84

The Newsletter of the SOUTH WEST MARITIME HISTORY SOCIETY ` ISSN 1360-6980 CONTENTS –NO. 84 – September 2011 Edited by Jonathan Seagrave

EDITORIAL 3

REPORTS OF MEETINGS AGM Topsham 5 Plymouth RM Barracks 7

ARTICLES ‘Charles Morgan’ James Saumarez 10 Aiding the Civil Power pt 1 Peter Foston 12

REVIEWS More Tales… Cornish Lugger P. Greenwood rev. Tony Pawlyn 18 Historic Ships P. Brown rev. J. Seagrave 19 Conservation Historic Vessels vol. 3 NHS rev. Sara Stirling 20 Mutual Underwriting Helen Doe rev. David Clement 22 Ebb and Flow –Lyme Regis P. Lacey rev. David Clement 25

LETTERS NOTES AND NEWS 27

WEBERY 34

UPCOMING EVENTS 38

OFFICERS and COMMITTEE back cover

WEBSITE. http://www.swmaritime.org.uk/ Individual contributions © Individual contributors. Entire journal © South West Maritime History Society 2011. Views expressed are the authors’ and not necessarily those of the Society or editor.

1 Charles Morgan . © J Saumarez. See article on p.10

Annual Subscriptions Due 1st April. £15.00 or £12 if paid by Standing Order. Students can take advantage of our special annual subscription of £7.

2 EDITORIAL

At our AGM we were again able to avoid a rise in the subscription. Summary accounts are on page 8. It is perhaps worth mentioning that the accounts for recent years are all available on line at the Charities Commission website. Postal and other costs will catch up with us eventually. In the meantime we hope you will feel we offer good value.

I’d remind members that the Committee are looking at the future direction of the Society in the autumn, and please send your views to Dale as soon as possible. I am personally particularly interested in feedback on the usefulness or otherwise of including other society meetings etc in Soundings, or whether we should look again at a website/email system for those interested.

Sadly, there has been little response to the idea of a Society party booking for the Queen’s Jubilee Parade of Sail 3rd June next year, and there are as yet no firm offers of a vessel. If there is not enough interest by end October, we will have to drop the idea of an organised trip. Of course, members may well wish to get together informally, for what should be a memorable occasion.

Finally, I would like to again thank all our contributors for keeping the news, views, and reviews flowing.

Jonathan Seagrave

Next copy date: November 20th 2011

3 FUTURE MEETINGS AND OTHER EVENTS

September 9th to 11th Maritime History Conference, Exeter University . “Health Medicine and Mariners” ffi 01392 723289

October 8th Lyme Regis ffi David Clement (see Notice)

October 22nd Bere Ferrers Will Stirling – boatbuilding (see Notice)

November 5th : HMS Pickle etc. Shanties etc ffi Martin Hazell (Joint with 1805 Society)

WSS and SWMAG talks – see p.39

Festivals

September 10-18th Americas Cup World Series 2, Plymouth

20th November Clovelly Herring festival

(Italics indicate an event of interest but not organised directly by the Society)

Confirmation of events will be published either in the next edition or in calling notices for bookings, which will be sent to members at the appropriate time.

4 REPORTS OF MEETINGS

AGM Topsham- abstracts of talks

Fighting Under a Different Flag: Allied Submarines under British Operational Control in the Mediterranean, 1940-1944

While the British submarine campaign in the Mediterranean has been the recipient of some academic research, it is not widely known that Dutch, Greek, Polish, French and later even Italian submarines were a part of it. Under British operational control, these different nationalities conducted differing operations and made varying contributions to the campaign.

This paper is the first dedicated study of the allied submarines that operated alongside the British in the Mediterranean in the Second World War. It examines the issues concerned with their supply and the varying treatment by, and attitudes of, the British to the different nationalities. It demonstrates that the British perceived different capabilities and qualities of the different nations, and that they varied the restrictions they placed on the operations of the different nationalities accordingly. Due to this, and the fractious relations between several of these nations, British and Allied submarine co-operation was less effective in the Mediterranean than elsewhere.

Richard Hammond

5 Alexander Dow (1736 1779) Soldier, Historian, and Smuggler’s Clerk

Alexander Dow wrote the first English language history of India, the three volume History of Hindostan, published in 1768 and 1772. Based on a Persian text, but incorporating Dow’s own thoughts and opinions, it remained the standard history for some fifty years. Today Dow is still recognised, in India as well as in the UK, as one of the pioneers of the European understanding of the history and culture of India.

He was born near Comrie in Perthshire in 1736. In the early 1750s he came to Eyemouth, where he became Clerk to John and David Nisbet, of Gunsgreen House, whose main business was smuggling.

Dow left Eyemouth, joining the King of Prussia Private Ship of War on her successful commerce raiding cruise based in Falmouth, which started in January 1757 and ended at Dartmouth in the August. Dow made his will on board the King of Prussia at Dartmouth in September 1757, leaving everything “to my beloved friend David Nisbet”.

Following this he travelled to the Far East, ending up in Calcutta, where he joined the army of the East India Company. He rose quickly through the ranks, eventually becoming a Colonel.

Back in London in 1768, Dow not only oversaw the publication of the History, but had his play Zingis put on by David Garrick. He got to know influential Scots in London, notably David Hume, and fathered a child, called Daniel. Dow returned to India in 1769, was back in London in 1772, when he had his portrait painted by Joshua Reynolds, then returned to India in 1773. He died in Bengal in 1779, aged just 43.

He left £10,000 , approaching a million pounds today and it should all have come to David Nisbet. Dow now had influential friends and greedy relatives, however, so the will was placed in Chancery, not being settled until August 1796, after both John and David Nisbet had died.

Derek Janes

6 Royal Marine Barracks, Stonehouse

On July 16th twenty five members of SWMHS assembled at Stonehouse Barracks, Plymouth. These fine buildings dating from 1783 are situated next to the Brittany ferries terminal in Plymouth at Harbour and replace the temporary accommodation the Marines occupied between 1755 and 1780.

In a fully equipped theatre, built within the Barracks Complex in 1848, we were welcomed by Colour Sergeant Gary Chapman who introduced Stonehouse historian Richard Fisher. Our first speaker was Britt Zerbe who delivered a masterly lecture on the history of the Royal Marines based on his Doctoral Studies at Exeter University. This was especially interesting as he was able to compare and contrast the American experience of assembling a Marines function. Our second speaker was Richard Fisher who gave a comprehensive account of the development of the Marines and of the Stonehouse site.

