The Third Fleet at Milford Haven, 1913-14

The anniversaries of the outbreak and early battles of World War I have led to a number of poignant commemorations throughout the length and breadth of the United Kingdom, including Wales. They have also led to a considerable amount of new research being undertaken on the lives of those who fought in and lived through the war, and on the war’s impact on local communities. But there are still many untold, or very sketchily told, stories of the last days of peace and first days of war, and one of those is the story of the brief period in 1913-14 when Milford Haven served as an operational base for several of the Royal Navy’s battleships.

HMS Goliath

HMS Goliath

The decision to station warships at Milford followed the reorganisation of the navy in home waters in 1912, which saw the creation of First, Second and Third fleets. A number of old pre-Dreadnought battleships were allocated to the Third Fleet, and in 1913 several of these were deployed to Milford Haven as part of a plan to redistribute the ships in reserve. (It is possible that basing them in west Wales was at least partly intended as a response to potential future trouble in Ireland, where the Home Rule campaign, and Ulster’s opposition to it, were becoming increasingly problematic; however, this is speculation on my part, as I have found no firm evidence to support this contention.) The Goliath, which arrived on 30 April, became the senior ship, and by September the Third Fleet component at Milford comprised the battleships Goliath, Jupiter, Ocean, Canopus. and Albion, along with the large armoured cruiser Terrible, all moored at buoys in Scotch Bay.

Life aboard must have been distinctly dull. The surviving ships’ logs reveal an endless round of divisions, painting ship, PT drills, scrubbing the decks, making and mending clothes, and all the other humdrum activities of peacetime naval life, with boats ferrying men and stores back and forth between the ships and Milford, Neyland or Pembroke Dock. However, the skeleton crews of the ships (just over a hundred men on each of the battleships) swiftly entered into the life of the local area, and became important parts of the community. In August 1913 the ships entered crews in the Milford Haven regatta, held annually to commemorate Nelson’s visit to the town in 1802: Goliath won the whaler races for both seamen and Marines. The crews played football against local sides. In January 1914, for example, HMS Goliath‘s team, ‘the Gollies’, beat Narberth 4-1, while HMS Canopus drew 1-1 with Pembroke Dock St Patrick’s. The two teams played each other in March, but Canopus was hamstrung by being able to field only nine players, and the Gollies won 7-1. The men also contributed to the area in other ways: as one local newspaper put it in June 1914, ‘the presence of the officers and men has been welcomed from a business and social point of view, and everybody would be sorry now to part company with “Jack” who is now part of the life of the place’.

HMS Terrible: probably most famous for her part in the Boer War, when the heroics of her crew established the Royal Navy's field gun races.

HMS Terrible: probably most famous for her part in the Boer War, when the heroics of her crew established the Royal Navy’s field gun races.

By coincidence, a full-scale mobilisation of the Third Fleet was scheduled for July 1914, with planning for this having begun in the autumn of 1913, long before war clouds threatened the peace of Europe. Thus the orders for the full-scale manning of the ships at Milford had already gone out when the Archduke Franz Ferdinand was assassinated at Sarajevo. On 15 July, the Haverfordwest and Milford Haven Telegraph reported that

At Milford Haven reservists began to arrive on Monday and were conveyed from Pembroke Dock to the battleships Goliath, Ocean and Albion so that on Tuesday, these ships which have been only manned by about 100 men each, have now a complement aggregating over 2000 men of all ranks. Rear Admiral Loftus Tottenham has hoisted his flag as senior admiral on the Albion, and Rear Admiral Phipps Hornby on the Ocean. On Tuesday the cruisers Gibraltar and Royal Arthur arrived and anchored off Newton Noyes pier, whilst two other cruisers went up to Pembroke Dock. These ships have crews of 100 men each, so that the entire fleet has nearly 1000 men aboard. The fleet leaves Milford Haven tomorrow (Thursday) morning for Spithead, and will be absent until July 21 or 25. It is not definitely known if the Albion will return with the Goliath and Ocean, as she is due at Devonport on August 1st for refit. It is hoped, however, that the Canopus, which has been away under refit for three months, will come back to the base.

