Toy Three blue lines Marble w/ three blue lines.
LONGJETTY
LJ347 1 Personal Toy None Toy bell: copper/brass.
LJ LJ54 5 Personal Unidentified None Leather fragments.
LONGJETTY
LJ4 2 Raw Materials Bone N/A Bone: sheep lower jaw and vertebrae.
LONGJETTY
LJ25 3 Raw materials Bone N/A Bones.
LONGJETTY
LJ74 1 Raw materials Bone N/A Bone.
LONGJETTY
LJ143 1 Raw materials Bone N/A Bone: turtle.
LONGJETTY
LJ182 2 Raw materials Bone N/A Bones.
LONGJETTY
LJ189 1 Raw materials Bone N/A Bone: turtle w/ bored hole.
LONGJETTY
LJ210 1 Raw materials Bone N/A Jaw bone.
LONGJETTY
LJ240 3 Raw materials Bone N/A Skull and jaws: sheep.
LONGJETTY
LJ261 1 Raw materials Bone N/A Bone fragment.
LONGJETTY
LJ281 1 Raw materials Bone N/A Bone piece: turtle.
LONGJETTY
LJ361 1 Raw materials Bone N/A Bone: rib.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ376 1 Raw materials Bone N/A Bone: scapula sheep?
LONGJETTY
LJ401 1 Raw materials Bone N/A Bone.
LONGJETTY
LJ421 1 Raw materials Bone N/A Bones: animal.
LONGJETTY
LJ445 1 Raw materials Bone N/A Skull part.
LONGJETTY
LJ496 1 Raw materials Bone N/A Bones: animal.
LONGJETTY
LJ33 1 Raw materials Bone N/A Bone.
LONGJETTY
LJ455 11 Raw materials Bone N/A Coal pieces.
LONGJETTY
LJ455 1 Raw materials Bone N/A Bone fragment: carpałmetacarpal.
LONGJETTY
LJ489 1 Raw materials Coconut N/A Coconut husk: half only.
LONGJETTY
LJ419 1 Raw materials Coconut N/A Coconut husk.
LONGJETTY
LJ269 1 Raw materials Ore N/A Galena Ore piece.
LONGJETTY
LJ506 2 Raw materials Ore N/A Galena ore pieces.
LONGJETTY
LJ443 1 Raw materials Ore N/A Galena ore sample.
LONGJETTY
LJ539 1 Raw materials Shell N/A Shell.
LONGJETTY
LJ568 2 Raw materials Shell N/A Shells: cowrie.
LONGJETTY
LJ306 1 Raw materials Shell N/A Cowrie shell. Local to Fremantle/Cockburn Sound. May still be found in C.Sound-not Fremantle. Cypra Ea friendii.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ532 1 Raw materials Shell N/A Cowrie shell.
LONGJETTY
LJ3825 1 Ship’s Fittings/Equipment Anchor N/A Mooring anchor- big one, single fluke. Recovered approx.. 1985
LONGJETTY
LJ27 1 Ship’s Fittings/Equipment Chain N/A Ring/chain link?
LONGJETTY
LJ214 1 Ship’s Fittings/Equipment Fastening N/A Treenail.
LONGJETTY
LJ438 2 Ship’s Fittings/Equipment Fastening N/A Screw: brass, and 1 wood tree nail
LONGJETTY
LJ504 1 Ship’s Fittings/Equipment Fastening N/A Eye bolt: brass.
LONGJETTY
LJ521 1 Ship’s Fittings/Equipment Fastening N/A Sheathing tack: copper/brass.
LONGJETTY
LJ531 1 Ship’s Fittings/Equipment Fastening N/A Bolt broken w/ nut and washer.
LONGJETTY
LJ519 1 Ship’s Fittings/Equipment Gimbal N/A Gimbal ring.
LONGJETTY
LJ194 1 Ship’s Fittings/Equipment Grommet N/A Grommet: brass.
LONGJETTY
LJ260 1 Ship’s Fittings/Equipment Grommet N/A Grommet: brass.
LONGJETTY
LJ369 1 Ship’s Fittings/Equipment Grommet N/A Grommet: brass.
LONGJETTY
LJ377 1 Ship’s Fittings/Equipment Grommet N/A Grommet: brass.
LONGJETTY
LJ500 1 Ship’s Fittings/Equipment Grommet N/A Grommet: brass and copper.
LONGJETTY
LJ509 2 Ship’s Fittings/Equipment Grommet N/A A) copper washer. B) brass grommet.
LONGJETTY
LJ584 1 Ship’s Fittings/Equipment Porthole None Port hole: 1/2 circle piece of glass.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ591 3 Ship’s Fittings/Equipment Pulley sheave None Sheave w/ brass coakes.
LONGJETTY
LJ319 1 Ship’s Fittings/Equipment Pulley sheave N/A Pulley sheave.
LONGJETTY
LJ559 1 Ship’s Fittings/Equipment Pulley sheave N/A Pulley sheave.
LONGJETTY
LJ632 1 Ship’s Fittings/Equipment Pulley sheave N/A Sheave: wood round w/brass coake and 3 screw holes.
LONGJETTY
LJ81 2 Ship’s Fittings/Equipment Rope N/A Rope sections.
LONGJETTY
LJ103 1 Ship’s Fittings/Equipment Rope N/A Rope fragments: large.
LONGJETTY
LJ104 1 Ship’s Fittings/Equipment Rope N/A Rope.
LONGJETTY
LJ137 1 Ship’s Fittings/Equipment Rope N/A Rope fragment.
LONGJETTY
LJ173 3 Ship’s Fittings/Equipment Rope N/A Rope fragments.
LONGJETTY
LJ198 1 Ship’s Fittings/Equipment Rope N/A Rope fragment.
LONGJETTY
LJ263 1 Ship’s Fittings/Equipment Rope N/A Rope fragment.
LONGJETTY
LJ290 1 Ship’s Fittings/Equipment Rope N/A Rigging part: leather, rope concretion.
LONGJETTY
LJ344 2 Ship’s Fittings/Equipment Rope N/A Rope sections.
LONGJETTY
LJ398 1 Ship’s Fittings/Equipment Rope N/A Rope fragment.
LONGJETTY
LJ494 1 Ship’s Fittings/Equipment Rope N/A Rope fragment.
LONGJETTY
LJ495 1 Ship’s Fittings/Equipment Rope N/A Rope: large.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ592 1 Ship’s Fittings/Equipment Rope N/A Rope.
LONGJETTY
LJ170 1 Ship’s Fittings/Equipment Rudder Gudgeon N/A Gudgeon: bronze.
LONGJETTY
LJ157 1 Ship’s Fittings/Equipment Sheathing N/A Sheathing sheet: copper/brass.
LONGJETTY
LJ342 2 Ship’s Fittings/Equipment Sheathing N/A Sheathing: copper.
LONGJETTY
LJ391 1 Ship’s Fittings/Equipment Sheathing N/A Copper sheathing: squashed.
LONGJETTY
LJ415 1 Ship’s Fittings/Equipment Sheathing N/A Sheathing: unid. metal.
LONGJETTY
LJ442 1 Ship’s Fittings/Equipment Sheathing N/A Sheathing piece: copper.
LONGJETTY
LJ459 4 Ship’s Fittings/Equipment Sheathing N/A Sheathing pieces: copper.
LONGJETTY
LJ481 1 Ship’s Fittings/Equipment Sheathing N/A Sheathing: copper alloy.
LONGJETTY
LJ498 2 Ship’s Fittings/Equipment Sheathing N/A Sheathing sections: copper/brass.
LONGJETTY
LJ341 1 Ship’s Fittings/Equipment Unidentified N/A Triangle ring w/ eye bolt.
LONGJETTY
LJ264 1 Ship’s Fittings/Equipment? Gasket N/A Type of gasket/packing material: composition?
LONGJETTY
LJ113 1 Tableware Bowl Brown transfer Bowl base: brown transfer ware. Joins with 53.
LONGJETTY
LJ159 1 Tableware Bowl Embossed Bowl section: embossed w/ handle and white glazed.
LONGJETTY
LJ215 2 Tableware Bowl None Bowl base: small white.
LONGJETTY
LJ315 2 Tableware Bowl None Porcelain Asian sherd bowl base: white.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ414 1 Tableware Bowl A.S.S.C. marked H2892. Bowłplate sherd
LONGJETTY
LJ511 1 Tableware Bowl Two brown lines. Ceramic bowl section
LONGJETTY
LJ10 1 Tableware Bowl Adelaide steamship company. Two red lines 1thick and 1 thin.
Serving bowl sherd
LONGJETTY
LJ10 1 Tableware Bowl None Stoneware bowl section: Asian.
LONGJETTY
LJ10 1 Tableware Bowl Two brown lines Soup bowl sherd
LONGJETTY
LJ51 1 Tableware Bowl Adelaide S.S. Company emblem. Bowl sherd:
LONGJETTY
LJ51 1 Tableware Bowl Brown patterned edge Bowl: Half only.
LONGJETTY
LJ51 1 Tableware Bowl Adelaide S.S. Company. Bowl sherd: Adelaide S.S. company.
LONGJETTY
LJ53 1 Tableware Bowl Brown transfer ware. Bowl section: brown transfer ware.
LONGJETTY
LJ53 2 Tableware Bowl A.S.S.C insignia. N) Dish base w/ A.S.S.C insignia. O) A.S.S.C. soup bowl.
LONGJETTY
LJ53 1 Tableware Bowl Adelaide S.S. Company insignia Cup sherd
LONGJETTY
LJ128 1 Tableware Bowl Embossed Bowl section: white embossed w/ remains of handle.
LONGJETTY
LJ80 1 Tableware Bowl None Bowłdish sherd: white.
LONGJETTY
LJ241 7 Tableware Bowl w/ green line.By Co. Bourne. Bowl section: w/ green line-...By Co.. Bourne.
LONGJETTY
LJ241 1 Tableware Bowl None Bowłplate section: white.
LONGJETTY
LJ373 2 Tableware Bowl D)Two red lines on rimE) Two brown lines on rim
D) Soup bowl sherd: 2 red lines on rim. E) Sherd w/ 2 brown lines on rim.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ468 1 Tableware Bowl None Bowl base: white.
LONGJETTY
LJ497 1 Tableware Bowl None Bowl sherd: white.
LONGJETTY
LJ529 1 Tableware Bowl W.A.S.N. Bowl sherd: W.A.S.N.
LONGJETTY
LJ53 2 Tableware Bowl None 2 x bowl base: white.
LONGJETTY
LJ23 1 Tableware Decanter None Decanter: w/ clear glass moulded design. Restored from 6 fragments.
LONGJETTY
LJ458 1 Tableware Decanter None Decanter stopper: moulded clear glass.
LONGJETTY
LJ395 1 Tableware Miscellaneous Tableware None Teapot spout-cream.
LONGJETTY
LJ612 1 Tableware Miscellaneous Tableware None Condiment set: white porcelain.
LONGJETTY
LJ215 2 Tableware Miscellaneous Tableware Brown ceramic Teapot spout, brown
LONGJETTY
LJ10 2 Tableware Miscellaneous Tableware Brown glaze Brown glazed base sherd: Asian and the remains of earthenware handle.
LONGJETTY
LJ53 1 Tableware Miscellaneous Tableware Red pattern on handle. Dish lid sherd
LONGJETTY
LJ53 1 Tableware Miscellaneous Tableware Adelaide S.S. Company. Dish base centre
LONGJETTY
LJ63 1 Tableware Miscellaneous Tableware None B) Plate sherds: white. C) Dish base sherd: white.
LONGJETTY
LJ63 1 Tableware Miscellaneous Tableware Embossed Earthenware sherd: white glazed and embossed.
LONGJETTY
LJ63 1 Tableware Miscellaneous Tableware Red lines on border Dish sherd
LONGJETTY
LJ63 3 Tableware Miscellaneous Tableware Blue lined border J) 1x saucer sherd w/ blue lined border. K) 2x Cup sherds w/ blue lined border.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ63 1 Tableware Miscellaneous Tableware ‘waved’ w/ brown lined border Dish rim
LONGJETTY
LJ397 2 Tableware Miscellaneous Tableware Embossed with wheat sheaf Plate/bowl: white and embossed w/ wheat sheath.
LONGJETTY
LJ430 2 Tableware Miscellaneous Tableware Two red lines (ASSC?) Handle (2)
LONGJETTY
LJ430 1 Tableware Miscellaneous Tableware black/white chain and leaves Sherd. See LJ 365.
LONGJETTY
LJ365 1 Tableware Miscellaneous Tableware black/white transfer design of chain and leaves Bowłplate section
LONGJETTY
LJ331 2 Tableware Miscellaneous Tableware A.S.S.C. emblem and 2 red lines on rim C) Cup sherd: A.S.S.C. emblem and 2 red lines on rim. D) Soup bowl section: A.S.S.C. w/ 2 red lined. Marked H2892, stamped 22.
LONGJETTY
LJ468 1 Tableware Miscellaneous Tableware None Handle section: blue and white.
LONGJETTY
LJ468 1 Tableware Miscellaneous Tableware None Earthenware sherd: w/ dark glaze.
LONGJETTY
LJ549 2 Tableware Miscellaneous Tableware A.S.S.C. Marked H2892 Serving dish section: round
LONGJETTY
LJ549 1 Tableware Miscellaneous Tableware Willow pattern? Ceramic sherd:
LONGJETTY
LJ580 1 Tableware Miscellaneous Tableware deep blue floral print Spoon handle fragment
LONGJETTY
LJ546 1 Tableware Miscellaneous Tableware A.S.S.C. Base sherd: A.S.S.C. Similar to LJ 549.
LONGJETTY
LJ529 2 Tableware Miscellaneous Tableware None Lid sherds: grey/blue.
LONGJETTY
LJ567 1 Tableware Miscellaneous Tableware None Neck of vase: fluted clear glass.
LONGJETTY
LJ331 1 Tableware Miscellaneous Tableware Diamond pattern Glass sherd: diamond patterned.
LONGJETTY
LJ158 1 Tableware Miscellaneous Tableware Lid None Dish lid section: white.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ53 1 Tableware Miscellaneous Tableware Platter None Platter dish base sherd: white.
LONGJETTY
LJ53 3 Tableware Miscellaneous Tableware Platter Brown lines on border. 1 thick 1 thin. Serving dish
LONGJETTY
LJ53 3 Tableware Miscellaneous Tableware Platter Adelaide S.S. Company flag w/ 2 brown lines onborder
Serving dish:
LONGJETTY
LJ128 2 Tableware Miscellaneous Tableware Teapot None Teapot section: white.
LONGJETTY
LJ370 1 Tableware Miscellaneous Tableware Teapot None Teapot spout: cream.
LONGJETTY
LJ49 1 Tableware Mug/Cup Green transfer print Porcelain mug: green transfer ware.
LONGJETTY
LJ158 1 Tableware Mug/Cup 2 green lines Porcelain cup section w/ 2 green lines.
LONGJETTY
LJ297 1 Tableware Mug/Cup 2 red lines Tea cup: straight sided w/ 2 red lines.
LONGJETTY
LJ490 1 Tableware Mug/Cup A.S.S.C. design Cup section: A.S.S.C.
LONGJETTY
LJ119 2 Tableware Mug/Cup Adelaide S.S. Company emblem Cup/mug section
LONGJETTY
LJ283 1 Tableware Mug/Cup None Cup/bowl base: white.
LONGJETTY
LJ259 1 Tableware Mug/Cup Wide blue line Cup sherd
LONGJETTY
LJ273 1 Tableware Mug/Cup Blue/ white design Mug base: part only
LONGJETTY
LJ490 1 Tableware Mug/Cup ASSC Cup , complete,
LONGJETTY
LJ10 1 Tableware Mug/Cup None Base sherd of mug.
LONGJETTY
LJ10 2 Tableware Mug/Cup Blue and white lined rim Cup sherds
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ53 1 Tableware Mug/Cup None Mug side section: white.
LONGJETTY
LJ63 2 Tableware Mug/Cup None Cup sherds: white.
LONGJETTY
LJ397 1 Tableware Mug/Cup None Cup base: white.
LONGJETTY
LJ80 1 Tableware Mug/Cup None White porcelain cup.
