The birth of aviation in Hull: The Ling Monoplane

Image: C DIEJ/2 - The Ling/Newington Monoplane, May 1910

The history of aviation goes back much farther than you may think. The Chinese are often credited with the first efforts to tame the skies with their use of kites more than 2,000 years ago. Over these last two-millennia various advances in flight have taken place from da-Vinci’s flying machines in the 15th Century to the hot air balloons of the Montgolfier brothers in 1783 and the Cayley Glider in 1849. The first accepted heavier than air flight however, which is flight achieved though aerodynamic lift, is the Wright Brothers in 1903.

Five short years later, with aviation still in its infancy, across the Atlantic in the town of Hull was Mr Ling, designing his very own aircraft in his workshop, the Ling Monoplane. 

A brief mention of another Hull inventor who contributed to the local history of aviation is Thomas Walker. A painter by profession he published his work on mechanical flight, A Treatise Upon the Art of Flying in 1810. One of the earliest books of its kind. The aircraft he designed was an ornithopter in design, that is an aircraft that flies though flapping wings, imitating a bird.  

Returning to Ling's aircraft, the fist mention of it comes in relation to an aviation event held at the Marine Gardens, Portobello, Edinburgh a large Amusement Park. The directors offered a £500 prize for the first flight across the Firth of Forth by a Briton in a British-built aircraft. The event was held in reaction to the recent fanfare around Louis Blériot’s flight across the English Channel. 

Image: Marine Gardens, Edinburgh, 1914. Ref: NLS Maps:
https://maps.nls.uk/ 

On 18 September 1909, The Strathearn Herald reported that several inventors had been in communication with the directors  of the Gardens, but that only one, Mr Ling of Hull had given his intention to fly. 

Edward Matthew Ling, was born in Hull in July 1886 to Miles and Elizabeth Ling. His father was a cork fender maker from Norfolk and his mother from Killingholme, Lincolnshire. By 1901, his father had passed away and his mother and he had taken up cork fender making to keep the family afloat. 

In his teens he became interested in aeroplane model making, and he soon became apprenticed as a mechanical engineer. It is not clear when Ling started his full-scale construction as he kept it a secret, but he had
 

…given the science of aviation much study (HDM, 28 Sept 1909).

When a representative from the newspaper visited his workshop on Walton Street he described the aircraft as follows:

The structure was shaped very much like a canoe, with graceful curves. The bent wood ribs are of very light design…The Planes [wings] have been constructed on a light frame covered with aero cloth…The width where these planes are spread out is 32ft, and they can be so tilted that should the engine suddenly stop the aviator can “plane” or glide safely…the tail, light but of great strength, ready also to be fixed. At the end is to be fitted the rudder, of thin but unbendable maple, which will work on brass hinges. Weight has, of course, been avoided, a matter of ounces being considered serious…The machine is the result of no hastily-thought out plans…  (HDM, 28 Sept 1909)

The propellor is of aluminium and alloy (a Hull discovery) – so that it will bend without breaking…Aluminium has been used greatly in the construction. The planes, for example, are fitted into aluminium boxes. Mr Ling’s seat in the canoe-shaped central body, strengthened with light steel ribs, is water-tight to enable it to float. (HDM 28 Oct 1909) 

At the time of the visit, Ling had left for Edinburgh to finalise the arrangements for his upcoming flight. He travelled the Fife coast by car to define the best landing places. It was decided that the best place for a landing would be east of Burntisland, which would entail a flight of around 9 miles from the gardens. Ling was that confident in his machine that instead of taking the train back after his landing he suggested that he may fly it back.
 

It was reported that he had already carried out a flight of 4 miles in his machine, and in an interview with The Scotsman in October he stated that he had conducted various experimental flights in the neighbourhood of Hull in strict secrecy, often at daybreak.
 

His planned flight was reported across the country, and he had intended to carry out a public trial flight in Hull so the people of the city could view the machine. However, his aircraft was still being adjusted and propped for the Forth flight and trouble with the ignition of the engine delayed his trip. In Edinburgh, a large area of the gardens had been levelled in preparation for his take off which was now planned for 23 October 1909. However, once again the engine was cause for delay. And the flight was postponed until the following Saturday.

The engine in question was of his own idea and built by another Hull local, Mr Thomas Leonard Bell, of St George’s Road, an engineer with the British Steam Trawling Company. It was a three-cylinder engine, that though light could produce 40 horsepower, easily enough to power the aircraft.
 

On 28 October his aircraft, the engine and Ling left Paragon Station separately. He was described as:

A smart-looking young man…dressed in a neat blue suit, his lack of words and general demeanour gave a mail representative the impression that here was a man who had determination to carry a difficult thing through. (HDM, 28 Oct 1909)

He arrived at Waverley Station in the early afternoon by which time his aircraft had been loaded onto a lorry and transferred to the Marine Gardens. The total cost of the aircraft up to this point was about £700, which was more than the winning prize.
 

The aircraft was placed inside the skating rink and admission to the public was charged at 1 shilling. It was described as:

…a marvel of ingenuity and delicate workmanship and embodies many novelties and patents. (The Scotsman, 29 Oct 1909)

Ling decided to patent much of his work on the aircraft and the engine as it was wholly designed by him and there was much interest and requests to inspect it including, it was reported, two German agents.
 

On the eve of his flight, he was described as sanguine having made many improvements to the design it weighed 500lbs including the 5ft 5”, 10 stone aviator. The engine troubles were in the past as it had run in Hull for several hours straight in a trial. Unfortunately, Ling had to delay the flight once again, despite the mechanics working through the night to get the aircraft assembled, engine fitted and flight ready there was not enough time, the engine had also been slightly damaged in transit and the carburettor left back in Hull. Great disappointment was had amongst the public but after another week the finishing touches were put to the aircraft, and it was ready for its first trial outing on 8 November.  

The aircraft was brought out to the promenade and an attempt made to start the engine, however, a crack in the propellor socket and defect in one of the blades was spotted crucially before the engine fully turned over. A fresh wooden propellor was sent for and the aircraft once again dismantled. 