However, it appears that a decision had already been taken to abandon Milford Haven as a base for Third Fleet ships, despite Winston Churchill (First Lord of the Admiralty) denying this in a statement he made in June. Both the Jupiter (2 December 1913) and Canopus (31 March 1914) had already left, both for refit at Devonport, and the Terrible was destined for scrap. The Ocean sailed on 16 July 1914. On the twenty-third, the Cambrian Daily Leader reported that

HMS Jupiter

HMS Jupiter

Last week the three remaining vessels of the Third Fleet stationed at Miiford Haven, the Goliath, Albion and Vesper, left for the mobilisation at Spithead, and we understand that they will not return to Milford Haven. They are under orders to proceed to the Humber. where they will be stationed. Up to the present nothing is known of any vessel coming to Miiford Haven to replace them, and it appears that the idea of using the Haven as a naval base for large warships has been abandoned. Some months ago, when first the Jupiter and the Canopus left, rumours went round that they would not come back, and when the Admiralty decided to sell the Terrible, there was considerable anxiety in Pembroke Dock and Milford Haven with regard to the matter.

In the event, of course, all such speculation was swiftly rendered entirely academic by events. Less than a fortnight later, World War I broke out, and the ships that had lain in Milford Haven never returned to either there or the Humber. The Canopus was involved in the battles of Coronel and the Falkland Islands in November/December 1914, while both the Ocean and Goliath were sunk during the Gallipoli campaign. As I observed in Britannia’s Dragon, Goliath in particular had a relatively substantial Welsh component in her crew, and her strong connection with Milford Haven ensured that she and her men were deeply mourned in Wales.

Milford Haven’s time as a fleet base was brief, but the presence in Welsh waters of a substantial part of the Third Fleet, and of some of the most poignant British naval losses of World War I, is an interesting episode in Welsh naval history which deserves to be better known.

[Sources: The National Archives, Kew, extant log books of Third Fleet ships; Welsh Newspapers Online]

Advertisements

The Milford Haven Lazarette Ships

Anyone who looks at early 19th century charts of Milford Haven will notice a curious feature – a warship, or sometimes a small group of warships, at anchor off Angle Bay. These were in use as lazarette (or lazaretto) hulks, principally for the airing of cargoes of cotton coming into Britain from the Levant, particularly Egypt, and they were a feature of the Haven for over half a century. Strangely, though, their history seems to have been almost completely forgotten: the local museums have no mention of them, and even those well versed in the history of the area seem not to have encountered their story. This is surprising, as the history of the Milford Haven quarantine station and its lazarettes gives the area a direct connection with some of the most famous and interesting ships of ‘Nelson’s Navy’.

The Milford Haven lazarettes on an early 19th century chart (Pembrokeshire Archives)

The Milford Haven lazarettes on an early 19th century chart (Pembrokeshire Archives)

Preventing the entry of plague and other contagions into the British Isles was an important priority for governments in the eighteenth and nineteenth centuries. Ships sailed from the Mediterranean with ‘clean bills’ or ‘foul bills’; if the latter, they had to perform quarantine on arrival. The principal lazarette station was Stangate Creek at the mouth of the Medway, which had been established in 1709; another was sited at the Motherbank off Ryde, with smaller ones in other parts of the British Isles. In 1805, a decision was taken to establish a new quarantine station at Milford Haven. This was formally established by an Order in Council of 5 April 1805, under the terms of the new Quarantine Act; initially, it was to be the station for ships heading for North Devon or Cornwall, or the Welsh coast from Llanelli to Aberystwyth, and was to be an option for ships bound further north, even as far as the Isle of Man and Carlisle, but it swiftly became a port of call for ships bound for Liverpool. The station was to have a superintendent earning  £100 per annum, paid quarterly, plus £1 for each ship on which he performed quarantine, with the balance made up if necessary so he would receive a minimum of £200. The master of each lazarette ship earned £100, plus 10 shillings per ship, a mate £60 plus 7s 6d per ship, and so on. The establishment of the station reflected the fact that the incoming cargo most likely to be infected, Levantine cotton, was now more likely to head for Liverpool as London. In July 1813 Milford was made an alternative foul bill station to Stangate Creek for ships from Mediterranean and Western Barbary, but was not to be used by ships which actually had plague on board; these were to continue to proceed to Stangate, as in the past.