LONGJETTY
LJ80 1 Tableware Mug/Cup None Jar/ mug base: fluted, white.
LONGJETTY
LJ80 1 Tableware Mug/Cup Adelaide S.S. Company w/ red rim Cup: Half only.
LONGJETTY
LJ264 1 Tableware Mug/Cup w/ A.S.S.C. emblem Mug sherd
LONGJETTY
LJ373 1 Tableware Mug/Cup Brown transfer Cup sherd: brown transfer ware.
LONGJETTY
LJ450 1 Tableware Mug/Cup ASSC, w/ 2 blue lines on rim Cup sherd
LONGJETTY
LJ450 3 Tableware Mug/Cup thick blue rim w/ black border around edge Cup sherds: Joined.
LONGJETTY
LJ456 1 Tableware Mug/Cup A.S.S.C. emblem Cup
LONGJETTY
LJ479 2 Tableware Mug/Cup A.S.S.C. C) A.S.S.C. cup sherd half only. D) A.S.S.C. mug sherd.
LONGJETTY
LJ497 1 Tableware Mug/Cup black/white transfer ware Cup sherd
LONGJETTY
LJ549 1 Tableware Mug/Cup w/ wide blue line on rim Cup sherd
LONGJETTY
LJ549 1 Tableware Mug/Cup w/ green leaf design on rim Mug sherd
LONGJETTY
LJ560 1 Tableware Mug/Cup black/white transfer ware Cup handle
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ624 1 Tableware Mug/Cup w/ 2 brown lines Mug rim
LONGJETTY
LJ465 1 Tableware Mug/Cup None Cup sherd: white.
LONGJETTY
LJ546 1 Tableware Mug/Cup A.S.S.C. marked H2892 Cup section: A.S.S.C. marked H2892. Joins w/ LJ 479.
LONGJETTY
LJ373 1 Tableware Mug/Cup brown transfer Cup sherd: brown transfer ware.
LONGJETTY
LJ80 1 Tableware Mug/Cup None White porcelain cup handle.
LONGJETTY
LJ397 4 Tableware Pitcher Two red lines. Jug sherd
LONGJETTY
LJ63 1 Tableware Pitcher None Jug sherd: white glazed w/ remains of handle.
LONGJETTY
LJ373 1 Tableware Pitcher Two red lines on edge Jug sherd: cream/milk. w/ 456B
LONGJETTY
LJ456 1 Tableware Pitcher H 2892 in red Jug Base: large white marked H 2892 in red. w/373C
LONGJETTY
LJ468 1 Tableware Pitcher black/white transfer ware Jug section
LONGJETTY
LJ479 2 Tableware Pitcher w/ double blue line Jar/mug sherds
LONGJETTY
LJ38 1 Tableware Plate Green print Plate rim
LONGJETTY
LJ39 1 Tableware Plate Green print Plate rim sherd
LONGJETTY
LJ132 1 Tableware Plate None Plate edge sherd
LONGJETTY
LJ362 1 Tableware Plate A.S.S.C emblem flag w/ garter. Plate sherd
LONGJETTY
LJ420 1 Tableware Plate Mauve rope boarder Plate/bowl
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ430 4 Tableware Plate Brown transfer ware. Plate sherd
LONGJETTY
LJ427 2 Tableware Plate ASSC- flag only w/ 2 red lines and hole in centre.TCBW-HM +Co’
Plate: . H 1536 no 20.
LONGJETTY
LJ457 1 Tableware Plate Two blue lines. Plate
LONGJETTY
LJ621 2 Tableware Plate Wide blue line Saucer fragments: large w/ wide blue line.
LONGJETTY
LJ622 1 Tableware Plate Willow pattern Plate rim
LONGJETTY
LJ623 2 Tableware Plate A.S.S.C. w/ 2 red lines Saucer fragments
LONGJETTY
LJ625 1 Tableware Plate Purple cable pattern. Plate rim
LONGJETTY
LJ511 4 Tableware Plate Asiatic pheasant Asiatic pheasant dish: base section.
LONGJETTY
LJ457 1 Tableware Plate Two blue lines Plate: oval serving
LONGJETTY
LJ10 1 Tableware Plate Wide blue rim over glaze colour. Earthenware saucer: 7 sherds
LONGJETTY
LJ10 1 Tableware Plate Grey transfer Plate sherds
LONGJETTY
LJ10 2 Tableware Plate None Plate sherd: cream.
LONGJETTY
LJ51 2 Tableware Plate Blue lines 1 thick 1 thin on border. Plate sherds
LONGJETTY
LJ51 1 Tableware Plate Single blue line on border Plate sherd
LONGJETTY
LJ51 1 Tableware Plate Four thin blue lines on border Plate sherd
LONGJETTY
LJ51 2 Tableware Plate None Plate sherd: white.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ51 1 Tableware Plate Mauve ribbon pattern Saucer sherd
LONGJETTY
LJ51 1 Tableware Plate Adelaide S.S. Company. Dinner plate sherd
LONGJETTY
LJ53 1 Tableware Plate Green glazed Wedgewood style. Embosseddesign of vine leaves and tendrils
Plate sherd:
LONGJETTY
LJ53 1 Tableware Plate None Saucer sherd: white.
LONGJETTY
LJ53 1 Tableware Plate Embossed design Saucer sherd: white and embossed.
LONGJETTY
LJ53 1 Tableware Plate None 1 x plate sherd: white.
LONGJETTY
LJ53 1 Tableware Plate Red lines on border. 1 thick & 1 thin. Plate sherd
LONGJETTY
LJ53 1 Tableware Plate Insignia of a blue ‘ X ‘ w/ 5 stars on the corners.Possibly an error by A.S.S.C.
Plate sherd
LONGJETTY
LJ53 1 Tableware Plate Two blue lines on border. Plate/bowl sherd
LONGJETTY
LJ53 1 Tableware Plate Blue lines on border Plate sherd
LONGJETTY
LJ63 1 Tableware Plate Brown lines on border Soup plate sherd
LONGJETTY
LJ63 4 Tableware Plate Mauve ribbon pattern Plate sherds
LONGJETTY
LJ119 1 Tableware Plate Adelaide SS Company Soup plate sherd: same as 427.
LONGJETTY
LJ427 1 Tableware Plate Imperial Iron Stone Plate base sherd: white. Possibly similar to LJ 80. Imperial Iron Stone.
LONGJETTY
LJ50 1 Tableware Plate Adelaide S.S. Company. Saucer fragment
LONGJETTY
LJ50 1 Tableware Plate WASN Plate sherd: WASN.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ80 1 Tableware Plate None Saucer section: large.
LONGJETTY
LJ80 3 Tableware Plate w/ blue rim Plate sherd
LONGJETTY
LJ228 2 Tableware Plate blue/white transfer ware Plate/ bowl sherd
LONGJETTY
LJ228 1 Tableware Plate w/ 2 blue lines on rim Saucer fragment
LONGJETTY
LJ228 1 Tableware Plate 2 red lines on edge Plate rim
LONGJETTY
LJ228 2 Tableware Plate Emblem of flag w/out garter. Code H 1536embossed No’ 25. F) A.S.S.C soup plate
E) A.S.S.C soup bowl: red lines around rim.
LONGJETTY
LJ228 1 Tableware Plate A.S.S.C. w/ 2 red lines on outer edge Plate rim sherd
LONGJETTY
LJ228 3 Tableware Plate None Polychrome fragments of plate sections.
LONGJETTY
LJ264 2 Tableware Plate Marked “WN Fairburns... Possibly RobertFairbourns of New Sunderland- Godden” w/purple cable design
Dinner plate sections
LONGJETTY
LJ264 1 Tableware Plate w/ A.S.S.C. emblem. Mark in red H2892.TCBWHM+CO.
Plate sherd
LONGJETTY
LJ264 1 Tableware Plate w/ 2 red lines on rim Soup plate sherd
LONGJETTY
LJ264 1 Tableware Plate w/ 2 brown lines on rim Plate sherd: Marked H 1986.
LONGJETTY
LJ264 1 Tableware Plate green transfer ware Plate sherd
LONGJETTY
LJ373 1 Tableware Plate WASN Co, brown transfer Plate sherds: brown transfer ware.
LONGJETTY
LJ385 5 Tableware Plate WASN Co Saucer sherds
LONGJETTY
LJ385 2 Tableware Plate w/ two blue lines Plate sherd
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ385 2 Tableware Plate w/ 2 red lines Plate sherd
LONGJETTY
LJ450 1 Tableware Plate w/ 2 red lines Plate rim sherd
LONGJETTY
LJ331 1 Tableware Plate w/ blue key pattern Plate sherd
LONGJETTY
LJ331 1 Tableware Plate A.S.S.C. flag and brown lines Side plate: Marked H1986, stamped 24.
LONGJETTY
LJ479 1 Tableware Plate w/ double blue line Plate sherd
LONGJETTY
LJ497 1 Tableware Plate w/ 2 blue lines Plate section
LONGJETTY
LJ515 1 Tableware Plate None Plate sherd: white ironstone.
LONGJETTY
LJ515 1 Tableware Plate brown transfer ware ribbon pattern Plate/ bowl sherd
LONGJETTY
LJ560 1 Tableware Plate w/ 2 red lines, marked H2892 Side plate: Marked H2892.
LONGJETTY
LJ560 1 Tableware Plate A.S.S.C. Marked H1986 in brown and stamped 25w/ 2 brown lines.
Saucer section
LONGJETTY
LJ580 1 Tableware Plate Black/white transfer ware Saucer fragment
LONGJETTY
LJ580 1 Tableware Plate deep blue floral print Saucer fragment
LONGJETTY
LJ580 1 Tableware Plate w/ 2 red lines Plate sherd: small
LONGJETTY
LJ624 1 Tableware Plate A.S.S.C. cross w/ 5 red stars. Code 810 in brownstamped 22.
Plate sherd
LONGJETTY
LJ624 1 Tableware Plate Marked H810 .x. w/ 2 brown lines and 5 stars Soup plate sherd:
LONGJETTY
LJ624 1 Tableware Plate 2 brown lines Small plate sherd: w/ 2 brown lines.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ546 1 Tableware Plate Marked H810 .x. stamped 22, 2 brown lines and5 star flag
Saucer section: w/ 2 brown lines and 5 star flag. Marked H810 .x. stamped 22.
LONGJETTY
LJ625 1 Tableware Plate purple cable pattern Plate rim: w/ purple cable pattern.
LONGJETTY
LJ24 2 Tableware Plate Bowl Grey transfer Serving bowl: round w/ grey transfer ware and handles.
LONGJETTY
LJ229 3 Tableware Stemware None Drinking glasses: 1 stem and 2 tumblers.
LONGJETTY
LJ258 1 Tableware Stemware None Goblet fragment: glass.
LONGJETTY
LJ282 1 Tableware Stemware None Wine glass base.
LONGJETTY
LJ440 1 Tableware Stemware None Wine glass base.
LONGJETTY
LJ522 1 Tableware Stemware None Wine glass base: clear.
LONGJETTY
LJ534 1 Tableware Stemware None Glass base.
LONGJETTY
LJ335 1 Tableware Tumbler None Tumbler glass cf. e.g.. incomplete
LONGJETTY
LJ229 1 Tableware Tumbler None Tumbler, incomplete
LONGJETTY
LJ40 2 Tableware Tumbler None Tumbler base: this is not in the register.
LONGJETTY
LJ193 1 Tableware Undiagnostic Green chain link design. Sherd
LONGJETTY
LJ511 1 Tableware Undiagnostic Majolica ware Majolica sherd.
LONGJETTY
LJ53 1 Tableware Undiagnostic None White unglazed sherd w/ hole.
LONGJETTY
LJ330 1 Tableware Unidentified Blue/white Ceramic sherd blue/white in concretion.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ204 2 Tableware Unidentified None Ceramic sherds.
LONGJETTY
LJ228 1 Tableware Unidentified None Earthenware fragment: pink.
LONGJETTY
LJ228 1 Tableware Unidentified base red pattern Ornamental handle
LONGJETTY
LJ450 1 Tableware Unidentified None Ornamental sherd: as 549.
LONGJETTY
LJ549 1 Tableware Unidentified None Ceramic sherd: white.
LONGJETTY
LJ193 1 Tableware Unidentified None Ceramic sherd: black Wedgewood type.
LONGJETTY
LJ423 1 Tools/Utensils None Bath plug: brass.
LONGJETTY
LJ565 1 Tools/Utensils N/A Rod carved with little spikes. (plastic carpet sweeper).
LONGJETTY
LJ588 1 Tools/Utensils None Sharpening stone.
LONGJETTY
LJ245 9 Tools/Utensils Fishing sinker N/A Lead sinker: fishing.
LONGJETTY
LJ288 2 Tools/Utensils Fishing sinker N/A Lead sinkers: fishing.
LONGJETTY
LJ299 2 Tools/Utensils Fishing sinker N/A Lead sinkers: fishing.
LONGJETTY
LJ308 1 Tools/Utensils Fishing sinker N/A Lead sinker: fishing.
LONGJETTY
LJ392 3 Tools/Utensils Fishing sinker N/A Lead sinkers: fishing.
LONGJETTY
LJ449 4 Tools/Utensils Fishing sinker N/A Lead sinkers.
LONGJETTY
LJ572 1 Tools/Utensils Fishing sinker N/A Lead sinker: fishing.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ183 2 Tools/Utensils Fishing sinker N/A A) Sinker. B) lead piece.
LONGJETTY
LJ267 3 Tools/Utensils Fishing sinker N/A Sinkers: lead.
LONGJETTY
LJ464 1 Tools/Utensils Fishing sinker N/A Sinker: fishing.
LONGJETTY
LJ543 2 Tools/Utensils Fishing sinker N/A Sinkers: lead.
LONGJETTY
LJ597 1 Tools/Utensils Fishing sinker N/A Lead sinker: conical.
LONGJETTY
LJ178 1 Tools/Utensils Fishing sinker (?) N/A Weight.
LONGJETTY
LJ411 1 Tools/Utensils Handle N/A Handle: axe or sledge. Wood.
LONGJETTY
LJ571 1 Tools/Utensils Handle None Knife handle: bone.
LONGJETTY
LJ107 1 Tools/Utensils Handle None Knife handle: bone.
LONGJETTY
LJ171 1 Tools/Utensils Handle None Knife handle w/ concreted blade.
LONGJETTY
LJ218 1 Tools/Utensils Handle None Wood auger handle . (B iron shaft separated)
LONGJETTY
LJ372 1 Tools/Utensils Handle N/A Handle cauldron: copper.
LONGJETTY
LJ383 1 Tools/Utensils Handle N/A Cauldron handle: brass.
LONGJETTY
LJ626 1 Tools/Utensils Harpoon None Harpoon concretion: harpoon head with iron shaft w/ some wood. Killing Lance.
LONGJETTY
LJ248 1 Tools/Utensils Key None Key: brass.
LONGJETTY
LJ268 1 Tools/Utensils Knife None Knife handle.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ298 1 Tools/Utensils Knife None Knife handle section: bone.
LONGJETTY
LJ305 1 Tools/Utensils Knife None Knife handle: bone.
LONGJETTY
LJ433 1 Tools/Utensils KNife None Knife handle: bone in concretion.
LONGJETTY
LJ561 1 Tools/Utensils Knife None Knife handle: bone.
LONGJETTY
LJ219 1 Tools/Utensils Pen knife None Penknife brass section.
LONGJETTY
LJ309 1 Tools/Utensils Pen knife N/A Pen knife: bone.
LONGJETTY
LJ252 1 Tools/Utensils Pencil None Pencil.
LONGJETTY
LJ467 1 Tools/Utensils Pencil None Pencil lead piece
LONGJETTY
LJ562 2 Tools/Utensils Raw materials Coal N/A Coal fragment.
LONGJETTY
LJ17 10 Tools/Utensils Raw materials Coal N/A Coal pieces. (2 boxes)
LONGJETTY
LJ477 1 Tools/Utensils Spoon None Spoon bowl: silver.
LONGJETTY
LJ5 1 Tools/Utensils Spoon None Spoon: silver plated?
LONGJETTY
LJ351 1 Tools/Utensils Tablespoon N/A Tablespoon: silver plated.
LONGJETTY
LJ566 1 Tools/Utensils Unidentified None Unidentified wood object. Head of carpenters tool?