Lunch was taken in the magnificent Officers’ Mess, the home of many paintings and artifacts both of the Stonehouse site and the Royal Marines site at Chatham and Portsmouth.

The afternoon saw a tour of the Stonehouse complex including the Chapel and several earlier Georgian buildings built by the former owners of the site, the Lord Edgecombes. The visit concluded with a tour of the Peninsula and a view of the fortifications overlooking Plymouth Sound, and the site of the harbour manager.

This was a marvelous visit to a site little known even to Plymouth residents, encompassing fine architecture, and a rare snapshot of the history of the Royal Marines. The visit was a real privilege and of absorbing interest especially to those members with former experience of the Royal Marines.

Many thanks to Martin Hazell for organising an excellent visit and to Colour Sergeant Gary Chapman, Mess Manager of the Royal Marines, Stonehouse.

Dale Thomas

7 Annual Accounts South West Maritime History Charity: Society 289141 Income and Expenditure Account for 31st March 2011 Income 2010/2011 2009/2010 Subscriptions 5131 5055 Sales 186 210 Meetings 1924 2437 Gift Aid 1352 1147 Interest Received 56 120 Advertisements 50 0 Donations 77 106 Miscellaneous 0 0 Total Income for Y/E 31st March 2011 8777 9075

Expenditure Printing 3726 6095 Postage 972 1487 Meetings 1757 2512 Stationery 85 0 Donations 1500 1500 Insurance 214 201 Refunds 24 24 Internet 41 220 Miscellaneous 179 125

Total Expenditure for Y/E 31st March 2011 8499 12164

8499 8777 Total Profit (Loss) 278 -3089

8 Current Assets Royal Bank of Scotland 2312 2086 COIF Deposit Account 9281 9229 Total Assets 11593 11315

Current Liabilities Represented by Balance b/fwd 11315 14404 Profit(Loss) 278 -3089

Balance c/fwd 11593 11315

9 ARTICLES The Restoration Of The Charles W. Morgan

In February this year, while visiting my wife’s family in Mystic, Connecticut, I had the good fortune to be introduced to Quentin Snedicer, the Preservation Director of the Henry B. Dupont Shipyard, which is part of the impressive Mystic Seaport Museum. He kindly offered to show me around the Charles W. Morgan, which is currently experiencing a $10 million restoration to bring her back to a working sailing ship from a museum exhibit.

The 113 foot Charles W. Morgan, built in 1841, is the last surviving example of a wooden whaling ship. She had long been a popular exhibit alongside at the seaport (my wife spent a night aboard during a girl- scout visit in 1954!) but last sailed in1924. In 2008 she was hoisted out the water using a massive ship-lift (built by Rolls-Royce!) and now sits in her cradle in the shipyard, further supported by a forest of shores. From an adjoining road she makes an extraordinary sight against the sky-line -- I had visited her afloat on a number of previous visits, but it was only when she was out of the water that I appreciated her substantial ‘belly’, needed to stow the 3,000 barrels of whale oil, and stores and victuals for a two year voyage.

We entered the hold through a hatch cut into the ship’s side. My first impression was one of space – it is a single uninterrupted compartment lined with a row of frames along either side, with vertical stanchions at intervals along the centre-line, and additional reinforcing timbers in the bow to form an ‘ice pointer’ (installed in the 1880s for Arctic whaling). The frames are punctuated by a large number of bolt ends, where temporary bolts have been attached through the planking to ‘hold the ship together’ while the substantial hogging was corrected and the rotten frames repaired.

Before any renovation took place every part of the vessel was meticulously recorded and then carefully measured by laser. It was found that nearly 200 futtocks needed to be replaced to restore the frames – and this was nearly complete by the time of my visit. Apart from requiring great skill and labour, this operation needed a great deal of scarce live oak, and Quentin told me that they were lucky to have acquired much from two unlikely sources. 10 Hurricane Katrina had uprooted a large number of live oak trees – proving that there is some advantage that can be taken from a dreadful tragedy – while 18 truckloads of timber were discovered during excavations at the Charleston naval shipyard in Boston, buried in the mud and clearly hoarded for repairing futtocks and knees of the wooden ships of the US Navy. Although nearly 200 years old, most of these timbers proved to be sound and perfectly usable.

I was then shown the large covered shipyard, where the replica schooner Amistad had been constructed in 2000, and where currently a huge baulk of timber was being dimensioned to produce some spar (Morgan’s mizzen mast, I believe). As an amateur woodworker I was extremely jealous of the plethora of tools and machines in the adjoining woodworking shop, and was impressed by the rigging store, which was filled to the brim with every size and type of block and cordage. I was finally taken to the timber yard, where long leaf pine is being collected for the next phase of replacing the ceilings and outer planks.

I left enormously impressed. The ambitious schedule is for the Morgan to be ready to be put back into the water in 2012, and then to be fit for her initial fund-raising cruise from New London to New Bedford by 2014. She is being restored into ‘original form’ (no engine, no electrics!), and from the energy, skill and effort of the shipwrights that I witnessed on my visit I am confident she will ready ‘for service’ by these dates. If any SWMHS members plan to visit the United States, I do urge them to visit the Mystic Seaport Museum in Mystic, Connecticut, and especially the Charles W. Morgan. The ship is open for visitors, the shipwrights are happy to discuss their work, and the ship provides a unique opportunity to learn about the construction of a classic wooden vessel and the challenges of its restoration. Learn more through www.mysticseaport.org .

James Saumarez

[In the next edition we will have a review of the account by Nelson Haley of whaling in her. Ed.]

11 A Far East Odyssey -Aiding The Civil Power Malaya 1950/53 (part 1)

The picture above shows a Malaya launch P3509. Originally built for harbour defence duties, these craft were designated Harbour Defence Motor Launches. P.3509 saw service in Burma during World War II.

At the end of hostilities, with a number of others, she was laid up in Singapore harbour. When the Chinese Communist incursion started in Malaya (sic) they were brought out of Reserve in 1949 to be used as inshore coastal patrol vessels.

When the Frigate Cardigan Bay in which I was serving, returned from Hong Kong to Singapore for a refit I heard that RN officers were required to command them. I couldn’t miss the opportunity of getting my first command, and having been brought up in Malaya, I applied at once. My appointment came through shortly before Christmas 1950, and I made my way back from Korea to Singapore via a US Navy supply ship, RAF paratroop Dakota and troop ship.

