96

The Newsletter of the SOUTH WEST MARITIME HISTORY SOCIETY ` ISSN 1360-6980 CONTENTS –NO. 96 – August 2014 Edited by Jonathan Seagrave

EDITORIAL 3

REPORTS OF MEETINGS AGM Mike Bender 5 Mt. Edgcumbe Jonathan Seagrave 9 Launch of Maritime History of Somerset A Webb 12

ARTICLES HMS Mantua and the Spanish Flu Su Startin 14 Pilgrims Progress Roger Hare 17 Exotic plants Joan Price 20

REVIEWS South Devon’s Shipwreck Trail Jessica Berry rev.Tony Pawlyn 22 Maritime History of Somerset ed. A Webb rev. David Clement 23

LETTERS NOTES AND NEWS 25

OFFICERS and COMMITTEE back cover

WEBSITE. http://www.swmaritime.org.uk/ FACEBOOK www.facebook.com/SWMarHistSoc

1 Individual contributions © Individual contributors. Entire journal © South West Maritime History Society 2014.

Views expressed are the authors’ and not necessarily those of the Society or editor.

Please note the Society cannot be held responsible for the accuracy of information on websites and that references in older editions may not be accurate.

Annual Subscriptions Due 1st April. £20.00 or £15 if paid by Standing Order. Students can take advantage of our special annual subscription of £10. A reminder/invoice is included with the April edition. If you pay by SO please ignore, but ensure your SO setup includes a reference that identifies who you are, and send to membership secretary (see back page)

David Clement presents an award cheque to Joan Price at the AGM

2 FUTURE MEETINGS AND OTHER EVENTS

6th September Daysail Pilgrim from Brixham FULL (contact David Clement for a reserve)

27th September Swansea Waterfront. PLEASE CONSIDER BOOKING David Clement organising. Calling notice enclosed.

18 April 2015, SW Ship Show Portishead

(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. Next copy date: October 10th 2014

EDITORIAL AND MEMBERSHIP

At the formal AGM, Derek Tyrrell, our new Treasurer, introduced himself, and other officers were returned en bloc. This belies issues arising from poor health among the usual suspects. We need one or two new and active members to either join the Committee and/or to reliably assist. In particular, a new Secretary is needed, and a non technical web editor.

3 The latest Maritime South West was distributed, and those of you who have paid £15 or committed a standing order will have received your copy then or in the post. Those who have yet to do so will have received a final reminder with their copy. It is final, and “Twelve Pounders”, still around 80, will in future only receive Soundings (Thanks to those who have settled up). If you haven’t heard from us, please contact Gill, contact details are on the back cover. Total membership appears to be holding up reasonably well, but there is no room for complacency.

An insert sheet shows the accounts, which are reasonably healthy, but it can also be seem that on a continuing basis, printing & postage broadly equates with the subs, and this leaves gift aid as the source of any donation, prizes and other expenditure.

We continue advocacy work. Martin responded to the National Historic Ships consultation, and we are currently making representations on the low sulphur fuel issue, which affects all historic steam vessels. There will be more on this next time.

We face a major problem with the website. Unfortunately Dave Hills, who has built up our excellent and extensive website over the years, and done a huge amount of work quietly behind the scenes, is seriously ill, and can no longer manage it. The Committee are considering ways forward, it is far too significant to simply freeze, but for the moment there will be few if any updates, and we need to act swiftly. Unlike many Society sites, it is hand crafted and big (4GB), so a paid input will be necessary to make it sustainable. We have a proposal we are progressing. We will need a non technical volunteer web editor to prepare “Webery” and upload the various articles, news etc. after SWS comes out. Contact me or Martin if you are interested. There is no Webery in this edition, and the changeover may mean a brief period when the site is frozen.

Please note we will be away till mid October

We all wish Dave all the very, very best in his battle with illness.

Jonathan and Gill Seagrave

4 REPORTS OF MEETINGS

Topsham - the AGM, 6 June

Going to the AGM concentrates my mind. As a yachting historian, I really would like to see two volumes published ; firstly, Ivy Carus- Watson’s diary: she was an early female dinghy racer, and a good one, much to the men’s disgust; it’s her racing journal and it stops when she marries Morgan Giles, as is only right and proper; and Janet Cusack’s thesis, or the important bits of it, with two or three intros explaining her importance and innovativeness. The problem, with both her and her sister, Bridget, having passed away, will be to get copyright consent.

Anyway, to Topsham for the presentations by Exeter Uni. History Dept. students, organised by Mike Duffy.

Javier Albini talked of the planning and strategy involved in William the Orange’s invasion and landing at Dartmouth and Brixham. We talk of spin and advertising hype, but the rewriting of history in this case is breath-taking. It is only in the last two years I have come to realise that he was invited by a few traitors and rather than being the figurehead of an English ‘spontaneous’ uprising, as Javier pointed out, landed with 50,000 troops! The nonsense of saying William the Conqueror was the last invader…. I suppose that’s what makes history so interesting. The powerful control record taking and making, and it is the job of the historian to get more basic facts and check out the narrative.

Mike Wilson gave a short talk on the importance of the re-taking of the Scheldt in 1944, and how his father was part of the force; and how it shortened the war by allowing Antwerp to be used as an ordnance depot. Incidentally, the Nobel prize winning novelist, William Golding commanded a landing craft on what was nearly a suicide mission to retake Walcheren on November 1, 1944 (see John Carey’s detailed biography of Golding). I often think that his inversion of plucky- English-boys-on-desert-island (Ballantyne’s Coral Island for example) into the dystopian Lord of the Flies was, in part, due to his war-time experiences.

5 Joan Price is the wife of consultant psychiatrist, Mike Price I worked with for many years in Plymouth, then realized she was doing a Ph.D at Exeter. Small world. She gave a wide-ranging, well illustrated talk on the various types of specimens – botanical, zoological, shells etc. that the explorers (and Falmouth packet captains bought back) and how they preserved them, or tried to, on passage. I had heard about how the Packet skippers brought back specimens for the rich ship owners around the Fal and created those amazing gardens (Trebah, Glendurgan, Trellisick) in a talk by Megan Westley at the one day conference in Falmouth Maritime last November, so this area seems to be topical (or if not tropical!)

