Geoffrey Starmer of the Northampton IA Group was our December speaker who gave an interesting talk about the forming of the group during the early 1980s and the many changes over the years. It started with whatever took the members’ varied interests, much the same as our own group. The slides and stories told us about the town and countryside including the different styles in architecture of breweries and other buildings (outside only). Not only did we get a close look at furnaces, stone quarries, the extraction of iron ore, canals, water and wind mills and breweries, we saw and heard how the footwear industry started. Originally a cottage industry where the whole family generally worked in a tiny outhouse building at the end of the back yard, from about 1857 a large warehouse was built by Mosses Footwear Company with an eye to contain the shoemaker workers in one building ™ much to their displeasure. However, the workers eventually accepted they could no longer work from home, and the hand method continued until the mid 1900s, when mechanisation took over. Surgical footwear continued to be made by hand into the late 1960s. Right up to when the government introduced Health and Safety rules, there were dreadful accidents including limb amputations within these busy dirty factories.

The New Year started with a fascinating talk by Martin Gregory whose interest in steam and the steam engine led him to research all that is relevant to the years of steam. Martin has been a member of SUIAG for over 30 years, as well as Honorary Chairman. His talk was about John Ericsson, the extraordinary engineer who was born in 1803 in a small village in Sweden. When he was 8 years old, his family moved to a small town in northern Sweden where his father managed to persuade some of the English engineers to teach his two sons the English language and the rudiments of engineering, giving John a good grounding which he put to use later in life. At 17 he joined the Swedish Army and was promoted to Captain at the age of 24 years. He later became interested in naval architecture and produced designs for large guns resulting in a move to London to get his ideas under way. Unfortunately John was very old-fashioned and blinkered ™ more of a hands-on engineer using no proper drawn-up plans ™ and all of his working life his inventions and ideas didn’t work as well as they could have done. He teamed up with John Braithwaite and this partnership went quite well, so much that his impressive boiler and surface condenser was installed in the British Navy’s HMS Victoria. : However the boiler was so small that the artificers insisted it was removed. 

The next project was a vessel at Birkenhead, but the screw propeller wasn’t developed properly, resulting in all sorts of problems, and after a heated exchange Braithwaite refused to invest in more projects. In 1839, after a year in England, he heard about a competition to build a steam locomotive for the Liverpool and Manchester Railway. This loco was completed in 8 weeks and named Novelty, but broke down during the trials, the winner being Stephenson’s Rocket. He then went to America and later built his secret weapon, the Monitor• class turret battleship, for the U.S. government. He continued to work on various armament and domestic projects: however, although a few developed ideas were good, Ericsson got rough treatment from unnerved backers due to his stubborn refusal to follow through with drawings, etc. This hardy bachelor apparently had no interest in family life. It is said each morning he took a cold bath and believed in keeping his windows wide open all the year round. He died in 1889 after a short illness, and the U.S. government arranged for the warship Prince Baltimore to take his remains back to Sweden. It seems to me a sad story about a man who could have gone far, but for his intractable nature.

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Our February speaker, Barry Eagles, came back to talk about Ships and Planes. His first part of the talk was all about the chequered history of the local passenger ferries, paddle steamers and cross-channel steamers, most of which could be seen in Southampton waters. Thornycroft and Day Summers, Camper & Nicholson and Samuel White of Cowes were some of the several local ship builders, along with William Denny of Dumbarton and others who built these ships. Some of them were called up during WW2 and used as minesweepers or landing ships at D-Day as well as rescuing people from Dunkirk. One of the floating bridge slides brought back memories seeing the Number 9 bus waiting at Woolston. The second part of Barry’s talk showed a selection of the smaller airlines and aircraft arriving on a typical day in Jersey and Guernsey, including the first jet airliner at Guernsey. Apparently Guernsey wouldn’t allow jets until they decided to honour their own airlines in the 1980s:however they lasted for about two years before they went into liquidation. These airliners carried newspapers, early flowers and tomatoes airfreight from the Channel Isles. Of the various planes we saw, there were Viscounts, DC9s, Hawker Siddeley and Dakotas flying from parts of the British Isles including East Midlands and Scotland, etc. Some were used as air taxis during the 1950s and 60s when Shell would move their employees around the world.