Angle Bay

Angle Bay

The first warship to take up station in Angle Bay was the old Fifth Rate frigate Syren; a plan of her as she was at Milford survives in the collections of the National Maritime Museum. The station was expanded in 1813 by the addition of the old 74-gun Triumph, and by 1816 five ships were stationed there. In 1824, an intense debate took place about the utility of the Milford Haven quarantine station, given the difficulty of moving cleared goods onward from there to Liverpool. By then the station had only one ship, the Triumph, with the Santa Margerita having been moved to Bromborough Pool near Liverpool; ship masters preferred to sail directly there, rather than perform quarantine at the inconvenient and remote anchorage in Milford Haven. Between 1821 and 1823, only 25 ships performed quarantine at Milford – a tiny number compared to the 888 at Stangate Creek, or the 410 at Liverpool. Despite this, it was the second largest facility, possessing two lazarette hulks (before the Santa Margerita‘s move), a hospital ship and a pursuit cutter, with a total of 45 men employed. An outbreak of contagion in the Mediterranean, and the despatch of a very large number of cotton cargoes from Alexandria, led to a huge expansion of the station. Three ships of the line were said to be needed for Milford, but initially only the Dreadnought and Saturn were provided. Even then, their orlop and lower decks were useless due to a lack of venting, while the upper decks were completely exposed to the Welsh weather. Consequently, the nearby royal dockyard at Pembroke Dock was asked to provide the ships with low roofs; the yard also regularly carried out repairs on the lazarettes in later years, and broke them up at the end of their lives. By October 1825, the station had no fewer than nine lazarettes, including the enormous Ville de Paris, together with a hospital ship, the Otter. The staffing and victualling of the station were reformed at much the same time, and in April 1826 Captain John Marshall was appointed superintendent of quarantine at Milford at £350 per annum. Under him were two lieutenants at 10 shillings a day, while another three lieutenants were appointed masters of the lazarettes then in use, the Akbar, Santa Margerita, and Hannibal. The crews of the lazarettes evidently became closely involved with the local community: in July 1826, for example, Robert Salusbury, master of the Hannibal, married a Miss Thomas of Milford. Marshall himself, though, did not stay for very long, being transferred to the command of Stangate Creek in 1827.

The Triumph as she appeared as a lazaretto at Milford; National Maritime Museum via Creative Commons

The Triumph as she appeared as a lazaretto at Milford; National Maritime Museum via Creative Commons

Thereafter, Milford’s fortunes fluctuated. In July 1827, the Akbar and Newcastle were transferred to Liverpool, and the Otter and the Nepean guardship were declared superfluous; the station’s manpower was significantly reduced in April 1828. A cholera epidemic in northern Europe in 1831 led to a sudden flurry of renewed activity, as well as an emergency closer to home – the fumigating apparatus from the ships was sent ashore to deal with an outbreak of fever in Haverfordwest gaol. Only 45 ships cleared quarantine at Milford in 1832, so the establishment lost the Hannibal and  Dragon (although the latter only moved a little way up the haven, to become a floating barracks for the Royal Marines contingent guarding Pembroke dockyard). Further cuts were made in 1844, when one lazarette ship was removed and one mate, one purser, three mariners and two boys lost their jobs; by January 1845, only the Ville de Paris, Milford and Triumph were left at the moorings in Angle Bay, and the first two of these did not survive much longer. The venerable Triumph lasted until she was broken up at Pembroke Dock in 1850, having performed a final service as a floating cholera hospital for the town during the epidemic of the previous year. The last ship on the station seems to have been the Hope cutter, which was taken out of service in 1865.