LONGJETTY
LJ475 1 Tools/Utensils Unidentified N/A Hammer: ball and Pen. Iron.
LONGJETTY
LJ479 2 Unidentified None Earthenware sherd: dark.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ233 5 Unidentified None Glass sherds, brass strip and bolt head.
LONGJETTY
LJ364 8 Unidentified N/A Bone fragments: animal.
LONGJETTY
LJ257 1 Unidentified None Ring brass [cf. curtain ring]
LONGJETTY
LJ616 1 Unidentified N/A Stone fragment.
LONGJETTY
LJ14 1 Unidentified N/A Stone fragment.
LONGJETTY
LJ16 1 Unidentified N/A Stone fragment.
LONGJETTY
LJ44 1 Unidentified N/A Screw cap: bronze.
LONGJETTY
LJ45 2 Unidentified N/A Lead pieces.
LONGJETTY
LJ48 2 Unidentified N/A Strap pieces. a) brass tapered. B) copper.
LONGJETTY
LJ100 1 Unidentified N/A Iron ring: concreted and broken.
LONGJETTY
LJ102 1 Unidentified N/A Carbon piece.
LONGJETTY
LJ120 2 Unidentified None Leather pieces.
LONGJETTY
LJ136 2 Unidentified N/A Concretions.
LONGJETTY
LJ184 1 Unidentified N/A Hose nozzle: copper/brass.
LONGJETTY
LJ199 1 Unidentified N/A Leather strap.
LONGJETTY
LJ216 1 Unidentified N/A Concretion with wood and coil (?)
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ227 1 Unidentified None Tube fitting: brass.
LONGJETTY
LJ235 1 Unidentified N/A Lead piece: unidentified.
LONGJETTY
LJ262 1 Unidentified N/A Unidentified brass piece.
LONGJETTY
LJ213 1 Unidentified N/A Hose section: leather.
LONGJETTY
LJ285 1 Unidentified N/A Concretion with three projections.
LONGJETTY
LJ289 1 Unidentified N/A Stalactite/gmite.
LONGJETTY
LJ291 1 Unidentified N/A Copper strip.
LONGJETTY
LJ312 1 Unidentified N/A Leather piece with copper rivets.
LONGJETTY
LJ379 1 Unidentified N/A Unidentified brass object.
LONGJETTY
LJ380 1 Unidentified N/A Ring: iron.
LONGJETTY
LJ400 1 Unidentified N/A Brass cylinder w/ lead centre.
LONGJETTY
LJ431 1 Unidentified N/A Pipe rubber fragment.
LONGJETTY
LJ439 1 Unidentified None Modern electrical object?
LONGJETTY
LJ448 1 Unidentified N/A Galena ore piece.
LONGJETTY
LJ480 1 Unidentified None Tin: concreted.
LONGJETTY
LJ517 1 Unidentified N/A Ring: brass.
Site Reg. Qty Category Subcategory Popular NameCommercial Marksand Decoration Description
Appendix 3: Long Jetty Artefact Catalogue
LONGJETTY
LJ530 1 Unidentified N/A Lead ore piece.
LONGJETTY
LJ542 1 Unidentified N/A Lead ore piece.
LONGJETTY
LJ544 1 Unidentified N/A Bag rope.
LONGJETTY
LJ545 1 Unidentified N/A Ring: brass.
LONGJETTY
LJ586 1 Unidentified N/A Ring: concreted w/ coal.
LONGJETTY
LJ593 1 Unidentified N/A Cylinder w/ knob: hollow.
LONGJETTY
LJ610 1 Unidentified N/A Wood sample.
LONGJETTY
LJ174 1 Unidentified N/A Strap: brass.
LONGJETTY
LJ637 1 Unidentified N/A Strap fitting: U shaped w/ fastening holes. Brass.
LONGJETTY
LJ641 2 Unidentified None A) ornamental chain section. B) pair brass rings.
LONGJETTY
LJ627 1 Unidentified N/A Strip: brass
LONGJETTY
LJ455 1 Unidentified N/A Wood piece.
LONGJETTY
LJ393 1 Unidentified N/A Brass ring.
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4633
LONG JETTY LJ4634
LONG JETTY LJ4635
LONG JETTY LJ4636
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4637
LONG JETTY LJ4638
LONG JETTY LJ4639
LONG JETTY LJ4640
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4641
LONG JETTY LJ4642
LONG JETTY LJ4643
LONG JETTY LJ4644
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4645
LONG JETTY LJ4646
LONG JETTY LJ4647
LONG JETTY LJ4648
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4649
LONG JETTY LJ4650
LONG JETTY LJ4651
LONG JETTY LJ4652
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4653
LONG JETTY LJ4654
LONG JETTY LJ4655
LONG JETTY LJ4656
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4657
LONG JETTY LJ4659
LONG JETTY LJ4660
LONG JETTY LJ4661
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4662
LONG JETTY LJ4663
LONG JETTY LJ4664
LONG JETTY LJ4665
Site Reg. No. Image
Appendix 3: Long Jetty Artefact Catalogue Images
LONG JETTY LJ4667
LONG JETTY LJ4668
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSAbernyte London 505 Brk 1890 B General 1Alfred Hawley 411 1890 B Ballast 1Alice Mary 361 1890 B Ballast 1Altair London 399 Brk 1890 B General 1Anna Agneta 605 Brk 1890 Dan General 1Annie Hill (or Still) 121 Sch 1890 B Oats 1Annie MacDonald London 459 Brk 1890 B General 1Arafura London 540 Brk 1890 B General 1Atlantic 633 Brk 1890 B General/Ballast 1Augustine Robb 505 Brk 1890 US General 1Bessell London 459 Brk 1890 B General 1Bessie 229 1890 B Sugar 1Bittern 395 Sch 1890 B Sugar 1Camelot 369 1890 B Coal 1Charles P Arthur 170 1890 B General 1Charlotte Padbury London 636 Brk 1890 B General 1Chim 217 1890 B Sugar 1Chittor 217 Sch 1890 B General 1City of Quebec Middlesborough 708 Brk 1890 B Pipes 1Colac 915 SS 1890 Port Adelaide Coal 1Coleen London 629 Brk 1890 B General 1Contest 486 brk 1890 B Coal 1Curacua HMS 1890 B 1Deveron 1256 Shp 1890 B General 1Don Carlos 593 1890 Nicaragua Ballast 1Doris Brodensen 1890 Brk 1890 Dan Ballast 1Dorothea 1016 Brk 1890 Ger Timber 1E & H Avery 237 Brk/Bgn 1890 Fremantle Ballast 1Elderslie London 1801 SS 1890 B General 1Ella Nicolai 591 Brk 1890 Ger Ballast 1Elpia 696 Brk 1890 B 1Empreieza 236 Brk 1890 B Flour 1Fifeshire 2425 SS 1890 Glasgow 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSGazelle Invercargill 336 Brk 1890 B General 1Generie M Tucker 519 Brk 1890 B Ballast 1Helena Mena London 763 Brk 1890 B General 1Invitelma 964 Brk 1890 B General 1Iris Mauritus 340 Brk 1890 B Ballast 2J H Barnfield 178 1890 B General 1J W Parker 316 Bgn 1890 US General 1Johanna 294 3M Sch 1890 Ger Sugar for Melbourne 1Kingdom of Saxony London 539 Brk 1890 B General 1Laughing Wave 161 1890 B Ballast/General/Sugar 1Lucia 640 Brk 1890 B Ballast 1Maroon 362 Brk 1890 B General 1Mary Blair 338 Brk 1890 B General 1Mary Lowe Glasgow 813 Brk 1890 B General 1Nairnshire London 3700 SS 1890 B General 2Nemesis 886 SS 1890 B General 2Niola 682 Brk 1890 B Food? 1Onouri London 357 Brk 1890 B Ballast 2Pallas London 602 Brk 1890 Ger 1Penguin HM Shp 1890 B Cement 1Princess Wilhelmina 570 1890 Dutch Timber 1Raven 344 Brk 1890 B General 1River Thames Glasgow 455 Brk 1890 B General 1Sepia London 696 Brk 1890 B General 1Southern Belle 331 Brk 1890 B Sugar 1Spinaway 325 1890 B General 1Stanely 345 1890 Ballast/Coal 1Waitematu 365 1890 B General/Horses 1West Australian London 572 Brk 1890 B General 1Yeoman Middlesborough 1045 SS 1890 B Railway material 1Ymer 818 1890 General 1Albatross New York 399 Bkn 1891 B General 1Alfred Hawley Pt Natal 411 1891 B Ballast 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSAnna Agneta London 605 Brk 1891 Dan General 1Annie MacDonald London 475 Brk 1891 B General 1Arabella Glasgow 665 Brk 1891 B General 1Beddington Sydney 2145 SS 1891 B 1Beddington 2145 SS 1891 B 1Bessell London 459 Brk 1891 B General 1Bittern Mauritius 397 SS/Sch 1891 B Sugar 1Camelot Mauritius 369 Brk 1891 Ballast 1Candida Newport 1222 Shp 1891 B Railway Iron 1Carte Blanche Cape Town 830 1891 Nor Ballast 1Charles P Arthur Port Adelaide 170 1891 B Timber/Dynamite 1Charlotte Padbury London 636 Brk 1891 B General 1Corrong Mauritius 3244 Brk 1891 B Ballast 2Dania New York 400 1891 Dan. General 1E H Avery Mauritius 246 Sch 1891 B 1Elizabeth Mauritius 163? Brk 1891 B Sugar/Ballast 1Emelie 654 Brk 1891 Swed Timber 1Eva Lynch New York 462 3M Sch 1891 B General 2Excelsior Melbourne 1395 Brk 1891 Nor General 1Fifeshire London 2025 SS 1891 B General 1G M Tucker Roebuck Bay 499 1891 B Ballast 1Gazelle Newcastle 366 Brk 1891 B Coal/General 2Glamis London 1150 Brk 1891 B General 1Gulf of Martaban London 2447 SS 1891 Scotland (Greenoch) Rails/General 2Hector Buenos Aires 498 Sch 1891 B Ballast 1Helena Mena 767 Brk 1891 B 2Hospidar England 1625 Shp 1891 B General 1Iris Mauritius 206 Sch 1891 B Sugar 2Jean(e) Pierre Roebuck Bay 614 Brk 1891 B Ballast/Coals 2Laughing Wave 161 1891 B Coasting 2Lindus Colonies 1080 SS 1891 B General 1Margaretha Algoa Bay? 745 Brk 1891 Ger Ballast 1Maroon Mauritius 362 Brk 1891 B Ballast 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSMary Blair New Zealand 328 Brk 1891 B Oats 2Minero Newcastle 478 Brk 1891 B Coal 1Nemesis Newcastle/Colonies 886 SS 1891 B Coal/General 5Niola London 675 1891 B General 1Onyx Dunedin 403 Brk 1891 B Produce 1Otarama Champion Bay 3808 SS 1891 B Rails 1Pallas London 602 Brk 1891 B General 1Phoenix London 683 Brk 1891 B General 1Puck New York 473 Brk 1891 Dan General 1Raven Natal 344 Brk 1891 B Ballast 1Ribbleton Glasgow 375 Brk 1891 B General 1River Thames London 454 Brk 1891 B General 1Saladin Champion Bay 1498 SS 1891 Liverpool/Fremantle General 1Sepia London 696 Brk 1891 B General 1Southern Belle Mauritius 336 1891 B Sugar 1Spinaway 325 Sch 1891 B Timber 1Strathearn Middlesborough 1101 Brk 1891 B Rails 1Suffolk London 3303 SS 1891 B General 1Sylpedan Mauritius 192 Sch 1891 Nor Ballast 1Taieri New Zealand 1800 SS 1891 B Stock/General 1Tendomee Colonies 1066 SS 1891 B General 1Thornliebank Middlesborough 405 Brk 1891 Dan Rails 1Thurss 490 Brk 1891 B General 1Tilkhurst Middlesborough 1527 Shp 1891 B Railway iron/Coal 1Toorong 344 Brk 1891 B 1West Australian London 571 Brk 1891 B General 1West Riding Champion Bay 913 Brk 1891 B Ballast 1Willowbank London 811 1891 B General 1Aarhus London 640 Brk 1892 B General 2Age Newcastle 2284/1492 SS 1892 B Coal 1Alcestis Dunedin 398 Brk 1892 B General 1Alexa Bluff 424 Brk 1892 B General 1Alexandra London 627 Brk 1892 Dan General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSAlfred Hawley Adelaide 412 Brk 1892 B Camels/General 1Alice Muir Newcastle 480 1892 B Sugar 1Annie MacDonald London 479 Brk 1892 B General 1Arcona Monte Video 912 Brk 1892 Ger Ballast 1Argo Rio de Janeiro 661 Brk 1892 B Ballast 1Argus Melbourne 1822 SS 1892 B General/Horses 1Aurora Melbourne 662 Brk 1892 Nor Timber 1Australind SS 1892 B 3Balrrice (or Blarrui) Adelaide 100 2 M Sch 1892 B 1Bancoora Karratha 2170/2881 SS 1892 B Camels 1Barrier SS 1892 1Bells Mauritius 341 Brk 1892 B Ballast 1Bittern Mauritius 393 Sch 1892 B Sugar 1Brazileira Melbourne 294 Brk 1892 B 1Bucephalus Melbourne 1818/1192 SS 1892 Melbourne General 1Bulimba 1067 SS 1892 Brisbane 1Camana London 593 Brk 1892 B General 1Camelot Mauritius 369 Brk 1892 B Sugar 1Carte Blanche Algoa Bay 830 Brk 1892 Nor Ballast 1Cassicus Batavia 2347/1504 SS 1892 Ger Sugar 1Charlotte Padbury London 635 Brk 1892 B General 1Churstow Melbourne 473 Brk 1892 B General 1Clifton Broome 380 Brk 1892 B Ballast 1Costa Rica Packet Mauritius 531 Brk 1892 B Sugar 1County of Ayr Geraldton 499 Brk 1892 B Ballast 1Crown of England Java 1658 SS 1892 B Sugar 1Droting Sophia Pt Elizabeth 647 1892 Swed Ballast 1E H Avery Mauritius 240 Sch 1892 B Sugar/General 2Embleton London 1196 Brk 1892 B General 1Ernestine Pt Adelaide 827 Brk 1892 Ger Ballast 1Euchuca London 2826 SS 1892 B General 1Euchuca London 1736 SS 1892 B General 1Fifeshire London 2425/3791 SS 1892 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSHanda Dale Dunedin 261 3M Sch 1892 B General 1Heather Belle Mauritius 479 Brk 1892 B General 1Helena Durban 200 3M Sch 1892 Nor Ballast 1Helena Durban 200 3M Sch 1892 Nor 1Helena Mena London 672 Brk 1892 B General 1Henrich Botel Glasgow 499 1892 Ger General 1Industry Melbourne 1188 SS 1892 B General 1Iris Singapore 806 Sch 1892 Colonial General 1Jean(e) Pierre London 613 Brk 1892 B Ballast 1Johanna Adolph Mauritius 310 3M Sch 1892 Ger Ballast 1Kingdom of Saxony Mauritius 538 Brk 1892 B Ballast 1Laira (see also Liara) Hobart 492 Brk 1892 B General 1Laughing Wave Singapore 161 Brig 1892 B Ballast 1Leading Wind Melbourne 1159 Brk 1892 B General 1Lough Neagh New York 917 Brk 1892 B Rails 1Macduff London 1235 Shp 1892 B General 1Mailo Mauritius 237 Brk 1892 B Sugar 1Mary Blair Adelaide 328 1892 B General 2Minero London 478 Brk 1892 B General 1Nairnshire London 2428 SS 1892 B General 1Nemesis Colonies 866 SS 1892 B General 1Nettie New York 477 Brg 1892 US General 1New Guinea Java 2600 SS 1892 B Sugar 1Niola Albany 675 Brk 1892 B General 1Orange Grove Melbourne 385 Brk 1892 B General 1Othello Invercargill 314 Brk 1892 B Timber 1Pallas Launceston 602 Brk 1892 Ger Ballast 1Rio Lodge Lyttleton 241 Brig 1892 B General 1Saladin SS 1892 B Coasting 3Santon Montrose 2405 SS 1892 B Timber 1Saranar New York 1026 Brk 1892 US General 1Schwanden New York 856 Brk 1892 Nor General 1Sepia Geraldton/London 696 Brk 1892 B Ballast/General 2
