The Monarchs Behind

The history of monarchies across the globe is peppered by conflict, opulence and political intrigue. Throughout their reigns monarchs have controlled the prospects of their courtiers and the fashion of their time. Usual monarchs influenced the zeitgeist by giving patron to certain artist or introduction new fashions and food, however this post will show how some monarchs influenced their times through their own bottom.

Louis XIV, known as the Sun King, ruled France from 1643 until his death in 1715 reigning for an astonishing 72 years. Louis led France into an absolutist monarchy in which he was the supreme authority in the land answerable to no person but God.  This demigod, who’s reign was ordained by God himself still suffered from worldly illness. When Louis was a child he suffered from small pox, a common disease, and other ailments such as measles, colds and gout. At the age of 47 Louis began to experience pain and after a period of increasing pain it was found the King had a fistula. A fistula is a small tunnel that develops between the end of the bowel and the skin near the anus. The pain grew meaning Louis could no longer sit or walk very far, unknown to most of his courtiers. Eventually Charles- Francois Tassy a barber surgeon decided that the fistula should be cut, a dangerous operation especially with the threat of infection. After a period of practice on animals and reluctant prisoners, Tassy performed the procedure under no anaesthetics on the King using homemade implements. (See images)

The king survived the procedure and by three months was back to riding around Versailles. Bizarrely, having a fistula and having the royal operation became extremely fashionable in the French court, whether people had one or not. Some courtiers even took to wearing bandages around their rear, just like the King. Charles Francois Tassy was the new star at court, presented with gifts of land and money from the king but also most importantly raising the profile of physicians and the position throughout France.

Royal Patronage was always crucial for members of court to rise in the world either with greater titles, responsibilities or more alluring positions. Henry VIII is possible one of England’s greatest known monarchs, especially for his love life which culminated in having six wives. Henry did however create a royal position that offered a large amount of one on one time with the king which could mean a gentleman could gain the kings trust and put his personal interests directly to the monarch. The Groom of the Kings Close Stool, shortened to Groom of the Stoll was a position where the King appointed a man to monitor his meals and organise the necessities around his predicted bowl movements.  The Groom of the stool would also be responsible with helping the monarch undress so that they could relieve themselves and ensure that there was water, towels and a wash bowl for the monarchs use. It is commonly believed that the Groom would clean the Royal behind, however there is no evidence for this.

Ultimately the position of the Groom of the Stool was a much sought after position due to high salary but more for its personal contact with the king. A Groom of the Stool under King George III, John Stuart, went on to be Prime Minister under the patronage of his king. Incredibly the position continued until 1901 when Edward VII abolished the position. Ultimately for nearly 400 years, it paid to be close to the monarch’s toilet.

Images- The implements used to cut Louis XIV fistula.

Images taken from, Garry Littman, ‘The Royal fistula that changed the face of surgery’, Bilman, <http://www.bilan.ch/garry-littman/english-room/royal-fistula-changed-face-surgery&gt;

Sources

AuroraVonG, ‘The Royal Fistula’, Party Like 1660, <http://partylike1660.com/the-royal-fistula/&gt;

Ben Johnson, ‘Groom of the Stool’, HISTORIC UK, <http://www.historic-uk.com/HistoryUK/HistoryofBritain/Groom-of-the-Stool/&gt;

Jam, Jam, Jam

“Tickler’s Jam! Tickler’s Jam!
How I love old Tickler’s Jam
Plum and apple in one pound pots
Sent from England in ten ton lots
Every night when I must sleep
I’m dreaming that I am
Forcing my way up the Dardanelles
With a pot of Tickler’s Jam.”

 

During the First World War Ticklers Jam became a household name throughout the United Kingdom and many places across the world as it became one of the staples of the British Army during the war. Ticklers jam had more than a dining purpose for the men in the front line trenches and whose popularity would plummet almost immediately after the war.

 The Ticklers jam factory was established in 1878 in Grimsby, Lincolnshire England by Thomas Tickler, with a factory also established in Southall later in the period. In 1914 Ticklers Ltd secured a substantial army contract to provide the army with plum and apple jam, a contract worth £1 million in 1914 prices.