Despite all this Ling remained optimistic and declared that he would not return to Hull without giving it a try. On 20 November 1909 it was reported in the Hull Daily Mail that Mr Ling:

…had a successful [test] flight of two miles and a quarter, and was quite satisfied with the behaviour of his monoplane…

Unfortunately, there is no other mention of the flight and the following week he returned to Hull with his aircraft with the intention of trying again at a later date. Between the end of November and May the following year nothing more is heard of either Ling or his monoplane. Why he left the project is not known but it could have been for financial reasons, given the fact that an employee brass finisher who worked for Ling and Bell went to court over his wages in June.
 

It appears that Bell and his brother William took over the lead on the monoplane which was now owned by the Newington Monoplane Company, a syndicate of Hull businessmen. Bell, it seems altered the design slightly, it now had slightly shorter wings and weighed an extra 100lbs with additional engine alterations.

On 10 May the aircraft was exhibited at Central Hall, Pryme Street for a few days whereupon the public could come and view it for a fee. Both the Hull Aero Club and Hull & East Riding Aero Clubs were in attendance. 

Image: Exhibition invitation to the Hull made Aeroplane.
Ref: C DIEJ/2

One month later and the aircraft was taken to land owned by George Vickerman at Sunk Island for trials. It was brought out and run briefly before the wheels were seriously damaged due to the state of the ground which had been grazed by horses all winter.

The aircraft remained onsite at Sunk Island in preparation for further trials. However, on 29 June 1910, there was a ghastly thunderstorm and their tent was blown away along with much of the companies supplies. The aircraft was then struck by lightning and described as: 

…a complete wreck. The body of the machine was cut in two and the wheels and planes severed. (HDM, 30 Jul 1909)

The machine was brought back to Hull a few days later at which time one of the men involved stated that:

We have had very bad luck all the way through; the devil seems to have been in the thing.

This was made even more upsetting when the aircraft was set for a flight just a few days later. The machine was salvaged and rebuilt in some capacity and taken this time to Hedon Racecourse where Mr Oscar S. Penn a would-be pilot from Hull smashed the aircraft to pieces in attempting to fly it. Thus ended the story of the Ling/Newington monoplane. At least the first version of it! 

Notes:
 

Bell’s Determination

Image: T. L. Bell, 1910. Ref: 
HDM, 10 May 1910, p.3

Despite the setbacks he was resolved to complete a successful flying aircraft. He went back to design and had built a new monoplane made of steel. The following year on 12 August 1911, Bell had his new aircraft trialled at Hedon Racecourse where an attempt to fly was made. 

The engines were going splendidly and away went the machine, like a captive bird released from its cage. She went about a hundred yards, and was just leaving the earth when there commenced an ominous rattle, and the engine had to be stopped.

A crack in the cylinder casing ceased the project immediately. Bell was once again undeterred, his machine once airborne was projected to reach speeds of 60mph and would be the first steel aircraft constructed. He had planned to return but nothing more is known about the machine or Bell until the following year in July 1912 when he is mentioned as working on his third machine.

He passed away in 1924 aged 57. His son, also named Thomas clearly picked up the aero bug as he joined the Royal Naval Air Service (RNAS) in 1916. 

Ling’s Future: 

Image: E. M. Ling, 1909,
Edinburgh Evening News,
30 Oct

By 1911 Ling had married, moved to The Avenues and worked as a mechanical engineer for a motor works. In 1912 he saw an advert in The Daily Telegraph asking for volunteers to the new Royal Flying Corps (precursor to the RAF). He signed up at the recruiting office in Hull in July 1912, only a few months after the corps formed. He was the 171st person to join, with the majority of the previous candidates were transfers from the Royal Engineers Air Balloon Battalions, Ling was one of the first civilians.

 

He enlisted as a mechanic and he moved to the Central Flying School, Upavon, Wiltshire where he trained and carried out test flights with pilots over 1000ft in the air. He was posted to No. 2 Squadron in Montrose, Scotland, the first operational RFC base in the UK. There role was to help protect the Royal Navy.
 

In August 1914, the very start of the war, he embarked for Boulogne, France aboard the SS Dogra along with much of the squadron’s equipment. The squadron was equipped with BE2c’s and operated largely in reconnaissance and artillery support. His role, like many of the Air Mechanics was essential to ensuring dominance of the skies, without the aircraft being maintained the pilots could not do their job. 

In November 1915 he returned home and was transferred to No. 6 Reserve Air Squadron based again at Montrose before being transferred to the Machine Gun School at Hythe, Kent in July 1916. Here he would have overseen personnel and maintenance where would be Observers learnt how to use and operate a machine gun from an aircraft. He was clearly doing well as he was promoted again to Temporary Sergeant Major in September. This was a senior administrative position, and a crucial link between the commissioned and non-commissioned officers.
 

In November 1917 he was posted back to South Farnborough at the Engine Repair Shops where he stayed working until March 1918, whereupon he was appointed as an Equipment Officer. This would have involved managing equipment, including aircraft components, armaments, and transport vehicles. When the RAF formed the following month with the amalgamation of the RFC and RNAS, Ling began work as a modifications and armament officer, helping to improve and develop all aspects of the aircraft.
 

By November 1919, post-war he had been posted to the RAF’s no. 2 Base Motor Transport Repair Depot where he maintained the motor transport vehicles, an essential logistical support component to the newly formed force. A year later he was a Flying Officer, based at No. 1 School of Technical Training at Halton, Buckinghamshire, where he taught recruits. He stayed in the service until 1924.  He continued his work as a mechanical engineer and inventor until his death aged 79 in 1966. 

Adventures of Captain William Cummins of Hull

On this day in 1475 William Cummins set sail from Hull aboard the Rainbow with a crew of twenty-three. His destination was North Africa in which goods such as ivory, gold would be traded for gunpower, pistols and fighting axes However, shortly after reaching Cape Palms, the crew broke into munity.