Warships Employed as Lazarettes at Milford Haven, in Approximate Chronological Order of Arrival

Name Year built Guns Claim to fame Dates at Milford and Eventual Fate
Syren 1782 32 To Milford Nov. 1805; broken up Sept. 1822
Perlen 1804 38 Danish; captured by RN 1807 Fitted for lazarette at Milford, Feb-Mar 1813; transferred to Liverpool January 1821. Broken up 1846.
Triumph 1764 74 Took part in Batle of Camperdown and Calder’s action; commanded by ‘Nelson’s Hardy’, Philip Affleck, Sir Erasmus Gower, etc To Milford October 1813; broken up at Pembroke Dock, June 1850. A huge amount of mercury was said to have been discovered aboard her when she was broken up.
Santa Margerita 1774 36 Spanish; captured by RN, 1779 To Milford 1814; moved to Liverpool 1825; broken up 1836.
Otter 1805 16 Took part in Indian Ocean campaigns, 1810-11 To Milford as hospital ship for quarantine station, 1814; broken up 1828
Gibraltar 1749 80 Spanish Fenix, captured 1780; took part in Battles of the Glorious First of June and Basque Roads Fitted as lazarette for Milford summer 1824, broken up at Pembroke Dock, November 1836
Dreadnought 1801 98 Flagship of Cornwallis and Collingwood; fought at Trafalgar Arrived Milford 29 Sept 1825; transferred to Seamen’s Hospital in Thames, August 1830, lying at Greenwich 1831-57 when broken up
Saturn 1786 74 At Battle of Copenhagen Arrived Milford 29 Sept 1825; became Pembroke Dock guardship and harbour flagship, 1849; broken up at Pembroke Dock, February 1868
Akbar 1801 54 Built in Bombay for East India Company; commanded at one point by Christopher Cole, later MP for Glamorgan Fitted as a lazarette August 1824; transferred to Liverpool, Sept. 1827; sold in 1860s
Milford 1809 74 Built at Milford dockyard*; Fremantle’s flagship in Mediterranean, including at capture of Trieste To Milford June 1825; broken up at Pembroke Dock, July 1846.
Newcastle 1813 60 Commanded at one point by Lord George Stuart, son of 1st Marquess of Bute, and chased USS Constitution in War of 1812 To Milford June 1824; transferred to Liverpool Sept. 1827; broken up 1850.
Tortoise 1805 38 Built for East India Company To Milford November 1824 as coal depot for the lazarettes (until 1838); returned to service 1840s, made several transportation voyages to Australia (http://leyshanfamilytree.com/leyshon/tortoise.html); broken up 1863
Nepean Cutter To Milford November 1825, withdrawn summer 1827
Ville de Paris 1795 110 Flagship of Jervis, Cornwallis, Gambier, Collingwood, Keith, etc To Milford August 1825; broken up at Pembroke Dock June 1845
Hannibal 1810 74 To Milford August 1825; to Pembroke Dock Feb 1833, broken up there in December
Dragon 1798 74 First commissioned by Captain George Campbell, brother of Lord Cawdor of Fishguard fame. In Calder’s action, 1805; helped destroy USS Adams in War of 1812 Fitted as lazarette summer 1824; Marine barracks at Pembroke Dock, 1829-42; renamed Fame 1842 when hauled ashore; broken up at Pembroke Dock August 1850
Mulgrave 1812 74 To Milford as lazarette July 1836, replacing Gibraltar; converted to powder ship at Pembroke Dock, 1844; broken up there December 1854
Additionally the 74 Renown of 1798 was ordered to be fitted as a lazarette for Milford in 1825, but never seems to have gone there; and the Hope cutter was briefly on the station in the early 1860s.

* I will be giving a paper on the curious history and ‘afterlife’ of the short-lived royal dockyard at Milford Haven (not to be confused with its much better known successor at Pembroke Dock) to the annual conference of the Naval Dockyards Society at the National Maritime Museum, Greenwich, 25 April 2015. This paper will be published in a future volume of the Society’s Transactions.