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSSonkar London 1304 Shp 1892 B General 1Spinaway Mauritius 325 Sch 1892 Colonial Sugar 1Taieri New Zealand 1056 SS 1892 B Stock/Produce 1Triton Sweden 730 Brk 1892 Ger Timber 1Umvoti Dunedin 442 Brk 1892 B General 1Vagabond Mauritius 474 Sch 1892 B Ballast 1Wendouree 1066 SS 1892 B Coasting 1West Australian London 572 Brk 1892 B General 1Wilcannia London 1750 SS 1892 B General 1William Wilson 400 Brk 1892 B 1Windermere London 481 Brk 1892 B General 1Wrestler Melbourne 447 3M Sch 1892 US General 1Wunero 478 Brk 1892 B 1Activ Cape Town 558 Brk 1893 Nor Ballast 1Alastor London 824 Brk 1893 B General 1Alto Adelaide 91 Sch 1893 B General 1Annie MacDonald London 479 Brk 1893 B General 1Athena Mauritius 412 Brk 1893 B Ballast 1Auriga Mauritius 518 Brk 1893 B Sugar 1Balaklava Barrow In Furness 1273 1893 B Railway Iron 1Bittern Hanover B. Columbia 393 Sch 1893 B Timber 1Bulimba Colonies 1067 SS 1893 B General 1Camana London 593 Brk 1893 B General 1Cambrian Hills Barrow In Furness 1632 Shp 1893 B Rails 1Carte Blanche Mauritius 830 Brk 1893 Nor Sugar/Ballast 1Charlotte Padbury London 636 Brk 1893 B General 1Cloncurry Colonies 1639 SS 1893 Melbourne General 3Damson Hilo Barrow In Furness 1984 4M Shp 1893 B Railway Iron 1Dato Newcastle 474 Brg 1893 Nor Coal 1Dimedale Barrow In Furness 1779 Shp 1893 B Railway material 1Dutchess of Kent Devonport, Tasmania 60 Ketch 1893 Launceston Produce 1E H Avery Mauritius 245 Sch 1893 Colonial 1Earlshall London 376 Brk 1893 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSEastcroft Barrow In Furness 1312 Shp 1893 B Railway material 1Eddystone Melbourne 1313 SS 1893 B General 2Ernestine Montrose 827 Brk 1893 Ger Timber 1Ester New York 490 Brk 1893 Nor General 1Ester 490 Brk 1893 Nor 1Euchuca London 1738 SS 1893 B General 1Fleur de Maurice Mauritius 317 Brk 1893 B Ballast 1Golden Gate London 898 Brk 1893 B General 1Gulf of Taranto London 2128 SS 1893 Scotland (Greenoch) General 1Hannover Mauritius 558 Brk 1893 Ger Ballast 1Hastor 824 brk 1893 B 1Helena Mena London 672 Brk 1893 B General 1J H Nicolai Santos, Brazil 1038 Brk 1893 Ger Ballast 1Johanna Adolph New York 310 3M Sch 1893 B General 1Lindus SS 1893 1Lonsdale 1685 Shp 1893 B Railway material 1Mana Sydney 107 Sch 1893 Fremantle Coal/Timber 1Mannie Swan New York 738 3M 1893 US General 1Marie Charlotte London 495 Sch 1893 Fr General 1Mary Blair Adelaide 326 1893 B 1Mayhill Barrow In Furness 2027 4M Brk 1893 B Railway material 1Mennock London 787 Brk 1893 B General 1Minero London 478 Brk 1893 B General 1Nairnshire London 3720 SS 1893 B General 1Nemesis SS 1893 Coasting 1New Guinea Colonies 2600 SS 1893 B General/Horses 3Nilson Glasgow 400 Brk 1893 B General 1Niola London 679 Brk 1893 B General 1Pandur New York 594 Brk 1893 B General 1Peregrene Melbourne 1600 SS 1893 B General 1Petons 540 Brk 1893 Nor Timber 1Port Phillip London 2670 SS 1893 B General 2Premier Rotterdam 260 Steam Dredge 1893 Dutch Ballast 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSRotskins London 2004 SS 1893 B General 1Saide Albany 250 RYS 1893 B Ballast 1Saladin SS 1893 B 3Signal Pt Elizabeth 908 Brk 1893 Nor Ballast 1Tagliaferro Colonies 1036 SS 1893 B General 2Taieri Albany 1800 SS 1893 B Coal 1Taraunga HMS 1893 1Tasmania Colonies 2560 SS 1893 B General 1Ulidia Barrow In Furness 2378 Shp 1893 B Rails 1Victoria London 743 Brk 1893 Ger Ballast 1Victorian Colonies 415 SS 1893 B General 1W J Taylor 43 Ketch 1893 1Waroonga Colonies 3200 SS 1893 B General 1West Australian London 572 Brk 1893 B General 1Zelateur Adelaide 516 Brk 1893 Nor Ballast 1Agnes McDonald Broome 62 2M F & A Sch 1894 B Ballast 2Annie Brown Adelaide 160 Barquentine 1894 B General 1Annie MacDonald London 459 Brk 1894 B General 1Baldur Santos, Brazil 693 Brk 1894 Ger 1Baldur 693 Brk 1894 Ger 1Bittern Mauritius 393 Sch 1894 B Sugar 1Bulimba Melbourne 1607 SS 1894 B General 1Buninyong Adelaide 1289 SS 1894 B General 2Charlotte Padbury London 635 Brk 1894 B General 1Cintra Colonies 1175 SS 1894 B General 1Clitus Melbourne 2424 SS 1894 B Horses/Passengers 1Colac SS 1894 B Stock 1Darius Singapore 2229 SS 1894 B General 1Eddystone SS 1894 1Elvira Albany 1449 Brk 1894 Ger Timber 1Eraline Adelaide 67 Ketch 1894 B Chaff/explosives 1Euchuca London 1735 SS 1894 B General 1Federal Melbourne 2400 SS 1894 Melbourne General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSFifeshire Antwerp 1318 Brk 1894 B Railway material 1Flinders Colonies 948 SS 1894 Adelaide Passengers Only 1Fremantle 150 SS Dredge 1894 B 1Gaa Paa Pt Natal 663 3M Brk 1894 Nor Ballast 1Gabo Colonies 2060 SS 1894 Melbourne Passengers/Cargo/General 3Gamen Montrose 914 Brk 1894 Swed Timber 1Ganymede Gulf Carpenteria 598 Brk 1894 B Guano 1Gartha Pt Natal 541 Brk 1894 B Ballast 1Gulf of Siam SS 1894 B 1Hanroh Colonies 1276 SS 1894 B General 1Helena Mena London 614 Brk 1894 B General 1Henny London 868 Brk 1894 Ger Ballast 1Howth Rotterdam 2166 4M Brk/Shp 1894 Dublin Iron 1Iris Singapore 205 Sch 1894 B General 1Janet Ferguson Delagoa bay 541 Brk 1894 B Ballast 1Jimi Singapore 2575 SS 1894 B General/Camels 1John Williams London 369 3M Sch 1894 B Stores 1Katoomba HMS 1894 1Kingdom of Saxony London 673 Brk 1894 B General 1Lina Glasgow 460 Brk 1894 Ger General 1Loch Fleet London 685 Brk 1894 B General 1Lotus/Lotos Algoa Bay 719 Brk 1894 Nor Ballast 1Melbourne Melbourne 1111 SS 1894 B General 2Nairnshire London 2428 SS 1894 B General 1Niola London 692 Brk 1894 B General 1Norkoowa 1074 SS 1894 B General 1Pass of Killucranhie Barrow In Furness 1745 Brk 1894 B Railway Iron 1Peru London 682 Brk 1894 B General 1Pioneer Pt Natal 966 Brk 1894 Nor Ballast 1Pionier Geraldton 1294 Brk 1894 Ger Railway material 1Port Pirie London 3019 SS 1894 B General 1Port Victor London 1827 SS 1894 B General 2R Morrow Montrose 1156 Brk 1894 B Timber 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSRiver Ganges London 642 1894 B General 1Rockton Colonies 1200 SS 1894 B General 1Saladin SS 1894 5Saluto 704 Brk 1894 Nor Ballast 1Santiago New York 460 Brk 1894 Ger General 1Sepia London 696 Brk 1894 B General 1Serena London/Adelaide 417 Brk 1894 B Ballast/General 2Sharpshooter Newcastle 489 Brk 1894 B Coals 1Tagliaferro Adelaide 1894 Coal/General 2Term New York 678 Brk 1894 Nor General 1Tim sa Jim 2575 SS 1894 B 1Viking Algoa Bay 748 Brk 1894 Nor Ballast 1Waroonga Colonies 1615 SS 1894 B General 2Wellington Melbourne 49 Ketch 1894 B General 1West Australian London 572 Brk 1894 B General 1West Riding London 913 Brk 1894 B General 1Wilcannia Rotterdam 2718 SS 1894 B Railway Iron 1William Turner Mauritius 431 Brk 1894 B Ballast 1Zaritsa Algoa Bay 916 Brk 1894 Swed Ballast 1Agra Adelaide 763 Brk 1895 Nor General/Stock 1Andes London 831 Bk 1895 B Ballast 1Annie MacDonald London 458 Brk 1895 B General 1Antares London 821 Brk 1895 Nor 1Antofagusta Santos, Brazil 679 Brk 1895 B Ballast 1Arabella Middlesborough 640 Brk 1895 B Railway material 1Ardendu Glasgow 610 Brk 1895 B General 1Argus Singapore 1822 SS 1895 B General 1Athena Mauritius 412 Brk 1895 B Ballast 1Barunga London 1030 Brk 1895 Swed General 1Birksgate Colonies 946 SS 1895 B General 1Bittern Sch 1895 B 1Bothwell Castle SS 1895 B 1Bungaree London 1859 SS 1895 B 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSBuninyong Adelaide SS 1895 B 2Buswing Melbourne 716 SS 1895 B General/Explosives 1Celtic King London 3738 SS 1895 B General 1Charlotte Padbury London 636 Brk 1895 B General/Explosives 1Christiana Cape Town 945 Brk 1895 Nor Ballast 1Cintra Colonies 1175 SS 1895 B General 1Claverley Karachi/Newcastle 1968 SS 1895 B Camels/Fodder 1Clitus Karachi 1588 SS 1895 B Camels 2Cloncurry Singapore/Colonies 1639 SS 1895 B Camels/Fodder 5Colac Adelaide SS 1895 10Dhulup Singh Sydney 1198 Brk 1895 B Ballast 1Don Adolpho 677 Brk 1895 Nicaragua Timber 1Duncraig Montrose 688 Brk 1895 B General/Timber 1Elstru Grange Middlesborough 3930 SS 1895 B Railway material 1Federal Singapore/Adelaide SS 1895 B General/Camels 4Fifeshire London 2425 SS 1895 B General 1Franklin Adelaide 394 SS 1895 Melbourne 1Fraum Melbourne 1406 SS 1895 Nor General 2Freya Rio de Janeiro 659 Brk 1895 Ger Ballast 1Geln Nuntly (or Huntly) 490 Brk 1895 B 1Generie M Tucker Cape Town 487 Brk 1895 B Ballast 1Gerda Pt Natal 735 Brk 1895 Ger Ballast 1Glen Caladh Glasgow 464 Brk 1895 B General/Dynamite 1Golden Gate London 898 Brk 1895 B General 1Gulf of Genoa London 2175 SS 1895 Scotland (Greenoch) General 1Gulf of Lions London 1672 SS 1895 B General 1Gulf of Martaban London 3447 SS 1895 B General/Explosives 1Gulf of Siam London 3432 SS 1895 B General 1Hannah Nicholson Adelaide 252 Brk 1895 B Cereals/Stock 1Helena Mena London 614 Brk 1895 B General/Explosives 1India Pt Elizabeth 672 Brk 1895 Nor Ballast 1Iris Singapore 206 1895 Colonial General 2La Guardia New York 679 Brk 1895 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSLindus SS 1895 B 1Linnea 382 Brk 1895 Nor 1Marbo 1675 SS 1895 B 1Marcoo (Barcoo) Melbourne SS 1895 B 1Marenki Melbourne 64 Sch 1895 B Explosives 1Mariner Melbourne 64 Sch 1895 B General/Explosives 1Melbourne Adelaide SS 1895 5Morgengry Montrose 558 Brk 1895 Nor Timber 1Mount Tabor Karachi/Newcastle 1493 SS 1895 B Camels/coals 2Nairnshire London 2428 SS 1895 B General 1Nebo Baltic 494 Brk 1895 Nor Timber 1Nemesis SS 1895 4New Guinea SS 1895 B 1Niola Glasgow 642 Brk 1895 B General 1Noorkawa SS 1895 B 1Noorkawa SS 1895 B 1Osaka New York 517 Brk 1895 B General 1Otago Mauritius 346 Brk 1895 B Sugar 1Peru London 683 Brk 1895 B General 1Phoenix New York 648 Brk 1895 Dan General 1Polynesia Hamburg 649 Brk 1895 General 1Port Phillip London 1669 SS 1895 B General 1Port Stephens 2478 SS 1895 B 1Port Stephens SS 1895 B 1Queen Adelaide Karachi 1835 SS 1895 B Camels 1Robert Burn Melbourne 45 Ketch 1895 B Oats/Explosives 1Robert Duncan Middlesborough 2000 4M Shp 1895 B Railway material 1Saladin SS 1895 B 2Savoya Melbourne 1305 Shp 1895 It Ballast/Iron 1Sepia London 695 Brk 1895 B General 1Sultan 1270 SS 1895 B 1Tagliaferro Northern Ports SS 1895 B 1Tangier Adelaide 1222 SS 1895 B General/Stock 3
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSTangier Melbourne/Adelaide 1222 SS 1895 B Stock/General 3Terulum Adelaide 493 Brk 1895 B Chaff/Ballast 1Thyatavia Santos, Brazil 898 Brk 1895 B Ballast 1Wanlock Santos, Brazil 744 Brk 1895 B Ballast 1West Australian London 542 Brk 1895 B General 1Abel Montrose 471 Brk 1896 Nor. Timber 1Adelaide SS 1896 B 1Adrena Baltic 428 Sch 1896 Nor Timber 1Alagonia Adelaide/Albany 1728 SS 1896 B General 2Alcestes New Zealand 398 Brk 1896 B Railway material 1Alfred Hawley Baltic/Cape Colony 412 Brk 1896 B Timber/Ballast 2Alshelberht Montrose 768 Brk 1896 B Timber 1Annie Brown Dunedin 160 Sch 1896 B General 1Annie MacDonald London 458 Brk 1896 B General 1Antares Marseilles 821 Brk 1896 Nor Tiles 1Anthons 132 Bgtine 1896 B Timber 1Antonietta New York 970 Brk 1896 It General 1Arabella London 641 Brk 1896 B General 1Arcturus Algoa Bay 730 Brk 1896 B Ballast 1Argus Calcutta/Singapore 1827 SS 1896 B General/Camels 2Asphodel Adelaide/Melbourne 1730 SS 1896 B General/Livestock 4Australind SS 1896 B 1Barden 358 Sch 1896 Nor General 1Beagle Sydney 157 SS 1896 Fremantle Timber 1Birkdale Vancouver 1388 Brk 1896 B Timber 1Birksgate Albany SS 1896 B 2Borrowdale Glasgow 1197 Shp 1896 B General 1Braemer Glasgow 1035 Brk 1896 B General 1Broughton Middlesborough 570 Brk 1896 B Railway material 1Bumah Maryport? 