What inspired this voyage was a misfortunate event which led to William Cummins crossing paths with notorious pirate of the day, Captain Jinks. Jinks had been a menace to merchant shipping in the North Sea, capturing any vessel he could. This led to The King (Edward IV) sending two ships to finally intercept Jinks and bring him to justice.

As a young man, Cummins was looked up to his uncle who had gone to sea. Cummins was apprenticed to Thomas Kingsley, a master mariner of Hull. It was aboard the Speedy, a costal vessel that William got his first taste of life at sea. Unfortunately, the Speedy foundered off Heligoland. All hands were lost, except for Cummings and an old sailor named Michael Shepherd. Keeping themselves afloat by clinging on to a piece of the wrecked Speedy, William and Shepherd were picked up by the Tyger, commanded by Captain Jinks.

Soon the two ships dispatched by King Henry were upon the Tyger and a battle ensued. All but Jinks, William and Shepherd abandoned the Tyger. Faced with little hope of escape, Jinks took the decision to blow up the Tyger by setting fire to the power stores aboard.

The decision was made to load the last boat with what supplies they could carry. Also, to be loaded on the boat was a heavy box that Jinks attached great value too. As the boat was lowered below, Jinks ordered Cummins and Shepherd to get in. Jinks also got in the boat but not before setting light to the Tyger’s power room. Jinks, Cummins, and Shepherd were a couple hundred yards away when the Tyger exploded. Jinks’s actions were to be his last. The explosion propelled an object into the air, presumably a part of the Tyger which struck Jinks on the head killing him instantly.

Cummins and Shepherd managed to avoid the King’s ships and snook away. Landing at Penzance they made their way back to Hull. Both never spoke about their encounter with Jinks, instead declaring they’d been spared from the Speedy, wandering Europe before securing a passage back to Hull. With Jinks’s booty Cummins found it hard to resist the temptation for more, and on 8 August 1475 he sailed for North Africa board the Rainbow. With him was his old crew mate, Michael Shepherd.

It was whilst Cummins and Shepherd were trading with the North Africans that a mutiny broke out. Busting into the negotiations, two of the mutineers were shot by Cummins and Shephard, the rest fled into the surrounding woods. Cummins and Shepherd quickly re-joined the Rainbow, managing to stave off another attack by the mutineers. The mutineers were drive below deck. One determined not to die in lonely fashion, set fire to the Rainbow. Soon the ship was doomed, overcome with flames. Those few that remained loyal to Cummins and Shepherd quickly took to Rainbow's the long boat and went ashore. Those driven below deck died on the Rainbow, whilst those who fled into the woods were hunted down by North African’s.

Cummins, Shepherd, and those who remained loyal decided to draw lots and use the remaining longboat of which just half could fit into and make way for Europe to seek rescue. Shepherd and five others left together with 500 ounces of gold-dust to buy vessel suitable to return and recuse the remaining crew, including Cummins.

In April the following year [1476] Shepherd returned to Hull, declaring that Cummins was dead. The reality was Shepherd had double crossed his old sailing buddy. It was said Shepherd  became blinded by the riches, for which he and he alone should have.

Hull as it would have looked to William Cummins and Michael Shepherd during the late 15th century

Cummins however was somewhat suspicious of his old sea mate. He had secretly given a letter to one of those that left on the longboat with Shepherd. The letter was to be delivered to Cummins wife back in Hull.

In June of 1476 Shepherd was determined to seek out treasures on his own account. Despite having secured a ship, Shepherd was yet to fully pay for it. He tried to get Cummins’s wife to advance him some money, but she refused. Continuing to declare Cummins dead, Shepherd insisted there was no message from him.

Unknown to Shepherd the letter was safely delivered to Cummins wife. The letter confirmed that Cummins was indeed still alive when Shepherd left for help. It also warned Cummins wife that Shepherd was not to be trusted.

In the mean-time Shephard was busy attempting to secure funds to finance his expedition. A young slim, handsome gentleman by the name of James Carr came to Shepherd's aid, promising to stump up the money if he could tag along with the expedition. Shepherd happily agreed and expedition left on Midsummer Day, 1476 for North Africa.

Upon arrival in North Africa it turned out James Carr was in fact the wife of Cummins who had been disguised. Re-united with her husband, she and Cummins set off for Hull. Despite an encounter with a French pirate ship, another mutiny and storms, Cummins arrived safely back in Hull. He became rich through trading with the Levant, while one of his sons commanded a supply ship belonging to Francis Drake squadron in the fight with the Spanish Armada.

As for Michael Shepherd, he met his end in North Africa, killed it was said by the North African traders for mistreating women and stealing goods.

This account appears in Walter Wood’s North Sea Fisheries and Fighters [Ref: L.639.22]. We don’t know whether the story is true, made up or elements have been dramatized. It is however the only reference we have in archives at the History Centre. Whether true or not, it does appear a rather fanciful but interesting story.

Title page of Walter Wood's North Sea Fishers and Fighters, which recalls the adventures of Captain William Cummins 
[Ref: L.639.22]

This wasn’t the only adventure to begin in Hull. Although a work of fiction, Defoe used Hull as the starting point of Robinson Crusoe. A century after Cummins, Hull mariner, James Hall, made voyages, financed by Christian IV of Demark to reassert Danish claim to Greenland in response to increased activities of English and Dutch ships in the Arctic, while in the early 17th century Hull Luke Fox sailed from Hull in an attempt to discover the North-West Passage.

Neil Chadwick

Librarian/Archivist

The Hull Burns Club

Robert Burns was a Scottish poet and lyricist. Born 25^th January 1759 he packed a lot in to his relatively short life and is widely considered the national poet of Scotland. Events and clubs across the world have been established to celebrate the life and works of Robert Burns.