Sources

  • J Booker, Maritime Quarantine: the British Experience (2007)
  • The Navy List, various editions, 1805-70.
  • Rif Winfield, British Warships in the Age of Sail 1714-92 (2007) and 1793-1817 (2008 edn)
  • Charts and maps in private collections and at Pembrokeshire Archives and The National Archives, Kew
  • National Maritime Museum, plan of the Triumph
  • Nineteenth century newspapers accessed via the British Newspaper Archive, Welsh Newspapers Online, and Swansea Council’s online index to the Cambrian newspaper.

A Welshman Aboard CSS Alabama

In Britannia’s Dragon, I gave an account of the Welshmen who served in both the Union and Confederate Navies during the American Civil War, I knew that the names I mentioned there were likely to be only a relatively small number of those who actually fought, and in recent days another example has come to light. This was David Williams of Llanelli, who provided the following previously unknown first hand account of the last fight of the Alabama and its aftermath, together with an insight into the motives that drove British volunteers to serve in the war. I am trying to discover further information about Williams and his previous and subsequent histories, but unfortunately, it was a very common name in both Llanelli and Wales as a whole! Having said that, ‘David’ Williams might be synonymous with the ‘Samuel’ Williams, a fireman and known Welshman whom I named in my book and who appears in the list of wounded from the Alabama; I have not had a chance to check the likes of William Marvel’s book, The Alabama and the Kearsarge: The Sailor’s Civil War, which apparently provides detailed biographical information on the crew, so I would be grateful to receive further information from the many students of the Civil War navies.

This article is from the Llanelly and County Guardian for 14 July 1864; my thanks to Lyn John, vice-chairman of the exceptionally proactive Llanelli Community Heritage group, for discovering this reference and passing it on to me.

014 (960x1280)

 

 

A Welsh Admiral in Catherine the Great’s Navy

For reasons totally unconnected to naval history, I was recently delving into Rebecca Wills’ very fine book, The Jacobites and Russia 1715-50, and there came across a remarkably prominent Welsh naval officer whose existence I was completely unaware of when I wrote Britannia’s Dragon. This was William Thomas Lewis, who was Admiral of the Russian fleet, no less, in 1762, when Catherine the Great ascended the throne. He was first captain of the second flagship when the Russians decisively defeated the French off Danzig in 1734; the fleet as a whole was commanded by the Scot Admiral Thomas Gordon, as this was a period when the Russian navy drew heavily on British exiles, many of them Jacobites.

Wills has the following to say about Lewis:

Lewis was a Welshman, politics unknown, who was recruited…in London in 1714 as a sub-lieutenant, by 1733 was a first captain, and in 1742 commanded a squadron. He had a long and successful career, became Admiral of the Fleet in 1762 and died in 1769…

In 1733 Lewis was sent to western Europe to recruit skilled men for the Russian navy, a mission which included a clandestine visit to London, where he managed to obtain the services of only two ship’s masters. Wills notes that Lewis’s two sons, William and John, later enjoyed preferential promotion in the Tsarist fleet. Among the other British naval officers that she lists, a couple of names stand out as being potential Welshmen: a Captain William Griffith  (whose son, another William, also served) and a Captain Arthur Trevor, recruited in 1734-5, who was however discharged in 1738 for ‘incompetence, drunkenness, and ignorance of the Russian language’.

These new leads clearly provide plenty of scope for additional research, and I hope to follow these up in the future. In the meantime, I’d be delighted to hear from anyone with further information about any of these officers.

Welsh Naval History on Film, Part 2

Some more discoveries from the archive of Pathe newsreels on Youtube. First, schoolchildren from the Midlands and elsewhere visit the fleet at Aberystwyth in 1919, an incident that I mention in Britannia’s Dragon.

Next, German Panzers arrive at Pembroke Dock in 1961 prior to training on the Castlemartin range.

Another one relating to Pembroke Dock – a Sunderland flying boat based there tracks RMS Queen Mary in 1949.

And now some from sources other than Pathe. Here’s HMS Tenby being broken up at Briton Ferry in 1977.

An air display at the then HMS Goldcrest, Royal Naval Air Station Brawdy, in the late 1960s.

The former RN mine depot at Newton Noyes, Milford Haven.

And finally for this post, the school ship HMS Conway, built as HMS Nile in 1839, aground in the Menai Straits in 1953.