12 Our duties were primarily to check coastal craft for terrorists and arms. From time to time the boats were used in support of the army taking small parties of troops up rivers, for which there were no charts, into the jungle.

Five of the MLs were allocated to the newly formed Malay Naval Force (this was prior to the separation, in 1963, of Singapore from what is now Malaysia). They were manned by mixed Malay and Chinese crews with Commanding Officers seconded on loan from the Royal Navy. They operated out of a newly built barracks between HMS Terror, the RN base, and the causeway across the Johore Straits. Two other MLs were operated by RN crews and officers but we were never sure how effective these were, having no one on board who could speak Malay or Chinese.

The condition of the boats left much to be desired. They were originally constructed with double diagonal hulls and decks and plywood superstructures with the wheel house and bridge armour plated. By the time they were in MNF service the hulls had numerous copper tingles (patches), above and below the water line, and the decks had been covered over with pitch pine planking. When one of the boats complained of leaking decks the dockyard started to lift the pine planking. When they saw the state of the old deck and beams they rapidly replaced the lifted section and reported that "the deck was not suitable for recovering" and she was returned to the water for patrol.

The armour around the superstructure tended to make the boats unstable and this, combined with the windage of the bridge awning, necessitated tacking down wind during heavy weather.

With the rudders and propellers being entirely unprotected by skegs, the design was not exactly ideal for crossing uncharted sand bars and going up rivers. The odd propeller blade came off from time to time. This proved interesting as shutting down one shaft I found that we could still make some 8 knots on one engine.

13 There was usually a frigate on each coast but the MLs made their own programmes and reported directly to Flag Officer Malaya. I do not know if it was in the light of our 400 mile patrol area but about this time the boats were re-designated Seaward Defence Motor Launches! The West coast was always patrolled but, on the East coast, during the North East Monsoon, the MLs had to be withdrawn as the sea conditions became too severe. When on the West coast we made sure that we remained in territorial waters as the Indonesians had re-equipped with ex American PT boats capable of 40 knots and boasting twin power operated turrets and they were said to be a little trigger happy.

We had a different sort of problem on the East coast. Here the sea was quite shallow for some distance offshore and long lines of large bamboo poles were driven in at right angles to the shoreline. At the seaward end they terminated in a large open square. A fisherman's hut was fixed to a platform and a large net was lowered into the rectangle.

At night a light was suspended over it and fish swimming up or down tide were scared by the "chattering" of the line of posts so swam along them and into the net. The catch was then collected the following day.

These were easy enough to see in the daytime but many were un manned and on a moonless night the first thing one knew was a crash and clatter as the ML motored through. This sort of thing tended to add to the tingles on the ship's side!

Drugs When checking a vessel (these were mainly trading sailing junks and motor fishing boats, the latter were fitted with ancient Hot Bulb diesels which were fired up with a blow lamp)) the Coxswain would take two men onto the boat and he would be ostentatiously covered by a Bren Gun mounted on our bridge wing. It was during one such search on the east coast that he excitedly returned on board with an old 50 cigarette tin filled with what looked to me like lavatory paper covered in brown treacle. It was Chandu or raw opium.

14 It transpired that the man who had it had fallen out with the smugglers and he told us he could show us a big cache of it if we took him on board, probably in expectation of a reward.

He directed us to an island close to Pulau Tioman (in those days with one small Malay village) where we landed in the dinghy. To cover us, I placed my second coxswain, with a sub-machine gun, on high ground among the trees overlooking the beach and we started digging just above the high tide line. Having found the cache of kerosene tins, filled with the opium, I left the second coxswain in hiding and we returned to Mersing. This was the nearest village with a police post. Only I went ashore, and we kept the informant on board to maintain secrecy. From there I collected the Officer Commanding the Police District and several of his men in the hope that we could set an ambush. It had always been made very clear to us that our function was "to aid the Civil Power" hence the need to involve the police at an early stage.

We did not get back to the island until after dark- night comes quickly in the tropics- and there was no moon. On landing my second coxswain reported that just after sunset he heard what sounded like a motor fishing boat slowly close the beach and lower a boat into the water. He then heard a piercing whistle from the jungle and the sound of someone running down the beach to the boat, a furious splashing of paddles after which the boat made a rapid departure.

It says much for the discipline and common sense of my second coxswain that he withheld fire, for if it had been innocent fishermen he could have ended up in court on manslaughter charges. Such are the difficulties of Aiding the Civil Power. We searched the surrounding islands but on a moonless night with no radar it was fruitless.

Anchoring off the beach overnight, the following morning we dug up and loaded forty four tins, weighing in all about half a ton. We returned to the mainland and, arriving at dusk, I decided to wait until the morning to offload. I posted sentries and during the night they were twice approached with offers. So much for my efforts at secrecy!

15 What really galled my crew was the report in the Straits Times newspaper stating that the police had made a huge haul of opium. We heard later that it was only half the shipment as a further half ton was recovered from the sea off Singapore island. The final twist was that it had all been shipped in one of the Fleet Auxiliaries bringing oil out from the Persian Gulf!

Peter Foston

SDML P.3509 Details

Dimensions & machinery Length 72 ft Beam 15 ft 10 ins. Draught 5 ft 5 ins. .Displacement 46 Tons (54 Tons full load). Two Gardener 8L6 Diesels giving a maximum speed of 11 knots.

Armament 2 - 20 mm Oerlikons, 2 -.303 ins Bren Guns, 4 - 9 mm Lanchester sub-machine guns. For Anti-submarine work an external Asdic dome was fitted ( this was lowered over the ship's side on the single dinghy davit and then hauled up through an aperture next to the keel). Lightweight depth charges were also carried.

Equipment At that time there were no small echo sounders and and depth was found by hand lead line and in shallow water by means of a long bamboo pole. This was extremely effective ,as marked in feet, it could be dipped and, as it floated up, rotated and dipped again very quickly. VHF was not available and communication was by WT using Morse code and signal lamp.. A Tannoy loud hailer was mounted on the mast. This was used for calling on vessels to heave- to for examination.

Cooking was done on a solid fuel stove and two ice boxes were mounted on deck aft of the aft Oerlikon. The theory was that one would be for the CO and the other for the Muslim crew. In practice they were a pragmatic lot and said it would be easier if we used the big one for food and the other for drinks (soft only). A 10 ft dinghy was carried and lowered using the single davit port side forward. The two CQR anchors were handled by a manual anchor winch.