Sarah Parsons, assistant curator, Falmouth Maritime, is doing sterling service setting up and encouraging the Facebook and Twitter accounts for the society, which she explained to us. I’m sure, with Dave Hills’ superb webpage, that our future depends on the success of their efforts.

Up stepped Adrian Webb, to promote the just published second volume of The Maritime History of Somerset. It was a very nicely presented plug, with the title of each chapter, a relevant picture, and a mug shot of the author for each section. And since it was going for £15 instead of £20, and since I had Vol.l, naturally I was in the queue and got him to sign my copy…. There was good enthusiasm in the room, with members saying we should contribute or co-publish Vol. 3. (Which seemed to me to depend on maintaining our membership and not being crippled by postage costs). The only lack I can see so far is a chapter on yachting, and I think I know someone who might help…

The formal AGM passed off peaceably and the morning session ended with Dave Clement giving out this year’s Journal, with its full colour cover. The amount of work that goes into each year’s production and the ever-improving production standards is belied by his modesty, but I trust is not irreplaceable. I am finding the Journal in second-hand bookshops, which always gives me a good feeling.

Lunch at the Globe is always pleasant, partly because the sandwiches are good and partly because they provide tables seating about eight, which is just the right number for chatting…

After lunch, Dr. Mike Wilson explained to use how to make a decent mast for a warship; the difference between curly and pointy trees; the 6 supremacy of the Scotch pine and importing them from the Baltic states and America. In short, all you ever wanted to know about making a mast for your warship…

Doug Brodie is the chairman of the Save S/S Shieldhall campaign. His talk was a fascinating example of how to play and win in the muddy waters of a major ship restoration, culminating in a grant from the lottery of £1.4 pounds to prevent the need for any major structural work for twenty-five years ! (what chutzpah – who thinks in 25 year cycles nowadays?). It was the more powerful for the modesty of the presentation but the careful planning, laced with a bit of cunning and a knowledge of the terrain, came across clearly.

The day ended with Geoff Harvey, internationally renowned model boat builder, explaining how and why he built a model of HMS Terror, a bomb ship that when its mortar lobbying days, for example against American targets in the 1812 war, was over, was used, because of its massively strong build, for polar exploration, eventually disappearing along with Erebus, on Franklin’s disastrous search for the North-West passage, 1845-1846. We were then invited to see the model in Topsham museum.

I had to delay my visit till I scanned the excellent maritime section of the second-hand bookshop, so conveniently only a few doors up from the Globe; and just got into the museum in time. The exhibit on the first floor is both staggeringly beautiful and accomplished, and is also very nicely presented with its own display area and explanatory notes. Well worth a visit, if you didn’t make it. (Open 2-5, except Tuesday and

Friday; [email protected]; 01392-783244).

I wandered back along the river, finding small clusters of members reluctant to go home, mulling over my thoughts.

Once again, a very stimulating day – there is so much maritime history that needs to be done. We must record the history and experiences of those who sailed in the British merchant fleet before GPS, satellite phones etc. before it’s too late. To give a simple example, up to the 90’s, Hoshi, an Edwardian yacht with an undersized engine, skippered by Des Sleigtholme and later by the fearsome female skipper, H, (rumour had it she didn’t like being called Henrietta), used to leave Salcombe 7 every week with its paying crew and reach the French coast around dawn, when there was often mist along the rock-strewn coast, and come into Treguier or Lezadrieux up winding rivers, with only echo, compass and not very reliable RDF… week after week without mishap. Accounts of a flourishing British merchant fleet – for how much longer can they be told from personal experience?

I despair that we can make any headway in schools (a point made by Doug Brodie). It is very sad how original, creative thought is being systematically destroyed in our children and our grandchildren by the all-absorbing attention to exams and their questions; which is so all time-consuming that any deviation into an interesting topic is automatically discounted.

But we might have more success at undergraduate and especially postgraduate level, if we can produce and advertise a number of enthusiastic historians who can support the student in a wide range of topics. I have absolutely no doubt that this range exists in the society by just listening to the discussion after the papers – the wealth of personal experience and the depth of historical knowledge always makes me feel quite inadequate. Hence, the importance of our initiative of linking up with Plymouth Uni. History dept.

Those are longer-term hopes and there are more immediate worries – the continuation/replacement of committee members; the age of our members. So, as they say, ‘everything to fight for’, and the future may well lie in the website, facebook and twitter links to keep maritime history topical and bring in new members.

Mike Bender

[ The Chair’s annual report will appear on the website in due course and/or in the next edition. Ed]

8 North Devon

[ I haven’t had a report on this. Perhaps someone who attended would like to offer us a short report? Please get in touch first. Ed ]

Meeting Mt. Edgcumbe, Saturday 5th July 2014

Some 23 members and Friends of Mt. Edgcumbe enjoyed a most interesting programme in the charming surroundings of the stable buildings.

Martin Hazell surprised us by giving us “Jenny Wren Bride”, a song from the 1920’s collected by Cyril Tawney, which put us in the mood for a day of wrecks, disasters and recovery.

The day was promoted by Promare and many associates in the SHIPS and Liberty 70 projects, which aims to elucidate the wrecks in the Plymouth area, by both archaeology and archive research .

Allen Murray talked about the wreck of the SS Rosehill, one of the less dived wrecks. Not all the information in dive guides is accurate. She was built for Stephenson Clarke for the London gas coal trade, a large ship for this, indeed too large, and was soon sold to Welsh owners Tilletts, a small firm, for bunkering to Devonport. Torpedoed in 1917 off Rame Head, she stayed afloat, a confused attempt to tow her failed after changes of tugs, and she sank quite close to Whitsand Bay. She was one of a staggering 1100 losses that year. A typical triple expansion steamer, there are still boilers, a gun, and rudder visible. Allen’s archive researches showed a complex history of changing names, she was originally Minster, and he had found the original plans in the NMM which helped confirm her identity which was not entirely certain at the start. Plans and other records can be really useful for identification, eg calibre of guns, specific repairs etc.