Greetings sent to the Hull Burns Club from Ayr Burns Club on the
anniversary of Robert Burns birth,reference C DSBU/1/4

At the Hull History Centre, we have recently had the pleasure of adding a collection of minute books relating to the Hull Burns Club to our collections. The Hull Burns Club was established on 2^nd January 1863. According to records of the Burns Federation as stated in a history of the club given in a speech by Mr. Spiers at a member’s night in March 1920 the Hull Burns Club was the oldest club this side of the border. The object of the club at its formation was to disseminate as much as was possible the works of Robert Burns among his own countrymen resident in Hull as well as its traditions and history. In its early history, meetings of the Hull Burns Club were held quarterly at the Builders Arms, Cogan Street and was customarily preceded by a tripe and leg of mutton supper which was referred to as “a full and ample repast” for which 1s. 6d. was charged. A dinner dance took place in January each year to coincide with the birth of Robert Burns.

Article from the Eastern Morning News, March 20, 1920,
regarding liquor and the gauge of enjoyment at the meetings

At the beginning of the Club’s history the yearly subscription was just one shilling. It was necessary, however, to pay for a collector to gather in outstanding debts and consequently a rule was passed that any member proposing a new member had to pay that person’s entrance fee and first year’s subscription. In 1878 the subscription was raised to 2s. 6d. and was followed by a great reduction in membership. The Club disbanded. It is unclear from the minute books exactly when the Club disbanded as they include minutes up to 22 April 1886 (reference C DSBU/1/1) but do not mention the winding down of the Club.

In April 1892, the Hull Burns Club was reformed. An anniversary dinner was promoted and carried out with success and the following day a few gentlemen that had attended the dinner met at the Imperial Hotel in Hull and agreed to reform the late Burns Club on a firmer and wider basis. A notice was placed in the Eastern Morning News the next day and an informal meeting on 5^th April 1892 kicked off the proceedings of the reformed Burns Club. Members were encouraged to recommend friends and acquaintances to join the Club.

Minute books of the Hull Burns Club, reference C DSBU

The reformed Club increased its meetings from quarterly to monthly meetings. The objective of the Club also broadened to promote literary and musical meetings and entertainments at which the writings and songs of Robert Burns and other National poets were rendered. Entertainments included papers read at meetings, concerts, whist drives and dinner dances. The Club was popular and membership steadily increased. For many years the Hull Burns Club held a prominent place in the social and literary life of the city. Members continued to be put forward for recommendation to join the Club. On 10^th December 1937, 15 new members were put forward to the Executive Council for recommendation but just a few months later on 4^th March 1938 the Treasurer reported an estimated loss of £50 for the season which led to the decision that owing to the decline of support the Hull Burns Club would be regretfully wound up. The final meeting of the Executive Council was held on 20^th May 1938 in the Grosvenor Hotel in Hull when the final debts of the Club was settled, and the Club officially disbanded.

Christmas with a difference.....

Fancy Christmas with a difference this year?  How about a trip to Christmas Sound, Tierra del Fuego and follow in the footsteps of the legendary Captain James Cook [Image 1].

Image I - Christmas Sound, Tierra del Fuego

December 1774 saw Captain Cook and his crew on the waters off Tierra del Fuego.  This archipelago at the southernmost tip of South America was given the name Tierra del Fuego [land of fire] by passing Spanish explorers who observed bonfires lit by local native inhabitants.

Captain Cook’s expedition surveyed this area from 20 to 28 December 1774, and made a detailed record of their observations.  The Local Studies collection at the Hull History Centre is fortunate enough to have all THREE voyages of Captain James Cook. This includes three volumes relating to Cook’s circumnavigation of the globe [published in 1773], two volumes relating to Cook’s voyage towards the South Pole [published 1777] and three volumes relating to Cook’s voyages in the Pacific Ocean published in 1785.

The account of the observations from Tierra del Fuego can be found in Captain Cook’s Second Voyage, Volume Two.  They anchored off-shore on the 21 December and set out to explore and survey the surrounding area.  There were two shooting parties who were successful in hunting geese and shags for the crew to eat.  Captain Cook noted that:

“For that I was able to make distribution to the whole crew, which was more acceptable on account of the approaching Festival.  For, had not providence thus singularly provided for us, our Christmas cheer must have been salt beef and pork” [Image 2]

Image 2 - salt beef and pork

Christmas day found the crew partaking of their Christmas cheer – they had not experienced such fare for some time.  James Cook wrote that:

“Roast and boiled geese, goose-pie & c. was a treat little known to us; and we had yet some Madeira wine left, which was the only article in our provision that was mended by keeping.  So that our friends in England did not, perhaps, celebrate Christmas more cheerfully than we did” [Image 3]

Image 3 - Christmas Day fare

On the 27^th December, out of gratitude for the abundance of Christmas fare that his crew had enjoyed, James Cook decided to name the place where the Christmas festival was celebrated “Christmas Sound”.

“When I returned on board, I found everything got off the Shore: so that we now only wanted for a wind to put to sea.  The festival, which we celebrated at this place, occasioned my giving it the name of Christmas Sound.” [Image 4]

Image 4 - Naming of 'Christmas Sound' by Captain Cook

No matter where you in the world you are celebrating, have a happy and joyful Christmas.

Caoimhe West, Reader Assistant, Unlocking the Treasures Project

Hull and it’s Friendship Christmas Trees, the early years

Today, the Christmas Tree in Hull’s Queen Victoria Square has become a very recognisable part of our city’s Christmas celebrations. This tradition goes back to the early years after WWII, when people and cities across Europe were reaching out to build bridges and develop friendship links. Using the council minutes, additional council records within C TMM/1/27 and the Hull Daily Mail, the early years of these trees are chronicled here:- 

1949   Hull's first Friendship Christmas Tree was from Ǻlesund (Aalesund), Norway who beat Haugesund to it. The gift was arranged by the resident Norwegian Consul in Hull, Mr T.A. Gjertsen. It was only the second gift of a tree to the United Kingdom, the first being for London. The tree was erected in Queens Gardens unlike the previous year when it had been on King Edward Street, which was unavailable, as it was being redeveloped. It was switched on by 18-year-old Aase Steffenssen, the daughter of  Ǻlesund Councillor Sigurd Steffenssen. Aase was in the UK studying English in Hertfordshire at the time.