16 Complement Commanding Officer ( Lieut. RN); Coxswain (Petty Officer); Second Coxswain ( Leading Seaman); 1 - Leading Stoker; 1 - Signalman/Telegraphist; 1 -Cook/Steward; 6 Able/Ordinary Seamen.

17 REVIEWS

More Tales From A Cornish Lugger by Paul Greenwood. 136 pp, illustrated. Polperro Heritage Press, Clifton-upon-Teme, Worcestershire, WR6 6EN. ISBN 978-09554191. £7.95. Website www.polperropress.co.uk

Genuine accounts of the working lives of fishermen are rare indeed, but this is just such a book. Hailing from Looe, Paul Greenwood has produced a worthy successor to his earlier account of life on the Iris in the 1960s, ‘Once Aboard A Cornish Lugger.’ After leaving the fishing in the late ’60s, to serve as bo’sun on board the sail training schooner Malcolm Miller, Paul returned to Looe and fishing in 1973. This book carries the story of Cornish fishing through the mackerel boom of the 1970s, the peaks and troughs that followed, bringing it up to the opening years of the present century.

In this account he pulls no punches, giving a graphic look at life in the raw on board small inshore fishing boats. His ship-board dialogue is true to life, fruity and forthright. But beneath it lies a man at one with the sea and fishing. In his own words, ‘It’s a tale that any fisherman from my era could tell, but I doubt that they will, so I shall try …’ And here lies the nub, history is so often written by the educated looking at a subject from the outside with little practical knowledge, or by those actively engaged in events who want to slant the historical record in their favour, or in a particular direction. Not that I’m calling Paul uneducated, far from it. He was personally involved, but has no discernable bias in his presentation. He is clearly intelligent and articulate, concerned and passionate about his passing way of life. He tells the story as it was - but for so many of the fishermen who could have told this story, the sheer grind of their daily toil was something they would rather leave behind on the quay.

18 The almost remorseless cycle of fishing seasons, success and failure, outside interference, and the overwhelming disregard of capital intensive ‘commercial’ companies trying to build bigger and ‘better’ fish catching machines, is all too much for most inshore-fishermen to recount.

The chapters speak for themselves – Mackerel & Pilchards; Heavy Weather; Searching; Catching a Bomb; Scottish Invaders; Tragedy at Sea; and Wind of Change, just to mention a few. I leave it up to you to read the full story, but throughout I was struck by Paul’s deep sense of the need to earn a good living in the present, coupled with a need for sustainability and the desire to preserve fishing for future generations. Have the administrators got it right this time? I doubt it.

In Paul’s account you can feel the slap of cold spray across your face, the tang of a pot of stewed tea and a bracing breath of clean sea air. I heartily recommend this book to you all.

Tony Pawlyn

Historic Ships- The Survivors Paul Brown Amberley Publishing Cirencester Rd, Chalford, Stroud, Gloucestershire GL6 8PE. 159pp. £16.99, online £15.29 inc. pp from publisher.

This book has potted histories of some 100 historic ships on the National Historic Ships register. The selection is slightly arbitrary. Only powered vessels, still afloat or sailable, typically over 60ft, are included, and it excludes the major land and museum based vessels, Great Britain, Cutty Sark and floating naval survivors, HMS Cavalier etc, though including surviving MTB and minesweepers etc in private or trust hands.

There is a brief introduction by Martin Heighton, Director of NHS, and then the ships are catalogued by broad category. Although published in 2010, some vessels have already been lost, notably Lincoln Castle and Manxman. The majority are modest tugs and harbour craft. A few lake craft are included too.

19 The book is a useful quick reference, with consistent technical details as well as brief accounts of the ownership and working life of each vessel. One or two still in commercial use. It is illustrated with good B&W pictures of each ship, and 16 pages of colour.

Here in your hand is pretty much what is left of our once great merchant navy. The introduction mentions the considerable sums, £100 million +, spent by the National Lottery on ship preservation. Doubtless unintentionally, this book is also a list of those that have very largely dipped out. To be fair, Waverley, Shieldhall and some others have had modest grants, but there is no mechanism in place to reliably assure the future of any of these vessels. Sail on them while you can!

The book is quite expensive and will probably have a fairly limited market in the Internet era when individual ship details are usually readily available online. I wonder what format will be appropriate in the future. A pdf download would be handy to carry around on an e- reader. The real joy, and potentially a moneymaker, would be a phone app that gave the same potted history of each vessel as you walk around e.g. docks. It works for restaurants so why not boats? Now wouldn’t that be useful to widen public interest? Perhaps NHS should promote such an app for the parade of boats in June next year.

Jonathan Seagrave

Conserving Historic Vessels-Understanding Historic Vessels Vol. 3 Conserving Historic Vessels is the third in a series published by National Historic Ships in a bid to put together information from a variety of sources to form a guide to those embarking on conserving an historic vessel.

Volumes One and Two, Recording Historic Vessels and Deconstructing Historic Vessels, are only available online through the National Historic Ships website.

Volume Three is a large format paperback full of colour photographs and illustrations. It is clearly set out in a step by step format that enables the reader to ask themselves sensible questions, one at a time, in order to make the important decisions required for planning how to go about their conservation or restoration project. 20 The arguments surrounding the conservation/restoration/rebuild/replica issues are huge and can be extremely emotive for those involved. Within the traditional boat world there are vastly differing views. It is therefore an extremely useful resource to have the subject put down on paper in a logical and informative way so that the direction and process can be thought through without having to rely on advice or guidance from individuals that may confuse the issue.

A couple of small criticisms; I found it frustrating that some of the photographs are used as general illustration to the text but fail to identify the vessel shown. And on a personal note I saw a few photographs that I have taken myself but wasn’t credited for! I think this series will prove to be a valuable resource particularly for those new to the world of historic vessels and to groups setting up conservation or restoration projects.

Copies of Conserving Historic Vessels can be purchased online at:www.nmmshop.com for £30 plus postage and packing. There is a discount of 30% for owners of vessels on the Historic Ships Register, members of the Society for Nautical Research and members of the Old Gaffers Association. Discounted orders can be obtained through the Old Gaffers Association from their online shop www.ogashop.comuf.com/html/heritage.html by entering your vessel name and registration ID, or your SNR or OGA membership details.