There was a curiosity in the records, a “most secret” recording of name changes. No reason was immediately apparent. The meeting thought it might be part of a trail of disinformation related to Q ships.

Our next talk was on the James Eagan Layne, a much dived Liberty ship wreck, Peter Holt had tracked a good deal of information on her construction and early history, and has the complete log. Built in 40

9 days by Delta Shipbuilders in New Orleans, one of the new shipyards thrown up in the remarkable wartime construction effort, she was launched October 1944. The only photo of her is her sideways launch. She was leading a convoy, and was laden with US Corps of Engineers materiel for France, but was torpedoed by U399 as part of Doenitz’ last throw of coastal attacks. The crew abandoned ship, but the Liberties were tough and she stayed afloat. She was towed towards Plymouth, but then was beached off Whitsand Bay. Some cargo was salvaged immediately, including a couple of small boats which remained in the area for many years! Later about 600 tons was taken off by salvors, and for many years her masts were above water, making her a lot easier for divers to find before GPS was invented!

We had a lunch in the excellent café, and then Martin resumed his squeezebox and regaled us with “D Day Dodgers”, before giving us an account of some of the personal histories of Polish WW2 naval veterans from Plymouth.

Harry Bennett followed with a very interesting take on the Slapton Sands disaster, which has been the subject of several books and documentaries. He was interested in how conspiracy theories arise, and how documentary makers in particular, often exaggerate the wider significance of the events they cover. The 640 odd casualties were not large in the wartime context. The secrecy was part of D-Day, and contrary to the myth makers, there were press accounts in the US at the end of the year when there was no longer any operational need for secrecy, as well as mention in the official histories. The escort was feeble but there was an outer screen of destroyers that missed the s- boats. The Germans knew there was a convoy from radio chatter, but were basically doing what they did on a regular basis, fishing for targets. They didn’t need spies.

The account by one credible 90 yr. old veteran of rescuing men with a small boat just off Slapton had to refer to another incident, the convoy was 3 hours away when attacked. Casualties during exercises were common, and the records show that some men were playing casualty on the sands as part of the exercise. Harry has advised on the definitive documentary which should be shown over here soon.

10 Mike Williams then returned to the depths of the Sound with the story of lost minesweepers. Requisitioned trawlers were used extensively in both wars and incurred significant losses, especially if the mine wasn’t cut clear. A sixth of those requisitioned in WW1 were lost. The Abelard of 1909 was lost on Christmas Eve 1916, reason unknown, maybe a floating mine.

WWII was characterised by the German effort with acoustic and magnetic mines, which posed greater dangers to targets and sweeping vessels, and were often dropped from aircraft.

In WWII, both Poulmic and Elk were lost in November 1940. Poulmic was an escapee from France, and was on minewatch duties, looking for air dropped mines whilst sitting outside the swept channel. She was very noisy and probably detonated an acoustic mine. Her remains have been dispersed. Elk was an old trawler similar to Abelard. She was used for minesweeping trials, and the new methods didn’t always work! She was damaged on Nov 9th, and sunk weeks later. She lies at 30m, is sand filled but fairly intact.

All the wrecks had suffered from divers scavenging, but a wide range of artefacts had also been donated to the project, and it is now looking for a home for them. All the wrecks had also suffered major damage this winter, in some cases exposing previously hidden material. Current divers will be the last to see them as damaged ships rather than a layer of rust and plate on the bottom.

One of the interesting aspects for many of the wrecks was the use of multibeam scanning giving a detailed 3D image, and the ability to repeat this to provide a detailed visual record of disintegration. The project had recently acquired a metal thickness gadget which will enable assessment of the point when collapse is imminent.

Mike emphasized the importance of the collaborative approach in the SHIPS project, and noted a couple of good books on the history of the minesweeping effort. (see p 31)

Our grateful thanks go to the Friends for venue arrangements and joining us, the speakers for engrossing presentations, and Martin and Mike Williams for organising an excellent day.

11 Launch of Volume Two Maritime History of Somerset Series

On a hot June evening, a good crowd packed themselves into Brendon Books’ upstairs room for the launch. It is four years since Volume One was published by the Somerset Archaeological and History Society, with support from private individuals and the South West Maritime History Society. Volume Two follows the same model. The Publications Committee have used this model of joint funding to enable the Society’s to publish on a sound economical footing. Following welcomes, the stage was set for Phillip Ashford to give a talk on the experience of travel to and from the Somerset coast during the Age of Sail. This light- hearted talk was based on the examination of over 200 accounts of sailings which Phillip used in his chapter in volume two.

The audience was treated to stories of hair raising experiences on the sea just a few miles from the Somerset coast, as well as an insight into the causes of travel. Phillip spoke at length about the Irish connection, emigration to the New World, religion and trade, to name but a few subjects covered in his heavily illustrated talk. Volume Two in this series contains research from five other authors. Sue Berry’s research appears as ‘An Account of the Development of Somerset’s Seaside Resorts’, which is really brought to life through the use of photographs, prints, maps, plans, brochures and posters. Dr. Joseph Bettey and Dr. Adrian Webb have written about the now defunct river ferries that crossed the Avon at Pill and Rownham. Captain Paul Hughes contributed a chapter on the development of Minehead’s harbour and pier in 1700 which is based on an impressive manuscript report now held in the Lutterell papers at the Somerset Heritage Centre. Last, but definitely not least, is Commodore Bill Kelly’s chapter on sea fishing, which not only looks into the past but also into the future. How our former chairman managed to fit this research in to his busy schedule whilst steering the Society into safer waters is highly commendable. The volume can be ordered through the Society’s website, thanks to Bill Kelly, as can volume one. The Society are particularly grateful to the South West Maritime History Society for their continued support with this project and to members who continue to purchase the occasional publications produced by the Society.