Dr Robert Pleming was our March speaker who, using his impressive desktop computer, told us the story so far about resurrecting the “Vulcan• designed 50 years ahead of its time. Considered to be a milestone in British Aviation engineering with electronically powered controls enabling greater manoeuvrability, the Vulcan nuclear jet aircraft’s first flight was in 1952 and was upgraded in 1956 to fly at 61,000ft ceiling and 30% increase in its range. The Vulcan went into RAF operational service in 1957 and, in all, a total of 134 were manufactured at Avro Woodford, Cheshire. The aircraft became extremely capable carrying out a marine reconnaissance role. Eventually tactics began to change from a high level nuclear role to a low level of 250ft during the 1950s/60s cold war “Gary Powers• time when it was modified to extend low level penetration and effectively jam radio controls therefore compensating the lack of defence armaments. The last and only time the Vulcan was used in anger was during the 1982 Falklands War, flying seven Black Buck missions during that time. 

Built in 1960, Vulcan XH558 was auctioned off for scrap by the RAF in 1993. The aircraft, together with remaining RAF spares, was purchased for £25,000 by a family firm, C Walton Ltd, who had already purchased an old U.S. base, once the longest runway in the world, Bruntingthorpe Airfield. In April 1997 it was decided to make one final effort to restore XH558 to full flight and with British Aerospace Board’s decision to provide design support, Vulcan Operating Company was formed in July 1999. Having already spent £400,000 on technical feasibility investigation and marketing on this nonprofit making venture, another £1.7million is needed for restoration towards the flight permit as well as operational costs. Many companies associated with aerospace are giving their sponsorship and support as well as public support: however, VOC hopes to overturn Heritage Lottery Fund policy not to support restoration to flight projects due to the Vulcan’s uniqueness and British engineering excellence which is a heritage asset. The time frame from 2002 to 2006 when many events and air displays are planned; the significance of 2002 is the “50^th anniversary of the first Vulcan”, the Queen’s Golden Jubilee and the Commonwealth Games at Manchester. What an interesting lecture: SUIAG was only too pleased to give a donation to the Vulcan project. We’ve since received certificate number 00707/03/01 confirming that SUIAG’s name in full will be placed on the inside of the bomb-bay doors of Avro Vulcan XH558 (G-VLCN) on her return to display flying. If anyone missed the meeting and wish to find out more, the Web sites are: VOC is www,tvoc.co.uk and the 558 Supporters Club is www.vulcan558club.demon.co.uk

Dr Nick Thorpe was our speaker for April who, along with Peter James, wrote a book entitled ‘Ancient Inventions, and this was his talk which covered a range of inventions including a series of metal rings called gimbals invented a good 2,000 years ago in Egypt and later in China; the idea was used as a stabiliser for a perfume burner used among cushions and in the 13^th century was re-invented as an incense burner. Byzantine engineers invented war machines including a machine gun and catapult. What about an eight-sided inkpot, which was supposed to save the ink from getting on the sandals of scribes. Various claims and theories were made about spacemen developing the pyramids of Central America, which were devoted to the moon and sun. It was even suggested lost civilizations went round the world creating large buildings in the medieval period. Avebury’s BC Silbury Hill was presupposed to have been built by people from outer space, and according to Nick the essential reason why these strange ideas were raised was that it was suggested people in the past were inferior to us and local population were not clever and rational enough to be able to work and create these buildings with their hands and basic tools of the day. However archaeologists are convinced there was an enormous number of people who were involved in building the pyramids, etc, however long it took, and the capacity of human intelligence has not changed over the years. Nick went on to tell us about another use for charcoal other than barbecues: apparently a frozen body found on the Austrian/Italian border dating back to 3,300BC was covered in various tattoos made from charcoal (considered as a mark of distinction), as well as a false beard made of animal hair buried with him. It would seem that later on the Church outlawed and banned tattoos in AD787. The talk was more about the ingenuity and skill of men, rather than the inventions they produced. Thank you, Nick, for an unusual aspect of IA, promoting man rather than machines. 

Obituaries

Eric Jones

Julia Steel

What are the Moons Hill Structures?