Lights switched on, from the Hull Daily Mail 24th December 1949

1950   Another Christmas Tree from Ǻlesund (Aalesund), Norway, brought over by Councillor S. Krabbe Knudsen. Again, they beat Haugesund to it. Erected in Queens Gardens and described as the Friendship Tree.

1952   Christmas Tree from Ǻlesund (Aalesund), Norway erected in Queens Gardens and only set up and switched-on on Christmas Eve, due to unforeseen delays.

1953   Christmas Tree from Sweden but purchased from Billingham Urban District Council after they had transport problems. Lights were switched on on the 18^th December.

1954   52ft Christmas Tree from Helsinki (listed as Helsingfors, the Swedish version of the name, in the council minutes), Finland, along with a Finnish woman’s national dress costume. This was worn at the presentation by the then 24-year-old English language student, Kirsti Salakoski. The tree was officially presented by the Finnish Consul, Ambrose Good and switched-on the 17^th of December. In return for the tree, Hull hoped to give Helsinki 50 white rose bushes.

Hull Daily Mail 18th December 1954

1955   Christmas Tree from Aalborg, Denmark.

1956   Christmas Tree presented by Dr V.W.D. Hale of the Britain-Norden Society and grown on the estate of Maj. P.M. Stewart in Pocklington and erected in Queens Gardens, 11^th December 1956.

1957-1958   Like 1956, there were no foreign trees in these years, but there was still a tree in Queens
Gardens in 1957 and in the flower beds at Paragon Street and Jameson Street in 1958.

1959   Christmas Tree from Haugesund, Norway. Haugesund had tried to send one back in 1949-1950 but had been beaten to it by Ǻlesund. A 30ft tree, sited at the corner of Buckingham Street and Holderness Road and lit up on the 8^th December, again by the Norwegian Consul, Mr T. A. Gjertsen, who had done the same 10 years earlier. Like 1954, in return for the tree, a few months later, Hull gave Haugesund 120 white rose bushes.

Hull Daily Mail 8th December 1959

1960   No mention of a large tree, only small ones in various parks.

1961   Christmas Tree from Haugesund, Norway. No switching on ceremony that year as the weather was too inclement. Tree sited at the corner of Paragon Street and Prospect Street.

1962   Christmas Tree from Norway mentioned. Tree at the corner of Paragon Street and King Edward Street.

1963   Christmas Tree from Haugesund, Norway. Tree at the corner of Paragon Street and King Edward Street, same site as last year.

1964   Christmas Tree from Haugesund, Norway. This was to be the last as changes in legislation brought in by Ministry of Agriculture, Food and Fisheries (MAFF) under the Plant Varieties and Seeds Act, 1964 meant a licence would be required from the Forestry Commission which was going to cause issues.
 

How did the City Council get these trees from Europe? Delivery of the first tree, in 1949, was arranged by the Honorary Consul for Norway in Hull, Thomas A. Gjertson. But a note in the council minutes in 1957 gives us a clue as to the source of some of the others, as the Area Officer of the British Council reported that he had no knowledge of any offers of trees that year. This suggests the British Council, the UK’s international organisation for cultural relations and educational opportunities, was involved in the process as well on occasions. However it was arranged, the Christmas Trees were immensely popular and as well as providing some brightness during the festive period, they perhaps captured the spirit of the times, a sense of hope after difficult years.

With thanks to Øystein Jonassen (Rogaland Municipal Archives), Juho Salonen 
(Helsinki Archives) and Andri Jonsson (Møre and Romsdal Archives) and the 
Hull Daily Mail.

Paul Leaver
Archivist/Librarian

Spencer Perceval - Prime Minister of the United Kingdom - born this day in History [1 November 1762]

The Assassination of the Prime Minister of the United Kingdom of Great Britain and Ireland, 11 May 1812

Spencer Perceval, the Prime Minister of the United Kingdom of Great Britain and Ireland, has the dubious honour of being remembered as the only British Prime Minister to die at the hands of an assassin.  He was shot and killed in the parliamentary lobby in the House of Commons on 11 May 1812 by John Bellingham. 

Panic quickly spread around parliament.  This response was understandable and searches were immediately made to ascertain if the murder was an isolated incident or the start of general rioting.

Britain, at this time, was in the throes of the Napoleonic Wars [18 May 1803-20 Nov 1812] along with the threat of war with the United States over British restrictions on US Trade [the War of 1812 -18 Jun 1812-17 Feb 1815].

On the domestic front, the general population, sick and tired of corruption in high places, had been rallying around the leadership of the wealthy and charismatic radical MP, Sir Francis Burdett. The parliamentarians were mindful that it could be a supporter of his or a second movement, The Luddites, which had spread from Nottinghamshire the previous spring.

Followers of the mythical “Ned Ludd” had engaged in a range of creative and sometimes violent protest around both machinery and individuals.  Less than two weeks before this assassination, the Luddites had murdered a Mill owner, William Horsfall, in West Yorkshire. 

Whilst many across the country were horrified about the assassination, there were celebrations in the streets in places such as Nottingham and Leeds. The Napoleonic Wars had resulted in widespread poverty and Perceval’s death was a cause for rejoicing in the worst affected parts of the country.

It quickly transpired that the assassin, John Bellingham, had worked alone although future historians have questioned this assertion.  They argue that Bellingham could have been acting on behalf of a consortium of Liverpool traders hostile to Percival’s economic policies.

Image 1 - Profile of John Bellingham from L.004SMI

John Bellingham, a merchant, shot Perceval through the heart in protest at what Bellingham saw as the unjust refusal of the government to assist him when he was wrongly imprisoned in Russia, or to award him any compensation [Image 1].  He had been arrested in Archangel in Russia for debt in 1804 and after five years in prison, he returned to England wanting justice.  He felt that he had tried every avenue open to him to no avail and the only solution he could see was to assassinate the Prime Minister.