Dr. Adrian Webb, Chair of editorial committee

12 Crew member HMS Mantua

HMS Mantua under way. Source Clydeships

13 ARTICLES

How HMS Mantua brought the Spanish Flu to West Africa – an account from her logbooks

Built in 1908 and operated by the P & O line, the Mantua was one of many liners leased by the Admiralty on the outbreak of the First World War. She went into service in August 1914, initially with the 10th Cruiser Squadron and was engaged patrolling the North Atlantic. However, in September 1916 Admiral Tupper took the view that the Mantua was built for fine weather service and was not fit to face the heavy gales and rough weather experienced in the winter months on the Northern Patrol. Following a refit she was transferred to the 9th Cruiser Squadron. Her UK base was at Devonport and she was engaged on convoy duty on the route to and from West Africa.

The Mantua holds the dubious distinction of being the ship that brought the Spanish Flu to West Africa. In his book "Living With Enza", Mark Honigsbaum states that in August 1918 "the HMS Mantua arrived at Freetown, Sierra Leone, en route from Southern England, with 200 sick sailors on board. Within a week 600 employees of the Sierra Leone Coaling Company had come down with the disease."

The Mantua left Devonport on 1 August 1918 with just 4 on the sick list. It has been reported that the first flu symptoms appeared two days out of port and the sick list figure increased gradually during the first week through 5th, 6th and 7th until 8 August when the figure jumped to 14, falling by one the next day, only to increase to 25 on the 10th, 38 on the 11th, 74 on the 12th and 103 on the 13th.

On 14 August, the Mantua arrived in Sierra Leone with 124 on the sick list, and the log states "Vessel ordered in strict quarantine". It would be interesting to know what "strict quarantine" actually meant in practical terms, since the next day the log contains the entry at 10.00am "Commenced coaling, native labour". Hence the rapid spread of the disease to the employees of the Sierra Leone Coaling Company.

14 There was subsequent criticism in the local press of the government’s failure to act when made aware of the presence of influenza on the ship and the Colonial Office instituted an enquiry, though this never submitted a report or recommendations (“The Influenza Epidemic of 1918-19” by Sandra M Tomkins).

The first death is recorded at 9.30am on 15 August, Fireman Patrick McFarlane, Mercantile Marine Reserve. The cause of death for all fatalities from the epidemic is recorded as pneumonia. A surgeon and a sick bay rating joined the ship from HMS Africa and another sick bay rating arrived from HMS Britannia. The number on the sick list reached 132. Four warrants were read at 8.45am that day – of course, we cannot at present know what for, as these records remain sealed for 100 years, but it is tempting to speculate that frustration at the cancellation of shore leave may have played a part.

The sick list numbers continued to rise to 159 on the 16th, and 164 on the 17th, finally reaching 176 on 18 August. This was to prove to be the peak figure; another sick bay rating joined the ship from HMS Africa. The sick list figure fell for the first time since the epidemic took hold on 19 August, dropping to 170, and reducing again on the 20th to 157. A second death occurred on 20 August, William Sutton AB. The sick list figure fell again to 117 on the 21st, but two more deaths occurred: Private William J Glazzard RMLI and Herbert Tilling OS RNVR (aged 22).

With the number of cases on board continuing to fall (103 on the 22nd, 77 on the 23rd , 57 on the 24th, and 48 on the 25th) there was another death on 23 August, Petty Officer Gilbert Francis Brown, age 30. Four deaths occurred the following day: Albert J Young AB (age 31); Ponny Morris (Steward MMR Rating); Leading Seaman H A Taylor; Edward Dawson AB. The tenth death occurred on 25 August, Sidney Durston, Ward Room Steward. Two Royal Naval Reserve officers joined the ship: Lt Otterson from HMS Africa and Lt Middleton from SS Chepstow Castle. Lt Otterson may have thought he had rather a raw deal here at the time.

On 26 August the Mantua sailed from Sierra Leone escorting a convoy for the return journey to Plymouth, with the sick list figure having dropped to 30. The next day saw the death of Private Daniel Copland 15 RMLI, who was buried at sea on 28 August. The sick list figures declined steadily (27 on the 27th, 20 on the 28th, 17 on the 29th, 13 on the 30th and 11 on the 31st).

On 1 September at 2.00am the twelfth and final death from the epidemic occurred, that of George Morris, Steward MMR Rating, age 29. He was buried at sea later the same day, and the log records that three volleys were fired by the Marines. The sick list totals had dropped to a relatively normal 8 by 1 & 2 September. However, on the 2nd it is recorded that the Mantua sent a boat across to one of the convoy ships, SS Chepstow Castle, with two sick bay ratings and a quantity of drugs. The Mantua eventually arrived back at Devonport on 10 September, with only 5 sick.

The second wave of the Spanish Flu epidemic started in August 1918. However, because all the deaths which occurred on the Mantua are recorded as being from pneumonia, it appears that the strain involved here was still the first wave virus, which was not as lethal as the mutated second wave virus. Although no-one knows for sure where the second wave originated, it has been postulated that the mutation may actually have occurred in West Africa ("The Biology of Epidemic Influenza, illustrated by Naval Experience" by Sheldon F Dudley). The outbreak of the flu affected so many of the employees of the Sierra Leone Coaling Company that HMS Africa and HMS Britannia had to lend parties of men to help coal the ships, with the virus then being transmitted back to the crews. However, the outbreak of flu on HMS Africa in September 1918 was far more severe than that experienced on the Mantua. So Lt Otterson, who was sent to the Mantua from the Africa, may have been a great deal more fortunate than he probably imagined at the time.

Both Honigsbaum and Dudley quote a figure of 200 sick on the Mantua, while the peak figure shown in the logs for the sick list is 176. This apparent discrepancy may be explained if some of the earlier cases had already recovered by 18 August, so the 200 figure may be the total number of cases altogether.