954 Brk 1896 B Railway material 1Buswing Newcastle SS 1896 B 1Buteshire Middlesborough 1768 4 M Shp 1896 B Railway material 1Cambria Albany 59 SS 1896 Fremantle Dynamite 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSCare Hamburg 958 Brk 1896 Ger General 1Carlotta Pt Natal 552 Brk 1896 Swed Ballast 1Carte Blanche Baltic 796 Brk 1896 Nor Timber 1Celtic King London 3738 SS 1896 B General/Explosives 1Cerberus Champion Bay SS 1896 B 2Ceylon Baltic 353 Brk 1896 B Timber 1Chemnitz Adelaide 1772 SS 1896 Ger General 1Christian Scriver 579 Brk 1896 Nor 1City of Athens New York 1199 Shp 1896 B General 1Cloncurry Colonies 1637 SS 1896 B General 1Colac Adelaide SS 1896 B 14Colusa Pt Townsend 1111 Brk 1896 US Timber 1Coorong Delgoa Bay 344 Brk 1896 B Ballast 1Cormorant London 1021 Brk 1896 Nor General 1Corolla 1263 Shp 1896 B Timber 1Croydon Vasse 198 SS 1896 Fremantle General 1Culgra London 3281 SS 1896 B General 1Darius Singapore 2130 SS 1896 B General/Camels 1Decapolis London 612 Brk 1896 B General 1Dunard Santos, Brazil 706 Brk 1896 B Ballast 1Elma Montrose 762 Brk 1896 Nor Timber 1Eskdale Adelaide/Melbourne/Newcastle1926 SS 1896 B General/Coal 6Euchuca Karachi 1735 SS 1896 B Camels 1Eugenie Montrose 697 Brk 1896 Ger Timber 1Excelsior Baltic 1348 Brk 1896 Nor Timber 1Foyle New York 1665 Shp 1896 B General 1Framnes Albany 958 SS 1896 Nor General 1Fraum Melbourne 1406 SS 1896 Nor General 1Freya Rio de Janeiro 659 Brk 1896 Ger Ballast 1Geralia Baltic 665 Brk 1896 Swed Timber 1Glen Huntley Glasgow 490 Brk 1896 B General/Explosives 1Glenmark Glasgow 1256 Brk 1896 B General 1Golden Shire Puget Sound 626 4M Sch 1896 B Timber 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSGulf of Ancud Newcastle 1699 SS 1896 Scotland (Greenoch) Rails/Coal 1Gulf of Bothnia London 2169 SS 1896 B General 1Gulf of Genoa London 3448 SS 1896 B General 1Gulf of Mexico Adelaide 2009 SS 1896 B General 1Gulf of Venice London 1883 SS 1896 B General 1Helena Mena London 614 Brk 1896 B General 1Hertha Baltic 527 Brk 1896 B Timber 1Hospidan Middlesborough 1625 Shp 1896 B Railway material 1Hubbock Karachi/Albany 1775 SS 1896 B Camels/General 2Indianapolis Sydney 1593 SS 1896 B General/Stock 1Iris Singapore 206 Sch 1896 B General 1Isle of Erin Melbourne 889 Brk 1896 Liverpool General 1Jasmira? Montrose 460 Brk 1896 Ger Timber 1Jimi Colonies SS 1896 B 1John Gambles 1000 Brk 1896 B Timber 1Kirklands Adelaide/Albany/Colonies SS 1896 B General 3Korsvei Mauritius 359 Brk 1896 Nor Sugar 1La Serena Colonies 1447 SS 1896 B 1Letterewe London 798 SS 1896 B General/Explosives 1Liara (Laira?) Dunedin 492 Brk 1896 B Produce 1Liddesdale Colonies SS 1896 B 2Linnea Melbourne 382 Brk 1896 Nor General 1Lintrathen 664 Brk 1896 B Timber 1Magnat London 965 Brk 1896 Ger General 1Manx Fairy Liverpool 26 Sch 1896 Fremantle Ballast 1Maori King London/Middlesborough 2476 SS 1896 B General/Railway material 2Marcoo (Barcoo) Adelaide/Melbourne/Albany 969 SS 1896 B 10Maritta Albany 1930 SS 1896 B General 1Mary Wadley Hobart 160 Sch 1896 B Timber 1Mary Winkleman Puget Sound 482 Bkn 1896 US Timber 1Mauna Ala Puget Sound 779 Brk 1896 Haw Timber 1Melbourne Melbourne/Colonies SS 1896 B 7Morayshire London 3427 SS 1896 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSMorgenry Montrose 558 Brk 1896 Nor Timber 1Mount Rebron Melbourne/Sydney/Newcastle SS 1896 B 4Narfruen (or Aarfruen) Baltic 622 Brk 1896 Nor Timber 1Nautilus Hamburg 725 Brk 1896 Ger General 1Naval Queen 230 Brk 1896 B Timber 1Newsboy Puget Sound 509 Brk 1896 US Timber 1Niola London 642 Brk 1896 B General 1Nonantum Melbourne 1043 Brk 1896 US General 1Norclity 584 4M Sch 1896 US Timber 1Norden New York/Champion Bay 724 Brk 1896 Nor General 2Omba Port Pirie 1908 SS 1896 B Sulphate Ore 1Omega 535 3M Sch 1896 US Timber 1Onawan New York 886 Brk 1896 US General 1Orpheus New Zealand 53 Sch 1896 Fremantle Timber 1Otago Fowler Bay/Pt Natal 346 Brk 1896 B Produce/Ballast 1Paquita 460 Brk 1896 Ger 1Port Elliot London 2294 SS 1896 B General 1Port Hunter London 3550 1896 B General 1Port Melbourne London 4670 SS 1896 B General 1Port Phillip London 1896 B 1Pronto Champion Bay 335 Brk 1896 1Queen Adelaide Karachi 1835 SS 1896 B Camels 1Queen Adelaide Karachi 1835 SS 1896 B Camels 1Queen of Cambria London 834 Brk 1896 B General 1Ringhom Baltic 569 Brk 1896 Nor Timber 1Robert McKenzie London 846 Brk 1896 Swed General 1Robert Sudden Puget Sound 517 Sch 1896 US Timber 1Rothsay Bay 750 Brk 1896 B Timber 1Rubbuch 1775 SS 1896 B 1Saladin SS 1896 B 1Salterod Sweden 695 Brk 1896 Nor Timber 1Sepia London 695 Brk 1896 B General 1Sercrus London 2186 SS 1896 Ger General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSShaftesbury Newcastle SS 1896 B 1Siam Karachi 1991 SS 1896 Aus/Hun Camels 1Silverbrow Glasgow 1176 Brk 1896 B General 1Skemvaer Baltic 1626 Brk 1896 Nor Timber 1Solide London 826 brk 1896 Ger General 1Spero Pt Natal 631 Brk 1896 Nor Ballast 1Sultan SS 1896 B 1Tangier Adelaide 1222 1896 B General 2True Blue Pt Natal 447 Brk 1896 B Ballast 1Urmston Grange London 3560 SS 1896 B General 1Victoria Melbourne 450 SS 1896 B Nil 1Vigeland Natal 796 Brk 1896 Nor Ballast 1W H Talbot Puget Sound 743 4M Sch 1896 US Timber 2Water Lilly Liverpool 32 Sch 1896 Manchester Ballast 1West Australian London 543 Brk 1896 B General 1Yaralla 303 SS 1896 B Timber 1Aara (Clara?) New York 1046 Brk 1897 Dan. General 1Abercarnie Natal 686 Brk 1897 B Ballast 1Acacia Hobart 233 Brk 1897 B Produce 1Acamas Newport 1715 Shp 1897 B Railway material 1Adderley London 1141 Brk 1897 B General 1Adelaide Colonies 917 SS 1897 B 1Alagonia Colonies SS 1897 B 5Alex McNeil Pt Gambier 1048 Brk 1897 America Timber 1Alfred Hawley Mauritius 411 Brk 1897 B Sugar 1Allinga Liverpool 3000 SS 1897 Adelaide General 1Anamba 1055 Brk 1897 B 1Andania Colonies 2878 SS 1897 Sydney General 4Andania Colonies SS 1897 B 1Annie Brown Greymouth? 160 Sch 1897 B Timber 1Annie MacDonald London 457 Brk 1897 B General 1Antonia Gothenburg 937 Brk 1897 Rus Timber 1Arabella London 641 Brk 1897 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSAshley Colonies SS 1897 B 1Augsburg Hamburg 3200 SS 1897 Hamburg General 1August Telleson Montrose 697 Brk 1897 Nor Timber 1Australind Coastwise SS 1897 B 1Bandalier Puget Sound 930 Brk 1897 US Timber 1Banklands Montrose 1174 Brk 1897 B Timber 1Barden Hobart 358 Sch 1897 B Timber 1Barossa London 969 Brk 1897 B General 1Beechdale 1270 Brk 1897 B 1Berwickshire New York 901 Brk 1897 General 1Bothwell Castle Colonies SS 1897 B 2Brand 1849 SS 1897 Nor 1British Envoy Sweden 1228 Brk 1897 Swed Timber 1Bucephalus Melbourne/Bombay 1192 SS 1897 B Cattle/Fodder/Genera/ 2Buchdale Glasgow 1270 Brk 1897 B General 1Bulimba Albany SS 1897 B 1Bullara Coastwise 1728 SS 1897 Adelaide 1Buninyong Colonies SS 1897 B 4Callirrhok Cape Colony 1148 Brk 1897 B Ballast 1Cape Otway Glasgow 1718 SS 1897 B General 1Carte Blanche 979 Brk 1897 Nor Ballast 1Celtic King London 2429 SS 1897 B General 2Centaur SS 1897 B 1Cerberus Colonies SS 1897 B 1City of Adelaide San Francisco 843 4M Bkn 1897 B General 1City of Agra Fredickstads/London 987 Brk 1897 Nor Timber 1Cloncurry Colonies 1639 SS 1897 B 1Colac Adelaide/Colonies SS 1897 B 8Cornwall London 3554 SS 1897 B General 2Croydon Coasting SS 1897 B 1Crummock Water Rangoon 995 Brk 1897 B Rice 1Danmark London 1347 Brk 1897 Dan General 1Darius Singapore SS 1897 B 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSDecapolis London 592 Brk 1897 B General 1Derm London 3546 SS 1897 B General 1Devon London 3546 SS 1897 London General 1Diuma (Deuma) Norway 728 Brk 1897 Nor Timber 1Doredale Tasmania/Colonies 1796 SS 1897 B Coal/General 6Ebenezer Mauritius 317 Bkn/3M Sch 1897 B Sugar 1Elingamite Colonies SS 1897 B 1Estrella New Zealand 500 Brk 1897 Nor Produce 1Euchuca London 1836 SS 1897 B General 1Flinders Coasting SS 1897 B 1Forthbank New York 1332 Brk 1897 B General 1Franz 1048 Brk 1897 Ger 1Freia Hamburg 1000 Brk 1897 Ger General 1Fresir ? Geraldton 655 Brk 1897 Ger Timber 1Gabo Albany SS 1897 B 2Hamburg New York 1649 Brk 1897 B General 1Harold Hamburg 1300 Brk 1897 London General 1Helena Mena London 614 Brk 1897 B General 1Helos Baltic 928 Brk 1897 Nor General 1Hesper Pt Townsend 603 Brk 1897 US Timber 1Hindostan Colonies SS 1897 B 1Hinemoa Geelong 2203 4M Brk 1897 B General 1Indianapolis Colonies SS 1897 B 4Industry Tasmania SS 1897 B 3Innamincka Melbourne 2501 SS 1897 B 1J H Nicolai Pt Natal 958 Brk 1897 Ger Ballast 1Jaspar Lyttleton 250 Bkn 1897 B Produce 1Jimi? SS 1897 B 1Johanne Geraldton 728 Brk 1897 Nor Timber 1Kalgoorlie London 1852 SS 1897 B General 1Kate Thomas Port Blakely 1597 4M Brk 1897 B Timber 1King Malcolm Middlesborough 1256 Brk 1897 B Railway material 1Kirklands Colonies SS 1897 B 7
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSKosinsko Puget Sound 1192 Brk 1897 B Timber 1La Serena Colonies SS 1897 B 5Lady St Aubyn Kiapara? 150 Sch 1897 Fr Timber 1Lakemba Middlesborough 1066 Brk 1897 B Rails 1Lark Colonies 197 Sch 1897 Fremantle 1Lilla Montrose 1676 Brk 1897 Ger General 1Lora Canning Glasgow 1381 Shp 1897 B General 1Lotus Sweden 687 Brk 1897 Nor Timber 1Lurline London 761 Brk 1897 B General 1Lyman D Foster Puget Sound 692 3M Sch 1897 US Timber 1Maori King London 2800 SS 1897 B General 2Marcoo (Barcoo) Colonies 1897 B 8Maritta SS 1897 B 1Melbourne Melbourne/Colonies 1111 SS 1897 B General/Explosives 8Mimi Hamburg 1147 Brk 1897 Ger General 1Mobile Bay Montrose 1117 Brk 1897 B Timber 1Montgomery Castle London 871 Brk 1897 B General 1Nemesis Bunbury SS 1897 2New Guinea Colonies SS 1897 B 2Niola London 642 Brk 1897 B General 1Nithsdale Glasgow/Cape Colony/Colonies1198 SS 1897 B General 4Omega Puget Sound 522 3M Sch 1897 US Timber 1Orange Grove Beira, East Africa 385 Brk 1897 B Ballast 1Oriana London 987 Brk 1897 It General 1Osborne Newport 2033 SS 1897 B Railway material 1Pacific Sydney/Colonies SS 1897 B General/Cattle 4Pallas New York 601 Brk 1897 Ger General 1Pengwern Washington 1492 Shp 1897 B Timber 1Pomona Vancouver 1200 Brk 1897 B Timber 1Port Denison London 2188 SS 1897 B General/Explosives 1Princess Marie Middlesborough 1288 Brk 1897 Dan Railway material 1Province Mordyville, BC 1696 4M Brk 1897 B Timber 1Queen Mab London 1000 Brk 1897 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSRapid HMS 1897 B 1Renfield New York 1034 4M Sch 1897 General 1River Nith London 1165 Brk 1897 B General 1Rockton Albany 1897 B 2Saladin Colonies/Geraldton SS 1897 B 3Sammerfield Hamburg 1671 SS 1897 Ger General 1Samoa Baltic 686 Brk 1897 Nor Timber 1Scottish Hero London/Colonies 1386 SS 1897 B General 4Scottish Wizard London 1140 Brk 1897 B General 1Sepia London 724 Brk 1897 B General 1Servus London 2186 SS 1897 Ger General 1Shaftesbury Colonies/Newcastle SS 1897 B 3Shenir New York 1173 Brk 1897 B General 1Sidney Fredickstads 792 Brk 1897 Nor Timber 1Simaru (Jimaru?) Sydney 1306 Shp 1897 B Frozen Meat/Produce 1Snowdon New York 1065 Brk 1897 B General 1Sofie 324 Brk 1897 Nor Produce 1Solglyt Sweden 818 Brk 1897 Nor Timber 1Soltheim Gothenburg 917 Brk 1897 Nor Timber 1Solveig Algoa Bay 574 Brk 1897 Nor Ballast 1Spinaway Singapore 325 Sch 1897 B General 2Spiro Onslow 631 Brk 1897 Nor Ballast 1Strathaven Colonies SS 1897 B 2Superb Puget Sound 1360 Shp 1897 B Timber 1Sydenham Puget Sound 1016 Brk 1897 B Timber 1Tagliaferro Colonies SS 1897 B 1Tangier Colonies SS 1897 B 5Torrens Melbourne 47 St Lighter 1897 B Ballast 1Triton Montrose 728 Brk 1897 Ger General 1Umastan? Colonies SS 1897 B 1Unamba Middlesborough 1055 Brk 1897 B Railway material 1Urania London 545 Brk 1897 Nor Ballast 1Vigiland Sydney 796 Brk 1897 Nor General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSVision 159 Brg 1897 B 1Volador Geraldton 195 3M Sch 1897 Nor Timber 1Wesel 655 Brk 1897 Ger 1West Australian London 544 Brk 1897 B General 1Westbury Baltic 470 Brk 1897 Rus Timber 1Wilcannia London 2800 SS 1897 B General 1Winnipeg Fredickstads 951 Brk 1897 Nor Timber 1Wollowra Colonies 1726 SS 1897 B 1Adelaide Albany SS 1898 B 5Adele Scotland? 837 Brk 1898 Ger Ballast 1Agostino Terizzano Hamburg 1188 Shp 1898 It General 2Albany Coastwise 460 SS 1898 B 4Alfred Hawley Colonies Brk 1898 B 1Allinga Albany 3500? SS 1898 B (Adelaide) 1Anaemia 2829/1828 SS 1898 B 1Andonia (Andania) London 2829/1828 SS 1898 B General 1Anglian 1354 SS 1898 Melbourne 4Arabella London 641 Brk 1898 B General 1Arctic Stream Barry Dock 1498 Shp 1898 B Coke 1Arroyo London 2307 SS 1898 B General 2Ashmore London 1099 Brk 1898 B General 2Australind Geraldton SS 1898 B 3Bille Algoa Bay 737 Brk 1898 Ger Ballast 1Bittern Sch 1898 B 2Bonafide Algoa Bay 528 Brk 1898 Nor Ballast 1Bothwell Castle Colonies/Albany SS 1898 B 7Boveric Barry Dock/Newcastle 3987 SS 1898 Melbourne Coal 6Bremen Colombo 10536/6682 GMS 1898 Ger General 1Bulimba Albany SS 1898 B 4Buninyong Colonies/Albany SS 1898 B 3Cambrian Chieftain Glasgow 1361 Brk 1898 B General 1Cape Otway Albany SS 1898 B 2Chemnitz Algoa Bay 1772 SS 1898 Ger General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSCloncurry Albany SS 1898 B 1Content Natal 522 Brk 1898 Nor Ballast 1Cornwall London 2554 SS 1898 B General 1Dag Pt Natal 537 Brk 1898 Nor Ballast 1Decapolis London 592 Brk 1898 B General 1Dione Pt Natal 720 Brk 1898 Nor Ballast 1Doredale Colonies/Tasmania SS 1898 B 9Drot Delgoa Bay 1073 Brk 1898 Nor Ballast 1Drothing Sophia 647 Brk 1898 SwedEarl of Dalhousie Newport 1676 4M Brk 1898 B Timber 1Earnock London 1198 Shp 1898 B General 1Emerald Baltic 745 Brk 1898 Nor Timber 1Emile Reneuf Tyne, England 2425 4M Brk 1898 Fr Coke 1Essen Algoa Bay 1861 SS 1898 Ger General 1Excelsior Kasparva? 380 Brk 1898 B Timber 1Flinders Albany SS 1898 B 1Forfarshire Glasgow 1300 Brk 1898 Glasgow General 1Friederich der Grosse Hamburg 6767 GMS 1898 Ger General 2Gabo Albany SS 1898 B 4Gera Sydney/Colombo 5005 SS (GMS) 1898 Ger General 3Goasfell Hamburg 716 1898 B General 1Gulf of Ancud London 1700 SS 1898 B General 1Gulf of Genoa London 2175 SS 1898 B General 1H W Palmer 405 Brk/Sch 1898 Nor 1Hans Wagner Hamburg 840 Brk 1898 Ger General 1Henny Glasgow 868 Brk 1898 Ger General 1Indianapolis Newcastle SS 1898 B 4Innamincka Albany SS 1898 B 4Iris Sch 1898 B 2J T North London 793 Brk 1898 Liverpool General 1Kalgoorlie Albany SS 1898 B 11Karakatta London/Coastwise 1271 SS 1898 Fremantle 4Karlsruhe Bremen/Colonies 3198 GMS 1898 Ger General 2