His presence in the House of Commons Lobby that fateful day caused no suspicion as he had made several recent visits.  According to an eye witness, Bellingham could have easily evaded justice by walking quickly out into the street during the initial commotion.  Instead, he sat quietly on a bench.  When asked why he had committed the act, he replied that he was rectifying a demand for Justice on the part of the Government.

The trial of John Bellingham was extremely swift and he was found guilty on 15 May 1812 [a mere five days after the assassination] and was executed at Newgate prison three days later.  People argued that his hasty trial, judgement and execution were contrary to the principles of Justice.  Certainly his mental state should have been taken into consideration at the very least.  At his trial he was judged to be legally responsible for his actions.

Image 2 - Front leaf from L.004SMI

Amongst the Local Studies collection, we house two books on the subject - L.004 PEC – “The trial of John Bellingham for the wilful Murder of Right Hon. Spencer Perceval, 11 May 1812” and L.004 SMI “A full report of the Trials of John Bellingham”  [Image 2].  They both offer a fascinating and detail account of the trial as well as commemorating an infamous and ignominious event in British history.

Caoimhe West, Reader Assistant, Unlocking the Treasures Project

Queen Victoria's visit to Hull

 "The Queen’s visit to Hull, Friday, and Saturday, October the 13^th and 14^th, 1854, arranged, with considerable additions” by James Smith [L.9.7081]

The Local Studies collection houses four copies of this pamphlet, but one copy in particular caught my attention since it also contains memorabilia from the actual visit itself – including a General Pass ticket to the Railway Station, a dinner invitation in Honour of Her Majesty’s Visit to Hull, at the Station Hotel [image 1], and a menu [image 2]. Where a name has been completed, it is Mr Ivatts. Who he is or whether he gave the memorabilia to Mr Smith or had the copy bound with his ephemera of the visit remains a mystery. However, it was a Miss Ivatts who was responsible for receiving the Royal Guests at “The Station Hotel” and was ordered by Queen Victoria to be in attendance during her visit.  It seems probable that Mr Ivatts was a relative of this Miss Ivatts.

Image 1 - Dinner Invitation in honour of Her Majesty's visit to Hull

The booklet is evocative of the time and the author, James Smith, was obviously a fan of Queen Victoria and the Royal family –

“Royal progresses are events which form some of the most agreeable pages in the history of our country. But there are none of them which will be read of with greater pleasure by future generations than those of her present Majesty. More gorgeous may have been the state in which previous monarchs have travelled – but never in any age, or under any circumstances did crowned head receive more sincere welcome than her Majesty obtains wherever she goes.”

There may have been criticism of the cost of the visit since Smith continues:

“She comes not amongst us to impoverish our resources: but she comes to give an impulse to our trade – to make herself personally acquainted with our local position and advantages – and we feel that in doing so she is exhibiting her sense of identity of interest that exists between us.”

In the Hull City Archives, there is a file of material relating to this Royal visit to Hull which included a detailed analysis of expenses of the trip to the City of Hull [C TCRE/11/26]. This included the hiring of carriages for the Royal party along with bell ringers, illuminations, flags, triumphal arches and medals.  The total cost was calculated to be just over £4,032. Today that works out at approximately £450,000.

It is clear from the book that this Royal visit was, to some degree, a “spur of the moment” event –

“As most of our readers will be aware, the notice of her Majesty’s gracious intention to honour Hull with her presence was only received by the Mayor on Thursday, last week, so that there was little time for preparation.”

However, there had been a planned visit in the previous year which had been cancelled.

“Fortunately, however, the committee which was appointed by the council last year, on the occasion of the then anticipated visit of the Queen, to arrange all the preliminaries, was still in existence, and instantly on the receipt of Sir George Grey’s letter, the members of it were summoned and commenced work forthwith. A meeting was at once held, and various sub-committees appointed – one to superintend the works necessary to be carries out – another to attend the illuminations; a third to arrange the proceedings generally; and so on.”

The author does go into much detail on the meticulous planning that had to be undertaken throughout Hull in a very short time. The Royal party were staying at “The Station Hotel” and the minutiae of the preparations and decorations of both the Railway Station [where the party would alight] and “The Station Hotel” are noted.

Image 2 - Menu from Station Hotel Dinner

The booklet also contains copies of the addresses handed to the Royal party during their stay [seven in total] and details of the number of boys, girls and teachers by individual schools that lined the Royal procession through Hull.

The author makes much of how crowded the streets were to see the Royal party –

“You saw them gathering from every quarter in such numbers that ordinary residents in the town were almost led to wonder where they all have come from. Country cousins has come upon us like locusts”

Interestingly, Smith noted that “the annual visit of the Hull fair was postponed for a day so to enable our visitors to see the Queen.”

The Royal tour through Hull and visits to various establishments are highlighted in this volume in a colourful and descriptive manner but some of it, seen though modern days eyes, leaves a sour taste in the mouth:

“Each school bore its banner with some appropriate device. The one which struck us most as being at once in the best taste and well-conceived, was the banner borne by the workhouse children, which bore the inscription “Poor, but loyal”.

The Royal party left Hull on the Royal Yacht, “Fairy”, from the Pier in order to travel to Grimsby for her next engagement. Prior to her embarking on board, Queen Victoria chose to knight the Mayor of Hull in what appears to have been a spontaneous decision as a “thank you” for hosting such a successful Royal visit.  Thus Henry Cooper, Mayor became “Sir Henry Cooper”.

The author concluded that:

“It has been remarked that the triumphal arch at Whitefriargate Bridge, under which her Majesty passed, stood within a foot of the site of the Beverley Gate, from whence Charles I, was repulsed, What a difference! At no spot on her Majesty’s line of route did she receive warmer salutations or heartier greetings than here”

This volume harks back to a by-gone age which I suspect we may never see again.