(Report by the Isle of Wight Industrial Archaeology Society, December 2000)

        Near the bottom, a floor of crushed stone.

        In one pit, under the stone, a �white waxy’ material interlaced with layers of charcoal. He says this materialtested as phosphate.

He suggests they are pottery kilns but explains the phosphate as cremated animal bones. He claims the domed tops are the original shape, based on the curved pieces of terracotta he found during the excavation. Walker associates the kilns with ancient tin trading by interpreting two marks on the interior as classic Greek lettering, and stating the excavated clay and stone were not local materials but from the same West Country direction as the tin source. He also interprets a chemical analysis of the internal vitreous surface as a sophisticated applied glaze.

Any antiquarian examining these pits would have to consider the possibility they were lime kilns. Walker does so but rejects the idea at the outset by saying the vitreous internal surface was in too good a condition to represent a lime kiln. Thereafter he was at pains to dismiss any further evidence pointing to lime kilns. The workers who originally widened the road told him they found �common lime’ at the entrance to the kilns. He dismisses this as a misinterpretation due to their �unscientific minds’.

Site Survey

The immediate impression is that of lime kilns.

Walker rejected this possibility on the grounds the condition of the vitreous surface was not typical of a lime kiln. This condition arises in kilns as salts are extracted from the walls and fired into a glaze. The glaze varies depending on the wall material and firing temperatures. It was a little presumptuous of Walker to reject a possibility simply because he hadn’t experienced this particular condition before. As lime kilns they probably had some sort of raised level above the bank closing the top slightly. The curved pieces of terracotta wall found when excavating the pits could represent a concaved top rather like the dome shape but with the top half cut off.

These kilns resemble the “flare” type of lime kiln. A grid would have been placed on the ledge at the base, arched upward at the entrance, and the chalk stacked up over this, loaded in from the top and up to the top. The fire would then have been ignited in the pit below this through the entrance (the draw hole). The draw hole may have been packed to control the draught and allow it to burn for four or five days.

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Chemical Analysis

Excavation

Period

The Derivation of ‘Moons Hill’

Twyford Waterworks Trust --  Edwin Coursewww.hants.org.uk/twt

Southern Water, the owners of Twyford Works, have been taken over by Scottish Power and some recent developments have not helped us. For instance, we had a good working relationship with their Hampshire Division, which was based on Otterbourne. This has been largely superseded by control from their headquarters at Worthing who, on at least two occasions, have appeared to be unaware of our existence. The most recent example followed the banning of visits by the public to Southern Water premises, but unfortunately we were not told. In the event we found out just ten days before the holding of our well advertised Open Day, fixed nearly a year ago for April 29^th. The resultant cancellation meant that we suffered loss of both goodwill and much needed income. In the long run this may lead to better links with Worthing, as the new Managing Director-incidentally a Friend of Twyford - has written apologising and for our part we are going to ensure that they receive our Newsletter. It should be stressed that Southern Water continues to help us with the maintenance of the works although, under the new régime, things are tighter.

As for other sources of funding for our new projects, such as the experimental firing of one of our unique lime kilns, or the return of Haines filters from Dorset, we have a depressing story of failure. For instance, the six landfill operators in our area, who can claim relief for any sponsorship which they provide, have either refused or not responded for the second year running. We believe that the reason that some of our neighbours have done so much better than Twyford is the quantity and the quality of their appeals and publicity, attributable to their full time staff.

How might we improve our position? We have some excellent volunteers but they are all overstretched to an extent that cannot continue indefinitely. For about 18 months the Chairman has undertaken the work of the Administrator, and the Deputy Chairman has acted as Treasurer. Fortunately, with judicious financial management, we have avoided falling into debt. A recent boost was the receipt of a supply of excellent publicity leaflets produced for us by the Hampshire County Museums service in exchange for some redundant stanchions.

On balance, success breeds success and it is not good policy to confess to having a difficult time. However, I do very much hope that this account of our difficulties will encourage somebody to volunteer assistance.

Stop Press!!! …….Access for visitors to Twyford

Tram 57 Project -- Report by Angela Smith 

Down Pompey Way

Maritime projects -- Jeff Pain

The “Calshot”

Very little new to report, the Southampton City Council still considering funding, etc. The future still probably tied up with the Marchwood project and they are hoping to put an application together for a Lottery grant.