Su Startin

16 References:

Log books of HMS Mantua, held at National Archives. The logs for this period will be available at www.naval-history.net in due course; logs for earlier in the First World War are already available.

Living with Enza – Mark Honigsbaum, Macmillan 2009

The Biology of Epidemic Influenza, illustrated by Naval Experience – Sheldon F Dudley, Proceedings of the Royal Society of Medicine 1921 http://www.ncbi.nlm.nih.gov/pmc/articles/PMC2152381/

Colonial Administration in British Africa during the Influenza Epidemic of 1918-19 – Sandra M Tomkins, Canadian Journal of African Studies Vol 28 No 1 (1994)

Pilgrim's Progress (with apologies to John Bunyan)

I joined SWMHS in about 2005, and have been a largely silent member since then. Recently, however, I've become involved as a humble volunteer in the project to restore the Brixham sailing trawler Pilgrim. On looking through my archive of copies of 'South-West Soundings' and 'Maritime South-West', I see that the last time that this restoration project featured in any of the Society's output was way back in November 2008 (as far as I can see). I thought that perhaps it was time to bring the record up to date so here; with the approval of the directors of the Pilgrim Preservation Project Ltd is an update on what is happening to/with Pilgrim.

I'll keep it brief - this isn't the place for a blow-by-blow detailed account of the restoration. Suffice it to say that, with generous financial assistance from the Heritage Lottery Fund, South Devon Coastal Local Action Group, Pilgrim BM45 Trust Ltd and many other generous donors, the boat was first returned in mid 2008 from Mashfords in Plymouth to Ashley Butler's yard on the Dart. Then, simple to say but an enormous task to undertake, the remaining interior fittings and structure were stripped out and, in consultation with the HLF and monitored by 17 their specialist, the boat was restored from the keel upwards. A new deck was fitted and finally, after she had returned under her own power to Brixham in October 2011, the interior was fitted out to a high standard. None of this work would have been possible without the support of a small number of volunteers dedicated to the restoration and sailing of these wonderful old boats. Their ‘formal’ contributions amounted to the equivalent of £340,000 – the ‘informal’ work amounted to much more.

There are 12 berths for guests (8 in the main saloon and 4 in the forepeak), and 4 crew berths in the stern cabin. There are two heads/showers, a fully equipped galley with microwave, 3-function oven, induction and diesel hobs (the boat is gas-free), dishwasher, fridges and freezer. The boat is powered by two large diesel engines and has a generator and inverter bank.

The restoration is 'complete' as far as the restoration of any old boat is complete, but of course, at a low level, the work is on-going and never- ending - touching up woodwork, checking splices and rigging, etc.

The boat was sufficiently restored by 2013 to have a short season, but 2014 is the first full season of operation. Because of the exigencies of the current financial climate, the boat will not be operated in perhaps quite the way originally intended. To quote from the Pilgrim web site "The aim of the project is to conserve Pilgrim but strike the right balance between making the vessel available to support local maritime events such as Brixham’s Pirate Festival, Fishstock and the Royal Dart Regatta, with a commercial programme of unique and interesting sailing experiences that can generate the revenue needed to sustain operations." There is also a budding relationship with South Devon College, who run a number of marine related courses, and the hope is that some of the students from these courses will spend their placements working with the Pilgrim Project in various guises.

So, this is the start of the boat’s first full operational season. It has got off to a good start by being awarded the prestigious “Best restoration over 40 ft” at the 2014 Classic Boat awards’ ceremony in London. The stylish trophy was presented by Mark Horton from BBC’s “Coast” to Pilgrim Director Mike Chater.

18 The boat will now operate a full program of day and half-day sails based on Brixham and Dartmouth, and a series of longer cruises including trips to France (including the Douarnenez and Paimpol festivals), a visit to the Yarmouth Old Gaffers’ Festival, and three trips operating out of Falmouth with the intention (weather permitting) of visiting the Isles of Scilly.

You will find much more information, including the full sailing programme on the Pilgrim web site.

To conclude this short article, here are a couple of pictures. Note the copy of Maritime South West on the saloon table!

Left: The carved name at the stern Right: The saloon table and a selection from the ship's library. Website: http://pilgrimofbrixham.co.uk/ Telephone: 01803 858148 Electronic mail: [email protected]

Roger Hare

19 The Importation of Exotic Plants and |Animals into Britain from the Seventeenth to Nineteenth Centuries (AGM abstract)

Joan Price surveyed the kinds of specimens brought back from exotic places, by scientific parties accompanying voyages of exploration. Naval officers, early travellers and ordinary seamen brought back similar specimens as mementoes or items that might be sold. She hoped that the images she showed might uncover overlooked specimens, the containers that were used to bring them back, drawings or artefacts. The dismantled remains of larger glasshouses may also be lying unnoticed in lofts and store rooms of the smaller South West Museums.

Whilst a live rhinoceros may survive a voyage, and beetle collections are not attacked by insects, they were the exceptional survivors. Only the very toughest of living plants can survive changes in hemispheres, tropical or freezing temperatures, contamination with salt or lack of water. Even carefully packed seeds might be soaked in seawater, go mouldy, germinate or just be one of the 99% that never sprouted. Dried animal and bird skins were often infested, chewed by rats or damaged during storms. Glass containers were heavily taxed, so specimens were stored in barrels of alcohol. They could be thrown overboard in an emergency or broached for the alcohol. The three ships that transported the most live specimens did so at a personal cost to the men on board.

She showed how well known engravings made from sketches or preserved remains included imaginary features, have been misattributed or were given an English background. They were reused many times, often attached to different regions of the same continent. Specimens may be overlooked, because their significance has not been recognised. Geological samples may have been discarded as ballast or used in rockeries. Who now would recognise balls of woad or the extracts made from natural dyes? Medically important barks may be disregarded, and owners may not realise how truly exotic was the timber used to make an antique chair.