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSKhorasen London 1035 Brk 1898 Ger General 1King Malcolm Glasgow 1256 Brk 1898 B General 1Kolya Colonies/Derby 1168 SS 1898 B 11Konigin Luise Bremen 6722 GMS 1898 Ger General 1Koonawarra Colonies 1500 SS 1898 B 4La Serena Sydney/Colonies SS 1898 B 10Lady Elizabeth London 1152 Brk 1898 B General 1Lady Lina Baltic 1361 Shp 1898 Swed Timber 1Lady St Aubyn Coastwise 1898 B 1Larnaca Albany 1492 SS 1898 B Coal 1Les Adelphes Glasgow 1099 Brk 1898 Fr General 1Lindus Newcastle SS 1898 B 1Lom 499 Bkn 1898 Nor Ballast 1Lyna Montrose 534 Brk 1898 Nor Timber 1Magda Baltic 1038 Brk 1898 Ger Timber 1Maori King London 2476 SS 1898 B General 1Marcoo (Barcoo) Colonies 745 SS 1898 B 15Maritta (Marietta) Sydney/Albany SS 1898 B 4Medbor Algoa Bay 503 Brk 1898 Nor Ballast 1Meissen Algoa Bay/Hamburg 5210 SS 1898 Ger General 2Melbourne Melbourne SS 1898 B 7Minnet Bund Schfruen? 489 Brk 1898 Swed Ballast 1Mobile Bay New York 1114 Brk 1898 B General 1Nautilus Hamburg 679 Brk 1898 Ger General 1Nebo London 494 Brk 1898 Nor Ballast 1Nemesis Bunbury/Albany SS 1898 B 6New Guinea Albany SS 1898 B 8Niola London 642 Brk 1898 B General 1Nithsdale London/Newcastle SS 1898 5Northernskold Capetown 642 Brk 1898 Swed Ballast 1Oban Bay London 999 Brk 1898 B General 1Oldenburg Bremen/Adelaide 3705 GMS 1898 Ger General 2Omeo Hlk 1898 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSOrion Pt Natal 712 Brk 1898 Nor Ballast 1Paroo Albany 1718 SS 1898 B 5Patterdale Vancouver 1169 Shp 1898 B Timber 1Pebbleshire New York 866 Brk 1898 B General 1Perth Liverpool/Colonies 1125 SS 1898 B General 8Peru London 896 Brk 1898 B General 1Pilburra Bunbury 1718 SS 1898 B 4Port Albert London 3514 SS 1898 B General 1Port Sonachan New York 1112 1898 B General 1Port Stephens London 2278 SS 1898 B General 1Prinz Regent Luitpold Bremen/Colonies 3950 GMS 1898 Ger General 2Rollo New York 878 Brk 1898 B General 1Rose 793 Brk 1898 Fremantle 1Saladin Coastwise SS 1898 3Sammerfield Hamburg 1671 SS 1898 Ger General 1Sappho London 494 Brk 1898 Nor Ballast 2Scottish Hero Newcastle SS 1898 B 1Selkirkshire Glasgow 1192 Brk 1898 B General 1Senator Versman New York 1273 Shp 1898 Ger General 1Snowdon Bankok 1065 Brk 1898 B Rice 1Solglyt Baltic 796 Brk 1898 Nor 1Solingen Algoa Bay 2843 SS 1898 Ger General 1Solveig Albany Brk 1898 1Spinaway Hong Kong 324 Sch 1898 B General 1Stassfurt Hamburg 2083 SS 1898 Ger General 1Stuttgart Bremen/Melbourne 3199 GMS 1898 Ger General 3Sultan Albany SS 1898 B 3Susanne Montrose 485 1898 Nor Timber 1Svea Baltic 1811 Shp 1898 Swed Timber 1Sydney Albany 793 Brk 1898 Nor Timber 1Tangier Sydney/Colonies SS 1898 9Thorn (Thora?) New York 843 Brk 1898 Nor General 1Titania London 1062 Brk 1898 Ger General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSTjeld Pt Natal 391 Brk 1898 B Ballast 1Triton Delgoa Bay 728 Brk 1898 Ger Ballast 1Ursus Minor Hamburg 586 Brk 1898 Nor General 1Vigil London 522 Brk 1898 B General 1W H Palmer Pt Natal/London 405 Sch 1898 B Ballast 2Waimea London 803 Brk 1898 Nor Ballast 1Waroonga Albany/Adelaide 1609 SS 1898 B 5Warweira Delgoa Bay 712 Brk 1898 Ger Ballast 2Weimar Bremen/Adelaide 3176 SS 1898 Ger General 2West Australian London 546 Brk 1898 B General 1Westfield Delgoa Bay 1071 4M Bkn 1898 B Ballast 1Wollowra Albany SS 1898 B 3Woolloomooloo London 2221 SS 1898 B General 1Yale Royal London 327 Brk 1898 B General 1Adelaide Albany SS 1899 B 9Aguste or Auguste Algoa Bay 1292 Brk 1899 Ger Ballast 1Albany Geraldton SS 1899 B 10Alm Pt Natal 692 Brk 1899 Nor Ballast 1America New York 1200 Brk 1899 Liverpool General 1Anadania Newcastle 1828 SS 1899 B Coal 1Andaman 919 Brk 1899 B Ballast 1Andes Algoa Bay 831 Brk 1899 B Ballast 1Anglican Albany 1354 SS 1899 B 10Antares Delgoa Bay 779 Brk 1899 Nor Ballast 1Arab Colombo 518 Brk 1899 Nor Ballast 1Arabella Gravesend? 624 Brk 1899 B General 1Asboun London 1828 SS 1899 Aberdeen General 1Ashmore London 1099 Brk 1899 B General 1Australind Geraldton SS 1899 B 7Banffshire Glasgow 848 Brk 1899 B (Glasgow) General 1Barbarossa Bremen/Sydney 6385 GMS 1899 Ger General 2Bardonie Cape Town 2011 Shp 1899 B Ballast 1Bay of Bengal London 1280 Shp 1899 London General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSBeagle 115 SS 1899 B 1Beecroft France 1625 Shp 1899 It Ballast 1Bittern 399 Bkn 1899 Fremantle 2Bothwell Castle Albany SS 1899 B 3Bremen Adelaide/Colombo/Sydney 10560 GMS 1899 Ger General 3British Envoy Cape Town 1228 Brk 1899 Swed Ballast 1Bulimba SS 1899 B 2Buninyong Albany 1289 SS 1899 B 3Burrembeet 1561 SS 1899 Melbourne 1C Paulsen Pt Natal 647 Brk 1899 Ger Ballast 1C. Tobias London 797 Brk 1899 Nor Ballast 1Cambria SS 1899 B 1Cape Wrath Cape Town 1998 Brk 1899 Scotland Ballast 1Cassius Sydney 1429 SS 1899 Ger General 1Chemnitz Algoa Bay 1745 SS 1899 Ger General 2Christine Algoa Bay 945 Brk 1899 Nor Ballast 1Cimbria Hamburg 1125 Brk 1899 Dan General 1City of Benares New York 1499 Shp 1899 Glasgow General 1Cloch New York 1346 Brk 1899 B General 1Cloncurry Newcastle SS 1899 2Colac Coastwise 958 SS 1899 B 9Coolgardie 1653 SS 1899 Melbourne 9Crusador Pt Elizabeth 996 Brk/shp 1899 Nor Ballast 1Darmstadt Colombo/Adelaide 3161 GMS 1899 Ger General 2Decapolis London 592 Brk 1899 B General 1Desdemona New York 1405 Shp 1899 B General 1Dollie 12 Sch 1899 Local built 1Don Clarence 12 Sch 1899 B 1Don Joseph 12 Lgr 1899 Local built 1Dorethy 12 Sch 1899 Local built 1Dunboyne Hamburg 1380 Brk 1899 B General 1Earl of Zetland Cape Town 1461 Shp 1899 Fin Ballast 1Ebenezer Mauritius 317 Bkn 1899 B Sugar/Dynamite 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSEdward Kiapara 251 Brg 1899 Nor Timber 1Eleanor 99 Tug 1899 Fremantle Lightering 1Ella Nicolai Delgoa Bay 591 Brk 1899 Ger Ballast 1Elmhurst New York 1712 Shp 1899 B General 1Elvira 1488 Brk 1899 Por Ballast 1Elwell Moodyville 1356 Shp 1899 US Timber 1Empire Vancouver 1019 Brk 1899 US Lumber 1Essen Algoa Bay 1861 SS 1899 Ger General 2Ethel 15 Lgr 1899 Local built 1Fifeshire London 3627 SS 1899 B General 1Florence Stella Algoa Bay 1170 Shp 1899 B Ballast 1Franklin Albany 395 SS 1899 B 2Freden Baltic/Pt Natal 866 Brk 1899 Nor Timber/Ballast 2Frederick Der Grosse Bremen 6767 GMS 1899 Ger General 1Fredsak Cape Town 831 Brk 1899 Nor Ballast 1Gabo Albany 1246 SS 1899 B 7General Fairchild Puget Sound 1307 Brk 1899 US Lumber 1Gera Colombo 3165 GMS 1899 Ger General 4Gio Batta Mepetto 1301 Brk 1899 It 1Glencairn New York 1498 Shp 1899 Glasgow General 1Governor Rotterdam 376 Dredge 1899 B Nil 1Gulf of Martaban London 1725 SS 1899 B General 1Gulf of Taranto London 2128 SS 1899 B General 1Gwertheyrn Castle Liverpool 778 Brk 1899 Carnarvon Wales General 1Gwyder 100 1899 Lightering 1H W Palmer London 400 Sch 1899 Nor Ballast 1Hamburg Hamburg 1110 Brk 1899 Ger General 1Harold London 1299 Brk 1899 B General 1Harport London 1747 SS 1899 London General 1Heinrich Cape Town 877 Brk 1899 Ger Ballast 1Henny Delgoa Bay 868 Brk 1899 Ger Ballast 1Hertha Sweden 604 Brk 1899 Dan Timber 1Hildrun Scotland? 399 Brk 1899 Swed Ballast 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSHowth Barry England 2166 4M Brk 1899 B Coke 1Irby Portland 1480 Shp 1899 Liverpool Timber 1Iris 206 Sch 1899 B 1Isle of Erin London 889 Brk 1899 B Ballast 1J H Nicolai Brazil 958 Brk 1899 Ger Ballast 1Jessie 12 Sch 1899 Fremantle 1Jimi (Timi) Albany 1670 SS 1899 B 4Josefa London 779 Brk 1899 Ger General 1Kadina Newcastle 1707 SS 1899 B 7Kalgoorlie Albany/Adelaide 1192 SS 1899 B 8Karlsrupe Bremen/Adelaide 3057 GMS 1899 Ger General 4Karrakatta Geraldton SS 1899 8Knight of St George 2999 SS 1899 B 1Kockhurst 1332 1899 BKolya Newcastle/Adelaide/Colonies SS 1899 B 13Konigen Luise Sydney 6723 GMS 1899 Ger General 1La Serena Albany/Colonies 1447 SS 1899 B 3Lapwing 12 Lgr 1899 Local built 1Lingard Cape Town 999 Brk 1899 Nor Ballast 1Loreley Delgoa Bay 1041 1899 Ger Ballast 1Luna Cape Town 842 Brk 1899 Nor Ballast 1Magnolia Albany 23 Ctr 1899 1Maori King London 2476 SS 1899 B General 1Marcoo (Barcoo) Albany SS 1899 B 12McGregor Coaster 156 SS 1899 B 1Melbourne Albany SS 1899 B 2Mimi Hamburg 1147 Brk 1899 Ger General 2Mohawk HMS 1899 B 1Mohawk 12 Ctr 1899 Local built 1Moorabool London 1974 SS 1899 B General 1Mountstuart London 1158 Brk 1899 B General 1Munter Pt Natal 951 Brk 1899 Nor Ballast 1Nairnshire Glasgow 965 Brk 1899 B General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSNemesis Bunbury SS 1899 B 6New Guinea Newcastle/Adelaide SS 1899 B 8Niobe Bunbury 12 Ctr 1899 1Niola London 642 Brk 1899 B General 1Nurnburg 1110 Brk 1899 GerOberon Hobart 713 Brk 1899 Ger Ballast 1Oldenburg Colombo/Adelaide 5005/3167 GMS 1899 Ger General 2Orion Pt Natal 712 Brk 1899 Nor Ballast 1Othello New York 1450 Shp 1899 B General 1Otilde Cape Town 887 Brk 1899 Ger Ballast 1Ouraka Newcastle SS 1899 B 1Paroo Albany SS 1899 B 6Peebleshire Glasgow 866 1899 B General 1Pelican Geraldton St Tug 1899 B 1Pellican Coastwise 12 Sch 1899 1Pelligrena O New York 1451 Shp 1899 It General 1Pelotas Geraldton 249 Bkn 1899 Nor Ballast 1Pelsart 64 Ketch 1899 Local built 1Penguin Coastwise HMS 1899 B 2Peri London 898 Brk 1899 B General 1Perth Albany/Adelaide SS 1899 B 11Pilburra Albany/Geraldton SS 1899 B 6Pioneer Delgoa Bay 194 Brk 1899 Ger Ballast 1Port Elgin New York 1628 Shp 1899 B General 1Post Boy 12 Lgr 1899 B Mails? 1Prins Valdemar New York 1239 Brk 1899 Dan General 1Prinz Regent Luitpold Europe/Colonies/Bremen 6380 GMS 1899 Ger General 4Raeveg Cape Town 513 Brk 1899 Nor Ballast 1Rajah 13 Lgr/Ctr 1899 Fremantle/Singapore 1Rippingham Grange London 5800 SS 1899 B General 1Rockhurst Natal 1332 1899 B Ballast 1Rolf Dar es Saalam 1170 Brk 1899 Nor Ballast 1Rollo Algoa Bay/Natal 876 Brk 1899 B Ballast 2
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSRose Puget Sound Brk 1899 B 1Royal Arthur Albany HMS 1899 B Flagship 1Saida Natal 2400 SS Man of War 1899 Aus 1Saladin Albany 1498 SS 1899 B 7Sammerfield (Sommerfield) Algoa Bay 1671 SS 1899 Ger General 2Silas Grimstad? 690 Brk 1899 Nor Timber 1Solheim Cape Town 945 Brk 1899 Nor Ballast 1Solingen Algoa Bay 1820 SS 1899 Ger General 1Sonneberg Algoa Bay/Adelaide 2929/4499 SS 1899 Ger General 5Spinaway Singapore 3200 Bkn 1899 B General 1Star of the West 24 Ketch 1899 Fremantle 1Strassfurt Algoa Bay 2083 SS 1899 Ger General 2Stuttgart Bremen/Adelaide/Colombo 3199 GMS 1899 Ger General 3Sultan Geraldton 1270 SS 1899 B 8Sultan 12 Lgr 1899 Fremantle 2Superb Delgoa Bay 721 Whaling Brk 1899 Nor Ballast 1Tangier Coastwise 1222 SS 1899 B Cattle 11Tasmania 12 Lgr 1899 Local built 1Tellus Liverpool 1418 Brk 1899 Ger General 1Teorce Manilla 1387 Shp 1899 It General 1Titania London 1063 Brk 1899 Ger General 1Urmston Grange New York 2220 SS 1899 B General 1Ursus Minor Cape Town 585 Brk 1899 Nor Ballast 1Waikato 3071 SS 1899 B 1Waroonga SS 1899 B 5Weimar Bremen/Adelaide 5000 GMS 1899 Ger General 2Werfa Glasgow 570 SS 1899 B General 1West Australian London 544 Brk 1899 B General 1Wild Wave 12 Sch 1899 Local built 1Willyama Albany 1713 SS 1899 B 7Woolwra Albany 1726 SS 1899 B Mail Contract 12Yale Royal 321 Brk 1899 B Timber 1Yarzin Colombo 5600/3368 SS 1899 Ger General 1
Appendix 4: Register of Shipping Arrivals and Departures at the Port of Fremantle 1890-1899. Transcription: C. Souter.