Many thanks to all the cameramen and uploaders!

Welsh Naval History on Film, Part 1

The recent release onto Youtube of all 85,000 or so Pathe newsreels is proving to be an absolute goldmine. I’m slowly working my through the huge amount of naval material, and am coming across quite a few items filmed in Wales, or which have a Welsh naval connection. Here’s a preliminary selection; I’ll post more on this site in due course.

First of all, HM Submarine Universal limps into Pembroke Dock after encountering a storm in Cardigan Bay in 1946:

Another submarine in trouble in the same seas. Can anyone identify it?

Next, some rare film footage from inside Pembroke dockyard before many of the buildings were cleared: the breaking of the cruiser HMS Birmingham in the dry dock in 1931 –

Another scrapping, this time of one of the most famous ships built at Pembroke Dock, the royal yacht Victoria and Albert:

The Reserve Fleet landing craft at Llanelli being mobilised for the Suez operation in 1956:

Next, a 1967 film of ‘HMS Glamorgan, Computer Ship of the Future’ (!!)

…and the final one for this post – Glamorgan again, firing her Sea Slug missiles (location not given, but quite possibly the Aberporth range in Cardigan Bay):

 

‘Welsh’ Warship Names in the Inter-War Years

In Britannia’s Dragon, I commented on the curious fact that during both the years immediately preceding the First World War, and then from 1945 onwards, ‘Welsh’ names were well represented on the Navy List – indeed, sometimes arguably over-represented when compared with Scottish names in particular – but during the Inter-War period, hardly any Welsh names were allocated to warships. However, I recently had a look at some files in the National Archives in Kew which suggest that this was definitely a case of accident rather than design: several Welsh names came close to being chosen, but never quite made the final cut.

In 1928, for example, the County class cruisers were under construction, and both Carnarvon and Monmouth were suggested as names for ships of the class; Monmouth was mooted again in 1935. (The name Monmouth‘s record of ‘so near but yet so far’ continued after the war: it was tentatively proposed for a Type 42 destroyer in the 1970s, along with Carnarvon – by then hardly a ‘politically correct’ spelling – and, curiously, Harlech, which had not been borne by a warship before, other than by a base ship during World War I.) Barry, Swansea, Chepstow and Newport were all suggested as potential names for sloops in the 1929 programme, but in the end only Milford actually saw the light of day (from the 1930 programme). At much the same time, one of the R-class submarines was very nearly named Red Dragon, but this was dropped at the last moment, perhaps because of the potential for confusion with the cruiser HMS Dragon. Finally, although no names were ever officially allocated to the huge ‘N3’ class battleships, cancelled following the 1922 Washington Naval Treaty, it is widely believed that they would have been named after the UK’s patron saints, so one of them would have been HMS St David.

At much the same time that I was looking at these files, I also had an email from a correspondent in the USA wondering if there was any definitive information behind the rationale for naming a fast minelayer HMS Welshman in 1939. The files at Kew indicate that the first two ships of this class, Abdiel and Latona, were named after previous minelayers, while the third Manxman, was named following a direct appeal from the Isle of Man government for a warship to honour the island, and especially the contribution it had made during World War I. Although there is no specific evidence, it seems likely that Welshman was named to ‘pair’ with Manxman, especially as the last two ships, Apollo and Ariadne, reverted to Classical names. The name traditionally used to honour the Principality, Cambrian, was available, as the Pembroke-built cruiser of that name had been scrapped in 1934, but this clearly did not fit in with the quite rigid naming policy in force in the 1920s and 1930s. Wales seems to have suffered above all because of its lack of sufficiently large centres of population: when the final two Town class cruisers of the 1930s were named Belfast and Edinburgh, the Controller of the Navy noted that ‘This will make up a two Scottish names, one Irish, and seven English for the ten cruisers of this class. It is a little unfortunate that we cannot bring Wales into it, but they have had the Cardiffalthough she is soon to be scrapped’. In the event, of course, the outbreak of World War II saved HMS Cardiff from the scrapyard until 1946.