 Tickles jam gained a reputation which perhaps wasn’t the beneficial to it marketing department as it was often described as coming in “two colours, green and red but both tasting the same.” Although different varieties were available Ticklers seemed to the men at the front to be the only preserve produced.

 The men at the front were extremely more utilitarian when it came to their food packaging than we are today. Ticklers jam, send to the front in tins were used for a variety of different purposes such as vases to hold flowers and more bizarrely homemade grenades. Ticklers artillery were Tickler jam tins packed with guncotton, scrap metal and a simple fuse. This simple projectiles show a bottom up approach to adapting to the challenges of trench warfare. These improvised explosive devices would be replaced by the more effective mills grenade which would become a staple of the battlefield. After the war unsurprisingly Ticklers never took a command of the market and production finally ceased in the late 1950’s.

 

Sources

Rod Collins, ‘Ticklers Jam Grimsby’, Lincolnshire thro’ History, life, Lens & Words, < http://www.rodcollins.com/wordpress/&gt;   

Martin Pegler, Soldiers’ Songs and Slang of the Great War (Oxford: Osprey Publishing, 2014)

Russia’s Most Terrifying Enemy

During its long history the Russian nation has fought many deadly enemies, from the Mongols in the 13^th century, Napoleon and his Imperial Guard in 1812, Nazi Germany during the Great Patriotic War and in more recent times the West. But there is one enemy who some believe are still at war with the Russian nation, while others believe the conflict began in 1853 ended in 1966. The Russian threat came not from a World Super power but rather the Northern English market town of Berwick upon Tweed …

 

Contrary to the rather looming introduction the war between Russia and Berwick upon Tweed became one of history’s many diplomatic irregularity. Berwick upon Tween located on the border between England and Scotland was defined in 1502 under the Treaty of Everlasting Peace between Scotland and England as being a part of England but not in England. This resulted in any acts of parliament or any other legal documents Berwick would be named individually. With this in mind when in 1853 Great Britain declared war on Russia, known as the Crimean War, the document stated that war was declared by “Victoria, Queen of Great Britain, Ireland, Berwick upon Tweed and all British Dominions.” However during the Treaty of Paris of 1856 when peace was made between the waring nations, Berwick was not named in the treaty, leaving the border town in theory, at war.

 

Although Berwick was not mentioned in the 1856 peace treaty, there is still debate surrounding whether Berwick is still at war with Russia or when they made peace. One argument states that Berwick did make peace in 1856 as the Wales and Berwick Act of 1746 stated that all references to England were to include both Wales and Berwick and so in the Paris Peace Treaty although Berwick was not mentioned, it was enclosed as part of England. Contrary to this fact it is rumoured that in 1966 the Major of Berwick, Robert Knox signed a peace treaty with a Russian diplomat where it has been said that Knox commented, “Tell the Russians they can sleep easy in their beds.” As comical as Knox’s comment is there is very little evidence to support the supposed 1966 peace treaty as there are no official paper nor do contemporary newspapers comment on the event. And so the questions still remains, when did Berwick upon Tweed and the Russian nation make peace?

 

Sources

Graham Spicer, ‘Myth Or Reality? Berwick Revisits Its War With Russia’, Culture 24, < http://www.culture24.org.uk/history-and-heritage/art38768&gt;

Michael Southwick, ‘Berwick v. Russia and other Unfinished Wars,’ North-East History Tour, < http://northeasthistorytour.blogspot.co.uk/2010/06/berwick-v-russia-and-other-unfinished.html&gt;  

The Stiffs Express

Necropolis train- 1902

Necropolis Station today

Necropolis station

Necropolis logo

When reading about  a train filled with the dead it was hard not to conjure up images of some awful ‘zombies on a train’ low budget film featuring C list celebrities with a story line as dismal as Adam Sandler’s Jack and Jill. But in any case the London Necropolis Railway, affectionately termed the ‘Stiffs Express’ shows an interesting capitalisation of death. During the 19^th century London’s population boomed, the population numbered around 958,863 (1801). By 1841 the population had grown to 1,948,417 and increased almost 3 times by 1881 with the capital’s population at 3,815,544. With such a population increase mortality in the capital rocketed and a problem emerged concerning what to do with all the dead. During the Victorian Period cremation was virtually unpractised and so graves were need for all the cadavers. The inner city grave yards were over filling with graves being reused and the previous occupant’s bones spread across the grass which as well as being a gruesome sight, increased the chance of disease spreading.