S.S. Shieldhall

Sun 15 JulySouthampton dep. 10.30 to Poole ETA 16.00. Coach return to Southampton. £23.00 

Sun 22 JulyPoole dep. 11.00 to Southampton ETA 16.30. Coach return to Poole. £23.00 

Thurs 9 Aug Cruise to view Cowes Week, dep. Southampton 13.00, ETA 16.00. £15.50 

Cream tea included in price.

Fri 10 Aug Cruise to view Cowes Week, dep. Southampton 13.00, ETA 16.00. £15.50 Cream tea included in price. 

Sat 11 Aug Southampton dep. 11.00 to Weymouth ETA 18.00. Coach return to Southampton. £25.50

Thurs 16 Aug Cruise from Weymouth along the Dorset Coast, dep. 13.00, ETA 16.00. £15.50

Fri 17 Aug Cruise from Weymouth along the Dorset Coast, dep. 13.00, ETA 16.00. £15.50 

Sat 18 Aug Weymouth dep. 11.00 to Southampton ETA 18.00. Coach return to Weymouth. £25.50

Thurs 23 Aug From Southampton to the International Festival of the Sea, Portsmouth. Dep. 11.00, ETA 15.00. Coach return to Southampton.£17.50

Tues 28 Aug From IFOS, Portsmouth to Southampton, dep. 11.00, ETA 15.00. Coach return. £17.50 

Sat 1 Sept Cruise in the Solent, dep. Southampton 11.00, ETA 17.30. £23.00 

Sun 2 Sept Round the Isle of Wight, dep. Southampton 10.00, ETA 19.00 £27.50 

Tues 18 Sept Last visit of the liner �Norway’, half day cruise. Timings to be confirmed. £17.50 

Sat 22 Sept Cruise in the Solent, dep. Southampton 11.00, ETA £17.30.

Please note that departures are expected to be fromBerth 48, Southampton Docks. Timings are approximate and may vary. ETA is Estimated Time of Arrival. Hot meals are available on all of our sailings, the shorter trips will have snacks available all at reasonable prices. Tea, coffee and a fully licensed bar are available. Itinerary may alter due to local conditions, at the Master’s discretion. Bookings can be made through Blue Funnel Cruises on (023) 8022 3278.

Stories of Old Northam -- J. Francis Montgomery

Next to the stile was Gordon’s Rope Works, which extended to St. Mary’s-road, where is now the Fire Station. On sunny days we could peer through the hedge and see the men at work amid the dancing motes in the shafts of sunshine which came through the windows. The rope-walk is now occupied by the playground of the Girls’ Grammar School.

Then came the high hedgerows which bordered Oakley’s orchards, part of which stretched right away to St Mary’s-road; in another to the Antelope hedge, now Exmoor-road. What a splendid show the blossoms of the varied kinds of fruit tree made in spring, and how our mouths watered at the sight of the glistening fruit in the autumn. No wonder some of the bigger lads found the temptation sometimes too strong. Frequently the cleaner• youths from the locomotive engine shed near by got into trouble for doing what boys in all ages appear to have done ™ found that stolen apples are the sweetest, especially when they were on night-work. Below the orchards were more cultivated fields, through which ran a footpath with a turnstile at each end. The path, bordered by tall trees, led to the South Hants Hospital.

It was then, and for many years after, known as the Infirmary, and when it was built, not many years before the time I am writing of, people complained that it was too far out of town. The east side of the lane, separated from it by a low fence, was agricultural fields, stretching to the railway in summer green, and in the autumn golden brown with the growing corn. We youngsters used to pick the ears, and in eating the rubbed-out grain think we had a feast.

One scene that comes back vividly was that to be seen on Sunday nights in the summer, when people assembled there to see the excursionists returning to London. Northam Station did not then exist, but the train proceeded rather slowly. Most of the passengers were in open wagons, seated on stools, or standing in the crowded ones. Evidently most of them had been enjoying themselves not wisely but too well. Shouting and singing, they waved farewells to us, who were not slow to reply.