20 The development of the Wardian case changed things dramatically. Charles Veitch was able to send his plant collectors to places with similar climates to Devon. Falmouth merchants could use their maritime contacts to plant gardens reflecting the British Empire. Even while preparing her talk, the speaker realised that she owned the rattle of a rattlesnake in a bamboo container – perhaps you have something similar. If so please contact her on [email protected].

Joan Price

Wardian case. Wikipedia

21 REVIEWS South Devon’s Shipwreck Trail by Jessica Berry, with illustrations by Jorvan Djordjevic. ISBN 978-1-4456-0674-3.128 pp. Amberley Publishing, 2013. £14.99.

I must confess that I have been sitting on this review for some months as I have not found it easy to get to grips with this book. A maritime archaeologist with a background in journalism, Jessica has delved into the history of a number of Devon shipwrecks, that have come under her archaeological attention. In this she has produced an informative if slightly quirky text, but throughout the continuity of the reader’s thought is broken by an eclectic range of illustrations. Interesting though some are in their own right, too many of them seem to have no bearing on the subject in hand. Most of these appear to be sections of early wood-cut prints and the like, lifted from 19th C. works. Unfortunately most of these lack captions or attribution,, and I found them distracting and irrelevant – very much as dazzle-pattern camouflage confuses the shape and size of ships. For instance, the un-captioned illustration of John Smeaton is appropriate - though to the uninitiated it might have depicted John Rudyard, or Henry Winstanley, each of whom is also mentioned in the adjacent text. But the opposing page filled with a section of ship’s rigging, lifted from one of the numerous treatise on that subject, is just so much padding.

In 20 chapters, Jessica looks into some notable ships, their careers and wrecks in some detail; overviews a few South Devon graveyards of ships; covers a 1929 flying-boat crash; and the disastrous trials of a prototype ‘diving sloop’ in 1774. All in all embracing maritime disasters from the Armada to the Second World War, most of which appear to have some current archaeological interest.

22 There is a brief glossary of some maritime terms, a useful bibliography of wreck books, and a whole page spread of a period map, marked with the locations of the 20 chapters.

While the subject clearly fascinates the author, I’m afraid this one was not for me. Tony Pawlyn

A MARITIME HISTORY OF SOMERSET (Volume 2) Edited By Adrian Webb SOMERSET ARCHAEOLOGICAL & NATURAL HISTORY SOCIETY Somerset Heritage Centre, Brunel Way, Norton Fitzwarren, Taunton, TA2 6SF. Softback 210mm x 297mm, 213 pages, with 175 illustrations, mostly in colour.£20.00. [email protected]

This book is a large A4 sized volume beautifully produced to a very high quality by a local Society, with financial support from South West Maritime History Society.

This book went on sale in July 2014 and is the second book to be produced in an intended series. The quality of its illustrations is outstanding, and the volume covers five topics in depth, written by acknowledged specialists in their fields.

Chapter 1 looks at Four Hundred Years of Maritime Travel via the Somerset Coast 1435-1835 by Philip Ashford. This is a fascinating examination of Somerset coastal ports (therefore not Bristol specific) covering the trades from King Road, Pill, Bridgwater and the most important, Minehead. The economics of trade, and what was traded are dealt with in a very comprehensive analysis of the conditions prevailing over the 400 years covered, with 59 illustrations – some A4 in size, and 12 pages of notes and sources- which in themselves are very complete. We are drawn though the development and the close ties with Ireland and Wales to say nothing of travel to the Americas and West Indies. The chapter also looks at the merchant families engaged in the trades. The author examines the reasons for sea travel:- trade, leisure, religious, political, military, troop movements, government and economic reasons. Altogether this is a fascinating and very comprehensive overview.

Chapter 2 is An Account of the Development of Somerset’s Seaside resorts by Sue Berry with 44 illustrations and covers the progress of 23 holidaying and leisure from the late 16th. Century, and bathing machines from the 1700s, right up to the 20th century and the development of holiday camps, passing by coastal pleasure voyaging and the construction of facilties to meet the demand – both piers and hotels.

Chapter 3 examines Two Somerset River Ferries by Dr Joseph Bettey and Dr Adrian Webb with 25 illustrations and covers the ferries at Combwich or Crokern Pill, and Shirehampton; with Rownham Ferry – illustrated on the Cover (above). This looks at the history from Mediaeval times until Rownham ceased to operate on 31 December 1932 after 800 years of existence.

Chapter 4 covers Thomas Surbey’s 1701 Survey of Minehead Harbour by Paul Hughes, with 25 illustrations. Minehead had become possibly the most important port in the immediate area and in 1701 Minehead’s two MPs commissioned the survey, which is closely examined both as to the old harbour works and Thomas Surbey, himself, a noted civil engineer. His cartography is commented upon and comparisons drawn with Minehead up to the 21st. Century. The illustrations are particularly detailed and well presented.

Chapter 5 concludes with an examination of Sea Fishing in Somerset: Past, Present and Future by Commodore Bill Kelly, with 22 illustrations. This is a particularly interesting article examining the history of a thousand years of fishing using an ecosystem approach. The sale of fish at localised markets is considered, together with the effects of global temperatures over some 2000 years, and associated with variations in population. The technology of sea fishing is considered and how this evolved, with Statutory Regulation dating back to at least 1376. The chapter concludes with a section seen from Somerset’s point of view, covering potential Sea Fishing in 2060 and the supply/demand issues that arise; and the possible effects of a Severn Barrage being constructed.

Altogether this is a really outstanding book, brilliantly produced and illustrated. This book should be in every Somerset ship lover’s collection at its very reasonable price. David. B. Clement

24 LETTERS NOTES AND NEWS

Gail Honoured

Boat builder Gail McGarva of Lyme Regis was awarded the British Empire Medal in the Queen's Birthday Honours. Her award recognises her services to Heritage Crafts and Clinker Boat Building.

She said: "A huge thank you must go to the Heritage Crafts Association for nominating me and for their determined efforts to give focus to the traditional crafts of Britain.

"I hope this award will shine a light on the craft of traditional wooden boat building, helping give vibrancy to the life of this craft for future generations."