Caoimhe West, Reader Assistant, “Unlocking the Treasure Project”

Daniel O'Connell - and "The Book of the Illustrious"

 “The Book of the Illustrious” by George Henderson, 1845 [L(SLA).326.921 WIL]

This is a wonderful volume which contains the portraits and memoirs of notable figures of the times such as Arthur Wellesley, Duke of Wellington, Sir Robert Peel and Benjamin Disraeli [image 1].  One of the other “illustrious” included in this work is William Wilberforce which explains why there is a copy in the Local Studies slavery collection.

Image 1 - Benjamin Disraeli in "The Book of the Illustrious"

However, there is another figure included in this volume that deserves acknowledgement for his part in the anti-slavery movement and that is Daniel O’Connell [image 2] known at the Liberator. His mobilisation of Catholic Ireland through to the poorest class of tenant farmer helped secure Catholic emancipation in 1829 and allowed him to take a seat in the United Kingdom Parliament to which he was twice elected.

At a time when vast English and American fortunes were being made out of the slave trade, O’Connell became one of the world’s most outspoken campaigners to abolish slavery. He was particularly concerned with the plight of the slave mothers who knew they were producing children for the slave trade.  He was a hero to the escaped slave and black writer and activist, Frederick Douglass, who met O’Connell during a speaking tour in Ireland in 1845. O’Connell never visited the United States as it was a slave-owning country. He also wouldn’t shake hands with anyone who supported slavery, including the US ambassador saying:

“I should be sorry to be contaminated by the touch of a man from those states where slavery is continued”

He was warned by critics within his own Repeal Association that this could lose financial support from America for Ireland’s cause and indeed it did.

Image 2 - Daniel O'Connell in "The Book of the Illustrious"

O’Connell was a brilliant lawyer and formidable politician. Gladstone called him the greatest popular leader the world had ever seen.  This is the man who conceived peaceful protest – his time in France during the French revolution had given him a dread of mob violence. This belief in non-violence would inspire future leaders such as Mahatma Gandhi and Nelson Mandela -

“Not for all the universe contains would I, in the struggle for what I conceive my county’s cause, consent to the effusion of a single blood, except my own”

O’Connell was the first politician to recognise the possibility and the power of popular politics where everyone could contribute.  Politicians weren’t paid, but by collecting halfpennies and pennies from thousands of people he not only found a way to finances his movement and his political career, he gave people a stake in that movement.

What’s intriguing about this book is that it appears to be a rare volume and four of the five copies that are listed for sale or in a depositary [on a “Google” search] specifically say that the pages on Daniel O’Connell are missing.

Caoimhe West, Reader Assistant, Unlocking the Treasures Project

Boreman's Three Hundred Animals

A Description of above Three Hundred Animals, Viz, Beasts, Birds, Fishes, Serpents, & Insects. With a particular Account of the Manner of Catching Whales in Greenland Extracted from the best Authors, and adapted to the use of all capacities. Illustrated with 100 Elegant Copper Plates by Thomas Boreman. Published by Bell & Bradfute and W. Creech, 1767, [L(WHA)639.281] 

This is definitely another “Unlocked Treasure” housed in the Local Studies collection.  It is unusual to say the least, that a Local Studies library would house a children’s nature book. However, it was added to the Whaling collection at some point since it contains [in the words of Boreman] “a particular Account of the Manner of Catching Whales in Greenland”.

Initially, it appears to be a charming and well-illustrated natural history guide designed for children. In his note to the reader, the publisher and probably the author, Thomas Boreman discusses that many of the books meant to introduce children to the habit of reading “tend rather to cloy than entertain them; I have thought fit to engage their attention with short descriptions of animals, and pictures fairly drawn, which last, experience shews them to be much delighted with.”

Image 1 - Unicorn from Thomas Boreman's publication

It is unusual for its time since it was one of the earliest publications designed to entertain as well as educate children. However, this book is also fascinating for a variety of reasons.  It is interesting that it not only documents real animals, but mythical creatures as well such as a unicorn [image 1] and a manticora (a monster with the body of a lion, the head of a man, porcupine’s quills, and the tail or sting of a scorpion), which is evocative of the medieval period. This is when medieval bestiaries collated descriptions and illustrations of animals, which ranged from the mundane, ordinary to the imaginary, extraordinary creatures.  In most bestiaries the description contained Christian moral lessons. The bestiary was supposed to reflect and remind the reader of the link between God and the natural world, and the superiority of humans to beasts.

Understandably, given the period, some of the illustrations of the real creatures are not entire accurate! Based on the illustrator’s imagination, inaccurate written accounts of the individual animals or the wrong interpretation of those writings.

The volume also contains many foreign creatures such as lion, tiger [image 2], leopard [image 2]and ‘rhinocerot’ [rhinoceros]. This highlights and reflects the continued interest and knowledge of the wider world through the progress of European globalization in the 18th century. Unfortunately, the artist/artists of Boreman’s book are unknown which is a shame although they derived from Buffon and other naturalists. The variety of poses, design and shading used in the illustrations emphasises the care and effort that the artist/artists took and it would be fitting to recognize their “works of art”.

Image 2 - Tiger and Leopard from Boreman's publication

Although the three hundred animals descriptions and illustrations are not entirely accurate, they represent a “snapshot” of an era when there was a quest for knowledge outside of the local and regional level was gaining momentum and paving the way for a more sustained and accurate collection of data on many different subjects such as astronomy, geology, zoology, botany and geography.

Caoimhe West, Reader Assistant, “Unlocking the Treasures” project

Paris Exhibition - visit of Hull Workmen - Part two

“Visit of Hull Workmen to the Paris Exhibition – report of the Visit” [L.331.8]

In a previous blog dated 6 May 2022, the detailed reasons for this trip were given but it was primarily as result of the local MP, Sir Henry Seymour King, funding thirty Hull workman to visit the Exposition Universelle of 1889 in August of that year.

This souvenir volume details the views, musings and observations of some of the workmen who went on this sojourn and is a delightful piece of social history from the late Victorian age [image one].