NAME OF SHIP DEPARTURE TONS RIG YEAR PORT/FLAG CARGO VISITSZelandia London 1735 SS 1899 B General 1
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
CC 364 100 Cases Brandy Container Container-Liquor
Spirit bottle L. Trapp & Sons Order
S 1/7 7 Cases Not specified Unidentified W. Bauer & Co Order
TWS/WA/F1/3
3 Coils Wire Rope Hardware W. Marden Order
WS/NNG 4/6 3 Coils Wire Rope Hardware W. Marden Order
F &S/357/550
200 Cases Bottled Beer Container Container-Liquor
Beer bottle W.B. Foster & Sons Order
WD/M900/1027
105 Cases Not specified Unidentified C. Shaw Lovell Order
WD/M900/1027
15 Casks Vinegar Container Container-Food
Salad oiłvinegar
C. Shaw Lovell Order
CB ChampionBay 1/30
30 Casks Bottled Beer Container Container-Liquor
Beer bottle Camroux & Calland Order
JMC Fremantle61/90
10 Quarter Casks Spirits Container Container-Liquor
Spirit Camroux & Calland? Order?
JMC Fremantle61/90
10 Octaves Spirits Container Container-Liquor
Spirit Camroux & Calland? Order?
JMC Fremantle61/90
10.5 Octaves Spirits Container Container-Liquor
Spirit Camroux & Calland? Order?
Y F Swan River1/50
50 Hogsheads Ale Container Container-Liquor
Beer Camroux & Calland? Order?
Y F Swan River51/70
20 Kilderkins Ale? Container Container-Liquor
Beer Camroux & Calland? Order?
Y F Swan River 100 Casks Bottled Beer Container Container-Liquor
Beer Camroux & Calland? Order?
WS/F101/200
100 Cases Candles Lightingdevices
G.J McCaul & Co OrderIdentified as WilliamSamson (?)
D & Co Perth1/55
155 Cases Merchandise Unidentified C. Shaw Lovell OrderIdentified as Dixson & Co.by shipping marks
IHM Perth1/50
50 Cases Merchandise Unidentified C. Shaw Lovell Order
Reg 123/21/16
16 Bales Unidentified Unidentified J & A.B. Freelance The Official AdminstrativeGovernment
CøP P/F1/19
9 Cases Unidentified Unidentified W. Marden Order
JMC Fremantle201/18
18 Packages Unidentified Unidentified Camroux & Calland Order
Tolley?Fremantle846/865
100 Cases Brandy Container Container-Liquor
Spirit Alexandre Bouvint &Co
OrderIdentified as Tolley & Co.(?) by shipping marks
WS Fremantle202/28
7 Packages Agriculturalmachinery
Hardware Notspecified
W. Marden OrderIdentified as WilliamSamson (?) by marks
JWS ChampionBay 4
1 Cases Tools Tools/Utensils Notspecified
McDonald Searlesand Co
Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
JWS ChampionBay 16
1 Cases Tools Tools/Utensils Notspecified
McDonald Searlesand Co
Order
CC 126/35 10 Cases Wines Container Container-Liquor
Wine McDonald Searlesand Co
Order
CC 136/91 56 Cases Wines Container Container-Liquor
Wine McDonald Searlesand Co
Order
TD 1 1 Cases Shirts Fancy Goods Notspecified
Not specified McDonald Searlesand Co
Order
TD 12 1 Cases Axes Hardware McDonald Searlesand Co
Order
TD 55/60 6 Packages Imports? Unidentified McDonald Searlesand Co
Order
TD 91 1 Cases Pickles Container Container-Food
Pickle/chutney McDonald Searlesand Co
Order
GADFremantle 1
1 Cases Woodware Buildingmaterials
Notspecified
McDonald Searlesand Co
Order
GADFremantle 3/6
4 Bales Corks Container-Closure
Notspecified
Corks McDonald Searlesand Co
Order
LNB 1/2 2 Cases Oil Hardware orGroceries
Notspecified
McDonald Searlesand Co
Order
LNB 3/32 50 Drums Unidentified Unidentified McDonald Searlesand Co
Order
214/15 2 Cases Pickles Container Container-Food
Pickle/chutney McDonald Searlesand Co?
Order?
WS F 72 Packages Hardware Not specified H.W. Peabody & Co Not specifiedWillaim Samson (?)
TolleyFremantle1211/315
105 Cases Wines and spirits Container Container-Liquor
Beer/Spirit Not specifiedIdentified as Tolley & Co.,by shipping marks
TolleyFremantle13161/1355
40 Cases Wines and spirits Container Container-Liquor
Wines/Spirits Not specifiedIdentified as Tolley & Co.,by shipping marks
TolleyFremantle1111/1135
25 Cases Wine & Spirits Container Container-Liquor
Wine/Spirits Not specifiedIdentified as Tolley & Co.,by shipping marks
TolleyFremantle1136/1160
25 Cases Wine & Spirits Container Container-Liquor
Wine/Spirits Not specified
JMC 1/20 20 Cases Champagne Container Container-Liquor
Wine Camroux & Calland Order
JMC 21/30 10 Cases Claret Container Container-Liquor
Wine Camroux & Calland Order
JMC 1/14 4 Quarter Casks Wine Container Container-Liquor
Wine Camroux & Calland Order
CleopatraBrand
50 Casks Cement Buildingmaterials
Container-Industrial
Portlandcement
C. Bethell & Co Order
SMD/D/C1/50
50 Cases Whiskey Container Container-Liquor
Spirit F.A. Hodgkinson &Co
C. Crowther
B 53/7 5 Cases Bedsteads Furniture Davies Turner & Co Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
S/HH /116 6 Quarter Casks Rum Container Container-Liquor
Spirit A. Laurie & Co Order
S/HH 7/18 12 Octaves Rum Container Container-Liquor
Spirit A. Laurie & Co Order
S/HH 1/20 20 Cases Rum Container Container-Liquor
Spirit A. Laurie & Co Order
S/HH 76/125 50 Cases Rum Container Container-Liquor
Spirit A. Laurie & Co Order
S/HH615/764
50 Casks Cement Buildingmaterials
Container-Industrial
Portlandcement
A. Laurie & Co Order
S/HH 104/13 10 Cases Salmon Groceries Container-Food
A. Laurie & Co Order
S/HH 114/42 29 Cases General Stores Unidentified A. Laurie & Co Order
S/HH 1/25 25 Cases Beer Container Container-Liquor
Beer A. Laurie & Co Order
S/HH 26/50 25 Cases Gin Container Container-Liquor
Spirit A. Laurie & Co Order
S/HH 78/82 5 Cases Cordial Container Container-SoftDrink/Miner
Cordial A. Laurie & Co Order
S/HH493/502
10 Cases Matches Groceries A. Laurie & Co Order
S/HH 470/89 20 Cases Hams Groceries Container-Food
A. Laurie & Co Order
S/HH 98/8 4 Cases Hams Groceries Container-Food
A. Laurie & Co Order
S/HH 490/2 3 Cases Biscuits Groceries Container-Food
A. Laurie & Co Order
S/HH 400/49 50 Cases Vinegar Container Container-Food
Saladoiłvinegar
A. Laurie & Co Order
S/HH 514 1 Cases Vinegar Container Container-Food
Saladoiłvinegar
A. Laurie & Co Order
S/H 515/614 100 Cases Milk Groceries Container-Food
A. Laurie & Co Order
S/HH1971/201
5 Cases Sauce Container Container-Food
Sauce A. Laurie & Co order
S/HH 82/940 12 Cases Butter Groceries Container-Food
A. Laurie & Co Order
S/HH 315/39 25 Cases Fruits Groceries Container-Food
A. Laurie & Co Order
S/HH 340/64 25 Cases Fruits Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle365/9
5 Cases Peas Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle370/4
5 Cases Dates Groceries Container-Food
A. Laurie & Co Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
S/HHFremantle375/81
7 Kegs Peas Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle382/7
6 Bales Unknown Unidentified A. Laurie & Co Order
S/HHFremantle397/394
18 Cases Fish Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle295/6
2 Cases Plums Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle295/4
2 Cases Plums Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle202/292
83 Cases Oilman stores Groceries Container-Food
A. Laurie & Co order
S/HHFremantle196
1 Tank Cocoa Groceries Container-Food
A. Laurie & Co Order
S/HHFremantle99/103
5 Cases Unknown Unidentified A. Laurie & Co Order
S/HHFremantle76/77
2 Cases Butter Groceries A. Laurie & Co Order
S/HHFremantle503/13
11 Cases Unknown Unidentified A. Laurie & Co Order
S/HHFremantle450/469
20 Casks Vinegar Container Container-Food
Saladoiłvinegar
A. Laurie & Co Order
HHH 1/52 52 Cases Spirits Container Container-Liquor
Spirit H.H. Hammond & Co Order
HHH 53/77 25 Cases Spirits Container Container-Liquor
Spirit H.H. Hammond & Co Order
CM ChampionBay 50/3
3 Cases Nails Buildingmaterials
Mconald Searles & Co Crowther & Mitchell
60/71 7 Bales Steel Hardware
72 1 Cases Unknown Unidentified
30 Cart Arms Armament
3 Kegs Arms Armament
OK P/WA23/5
3 Cases Pianos Personal J Brinsmead & Sons Order
Tolley 16/30 15 Cases Champagne Container Container-Liquor
Wine F. Bailey & Co OrderTolley (?)
SWAN 1/40 40 Drums C. Soda Container Container-SoftDrink/Miner
G.J McCaul & Co Order
72A 112/114 3 Iron Pans Hardware G.J McCaul & Co Order
WS CE F/Mc/C1/50
50 Cases Milk Groceries G.J McCaul & Co Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
Reg. 12061CMA 1
1 Cases Unknown Unidentified J.A.B.Freeland Officer AdministrativeGovernment
1 A quantity ofcoal
Hardware C. Bethell & Co Order
J. Stewart c/oW. Padbury
2 Boxes Unknown Unidentified C. Bethell & Co As Addressed
Reg 110RCMA 128/32
5 Cases Unknown Unidentified J & A.B. Freeland Officer AdministrativeGovernment
VRB 126/7 2 Cases Unknown Unidentified J & A.B. Freeland Officer AdministrativeGovernment