A7 Project Announced

January 2014 was the 100th anniversary of the loss of HM submarine A7 in Whitsand Bay near Plymouth, so the A7 Project has been started to study the life and loss of this submarine.

HM Submarine A7 sank with the loss of all hands in January 1914, probably as a result of a diving accident. All salvage attempts at the time failed so the submarine was left on the seabed in Whitsand Bay with her last crew still on board. The submarine was discovered by sports divers in 1981, but after unauthorised recoveries of items by divers the wreck was designated as a Controlled Site under the Protection of Military Remains Act 1986. This prohibits all diving operations without licence from the Ministry of Defence (MOD). The A7 Project has now been granted a license to conduct a survey of the site, the first licence to visit an MOD Controlled site given to a civilian organisation. The site is a designated military maritime grave therefore it will be treated with the utmost respect.

The A7 Project is a non-intrusive underwater archaeological survey and recording exercise. Shipwrecks degrade over time so the A7 Project will record the condition of the wreck as it is today enabling the current condition and any further degradation to be assessed. The work on the

25 site will include a comprehensive geophysical survey, a photographic and recording survey of the submarine hull and external fittings as well as measurement of the thickness of hull plates. The Project will also research the story of HMS/M A7 and her place in the development of early Royal Navy submarines. The story of this submarine is not well known so the A7 Project aims to raise awareness locally and nationally about her life, her loss and contribution to WW1 as a training boat for submarine crews. The reason why the A7 sank has never been confirmed so the Project will also investigate the possible cause of loss.

A key aspect of the project is the creation of a 3D virtual reality (VR) computer model of the submarine and wreck site, developed by the Human Interface Technologies Team at the University of Birmingham. This model will be used in all aspects of the project for training, hull recording, the investigation in to her loss and for public outreach about the project.

The work on site will be followed up by a public outreach programme with a series of public lectures and a display about the submarine in museums. Frequent reports about the work on the project will be posted on the SHIPS Project facebook page and a new web site has been set up for the A7 Project at www.promare.co.uk/a7project. The results of this work will be made available to heritage archives and related organisations.

Work on the A7 Project will start in June of this year and the final report is expected at the end of the year. The work on the submarine will be non-intrusive and no divers will enter the hull. The A7 Project is a component of the SHIPS Project, a wide ranging study of the shipwrecks around Plymouth, England. More information and photographs see: www.promare.co.uk/a7project

Peter Holt ffi [email protected] The wreck that appeared on Whitsand beach has been identified as the Daisy by the SHIPS Project team. At the beginning of March an old iron shipwreck appeared from the sands of Freathy Cliff in Whitsand Bay, uncovered by a severe south-westerly gale. The name of the wreck was not known, so Whitsand resident Bill Honey and Roger Collins from the Rame Peninsula History Group asked the SHIPS Project to help find out. The SHIPS team went to see the wreck a few days later 26 but by then the wreck was already being covered over by the beach sand, even so the team could see that the wreck was a large iron steamship of an old design. Using the team's database of shipwrecks in the area a ship of the right age and right type was soon identified, followed by research on the Web and in old newspapers the story of the ship was discovered. The wreck is a ship called the Daisy, a 66m long steam coaster that was wrecked in a storm in 1903. The Daisy was originally called the Emerald and was built in Sunderland in 1872, spending her life sailing between ports in Europe and the Baltic. Just after midnight on 27th February 1903 the Daisy was taking advantage of a break in the stormy weather when she was caught in a fierce gale which blew the ship onto the rocks off Freathy, luckily all the crew were saved by a rescue party on the shore. The ship ended up sideways on to the rocks, broken in three places and over the next few weeks the sea broke her up, and what remained was buried under the beach.

The remains of the Daisy can be found on very low tides on the seaward side of the rocks at Freathy Cliff, just to the east of Sharrow Point. A large part of the hull of the ship is there lying on her port side with rigging, fittings and even her iron propeller still in place. The wreck is historically important and would be great to study as it could tell us a lot about how ships were built at that time, so it is a shame that its is being buried by the beach again. The SHIPS Project is funded by ProMare, a US research foundation. More information and photographs: http://ow.ly/uuZ Peter Holt

Portishead Lifeboat station

The independent Portishead lifeboat has now come under the wing of the RNLI. A new lifeboat station is under construction at Portishead adjacent to the pier. John Elver’s group helps fundraise for this.

Shieldhall and Shemara Your Editor joined one of John Elver’s tours to Southampton for Shieldhall. She started her season almost full, and on a grey but dry day we watched five cruise liners sail in line ahead out of Southampton water.

27 It is, I think, fairly unusual these days to see big ships in line ahead like this. Pictorially, it was a little reminiscent of WW1 battleships. The statistics were impressive, around 700,000 tons of ship and close on 20,000 passengers. Cruising is indeed big business.

Shieldhall made extensive use of her two sirens, and is looking good, her repairs are complete and she awaits the full license from the MCA for open sea cruising.

Her next problem is the new emission regulations which will force her to wastefully burn high grade diesel instead of already low sulphur bunker fuel, putting the cost up by 50 percent. We have made representations on this issue.

Next to Shieldhall on quay 48 was Shemara, with its classic1930’s looks. Originally Bernard Docker’s yacht of 1938, many members will doubtless recall her notoriety as a party vessel in the Dockers’ media heyday. After languishing, laid up, at Lowestoft for decades, she was bought by Sir Charles Dunstone and has been given a complete rebuild and refit by for her new owner. We watched lead ballast being loaded as she is finally fitted out. Maybe we will see her at sailing events in the South West as her owner is a keen yachtsman Bristol Harbour Festival July 2014

The harbour festival was heaving on Sunday after a wet Saturday. Balmoral was resplendent after her repaint. The survey revealed no major nasties, but £200k is still needed to get her fit for a 2015 season. By contrast, that other resident tripper, Matthew, looks in need of varnishing. M shed regulars John King and Pyronaut were also in action. Visitors included Kaskelot, and regular visitor Irene which is staying on to offer harbour cruises, somewhat in competition with Matthew; and also Avon gorge trips. Your Editor feels obliged to sample her offering, so watch this space.