Sara Stirling

21 From Coastal Sail To Global Shipping The History Of The Steamship Mutual Underwriting Association Ltd By Dr. Helen Doe, FRSA. ISBN: 978 0 9563097 0 9 Steamship Mutual Management Services Ltd Aquatical House, 39, Bell Lane, London, E1 7LU Telephone:0207 650 6429 : [email protected] £10.00 including postage

This hard covered book 255mm x 215mm comprising 128 pages divided into 5 chapters 83 B&W and coloured photographic illustrations, 4 charts and three tables is an extremely well-produced and very detailed company history, painstakingly researched by Helen Doe and privately published to celebrate the Centenary of The Steamship Mutual founded in 1909. Some copies are being made available to members of South West Maritime History Society on a first come basis at the exceptional price of £10 including postage, details of how to obtain a copy are shown above.

I was extremely interested to see this book as in an earlier life I was managing director of a group incorporating Marine, and Average Adjusters handling claims and legal liabilities arising from incidents for which P&I cover was provided. This is by far one of the best ‘company history’ books I have read setting out the Steamship Mutual’s record from its founding in London from a base of local coastal sailing ship mutual ‘clubs’, and particularly the Sailing Ship Mutual Protection Association set up in 1906 and where the Gloucester shipowner Charles Nurse was chairman. His successor, Jim Nurse, is one of our members!

First a little of the background. The practice had grown up in the 17th/18th centuries of merchants sharing in a “venture” to lessen the risks of cargo loss, at a time when the majority of vessels and their cargoes sailed ‘uninsured’- at least in what we would now consider a conventional manner. John Holman of Topsham considered that by banding together to form an “association” the risk would fall still more lightly on the many than may have been the case on the few – the essential principle of insurance.

22 To achieve this he joined with a number of shipowners to form a “Club” whereby they paid a modest subscription and in the event of an incident causing loss or damage, the cost was apportioned rateably between the members – thus they were both the insured and the insurer. This system of insurance, introduced in 1832 – later to become extremely popular, was a true “Mutual Insurance” which initially covered the hulls and gear of the vessels only.

By the 1850’s shipowners were becoming increasingly alarmed by the many liability risks with which they were confronted that were not covered under the normal form of Hull Policy. Thus, in 1855 John Holman formed another mutual association the specific purpose of which was to cover legal liabilities for injury or death to crew and stevedores, and for claims made by owners of port installations for damage to property and equipment such as quaysides, cranes, mooring buoys and piers, together, later, with the liabilities to owners and charterers in respect of cargo damage. This association was named the “Shipowners Protection Association” and was amongst the earliest such organisations when it was formed in 1855. Later, by the 1870s’ and following legislation, the practice grew of insuring the cargoes for loss or damage – this forming the ‘Indemnity’ part of the ‘P&I’. – passengers were classed as cargo and included in the indemnity cover provided! It was on the basis of the need for P&I cover that the Steamship Mutual Underwriting Association Ltd was formed.

Helen’s book covers the operation of The Steamship Mutual, which was formed to cover these P&I risks. She traces the progress from a mutual association covering ship owners primarily in the coastal sail trade, including many Thames and Medway barges, and the gradual transition to steam and motor ship operation; through to the position they now hold as one of the foremost specialists worldwide,

The basic principle is that the contributions (“mutual premium”) paid by the Membership in relation to any one year should be sufficient to meet all the claims, reinsurance and administrative expenses of the Club for that year. If there is a shortfall because claims are high, the Members may pay a pro rata “additional call” and if there is a surplus or ‘profit’, a return may be made to the Membership, or the surplus be transferred to reserve to meet losses on other years.

23 The mutual system is therefore very different to most other forms of insurance, where the aim of the insurance company in accepting business is to make a profit for its shareholders. That it is successful is seen from the book where we find that from modest beginnings, providing cover for small shipowners from around the Thames Estuary, over the last hundred years Steamship Mutual has grown to be one of the largest and most successful P&I Clubs in the world, currently writing premiums of over US$300 million across more than 50 countries.

This success has been achieved by the undoubted acumen of the directors in gaining business at the expense of their rivals over very many years. Premiums are paid in 4 quarterly installments, the first becoming due on 20 February! Why? That was the date the Baltic was expected to become free of ice and vessels there were able to resume trading!!

Helen has produced an extremely interesting and readable account of the first century of operation of the Steamship Mutual.

Whilst it is no part of this book an interesting article could be written on the cover provided under the P&I club rules when compared with the traditional cover which is still governed by the Marine Insurance Act 1906. The standard policy form was last revised in 1991 when a less archaic form of wording was introduced. The methodology of settling claims and dealing with legal liabilities is also, perhaps not widely understood. A marine policy typically covers only three-quarter of the insured’s liabilities towards third parties. The typical liabilities arise in respect of collision with another ship, known as ‘running down’ (collision with a fixed object such as a quayside is an ‘allision’). For clarification: A vessel collides with another moving vessel. A vessel ‘allides’ with a fixed object (unless it is submerged) and is presumed to be at fault. Wreck removal (a wreck may serve to block a harbour, for example) is also indemnified. Thus the need for P&I cover.

From ‘Coastal Sail to Global Shipping’ is an important piece of research into a relatively unpublicised area of maritime endeavours and at its subsidised price a real bargain for SWMHSociety members. David B. Clement

24 Ebb & Flow - The Story Of Maritime Lyme Regis Peter Lacey ISBN: 978-1-904-34992-1 The Dovecote Press ltd, Stanbridge, Wimborne Minster, Dorset, BH21 4JD Softback 233mm x 156mm, 280 pages, with 74 b&w and 24 colour illustrations. £15.00

This most detailed book covering the maritime history of Lyme Regis and the associated coastline has been many years in gestations, and is the culmination of many years of effort by the author who has produced one of the most readable and comprehensive local histories I have seen for some considerable time. This book is very well produced – both in the quality of the illustrations, many of which have not been seen before in publications– and in the quality of its production.

The book is divided into 33 chapters taking us from pre-history and the Romans, practically to the 21 st. Century. Throughout it explores the business of the inhabitants of Lyme , which grew into a most important haven, with a strong commercial background right up to the Second World War and beyond, becoming today a centre for watersports and leisure.

Peter’s penmanship is excellent, taking the reader through the early beginnings and mediaevil days to show how the town, supported by its trading relations , developed an important local position with commerce playing an important part from the early years. But it was not just ships and cargoes that excited endeavours – but also the trade with pilgrims, smuggling ventures, fishing, and for much of the period, the result of sea-borne warfare. This latter encompassed privateers and corsairs even when we were not a war with our traditional adversary – all is faithfully recorded.