 

In response to the grave shortage in London Sir Richard Broun and Richard Sprye bought a 1,500 acre plot just outside Woking, about 25 miles outside of London which was soon named the Brookwood Cemetery. To transport both mourners and the dead it was thought that the railway could be used but the bustle of the usual passenger trains were not seen to be dignified enough for a Victorian funeral coupled with the recurring social issue for the middle and upper class of having to be in close proximity to their social inferior. In response the Necropolis railway was created and inaugurated on the 13^th of November 1854, with a dedicated platform at Waterloo Station. The timetable was designed so that during the night coffins would be transported from London to Brookwood Cemetery while the mourners would travel in the day. On both of these services class was still clearly visible. As with normal train services mourners could purchases a First, Second or Third class ticket but more bizarrely the trains which pulled the coffins were also spit into class, meaning the rich deceased did not have to mingle with the cadavers of the poor. The railway operators were also aware of religious differences of those on board which resulted in two stations at Brookwood, one for the Anglican dead while the other was for nonconformists and non-believers.

 

The Railways London terminus moved in 1902 from Waterloo Station to its own dedicated site on Westminster Bridge Road, the station can still be seen today. The Railway never lived up to expectation carrying around 3,000 (6.5% of London’s dead) corpse a year which was far below what was expected. Bizarrely because a golf course was constructed close the Brookwood Cemetery golfers sometimes used the necropolis line as it was cheaper than the mainline service which meant them dressing as mourners for their journey to get changed at the club house.

 

By 1930 the line was only running once or twice a week from London as other cemeteries and motor hearse were becoming more popular and taking business away Brookwood and the Necropolis line. The final blow came during the Second World War when on the 16 April 1941 the Luftwaffe bombed London which caused serve damage to the Westminster Bridge Road station with the locomotive used on the line taking serve damage.  At the end of the war the company decided that it would not be profitable to rebuild the station and continue to operate the line and so the service was dissolved. Although this official funeral train had stopped, regular passenger service continue to carry coffins in the brake van with the practice of carrying coffins by rail only being banned in 1988!

 

Information

 

taken from, Planet Slade, ‘Last train home’, <http://www.planetslade.com/necropolis-railway1.html>

Information and pictures taken from, Dark Roasted Blend, ‘London Necropolis Railway’, <http://www.darkroastedblend.com/2013/06/london-necropolis-railway.html>

Churchill’s Weird Idea!

 

Ice carrier

Ice carrier plans

The history of the Second World War is littered with weird and strange invention and ideas from the bat bomb, the Soviet anti-tank dog and the flying jeep. One of the most bizarre of these weapons was the ice fleet, literally ships including aircraft carriers made entirely of ice. Unfortunately this ice fleet was never put into action but the story of Project Habakkuk is an interesting one.

 

By 1942 the Battle of the Atlantic was becoming pivotal as German U boats attempted to starve Britain of supplies by destroying shipping between Britain and her main suppliers, the United States and Canada. Although aircraft could partly cover the convoys, their fuel range was limited as so there was an air gap between Greenland and Iceland where the U boats could hunt without harassment from Allied aircraft. Geoffrey Pyke had considered how a floating iceberg could be created to support a run way. In the knowledge that ice was weak and could shatter Pyke added wood pulp to the water before freezing which created pykrete a strong durable material. The material was first brought to Churchill’s attention when Lord Louis Mountbatten dropped a chunk of this pykrete between Churchill’s legs while he was in the bath which amazing did not melt in the warm water. It was believed that a ship made of this pykrete would be stronger than steel and could be self-healing as any holes could quickly be patched up with freezing water.