WHCHFremantle 7/8
2 Cases Unknown Unidentified E.J. Lockett Order
WCPChampion Bay2262
1 Cases Unknown Unidentified E.J. Lockett Order
AMJ FFremantle1009
1 Cases Hats Fancy Goods E.J. Lockett Order
WPM 68 1 Cases Hats Fancy Goods E.J. Lockett Order
MTW 5/6 2 Cases Hats Fancy Goods E.J. Lockett Order
OH 2272 1 Cases Hats Fancy Goods E.J. Lockett Order
GL Perth2265
1 Cases Hats Fancy Goods E.J. Lockett Order
C & KE 17 1 Cases Unknown Unidentified E.J. Lockett Order
18 1 Casks Unknown Unidentified E.J. Lockett Order
21 1 Cases Unknown Unidentified E.J. Lockett Order
19/20 2 Cases Unknown Unidentified E.J. Lockett Order
22/3 2 Cases Unknown Unidentified E.J. Lockett Order
DKC F 47 1 Cases Toys Fancy Goods E.J. Lockett Order
WGH P 559 1 Casks Unknown Unidentified E.J. Lockett Order
560/61 2 Cases Unknown Unidentified E.J. Lockett Order
JDS 2257/8 &2260/61
4 Cases Unknown Unidentified E.J. Lockett Order
2262 1 Cases Unknown Unidentified E.J. Lockett Order
WS FFremantle10/11
2 Tank Unknown Unidentified W. Marden OrderWilliam Samson(?)
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
PL & Co 1/10 10 Packages Mowers Hardware F.A. Edelsten Padbury & Co
1/28 28 Packages Mowers Hardware F.A. Edelsten Padbury & Co
GHS 1/10 10 Cases Bath Bricks Buildingmaterials
F.A. Edelsten G.H. Snowball & Co
5/7 3 Crates Earthernware Container Unidentified F.A. Edelsten G.H. Snowball & Co
11/13 3 Cases Spice Groceries F.A. Edelsten G.H. Snowball & Co
677/9 3 Cases Syrup Container Container-SoftDrink/Miner
F.A. Edelsten G.H. Snowball & Co
8/10 3 Cases General Stores Unidentified F.A. Edelsten G.H. Snowball & Co
827 1 Cases General Stores Unidentified F.A. Edelsten G.H. Snowball & Co
951/4 4 Cases Rakes Hardware F.A. Edelsten G.H. Snowball & Co
793 1 Cases Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
881/4 4 Cases Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
921/4 4 Cases Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
1077/1107 24 Bales Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
1 Casks Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
1011/16 6 Rolls Lead Buildingmaterials
F.A. Edelsten G.H. Snowball & Co
23/4 2 Packages Earthernware Container Container-Unidentified
F.A. Edelsten G.H. Snowball & Co
25/30 6 Cases Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
171/90 20 Rolls Wire Netting Buildingmaterials
F.A. Edelsten G.H. Snowball & Co
GHS 61 1 Cases Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
300/8 &311/19
13 Packages Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
304 & up 6 Tank Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
E & Co 791 1 Cases Unknown Unidentified F.A. Edelsten G.H. Snowball & Co
WDMFremantle803
1 Cases Unknown Unidentified F.A. Edelsten W.H. Moore & Co
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
851 1 Cases Unknown Unidentified F.A. Edelsten W.H. Moore & Co
JA Guildford202/3
2 Casks Syrup Container Container-SoftDrink/Miner
F.A. Edelsten J. Allpike
361 1 Cases Unknown Unidentified F.A. Edelsten J. Allpike
301 1 Cases Samples Unidentified F.A. Edelsten J. Allpike
HJP Fremantle3
50 Cases Milk Groceries H. Nestle Order
M & CøC451/600
150 Cases Beer Container Container-Liquor
Beer Moline & co Order
PD & C701/800
100 Cases Whiskey Container Container-Liquor
Spirit The Stirling BondingCo
Order
EFW/W/H 70 Iron Bars Buildingmaterials
Dalgety & Co Dalgety & Co
EFW/W/H 49 Bundles Iron Buildingmaterials
Dalgety & Co Dalgety & Co
EFW/S/H31/42
12 Cases Wine Container Container-Liquor
Wine Dalgety & Co Dalgety & Co
EFW/B/S1/13
13 Cases Drugs Groceries Dalgety & Co Dalgety & Co
EFW/H/S 5 Bundles Troughing Buildingmaterials
Dalgety & Co Dalgety & Co
EFWH/S 1 Boxes Troughing Buildingmaterials
Dalgety & Co Dalgety & Co
EFW/J/O 3 1 Cases Boots Fancy Goods Dalgety & Co Dalgety & Co
EFW/F/S 20 Cases Sulphur Hardware Dalgety & Co Dalgety & Co
EFW/S/G 1/3 3 Cases Unknown Unidentified Dalgety & Co Dalgety & Co
JFR/H/S 1 Cases Soap Groceries Dalgety & Co Dalgety & Co
JFR/G/T 1 Packages Unknown Unidentified Dalgety & Co Dalgety & Co
JFR/T/B 1/12 12 Cases Unknown Unidentified Dalgety & Co Dalgety & Co
JFR/F/S 1/2 2 Cases Unknown Unidentified Dalgety & Co Dalgety & Co
JFR/M/B 1/4& 6/12
11 Cases Unknown Unidentified Dalgety & Co Dalgety & Co
JFR/ØS 181 Packages Unknown Unidentified Dalgety & Co Dalgety & Co
IHM 1/90 30 Coils Rope Hardware Dalgety & Co Dalgety & Co
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
TB/S/HGeraldton
7 Cases Wine Container Container-Liquor
Wine Dalgety & Co J. Burgess
SHH 250 Bundles Wire Hardware J. McEwan & Co Order
SHH/G 18/34 17 Casks Unknown Unidentified J. McEwan & Co Order
SHH/F 4 Rolls Unknown Unidentified J. McEwan & Co Order
SHH 2413 Bars Iron Bars Buildingmaterials
J. McEwan & Co Order
SHH 422 Bundles Iron Buildingmaterials
J. McEwan & Co Order
SHH/S/M Bay 20 Reels Wire Hardware J. McEwan & Co order
SHH 40 Drums Oil Unidentified J. McEwan & Co Order
SHH/A 1/3 3 Cases Unknown Unidentified J. McEwan & Co Order
SHH/W 467 1 Casks Unknown Unidentified J. McEwan & Co Order
SHH/W 20 Bundles Unknown Unidentified J. McEwan & Co Order
SHH/G 16/17 2 Cases Unknown Unidentified J. McEwan & Co Order
SHH/A 1/6 6 Barrels Unknown Unidentified J. McEwan & Co Order
SHH/P 365 1 Cases Unknown Unidentified J. McEwan & Co Order
SHH/H 1 Cases Unknown Unidentified J. McEwan & Co Order
SHH/B 20/1 2 Cases Unknown Unidentified J. McEwan & Co Order
SHH/E 1 Casks Unknown Unidentified J. McEwan & Co Order
SHH/B 1/88 88 Bales Unknown Unidentified J. McEwan & Co Order
Shh/A367/77
11 Bales Unknown Unidentified J. McEwan & Co Order
SHH/L235/70
12 Bales Unknown Unidentified J. McEwan & Co Order
SHH/B 72 1 Cases Unknown Unidentified J. McEwan & Co Order
SHH/G 1 Cases Unknown Unidentified J. McEwan & Co Order
FP/D 98 1 Tank Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
99 1 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
100 1 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
101/4 4 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
100/2 2 Trunks Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1003 1 Cases Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1004/7 4 Packages Earthernware Container Container-Unidentified
Farmaner &Hainsworthy
F. Pearse
1014 1 Casks Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
2 23 Camp Ovens andCovers (Rusty)
Hardware Farmaner &Hainsworthy
F. Pearse
1076/20 5 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1021/4 &104/30
10 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1022/6 5 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1027 1 Boxes Gun Caps Armament Farmaner &Hainsworthy
F. Pearse
1051/73 23 Cases Provisions Unidentified Farmaner &Hainsworthy
F. Pearse
1075/82 8 Cases Provisions Unidentified Farmaner &Hainsworthy
F. Pearse
1084/7 4 Cases Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1088/110 15 Packages Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1104 1 Cases Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
1106/10 5 Cases Unknown Unidentified Farmaner &Hainsworthy
F. Pearse
MH & SFremantle306/404
9 Cases Furniture Furniture McDonald Searles &Co
Order
11 1 Cases Earthernware Container Container-Unidentified
McDonald Searles &Co
Order
84/88 5 Casks Nuts Groceries McDonald Searles &Co
Order
245 1 Cases General Stores Unidentified McDonald Searles &Co
Order
230 1 Cases Unknown Unidentified McDonald Searles &Co
Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
90 1 Cases Salts Groceries McDonald Searles &Co
Order
1 1 Casks Ink Container Container-Inks/Mucilage
McDonald Searles &Co
Order
89 1 Casks Alum Unidentified McDonald Searles &Co
Order
247/56 10 Cases Pickles Container Container-Food
Pickle/chutney McDonald Searles &Co
Order
100 Bags Salts Groceries McDonald Searles &Co
Order
32 1 Tank Bacon Groceries McDonald Searles &Co
Order
231 1 Tank Soap Groceries McDonald Searles &Co
Order
201/39 29 Cases Pickles Container Container-Food
Pickle/chutney McDonald Searles &Co
Order
82/3 2 Kegs Shot Armament McDonald Searles &Co
Order
232/6 6 Casks Cocoa Groceries McDonald Searles &Co
Order
235 1 Bales Waste? Unidentified McDonald Searles &Co
Order
236/9 4 Cases Unknown Unidentified McDonald Searles &Co
Order
244 1 Cases Unknown Unidentified McDonald Searles &Co
Order
81 1 Tank or Package Unknown Unidentified McDonald Searles &Co
Order
195/7 3 Cases Unknown Unidentified McDonald Searles &Co
Order
12 1 Casks Ink Container Container-Inks/Mucilage
McDonald Searles &Co
Order
30/31 2 Cases Stores Unidentified McDonald Searles &Co
order
33/6 4 Cases Starch Groceries McDonald Searles &Co
Order
37/70 34 Cases Milk Groceries McDonald Searles &Co
order
71/80 10 Cases Unknown Unidentified McDonald Searles &Co
Order
91 & 93 2 Tank Unknown Unidentified McDonald Searles &Co
Order
460 1 Cases Unknown Unidentified McDonald Searles &Co
Order
401/40 40 Cases Unknown Unidentified McDonald Searles &Co
Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
MH &S 400 1 Cases Unknown Unidentified McDonald Searles &Co
Order
399 1 Cases Unknown Unidentified McDonald Searles &Co
Order
452/56 5 Cases Unknown Unidentified McDonald Searles &Co
Order
251/257 1 Tank Unknown Unidentified McDonald Searles &Co
Order
232 1 Cases Unknown Unidentified McDonald Searles &Co
Order
LJ/P Perth201/2
2 Cases Unknown Unidentified McDonald Searles &Co
Order
67 1 Cases Unknown Unidentified McDonald Searles &Co
Order
146 1 Bales Unknown Unidentified McDonald Searles &Co
Order
167 1 Cases Unknown Unidentified McDonald Searles &Co
Order
46/61 16 Kegs Unknown Unidentified McDonald Searles &Co
Order
62/66 5 Packages Unknown Unidentified McDonald Searles &Co
Order
268/71 4 Packages Unknown Unidentified McDonald Searles &Co
Order
169/71 3 Cases Unknown Unidentified McDonald Searles &Co
Order
Toley1400/11
12 Cases Unknown Unidentified McDonald Searles &Co
Order
T 1356/65 10 Cases Unknown Unidentified McDonald Searles &Co
Order
A 1/4 4 Quarter Casks Unknown Unidentified McDonald Searles &Co
Order
HM/GS 1081 1 Bales Unknown Unidentified Manning & Co G. & E. L. Shenton
1084 1 Cases Unknown Unidentified Manning & Co G. & E. L. Shenton
1100/2 3 Cases Unknown Unidentified Manning & Co G. & E. L. Shenton
1082 1 Cases Unknown Unidentified Manning & Co G. & E. L. Shenton
1083 1 Cases Unknown Unidentified Manning & Co G. & E. L. Shenton
1103 1 Bales Unknown Unidentified Manning & Co G. & E. L. Shenton
WC GChampion Bay1/13
13 Bales Unknown Unidentified Manning & Co Wainwright & Co
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
14/15 2 Cases Unknown Unidentified Manning & Co Wainwright & Co
19/30 12 Cases Unknown Unidentified Manning & Co Wainwright & Co
B Fremantle 200 Cases Beer Container Container-Liquor
Beer Patterson & Hibbert Order
B Fremantle 50 Cases Beer Container Container-Liquor
Beer Patterson & Hibbert Order
W 51/250 200 Cases Beer Container Container-Liquor
Beer
251/300 50 Cases Beer Container Container-Liquor
Beer
HW P281/320
40 Cases Unknown Unidentified J. Morrison & Co Order
320 A 1 Cases Unknown Unidentified J. Morrison & Co Order
DJ F 1/10 10 Cases Unknown Unidentified H & J Fowler Order
GE 825 1 Kegs Unknown Unidentified H & J Fowler Order
793/518 26 Cases Unknown Unidentified
819/84 6 Cases Unknown Unidentified
852/3 2 Cases Unknown Unidentified
839 1 Casks Unknown Unidentified
849 1 Cases Unknown Unidentified
PB FP/D 1112 1 Crates Unknown Unidentified Farmaner &Hainsworth
F. Pearse
1113 1 Casks Unknown Unidentified Farmaner &Hainsworth
F. Pearse
1122/3 2 Kegs Unknown Unidentified Farmaner &Hainsworth
F. Pearse
1130 1 Cases Unknown Unidentified Farmaner &Hainsworth
F. Pearse
1172 1 Casks Shot Armament Farmaner &Hainsworth
F. Pearse
1111 1 Cases Matches Groceries Farmaner &Hainsworth
F. Pearse
1117/20 4 Drums Oil Unidentified Farmaner &Hainsworth
F. Pearse
1114/16 3 Drums Tar Hardware Farmaner &Hainsworth
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
1206/8 3 Cases Unknown Unidentified Farmaner &Hainsworth
F. Pearse
1201/5 3 Casks Vinegar Container Container-Food
Saladoiłvinegar
Farmaner &Hainsworth
2 Cases Vinegar Container Container-Food
Saladoiłvinegar
Farmaner &Hainsworth
F. Pearse
1184/8 5 Packages Iron Buildingmaterials
Farmaner &Hainsworth
1133/52 20 Cases Rum Container Container-Liquor
Spirit Farmaner &Hainsworth
F. Pearse
1153/82 30 Bales Wire Hardware Farmaner &Hainsworth
1152 1 Cases Lamps Lightingdevices
Farmaner &Hainsworth
F. Pearse
1124/5 2 Firkins Pitch Hardware Farmaner &Hainsworth
1131 1 Drums Turps Hardware Farmaner &Hainsworth
F. Pearse
ARR 1/3 or5/7
6 Packages Hosiery Fancy Goods McDonald Seales &Co
Order
E. MayhewFremantle105
1 Cases Unknown Unidentified McDonald Seales &Co
Order
107/9 3 Cases Unknown Unidentified McDonald Seales &Co
106 1 Cases Unknown Unidentified McDonald Seales &Co
Order
42/3 2 Cases Unknown Unidentified McDonald Seales &Co
Order
70/7 8 Packages Unknown Unidentified McDonald Seales &Co
Order
112 1 Cases Unknown Unidentified McDonald Seales &Co
Order
151 1 Bales Unknown Unidentified McDonald Seales &Co
Order
119 1 Cases Unknown Unidentified McDonald Seales &Co
Order
206 1 Cases Unknown Unidentified McDonald Seales &Co
Order
14 1 Casks Unknown Unidentified McDonald Seales &Co
Order
65/9 5 Cases Unknown Unidentified McDonald Seales &Co
Order
116 1 Cases Unknown Unidentified McDonald Seales &Co
Order
B & Co GGeraldton 135
1 Bales Unknown Unidentified McDonald Seales &Co
Order
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
138/9 2 Bales Unknown Unidentified McDonald Seales &Co
Order
140/9 10 Boxes Unknown Unidentified McDonald Seales &Co
Order
152/75 24 Cases Unknown Unidentified McDonald Seales &Co
Order
DC Perth 44 1 Cases Unknown Unidentified McDonald Seales &Co
Order
45 1 Cases Benzine Pharmaceutical
McDonald Seales &Co
Order
SFM 245/74 30 Cases Spirits Container Container-Liquor
Spirit McDonald Seales &Co
S.J Moore
275/81 4 Octaves Unknown Unidentified McDonald Seales &Co
S.J Moore
206/225 20 Cases Pickles Container Container-Food
Pickle/chutney McDonald Seales &Co
S.J Moore
99 1 Cases Mustard Container Container-Food
Pickle/chutney McDonald Seales &Co
S.J Moore
227 1 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
100/2 1 Cases Drugs Pharmaceutical
Container-Medicine
McDonald Seales &Co
S.J Moore
161/88 28 Cases Pickles Container Container-Food
Pickle/chutney McDonald Seales &Co
S.J Moore
286/98 13 Packages Unknown Unidentified McDonald Seales &Co
S.J Moore
125/81 4 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
130/8 9 Packages Unknown Unidentified McDonald Seales &Co
S.J Moore
139 1 Tank Unknown Unidentified McDonald Seales &Co
S.J Moore
113/22 10 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
340 1 Bales Unknown Unidentified McDonald Seales &Co
S.J Moore
229/30 2 Cases Pickles Container Container-Food
Pickle/chutney McDonald Seales &Co
S.J Moore
320/37 10 Cases Sulphur Hardware McDonald Seales &Co
S.J Moore
85 1 Cases Hardware Hardware McDonald Seales &Co
S.J Moore
228 1 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
231 1 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
Marks & No.s Qty Shipping Format Contents Category Subcatagory Popular Name Shippers Consignees
Appendix 5: Sepia Cargo Manifest, 20 October 1890
244 1 Bales Unknown Unidentified McDonald Seales &Co
S.J Moore
305/9 5 Bales Bkts (Buckets?) Unidentified McDonald Seales &Co
S.J Moore
201/6 6 Drums Oil Hardware McDonald Seales &Co
S.J Moore
103/11 9 Packages Fruits Groceries McDonald Seales &Co
S.J Moore
200 1 Cases Putty Hardware McDonald Seales &Co
S.J Moore
207/8 2 Cases Paints Hardware McDonald Seales &Co
S.J Moore
92 1 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
15301 or15304
1 Cases Piano Fancy Goods McDonald Seales &Co
S.J Moore
360/1 2 Cases Hardware Hardware McDonald Seales &Co
S.J Moore
7/28 or 1/22 22 Cases Wine Container Container-Liquor
Wine McDonald Seales &Co
S.J Moore
88/90 3 Cases Matches Groceries McDonald Seales &Co
S.J Moore
280/1 2 Packages Unknown Unidentified McDonald Seales &Co
S.J Moore
97/8 2 Cases Unidentified McDonald Seales &Co
S.J Moore
29/50 22 Cases Wine Container Container-Liquor
Wine McDonald Seales &Co
S.J Moore
93/6 4 Cases Unknown Unidentified McDonald Seales &Co
S.J Moore