25 Lyme Regis is known for its ‘Cobb’; a stone protective structure behind which trade and commerce flourished. The story of its construction, and the numerous disasters from heavy seas are to be found here, together with to chapters on the Tudor period. You will recall in Maritime South West no.20 (2007) Peter’s article on Admiral George Somers, who founded Bermuda and who hailed from Lyme. This is expanded in this book.

After passing through the Civil War and the subsequent rebellion of the Duke of Monmouth, we look at shipbuilding, later commerce and the slave trade in which Lyme participated to some degree. The last commercial trades were primarily coal inwards and stone from the nearby Beer quarries outwards, with money being made on fishing – sometimes for illicit goods. The general regime in Lyme was however one of significant poverty, and whilst the populace were generally happy, possibly knowing nothing better, the hard work and poor living conditions are brought to light.

Safety of life at sea has always been paramount and we read of the loss of HMS Formidable in 1914 with the bodies being brought to the place where we will be holding our meeting in October 2011 to celebrate the maritime year in Lyme Regis. A very detailed account follows covering the RNLI presence at Lyme, together with the RAF Air-Sea Rescue Service which was only disbanded in 1964.

So we travel through the millennium to the present day when Lyme Regis is justifiably a popular tourist destination, famed for its fossil collections and its demure holiday atmosphere, with the modern yachts and power boats dominating the few fishermen still working their nets.

Peter, very deservedly, was the recipient of a South West Maritime special award. This really is a superb book and extremely reasonably priced for the quality and work that has gone into the production of it. It should be on the shelf of every member of SWMHSociety. You have been told!!

D Clement ver the last hundred years Steamship Mutual has grown to be one of the largest and most successful P&I Clubs in the world, cutly writing premiums of over US$300 million across more than 50 countries

26 LETTERS NOTES AND NEWS

Bristol Harbour Festival

The home regulars from the city museum (now ) collection, Matthew, plus regular visitors Irene, Johanna Lucretia, and Kathleen and May, were joined by newcomer Edith Gray, a replica pilot cutter built at the Underfall yard by RB Boatbuilders. She is available for charter under the banner Wild Sailing. Residents Tangaroa and White Heather were also around to add some authentic Nordic cool to the harbour scene. This year the specialist visitors included a few steam launches, and four preserved lifeboats. Both types duly paraded around the harbour.

Heritage Open Days 2011

Heritage Open Days is Britain’s number one heritage event. Last year’s event was the most successful in its 16-year history. More than 46,000 participants opened up over four days in September.

In the past very few vessels have got involved with Heritage Open Days. National Historic Ships would like to see more vessel owners or associations participating. If you own a boatyard or repair facility in a historic setting, it could be an opportunity to showcase your work. NHS are happy to help co-ordinate historic vessel input with English Heritage, This year is Thursday 8 to Sunday 11 September, ffi please visit www.heritageopendays.org.uk, or NHS

[ In Bristol the Underfall yard is usually open and makes a fascinating visit, as do the . Ed ]

27 First of the yachts, not last of the cutters !

Pete Stuckey writes: -

Regarding the item in SWS 83 "Another ex Bristol Channel Pilot Cutter discovered ", I am sad and deflated to declare this incorrect.

Certainly the hull dimensions fit in with many of the working cutters of 1910, but sadly she was not one of these. This after spending a full days research through my extensive Pilot cutter material, hoping to prove your headline correct; but sadly not so.

She was built as a yacht in 1910 by Slade of Polruan as Clarice for Edmondson of Bideford, who, according to Lloyds, still owned her in 1937 under her present name of Vivacious. One thing is certain she would never have worked as a Bristol Channel pilot skiff in those days; with an auxiliary engine fitted- they would have scuttled her!

Robert Shopland writes:-

I wonder if any Society member can name the two vessels depicted in the photograph entitled Ketches at Combwich River Parrett which is published in the book Somerset Harbours by the late Grahame Farr. The photo is credited to E Orchard but is not dated. The book was published in 1954, but the photo may be pre WWII. Any information would be gratefully received. Contact: 41 The Paddock Portishead N Somerset BS20 6QX.

Mollie Young writes :-

I am trying to establish which local port imported shipments of guano from Peru for William Gibbs & Sons Ltd. from 1842. It was suggested there could be a connection with the but looks more likely to have been Exeter area. Are there any records of this please ?

Any information you are able to pass on would be very much appreciated. [email protected]

28 Sara Stirling writes:-

You may be interested in an update of Will's latest Arctic adventure.

He is currently making his way up the West coast of Devon Island in the Arctic after leaving Resolute last Saturday. He is skipper of the support boat for the row to the pole expedition. Six men are rowing from Resolute Bay to the Magnetic north pole (1996 position). Will is skippering two small open boats which are following the rowers with a BBC cameraman aboard filming them. More info can be found on their website; www.rowtothepole.com.

Will's crew are sleeping on the ice at night, with a polar bear watchman always on duty! They are living on bags of dried food which they have to add water to, such as omelette and simulated bacon - yum!

Photo from website 20 August. They were facing problems of ice blockage at that time.

STOP PRESS They made it ! on 26 August

29 Peter Hansen writes:-

My cousin in Nova Scotia sent me some family photographs one of which was of rebuilding the Bluenose II schooner in a local shipyard. I think you may be interested. It is shown on the following website. http://www.novascotiawebcams.com/south-shore/bluenose-ii.html

Chris Reid writes :-

I'd be grateful if you were able to publicise the next New Researchers conference in March 2012, to be held at Glasgow's new Riverside Museum. The call for papers is available at http://www.maritimehistory.org.uk/misc/callforpapers2012.pdf, and any interested parties may contact me for informal advice ([email protected]). We are particularly keen that researchers from beyond the usual academic and museum services should feel that they are able to participate.

Joe Brumwell writes :-

I have the following for disposal- free to collect/ postage if not Maritime South West, nos 8, 10-23. 01872 865333 (Truro)

Shieldhall

Following the corrosion problems found at the survey, the Shieldhall committee are working hard to find ways of raising the funds needed for a repair. We will have more to report next issue. In the meantime, there are a number of quayside activities, see their website for details. STOP PRESS We understand that partial repairs, subject to finance, should enable a return to operations next year, hopefully in time for the Titanic centenary.