Let my readers return to Northam-road again and proceed over the railway bridge to Northam. On our left, below the house where I lived, were a number of houses of the Georgian or Early Victorian style, and on the right a hedgerow, both sides now being occupied by shops. Northam railway bridge was a narrow affair, with no pavement, and badly lighted. On the Northam side were fields of corn and pasture, farmed by Mr. Burridge.

Then came York-place and Oak-place, separated from the roadway by a high hedge, and here lived the aristocracy of Northam ™ Mr. Mitchell, the architect; Mr. Dible, superintendent of the South-Western yard in Belvidere; and Mr. Samuel Stevens, the founder of the firm of Stevens and Sons. His house is now the Northam Conservative Club, and his yard behind it in Kent-street. In Oak-place lived Messrs. Napier, Baron, and Fairbairn, all officials of Day and Summers. All these wore the top hat and frock coat of that period.

The farm fields covered all that part now occupied by Radcliffe-road, and came up to the backs of the houses in Northam-road. The church was not built then, but the old church and schools lay between York-street and Clarence-street. The old school teachers’ houses are still standing. The eastern side of the road was built upon.

(Contributed bt Edwin Course)

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British Built Ships in the High Andes -- Gerald Davies

When completed the Yavari will operate as a tourist ship, making two-day cruises across the lake to the Bolivian shores, with stops en route. In this role she will be competing with a 1920s steamship, the Oliantawhich is currently being refurbished by the Orient Express organisation. However, as the lake is some 4000 square miles in extent, there should be room for both of them and, with the growing popularity of holidays in the high Andes, the prospects are encouraging.In keeping with the age of IT, the “Yavari” Project has its own website - www.yavari.org - and has all the hallmarks of a well run business venture. We wish it every success and, who knows, some adventurous SUIAG member may become a passenger on the ship one day!

[Building details from International Register of Historic Ships by Norman J Brouwer, 1985]

The first paper, on the Archaeology of the Somerset Coalfield, was read at breakneck speed by Shane Gould (AIA). His delivery was terribly garbled and came over rather like a young Stanley Unwin. The picture slides were mostly black and white, of hazy quality, and the excellent colliery plan slides were not explained properly. There used to be about 70 collieries in the Radstock area which were reduced to a handful after the National Coal Board took over. All these have now gone and there is virtually nothing left to see. The shortcomings of the talk sparked sufficient interest, to find out what it was alll about, to enable good sales of Shane’s recently published book on the subject.

Bruce Hedge (Vale of White Horse IA Group) took us through a photographic survey and archive rescue of the Morland & Co Brewery at Abingdon, which was fascinating. Many of the rescued plans were undated, which did not make his task any easier.

Stuart Burroughs (Museum of Bath) called his talkJane Austen and the Engineers: Engineering in Bath, the Jane Austen reference being humorous, of course. In the 18^th century, Bristol to Bath became navigable by river which, with the proximity of Bath stone, meant a massive growth in the building industry. Tramways were built to traverse the sides of the valley with the river used for lateral transport. In 1785 iron goods came to Bath which encouraged a large foundry to be built. Then followed the manufacture of steam engines, heavy lifting gear, heavy duty timing mechanisms and even, briefly, motor cars. A far cry from the city’s “Roman” image. 

After a tasty buffet lunch and an inspection of the bookstalls, we had Tony Crouch (Norton-Radstock Council) speaking on the ™ heritage-led ™ regeneration of Radstock. Coalmining vanished from the basically small town in 1967 but it left behind an infrastructure. The town has its own Co-operative Society, which has never been taken over and the original, large, shop building still exists. A wonderful museum has been created in the old, refurbished, Market Hall building and there is a heritage railway planned for the now derelict but extensive remains of the two stations railway system. A £300,000 grant has been awarded, over three years, to enable a start on renovating the collection of historic shop fronts in the town centre using the original materials. A lot of fine work has already been done.