 

Churchill quickly became enchanted with the project and hoped for an entire fleet, with ice carriers being deployed of the coast of France and the Indian Ocean, each one measuring 2,000 feet long, 300 feet wide and walls forty feet thick which would have made them the largest floating structures ever built. Each carrier was planned to carry 300 aircraft including spitfires and hurricanes which were not folding wing aircraft.  The next step was for a small scale model to be built on Patricia Lake in Canada in 1943. The model was 60 feet long and 30 feet wide and was kept frozen by a 1 horsepower motor. It was soon found that an extensive series of pipes to run coolant would be needed to keep the pykrete frozen, but ultimately the scale model remained frozen and afloat. Costs for the project although soon spiralled and the amount of materials which would be needed for just one ship would be immense. Churchill soon doubted the projects future as costs spiralled higher and higher, far greater than Britain could not afford.

 

By 1944 the project to build an ice fleet was cancelled. The battle of the Atlantic had been won as American mass produced aircraft and ships took to the battle and the air pocket was closed with aircraft which had a further range. Other projects such as the Manhattan project were inevitable to take the lion’s share of funding from the British and American Governments. Although this project was not carried out it is a demonstration of how during the dark periods of the Second World War governments and armies invested in unconventional ideas in an attempt to gain the advantage over their enemy.

 

Information and pictures taken from: I09, ‘Winston Churchill’s plan to fight Nazis with massive aircraft carriers made from ice’, <http://io9.gizmodo.com/5985335/winston-churchills-plan-to-fight-nazis-with-massive-aircraft-carriers-made-from-ice>

Is a Steam Powered Submarine a Good Idea?

 

Firstly I must apologise to steampunk fans for destroying their image of a steam powered submarine as history shows that using a steam engine to power a submarine is not a particularly good idea and indeed the Royal Navy’s attempt to introduce them is tragically laughable. In 1915 the K class steam power submarines were ordered for the Royal Navy as they were in need of a fast submarine that could serve as reconnaissance vessel for the fleet which the current diesel engines could not keep up with.

 

Submarines before nuclear power usually operated by using a diesel engine while they were above the surface as those engines needed air and an exhaust to work. While they were above the water the engine as well as powering the usual equipment would also recharge electric batteries which were used when the submarine submerged. The K class submarine, although it did have a diesel engine it was equipped with two steam turbines and four electric motors. Of course for steam engines the submarine needed funnels which were designed to retract when the submarine prepared to dive and the furnaces which heated the boilers would dampened and cooled. The submarines were 338 feet long, weighing 2,500 tons, about the same size as a destroyer and on the surface they could achieve a speed of 24 notes, a speed not equalled by a submarine until the 1960’s. Below the surface however they were much slower as the battery powered electric motors could not propel such a large submarine at any great speed.

 

So what was the problem? Well frankly a steam engine on a submarine was just a bad idea. When an enemy vessel was spotted it would take 4 mins, at best, to retract the funnels which would leave plenty of time for the enemy vessel to spot the submarine and swing into action. Submarines throughout history also have the inherent problem of heat due to the close proximity of the crew to each other and the engines which means that they can get very hot and stuffy. It must have been a hellish existence for the stokers on-board who in the confined space of the boiler room had to keep the huge furnaces burning. Although they were dampened to try and reduce some of the heat before submerging the boilers room became uninhabitable due to the heat and smoke which must made of made the entire submarine an insufferable hot and claustrophobic environment.

 

The submarines were also difficult to control when submerging as K-3 discovered in May 1916 when during a test dive she buried her bow into the bottom as she did not respond to the helm or the diving planes. Other problems included gas leaks, explosions, boiler fires, hydraulic failures … essential everything that could have gone wrong, did. K-2 caught fire, K-4 ran aground, K-15 sank during trials, k-7 was depth charged by a Royal Navy destroyer while K-1 collided with K-4 on a training exercise. K-14’S steering gear jammed on a Flotilla manure which lead K-22 to collide into her as she crossed her path. The situation was made worse when a battle cruiser who could not steer out of the way in time crashed into the bow of K-22. Amazing after all of these disasters the Admiralty stuck the K class program after WW1!  Unsurprisingly the disasters continued… in 1921 K-21 sank when moored up after a valve failed, while K-22 submerged with its funnels open which lead to the inevitable. The last k class submarine to be built, K-26, scalded two stokers to death when a faulty steam valve popped during a trial. In total 17 K class submarines were launched, but by the late 1920’s most had been scrapped or destroyed, K-26 was the last to be scrapped in 1931.