30 Aquanauts Archaeology and Conservation Group teams up with the SHIPS Project.

The new Archaeological and Conservation Project group at Aquanauts Dive Centre has now teamed up with the SHIPS Project in Plymouth. The Aquanauts group are investigating some of the many geophysical targets found in and around Plymouth Sound by the SHIPS Project and are then working with them to record and map what they find. Although the group have only been investigating targets for a few weeks they have already made some significant discoveries.

For more information about joining the Archaeology and Conservation Group see the Aquanauts web page: www.aquanauts.co.uk/club/archaeology-conservation-group The SHIPS Project is on the web at: www.promare.co.uk/ships and facebook

Appeal against redevelopment of 19th century historic dock won

An appeal supported by National Historic Ships against the proposed redevelopment of the Grade II listed Richmond Dock in Appledore, Devon, has been won. The dock, constructed in the middle of the 19th century and said at the time to be the largest dry dock in the Bristol Channel area, was in use for ship building and repair until the early 1980s.

Garlandstone’s bell

[Is any effort being made to maintain her ? Ed.]

31 HMS Victory wreck report

The Government report states that it has decided to adopt a “phased approach” to the management of the site. It goes on to say that “In line with the provisions of the rules of the Annex to the UNESCO Convention, in situ management will be adopted as an initial approach pending further study of the site, before deciding on any further physical intervention”. The report also states that it is unlikely that Government money will be available to support the policy and that therefore it has decided to support the proposal to place responsibility for the future management of the Victory site in the hands of a charitable trust. An interdepartmental steering group will be looking into this. In the meantime it says that it intends to accept the offer of an unnamed charitable foundation to carry out non-intrusive monitoring of the site for a period of twelve months.

Co-incidentally the immensely important HMS Victory in Portsmouth Historic Dockyard has recently started a major program of repair and renewal.

Chinese Victory ?!!!

A bizarre news item is that at a new town development in China, Wuxi, a full scale replica of HMS Victory has been built. Even odder, the development is currently deserted !

Camel Estuary

The ADS, English Heritage and Cornwall County Council have announced the release of the Camel Estuary Wreck report. This project presents the results of the emergency recording and undesignated site assessment of the possible wreck of the barque Antoinette, Camel Estuary.

[Thanks to IFAMAG for the above items. Ed ]

32 Fun in the Sun?...Maritime Books of Liskeard (Tel 01579 343663) have done a deal with the Spanish Navy to use the facilities of their Officers mess (recently refurbished) in Mahon (Menorca) for group visits - when it is available. Mike Critchley at Maritime Books can tell you a lot more but he is taking another group out from 22nd to 29th September. A gentle programme is being arranged to view the local military and naval facilities from years past and enjoy Menorca. E mail Mike at [email protected] for more details.

Mike Critchley

Bessie Ellen heads South “till the Butter melts” ! October 2010 She is in West Scotland at press date. Photo Adam Purser

33 WEBERY Reminders and Updates Passwords Members have access to nearly all the material on the website via the all-members’ password.

It is not possible to put a reminder of the all-members’ password in SW Soundings because its distribution includes several libraries and other institutions. Contact our membership secretary Britt Zerbe by email to [email protected] or via the form on the “Contact us” page of the website if you wish to be reminded of the all-members’ password.

For enhanced security, the online membership list requires a personal username and password. Britt Zerbe can issue usernames and passwords to any paid-up member on request.

Soundings Downloads For those who may wish to read SW Soundings on a Kindle or similar e- reader, there is now a downloads section on the Members’ section of the website. At the time of writing it just contains one file, SWS 82 (April 2011) in pdf format.

New link Although having nothing to do with maritime history, some members may be interested in a website which displays shipping movements plotted from real-time AIS data. There is a new section “Live AIS plots” on our links page, from which the traffic in and around each of the main ports in our region can be viewed. In addition to a world-wide selection of ports, it is also possible to select a named vessel whose recent track can be displayed wherever she happens to be at the time. The Waverley and the Balmoral are on the list but unfortunately not the Shieldhall.

Research Enquiries Received by Email

Conservation project on St. Helena. A firm of archaeologists currently planning conservation work on St Helena enquired whether they could have permission to reproduce the photograph of the Fairport at the Battle of the Falklands which was published in SW Soundings No.64 (Oct 2005). The reason being that the 34 wreck of the Fairport is included in the conservation area and they wish to include the photograph in their report. The copyright owner of the photograph, SWMHS member John Pollock was pleased to grant his permission.

Hudson’s return to Dartmouth in the Half Moon Nov 7th 1609. English explorer Henry Hudson piloted the Half Moon a Dutch East Indies vessel in his voyage up what become known as the Hudson River, triggering a chain of events that lead to the creation of New Amsterdam and by extension New York. A full-sized replica of the Half Moon is now a travelling museum used for educational cruises in those waters (website www.halfmoon.mus.ny.us). The project is keen to learn all there is to know about Dartmouth Harbour in the period November 1609- July 1610. Its approaches from sea; mooring/docking; its surroundings. Its place in history at that time.

SWMHS member Adrian Webb provided a comprehensive and near- instantaneous reply to the question of contemporaneous pilot books: “There were two pilot books in print in 1609, both by Lucas Waghenaer, called the Spieghel der Zeevaerdt and the Threesor der Zeevaerdt which covered the south coast of England; see http://en.wikipedia.org/wiki/Lucas_Janszoon_Waghenaer for more informantion. Both should be accessible via the Early English Books on-line website.”

If anyone else has any information please contact me, email [email protected] and I will forward it to the enquirer, alternatively you could email the project directly at [email protected]

Items from the Forum 1937 Spithead Review SWMHS member Paul Barnett writes: “I have recently received a large catalogued collection of negatives relating to the 1937 Spithead Review and am looking to pass them on to interested parties for a donation to assist in the continued work of the Friends of Purton. If interested please contact Paul on 07833143231 for further details.” [ I have made a bid for these , but would be very happy to work with other members if interested. Ed ] 35 HMS Excellent Gunnery School SWMHS member John Seagrove writes: “I am seeking any information about this HMS Excellent, her staffing, gun equipping and training operations in her early years in this role,1832-1850s. At that time the Portsmouth Harbour establishment was a converted ship-of-the-line and was commanded by Sir Thomas Hastings. Any information would be appreciated to assist in my researching of HMS Excellent in this period.”

SWMHS member George Stephenson replied: “I can only suggest trying the Admiralty/Navy records held at the National Archives at Kew. Nicholas Rodger and Randolf Cock have produced a guide to naval documents held at Kew, so you might try searching that book first. A copy may still be available in PDF format on the University of Exeter Centre for Maritime Historical Studies web pages.”