Image 1 - Acknowledgements inside Souvenir Volume

They were fortunate to spend a few days sightseeing around Paris (including a trip up the Eiffel Tower) as well as a visit to Versailles before visiting the Exhibition on the Thursday and Friday. Each account of the trip offers such insight into the individuals on the trip but the majority did agree that:

Sundays in Paris were markedly different to Hull:

“I could not believe it was Sunday; everybody working, or on pleasure; carriages driving, soldiers on horseback; shops open – everything so different to what we see in Hull, that I thought I must have been asleep a day, and got into Paris on Monday”. [G. H. Wright, Saddler]

“It seemed rather strange to Englishmen to see workmen repairing roads & c. on Sunday morning, but such was the case: and later in the day we found business going on all over – in fact, we almost lost sight of the fact it was Sunday”. [J. T. Lyel, Upholsterer] 

The remarkable cleanliness of the Parisian streets:

“Paris is such a grand and beautiful city that, if the people of Hull were to send a body of gentlemen from the Council to see the beautiful streets, boulevards, &c., how they are laid out, kept scrupulously clean, &c., I believe the money would be well spent; and as a ratepayer I would humbly suggest such a trip to your notice” [image 2]. [Henry Tiltman, Ship Draughtsman] 

Image 2 - Henry Tiltman's impressions

The French are so different to the English!:

“A curious thing to an Englishman is that, instead of driving to the left as in England, all drive to the right, and a further acquaintance with Paris proves that everything – or nearly so - is the exact reverse of what we are accustomed to. For instance, we say Smith Street, the French would say Rue de Smith; the soldiers in England wear blue trousers and red coats, the French Tommy Atkins wears a blue coat and red trousers, and very baggy trousers at that; the English people, as a rule, dwell in a house of their own, big or little, the French people live in flats: in fact, everything appears to the untravelled Englishman to be right wrong”. [John Perritt, Printer] 

“Then we saw the market where the favourite dishes of the Frenchmen are supplied – the frogs being sold similar to us selling tripe; one franc a stick; the snails being kept in tanks for the purpose. It was a laughable sight to see us clustering round the frogs, and the Frenchwomen laughing like mad at us, and thrusting the sticks of frogs under our noses” [image 3]. [G. H. Wright, Saddler] 

Image 3 - G H Wright's thoughts

“We often hear in Hull that women can talk well. There is not one that comes up to a Frenchman: they beat us all. You would think, if you saw two of them talking, they were going to fight. They chatter and move their arms and body about, and you would think it is coming to a pitched battle. After waiting to see the end you are surprised to see them shake hands and part friends: it is only their way of talking.” [G.H. Wright, Saddler]

On the Exhibition itself:

“In my own branch I found several new ideas in machinery, and a good many improvements introduced, but a lot of the improvements noted being only interesting to members of the trade, I will pass on, merely remarking that I did not notice anything which is likely to revolutionise the present system”. [John Perritt, Printer] 

“The Exhibition itself I was unable to do justice to, even confining myself somewhat to the machinery department; many exhibits I could not get more than a passing view, owing to the crowd”. [W.T. Myers, Fitter] 

“The boot and shoe leathers were of ordinary sorts, such as may be seen in any English leather warehouse – the sole leather was mostly (what is termed) branded, a kind which we in this country do not care to push”. [James Johnson, Leather Dresser] 

Mr John Newman, joiner was very taken with the newly invented machines for joinery purposes and specifically mentioned those machines made by an American firm, J.A.Fay and Company. He went on to say – “there was nothing in the French inventions (of course I am only speaking of the joinering machines) to call forth any special remark”. 

Mr C. H Green, plumber was delighted to point out that “on entering the British section the first thing that meets the visitor is a banner with arms of Hull: namely, the Three Crowns”.

Tips for the Exhibition:

“Go early; lounge about slowly; keep in the shade; sit down whenever you feel at all tired; and above everything else, don’t go without making a substantial breakfast. An empty stomach frequently brings on a headache, your temper becomes infamous in consequence and you finish up by hating the Exhibition and all it contains”. [John Perritt, Printer]

All the participants did seem to enjoy the week in Paris:

“Still I am certain that what I did see has given me enlarged ideas, and has certainly led me, as I have no doubt it has many others, to read more, and to think more about our friends across the silver streak, and done much to rub off that insular prejudice against foreigners which is so strongly marked a characteristic of all Englishmen”. [John Perritt, Printer]

“I can assure you that nothing can ever efface from my memory the sights and pleasures we enjoyed” [J T Blake, Joiner]

“I came back to the hotel with the impression that Paris was a paradise. As night I went to one of the open-air concerts in the Champs-Elysees. I thought I was in fairy land, all lit up with coloured lights in the trees.” [G H Wright, Saddler]

“I conclude by advising everyone that can make it convenient to visit Paris to do so, independent of the Exhibition; it is well worthy of a visit.” [J T Lyel, Upholsterer]

Some gave more “damning praise”:

“Also, I saw some beautiful locomotives, engines and railway carriages, which by the way, I think they ought to keep in France; for I think everyone will agree with me that their railway service is wretched” [Walter Skirrow, Brass Finisher]

“They call us a shopkeeping nation; but just now, in Paris at all events, they could give us a long start and beat us. The moment an Englishman wants to purchase, they double the price of the article”[G. H. Wright, Saddler]

They were profuse in their praise for the patronage of Sir Henry Seymour King and the town councillors. Their overall impressions of the Exhibition and Paris itself is best left to Mr. John Perritt [printer]:

“then back to Hull, and work, all the better for our trip, and feeling that, though Paris is very beautiful, and sights of the Exhibition very grand, ‘There is no place like home’.” [image 4]

Image 4 - John Perritt's "There is no place like home"

I do wonder what the wives of the workmen thought about the whole enterprise given they were left behind looking after the children. They may have seen it a great opportunity for their husbands to learn new techniques and see new skills that they could adopt themselves.  I hope that each and every one of them used their sovereign to buy a suitable gift for their wives and sweethearts left “minding the fort”!

Caoimhe West, Reader Assistant, Unlocking the Treasure Project