 

It is clear that the K class steam powered submarine was an entire failure. They were badly designed and with the added trouble of the steam engines made these machines dangerous and a horror to crew which surely deserve the nickname they were given, the ‘kalamity class’. Although it is slightly comical to see how badly these submarines performed we must remember that they were manned by volunteers of the Royal Navy. As well as the horrendous conditions on board made much worse by the furnaces the crews took a dark view of their situation, expecting their to be an accident at some point. This feeling of foreboding and fear led the crews of these submarines to name themselves, the ‘Suicide Club’. It is surely justified that these men receive their due respect and admiration for manning these death traps with such dedication and bravery as we reach the many centenaries of the First World War.

 

Information and pictures taken from, War is Boring, ‘His Majesty’s Scary Steam Subs’, <https://warisboring.com/his-majesty-s-scary-steam-subs-85ea39627498#.oskn4pn1r>

 

Information and pictures taken from, Diesel Punks, ‘Steam Subs’, <http://www.dieselpunks.org/profiles/blogs/steam-subs>

Clear for Action!

In the times of the Jolly Jack Tar  the men who manned the mighty ships of the line and the agile frigates of Nelsons Navy, there are many aspects of a life at sea which have been rather overlooked. The food the men ate and how a ship prepared for battle were both vital aspects to a life on a Royal Navy warship but involved some bizarre things.

 

An ordinary sailor’s diet was at best, boring, with each meal revolving around salted meats, dried peas, cheese, butter and ships biscuits. Although the salted meat was put in water to try and remove some of the salt it remained incredibly so. The meat remained so salty that officers on watch around meal times had to watch the sides of the ship as the men often tied rope to the meat and threw it over board in an attempt to get some of the brine off. The meat was often so tough that sailors could carve it into fancy things like ornate boxes and keepsakes which shows just how tough this meat was. Officers meanwhile had a more varied diet which included more meats and preserves, however along with their uniforms they had to pay for these luxuries themselves. Although the Royal Navy boosted of the rations they provided, shortages on board often occurred which lead to the cutting of ration and in some the cases men turned to other sources of food. Rats were a major problem aboard but one solution to the infestation was to eat these pesky vermin. Lieutenant James Gardner on board the HMS Brunswick in 1802 described how the ship was full of rats and so after capturing some they were baked into a pie with some pork. Officers eating rats was only done in desperation or experimentation but it did happen and could provide some extra protein and variety to sailors diet.

 

When an enemy vessel was sighted the crew would fly into action in order to prepare their ship for battle. Hammocks and provisions had to be stored, guns and ammunition prepared and the men had to get to their post. It was not uncommon for Royal Navy ships at this time to have live animals on the decks which provide fresh eggs, milk and meat. Most of these animals were privately owned by officers and the Captain who could enjoy the fresh produce. During preparations for battle these animals unless stowed below decks were meant to be lowered into the small boats which were towed behind the warship. However time was everything, the deck had to be cleared ready for battle to allow free movement and so if the animals were not stored in time, they were simply thrown into the sea to fend for themselves. Any left of deck would be at the mercy of cannon and musket balls flying across the deck and they are vivid description of animals being hit by cannon balls during battle. Other items which needed to be removed were the partitions which made up the officers’ quarters and the officer’s sea chests which contained all their possessions which were meant to be removed to the hold (the bottom of the ship) or to be placed in the boats toed behind to ensure they were not smashed apart which would spray deadly splinters across the deck. Again if there was not time to remove the sea chests and furniture then they would be thrown overboard, which must have been very dishearten for the officers who after a savage and exhausting battle may return to mess to find all of his possessions had been thrown overboard and lost forever.

 

 

Source

Roy & Lesley Adkins, Jack Tar The Extraordinary Lives of Ordinary Seamen in Nelson’s Navy (London: Little, Brown Book Group, 2008)

Picture taken from,  http://www.ship-paintings.com/ship-paintings/hms_victory.htm

& from the Royal Museums Greenwich: http://collections.rmg.co.uk/

 

Toy Trains At War!