The final session concerned the repair of the 1803 Midford Aqueduct on the Somersetshire Coal Canal. This exercise must have been a complete study in frustration and we ended feeling really sorry for the enthusiasts involved. Briefly, to start, they had to produce a detailed account of the proposed works, a stone by stone drawing, solve problems of access and water ownership, plus badger and bat conservation, five of the six arches had failed, eight mortar and five different lime mixes were involved. Having found a good contractor, on a fixed price, work was well under way and then came the floods which brought down 140 tons of silt which had to be moved by hand. Then the second flood, then the �freeze’ followed by the foot and mouth restrictions and, not to mention, an excavator was lost in the mud. Morale became very low, so they have shut up shop whilst they recuperate. All very sad, but they will survive.

We then had an absorbing two hours of walking around the town and its museum with a set of highly informed and enthusiastic guides. With the prospect of another bump, bump, bump return journey to Southampton we, nevertheless, put that thought out of our minds and determined to make a return visit, in a year or two, to do some further exploring, with knowledge gained from the talks, and to monitor progress on the ‘extremely interesting town centre schemes.

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SERIAC 2001-- Report by Rosie Voller

The History of Gas Lighting was Christopher Sugg’s talk, whose family were involved with gas and lighting and its links with London. He talked about the development of the means of lighting, and the story of early street lighting from the early 1800s when it illuminated public thoroughfares. As more street lighting became the norm, it provided work to light and turn off these lamps which was what the lamp lighters did right up to the mid 1940s. The few gas lamps still in use around the country, including some at Buckingham Palace, are now replaced with automatic gas lighting.

The final speaker was Professor Alan Crocker, President of SIHG and the Surrey Archaeological Society, who talked about The Waltham Abbey Gunpowder Mills, which was originally scheduled to be opened to the public a few days before this conference until foot and mouth disease stopped this happening. Gunpowder was first produced at Waltham Abbey in the 1660s and it was only in 1787 that the mills were purchased by the Crown. From then on, the Royal Gunpowder Mills became the most important powder works in Britain and was at the forefront of technological developments internationally. After a period of relative quiet, the Crimean War 1854-56 revealed glaring deficiencies in British military supply and this, coupled with later fears of French invasion, led to massive expansion of the Mills from the mid 19^th century. In the 1870s, reflecting significant increase in gun size, there was further expansion and evolution of processing facilities to accommodate the new moulded powder types. The new chemical explosives, nitroglycerine and nitrocellulose, and the new propellant cordite, which is a mixture of these, were developed during the latter half of the 19^th century and there are substantial remains of this activity at the site. During the 20^th century, Waltham Abbey was reponsible for research and development of high explosives including Tetryl, TNT and RDX, which was used in the bouncing bombs. The site was closed in 1991 and decontaminated by the MOD, which also provided funds to safeguard its future in perpetuity. A Heritage Lottery Fund grant was obtained to restore and interpret the site and to open it to the public. There are 300 structures, including 231 listed buildings. Imaginative exhibitions, films, interactive computer displays, etc, have been developed in several of the historic buildings and visitors will be free to explore much of the site unguided. It certainly sounds an interesting site to visit.

John Blackwell, Chairman of SIAS, closed the excellent programme, wishing everyone a safe journey home. Those of us who went by minibus would like to say a Big Thank You to our driver John Silman who ensured we enjoyed a safe journey after such an enjoyable day.

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Hampshire Mills Group - Rescue and& Restoration Section

John Silman

STOP PRESS

Snippets from the local press and other notes .

Consolidated Catalina amphibian VP-BPS, which crashed in Southampton Water in 1998 and has been undergoing restoration at Lasham airfield since May 1999, was moved to its new base in a WW2 hangar at the former HMS Daedalus airfield at Lee-on-Solent on March 11^th. The task of transporting the fuselage by road was carried out by 3 Royal School of Engineers from Minley (near Fleet), Hants. Another PBY-5A, N423RS, which was formerly owned by Greenpeace and had resided at Duxford for a few years, was being flown to Lee-on-Solent and will be overhauled before flying again. The two Cats are owned by Super Catalina Restoration and volunteers (even the aviation unskilled ™ current volunteers include an accountant, a civil engineer and a local government officer) are welcome to join the small band. For membership details, contact P Rogers, Super Catalina Restoration, Lynchill Cottage, Mill Lane, Alton, Hants, GU34 2QH. Website is www.supercatalina.com (information from FlyPast, June 2001)