The other visitor was tug Brocklebank from the distant Mersey Maritime Museum. Built in 1964, she had over 800 visitors by 2pm Sunday, but it is doubtful if the bucket collection contributed much to the 5 tonnes of diesel needed to take her there and back, not much change from £4000. She looked smart, a credit to the museum, though the crew said she isn’t a good seaboat. She isn’t certified for 28 passengers. A pity as, the engine room is spacious, and like Shieldhall, offers the potential to get up close and personal with serious marine engineering.

One other visitor was Isambard Brunel, the Bristol Port survey ship which had an interesting panel display of some of its work, including a multibeam survey of the wreck of the schooner Johann Carl which sank on 1.9.17. in the estuary, and apparently is still fairly intact.

The ferries were doing a roaring trade, and the pretty steam launches were to be seen around the harbour. There was a demonstrating of the fairly crazy sport of “flyboarding”, balancing high up on a water column, which undoubtedly wowed the crowd. Gig boats had a show, so a balance was kept, but it would be good to see more historic ships.

Young shipwrights aged 9 made and launched 100 model Bristol pilot cutters and other vessels . [ I didn’t get to see this, but this is a project if repeated, where we might lend some support and maybe even offer a modest prize. Ed] http://www.bristolpost.co.uk/Ship-Shape-Bristol-Fashion-Young- Bristol/story-21652653-detail/story.html

Newport Ship Conference

There was a major conference on the Newport ship at the Great Britain in July. If any member attended, a brief write up would be welcome.

Business leaders and campaigners join forces to boost tourism and local economy

It is the jewel in Bristol's crown and has long been the main driving force behind the city's wealth and power. The Harbourside has long been seen as the beating heart of the city and one of the main reasons for Bristol's emergence as the economic capital of the South West.

29 And now a group of business leaders and campaigners are joining forces to make the Floating Harbour a thriving centre once more. The group calling itself the Bristol Ships Board has been set up with the backing of restaurateur and entrepreneur Arne Ringner.

The aim of the voluntary group is to attract historic ships and craft back to the docks and to revitalise what once was Bristol's bustling centre of trade, commerce and wealth.

As well as owning two successful restaurants on Welshback, Mr Ringner is the man behind the successful revamp and relaunch of the Clifton Lido. He has lived and worked in the Harbourside area for more than 20 years and believes one of Bristol's biggest assets could become a major centre for tourism and business.

The Bristol Ships Board is aiming to attract historic and interest boats to the harbour which in turn would provide the Harbourside with a much needed shot in the arm. Under the scheme historic craft could use the Floating Harbour and its facilities and in return the owners would allow members of the public on board to look around them.

The idea has already got the backing of the city council and Bristol's mayor George Ferguson in principle, and talks are taking place to bring the first boat to the city.

National Historic Ships

Seen on the Fal

In late June, the moorings had both old and new. Ex Trinity House Windsor Castle has been there for over a decade, and was moored next to the elegant 1929 Dona Amelia, which has had a long career and many names, lately starring in the film “Mamma Mia”. She received attention at Falmouth docks before lay up. Two 1985 reefers, Summer Bay and Summer Flower, arrived in February. The one most in line for the scrapyard is the Ukrainian owned Sea Breeze, ( no connection to the admirable journal), which nearly foundered off the Lizard in March, and is now the subject of legal wrangles over salvage costs.

30 Minesweeping book references ( see p11) Glory Passed Them By Ewart Brooks Jarrolds 1958 (may have been reprinted since)

Out Sweeps The Story of the Minesweepers in World War 11 Paul Lund & Harry Ludham W. Foulsham & Co. Ltd 1978 (again I suspect it has been republished)

Service Most Silent The Navy’s Fight Against Enemy Mines John Frayn Turner George G. Harrap & Co. Ltd. 1955 (now republished by Pen & Sword)

See also: http://www.promare.co.uk/ships/Wrecks/ListAll.html

FOR SALE

For sale due to ill health. Trapper 501 8.5M bilge keel GRP sailing cruiser, built 1983, the builder's London boat show exhibit in Jan 1984, part 1 registered. In present ownership since Jan 1998. Stored ashore every winter. Engine lovingly serviced by present owner according to manufacturer's recommendations supplemented by advice from the RYA diesel engine course, log of all servicing available. Sails in good condition, hull professionally epoxied. Many extras, especially electronic include refrigerator, wind generator and solar panels for battery charging, AIS transponder with transmit and receive not just for seeing other vessels but own vessel appears on all AIS equipped vessels within range. Navtex, chart plotter with display unit showing charts with own and other vessels plotted in real time by reference to GPS. VHF DSC radio. Brand new replacement magnetic compasses and replacement electronic auto-pilot installed April 2014 and tested but these items not yet swung for deviation. At present moored near Wareham Dorset, not sailed since Sept 2013

Ffi Dave Hills, webmaster (back cover)

31 SOUTH WEST MARITIME HISTORY SOCIETY Registered Charity No. 289141 (Updated 12.6.14)

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

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

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

Secretary Peter Sims Coombe Rise Noss Mayo Plymouth Devon PL8 1EG Tel: 01752 872443 Email [email protected]

Treasurer Derek Tyrrell ` 113 Parson Street Bedminster BS3 5QH

Tel: 0117 907 7373 Email: [email protected]

Membership/Asst treasurer Gillian Seagrave (new/renewals/changes) 10 Woodlands Rise, Downend Bristol BS16 2RX (Tel: 0117 9566127 : note email/post preferred) Email: [email protected]

Facebook Sarah Parsons [email protected]

COMMITTEE Mike Bender, Julia Creeke, Michael Duffy, Maria Fusaro, Peter Ferguson, David Hills (webmaster), Mike Williams, Peter Skidmore.

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