Fishing Boat Heritage Non-member Douglas Paterson writes:

I am working on a major retirement project to record the history of as many as possible of the UK’s registered fishing boats for the period 1869 to 1989. I am loading the information on my website www.fishingboatheritage.com I would intend to extend the registrations I'm working on, using the Customs Registers, to cover the Cornish Ports. I wondered if you know if anyone has already done this work because there's no point in me repeating existing work. The response I've had so far in my first year has been very encouraging .....and world wide. My main initial focus has been on NE Scotland ports particularly Macduff where I grew up in a fishing family. I look forward to hearing from you and getting your advice. Posted here by George on behalf of Douglas Paterson

36 And finally, a none-too-serious conservation project which perhaps is not to be encouraged!

Channel Crossing by Septic Tank Non-member Phil Peckham writes: “I am trying to save the only bilge keeler Septic Tank with portholes and navigation lights. It was used by the Dangerous Sports Club to make the first and only crossing of the English Channel by Septic Tank! It is currently in a field in Somerset which is being cleared by the new owner . Can you put me in touch with some organisation which might be interested in displaying this almost historic item? It would be a shame to see it scrapped Regards, Phil Peckham tel 01278 73 22 88”

SWMHS member George Stevenson suggested “Wouldn't this make a wonderful addition to Topsham Maritime Museum collection?”

Dave Hills [email protected]

37 UPCOMING EVENTS

WORLD SHIP SOCIETY MEETINGS

We do not yet have full details for all the autumn programme but visitors from the SWMHS are always welcome.

BRISTOL Meeting informally; contact secretary, Arthur Clark, by e-mail [email protected] or on 0117-956-8657 for more information

CORNWALL Meets 7.30pm at Athenaeum Club, Kimberley Place, FALMOUTH TR11 3QL. Frid 9 Sep: Dagebull to Duisberg - Bernard McCall of ‘Coastal Shipping’ magazine Frid 14 Oct: ‘Vanguard’ to Trident, RN 1945 – 2011, - Dr Richard Osborne (Chairman, WSS) Frid 11 Nov: Krispen’s travels - Krispen Atkinson (Lloyd’s/Fairplay) Frid 9 Dec: Xmas buffet (commences 6.15pm) plus support programme

GLOUCESTER Meets 7.30pm at The Pop-In Nursery, Barnwood Road, Hucclecote, GLOUCESTER, GL3 3ES. Mon 12 Sep: Previous ‘HMS Gloucester’s - Les Dalton Mon 10 Oct: Bristol Channel Excursion Steamers - Nigel Coombes Mon 14 Nov: D96 – ‘HMS Gloucester’ – a compendium of images Mon 12 Dec: Annual Photographic Competition and Xmas buffet

PLYMOUTH Meets 7.30pm at Plymouth Naval Base Museum; for security reasons, you must contact Secretary, Ian Denton, on 01822-832871 or e-mail [email protected] in advance : Tues 6 Sep: Photos fromS W Image Bank – Stacey Dyer Tues 4 Oct: Interesting nautical facts recounted by Ted Willey Tues 2 Nov: Ex- naval small craft - Tony Holtham Tues 6 Dec: Xmas buffet and quiz by Trevor Fredrick SWANSEA Meets 7pm at The Environment Centre, Pier Street, SWANSEA, SA1 1RY. Frid 2 Sep: The good, the bad and the ugly – Capt Tony Breach Frid 7 Oct: Branch AGM plus Photo Competition Frid 4 Nov: A maritime potpourri - Nigel Jones Frid 2 Dec: Members evening, Xmas buffet and quiz

38 TORBAY Meets 7.30pm at Corinthian Yacht Club, Eastcliff Walk , TEIGNMOUTH TQ14 8TA: Tues 13 Sep: Riversea (low air-draft coasters) update – Chris Cheetham Tues 11 Oct: The art of the postcard painter - David Eeles Tues 8 Nov: 2011 update – Roger Musselwhite Tues 13 Dec: Terneuzen 2011 – David Walker

SWMAG Meetings Issued by Ron Howell on 17 June 2011

The following talks are confirmed by the Southern Region members Ron Howell & Andy Elliott for the Autumn of 2011. Tuesday September 13th 2011 for Prawle Coastwatch members & friends, at the village hall, West Charlton, Nr. Kingsbridge, South Devon. ‘3000 years of History from the Sea’ Wednesday 5th October 2011 for Yealm Yacht Club at 1930, to be held at the club in Newton Ferrers, South Devon. ‘3000 years of History from the Sea’

Friday 4th November 2011 for Kennaway House, Sidmouth, East Devon at 1900 for 1930. ‘3000 years of History from the Sea’

There will be a talk to the Bridgewater and District Archaeological Society by SWMAG members Ron Howell & Andy Elliott on Thursday 17th November 2011. The talk will feature ‘3000 Years of History from the Sea ,Ffi http://swmag.org/

NMM Falmouth Talks on Lost photos of Captain Scott 28 September; Falmouth Then and Now 26 October; Ships of 30 November. All at 6.30 Ffi contact 01326 214546

39 SOUTH WEST MARITIME HISTORY SOCIETY Registered Charity No. 289141 (Updated 12.6.11) Chairman Dale Thomas ` 4 Clear View, The Narth, Monmouth, NP25 4QH Tel: 01600 860311 Email: [email protected]

Vice Chairman Martin Hazell 124 Molesworth Road Stoke Plymouth Devon PL3 4AH Tel. 07941 603097 /01752 550768 E-mail: [email protected]

Editor Maritime S.W David Clement & Monographs The Holt, Exton, Exeter, Devon EX3 0PN Tel. 01392 875604. E-mail: [email protected]

Secretary George Stephenson 42 Sandford Walk Newtown Exeter Devon EX1 2ES Tel 01392 411154 Email [email protected]

Editor Jonathan Seagrave S.W. Soundings 10 Woodlands Rise, Downend Bristol BS16 2RX Tel: 0117 9566127 Email: [email protected]

Treasurer Philip Northcott 7 Canberra Close Pennsylvania Exeter Devon EX4 5BA Tel 01392 437543 Email: [email protected]

Membership Britt Zerbe 6 Beare Square Beare Broadclyst Exeter EX5 3JZ Email: [email protected]

COMMITTEE Mike Bender, Julia Creeke, Helen Doe , Michael Duffy, Maria Fusaro, Peter Ferguson, David Hills (webmaster), Will Stirling 40