Repairs start on historic hangar: A five month refurbishment programme is underway to save a piece of aviation heritage. The Schneider Hangar at Calshot Activities Centre was badly damaged during the tornado of autumn 1999 and has been closed to the public ever since. The 72-year-old hangar, a listed building, will be re-clad, re-roofed and re-painted to restore it to is original condition, says Hampshire County Council, which owns and runs the centre. (

New Forest Post, 31/5/01)

Former bombs bounce back into history: The remains of two prototype “dambuster• bouncing bombs have been recovered after being discovered in the Fleet, near Abbotsbury, Dorset. The area was used to test the novel explosives which were dropped at low level from Allied aircraft to attack enemy targets. One of them has now been loaned to Weymouth Museum to help make up a new maritime display.(Ceefax 22/5/01)Heard it on the radio: At 16.30 GMT on 23 January 1901, the Knowles Farm Radio Station on the Isle of Wight exchanged signals with the new Marconi Lizard Radio Station, 196 miles away in Cornwall. At the time this was the furthest known distance that radio waves had travelled. To celebrate the 100^th anniversary of this historic event, the National Trust and the West Wight Radio Society re-created the transmission on 23^rd January this year, together with National Trust colleagues at the Lizard in Cornwall. Knowles Farm, the site of the original Marconi station, is now owned and administered by the National Trust. The site comprises two barns and three cottages ™ one of which, Knowles Farm Cottage, once housed Marconi and the station staff. Today, the cottage is available for holiday letting by the National Trust. (National Trust News, Summer 2001)Bursledon Windmill celebrates: In May, Bursledon Windmill marked its tenth anniversary since re-opening after restoration. To mark the occasion pupils from Bursledon Junior School were invited to visit wearing Victorian costume. Ten years ago, pupils from the same school were the first school visitors. New museum for Romsey: In April,a new Heritage and Visitor Centre was opened in Romsey. The Victorian building at 13 Church Street has two rôles ™ a tourist information centre in the front room while the back section and first floor is a Victorian museum, complementing the Tudor and Medieval buildings of King John’s House next door. Such famous names as Florence Nightingale and Lord Palmerston are featured, plus tools of turn-of-the-century Romsey and a room with period furniture. The centre is open from 10am to 4pm, Monday to Saturday, admission £2.50 for adults, £2 concessions and £1.50 for children. 

Daily Echo

The B3046 road which passes over the dam at Alresford was closed y Hampshire County Council in January amid fears that the structure could collapse, allowing millions of gallons of water to flood nearby homes. Cracks had been spotted in the road surface and the closure was precautionary while surveyors checked it. A local parish councillor blamed the huge growth in the number of heavy lorries ™ particularly from watercress packing plants in Old Alresford ™ using the road. He said that you cannot have lorries using a dam that was built 800 years ago on chalk and faggots•. The heavier than usual rainfall during the autumn and winter had increased the depth of water in Old Alresford Pond. 

Tail-enders

Daily Echo15/1/01)

Special exhibition currently at Southampton’s Tudor House Museum, running until Sunday August 18, spans five centuries of toys, dolls and games, including such items as a medieval doll, 1910 wooden rocking horse, 1850s German Noah’s Ark and 20^th Century games, Lego and Meccano.                                 Return to TOP

Book Reviews -- Gerald Davies

Southampton - Portrait of a Maritime City by N Stanik and B Miles. Halsgrove Press.ISBN 1.84114.077.5 £16.95.

This book, essentially a collection of some 100 or so superb colour photographs of the City and its environs, is reviewed because it contains a number of pictures of local industrial buildings and constructions, eg Northam gasholders. Specifically, however, it has an excellent series of photographs of the Docks and the Waterside, giving a totally new perspective on scenes which will be familiar to all SUIAG members. The two authors, both graphic artists by profession, are residents of the Southampton area. They have been very selective in their choice of subjects to good effect and have succeeded in portraying the City in a manner not previously attempted. The captions to the photographs are succinct and provide adequate descriptions of the subjects, while the supporting text, introducing each section, puts the story of the City into a concise historical context. This book will make an excellent addition to anyone’s bookshelf.--

Daily Echo’s