Armoured train

Armoured train

Armoured train

 

The Romney Hythe & Dymchurch Railway (RH & DR) is a 15 inch gauge light railway which runs along the English Kent coat. The line is one of the smallest public railways in the world, the Wells and Walsingham line in Norfolk currently holds the prestigious title but the RH & DR heralds itself as the ‘Kent mainline in miniature.’ The line as well as providing services for the many tourist who visit, also offer a school train service for pupils during the term.

 

The Romney Hythe & Dymchurch Railway experience during the Second World War is of particular interest due to its obscurity. With its position along the Kent coat the line would have been the first to see German bombers fly overhead on their way to attack inland. In response the War Department requisitioned the line and unleased the world’s only armoured miniature train.  The armoured train consisted of a steal plated steam locomotive named the Hercules which was accompanied by two steel armoured bogie wagons which housed an anti-tank rifle and a Lewis gun in each, all manned by men of the Somerset Light Infantry. To get a sense of the rather bizarre sight of a miniature train armoured and carrying an arsenal of weapons, I refer you to the Pathe video and pictures attached. Although some may see this endeavour as smacks of desperation, it can be observed how the British home forces used all the tool available to hand. With its position along the coast and the ability to move swiftly it is perhaps reasonable to see why Britain mobilised a toy train in defence of its home territory.

 

When peace returned to the World the RH & DR returned to its civilian service, proclaiming its return in 1946 with a re-opening spectacular accompanied by the comedic duo of Laurel and Hardy. The pairs slap stick improvised routine was witnessed by thousands of people and was seen by many more through the short newsreel attached bellow. This bold show signalled the return of the light railway and although the line suffered from package holidays in the 1970s the line continues to survive providing tourists with a unique experience.

 

Sources

Romney, Hythe and Dymchurch Railway official website, <http://www.rhdr.org.uk/about.html>

Narrow Gauge Pleasure, ‘The Romeney Hythe and Dymchurch Railway’, < http://www.narrow-gauge-pleasure.co.uk/railways/rlyromney.aspx>

Pictures taken from, ‘War in Toy land’ <https://m.warhistoryonline.com/featured/war-in-toyland-the-only-miniature-armored-train-in-the-world.html/2>

 

 

The Jewel in the Crown takes to the Field

 

World War One brought about the mobilisation of not only the British nation, but the call would be heard in all of her dominions and territories across the seas. One nation who answered the call was India, the jewel of the crown, who mobilised in 1914 with the Indian Army becoming a crucial bolster to the British Expeditionary Force’s lines in late 1914 and 1915. The Indians Army conduct in the First World War has, in part, has been forgotten by history, considering their sacrifice on the Western Front and other theatres. During the war an estimated 74,000 Indian troops were killed, with as many wounded, many of whom reinforced the British line in 1914 ensuring the termination of the German advance. The Indian Army were also to serve with gallantry in Gallipoli and Mesopotamia defending the Empire.

The Royal Pavilion, also known as the Brighton Pavilion, was completed in 1823 to serve as Georges IV’s coastal retreat. In 1914 under the ownership of the Brighton Corporation it was decided that the Pavilion would be transformed into a military hospital. More specifically the hospital was to be for wounded Indian troops as it was believed the oriental architecture would provide a more comfortable and homely atmosphere for the convalescing men. The Pavilion hospital accommodating around 720 beds and two operating theatres considered its patients religious and cultures needs rather attentively. To accommodate its patients the Pavilion created nine kitchens for the different religions and caste members and particular areas were designated for prayer. The Indian Army hospital closed in 1916 after the role of the Indians on the Western Front declined as they took a greater role in the Middle East theatre. In its place the Pavilion acted as a Hospital for amputees, concentrating on rehabilitation until its closure and return to the Brighton Corporation in 1920. The Royal Pavilion’s role not only demonstrates the utility of Britain’s architectural monuments during WW1 but the hospital highlights the British Army’s dedication to the care and rehabilitation of the wounded Indian troops fighting far away from their home nation.

BBC magazine, ‘Why the Indian Soldiers of WW1 were forgotten’, <http://www.bbc.co.uk/news/magazine-33317368&gt;

Royal Pavilion, ‘WW1 and the Royal Pavilion’ <http://brightonmuseums.org.uk/royalpavilion/history/ww1-and-the-royal-pavilion/&gt;