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A guest post by London Historians member, Martyn Cornell, first published in our members’ newsletter from July 2014.

It is doubtful that many of the hipsters drinking their craft-brewed, hoppy IPAs in rough-walled, high-ceilinged pubs in Hoxton and Hackney realise that the beers they are sipping have their historical roots not very far away, and that the very first beers to be called IPAs – India Pale Ales – were made by East London brewers.

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Abbott’s Pale Ale, circa 1850.

Pale ale as a style of drink seems to have originated as a country speciality, popular among the gentry, and according to one 18th century writer it only came to London in the reign of Queen Anne, when those same gentry began spending more time in the capital, bringing their tastes with them. The popular drink in the capital was and remained a type of well-hopped dark brown beer that would eventually develop into the style known as porter, because of its popularity with the street and river porters of London. However, some London brewers began brewing pale ales as well, and not just for the home market: there is evidence that the Fountain brewery by the Hermitage in Wapping was exporting pale ale (and stout) to the West Indies from early in the 18th century.

One point of difference between the export pale ales and those sold at home was that, in order to survive the journey overseas, the export ales had to be more heavily hopped – one third more hops was “absolutely necessary” for beer sent into a warmer climate, according to one writer in 1768 – and heavier hopping is what links those 18th century ales sent out on sailing ships to hotter climes and the sorts drunk today in craft beer bars.

Ale and beer were being exported to the East Indies as well by at least 1711, carried there in the ships of the East India Company, which had a monopoly on trade between India and Britain. The company allowed its commanders and crew to carry all sorts of goods out east to sell to Europeans settled in places such as Bombay, Madras and Calcutta, including furniture, china and, clothes, foodstuffs, wine and cider, as well as beer. A ship’s commander could make up to £12,000 a year from private business, and by 1784 it had become the usual (though illegal) practice for an East Indiaman captain to sell his command to his successor for between 4,000 and 7,000 guineas.

The East Indiamen, as the ships were called, loaded up at Blackwall, just down-river from the Isle of Dogs. Generally, it seems, and certainly by the end of the 18th century, the commanders and captains did not travel very far to buy their beer, getting it from the brewery founded in 1752 at Bow, just up the Lea, by George Hodgson. It seems it was not just Hodgson’s nearness that attracted the officers of the East Indiamen, and the way that his beers could be easily shipped down the Lea by barge, but also that he gave them lengthy credit of up to 18 months: since a round trip to India could not be done in much less than 10 months, this was very handy.

Hodgson is sometimes said to have discovered the need to heavily hop ale that was being shipped out east, but there is no evidence for this at all, and nor is there any evidence that his was the first pale ale shipped to India: he was just doing what every brewer knew needed to be done to export ale. But while other London brewers also exported beer to India, his became the best known. Although Hodgson sold porter as well as pale ale to the East Indiaman commanders, it was for pale ale that the Bow brewery became most famous, perhaps because only the soldiers and servants drank porter in India, while the officers and gentlemen drank pale ale. It even had a song written about it, “sung at many a pigstick party and race meeting in the thirties, forties and fifties”:

Who has not tasted of Hodgson’s pale beer
With its flavour the finest that hops ever gave?
It drives away sadness, it banishes fear,
And imparts a glad feeling of joy to the grave.

O! to drink it at morning, when just from our bed
We rise unrefreshed, and to breakfast sit down,
The froth-crested brimmer we raise to our head,
And in swigging off Hodgson, our sorrows we drown.

By 1813 the Bow brewery was selling 4,000 barrels of beer for export to the east. Four years later the brewery was rebuilt by Bow Bridge, 230 yards east of its original site, and where a pub called the Bombay Grab had been running since at least 1805. (The name of this now-closed pub almost certainly comes from an East India Company warship, the Bombay Grab, a three-masted armed cruiser of the Bombay Marine active in the 1780s, of which an oil painting exists in the British Museum. A “grab” was a two-masted Eastern coasting-vessel or galley, from the Arabic gurab.) The brewery was rebuilt again in 1821, at which point its owners, Frederick Hodgson and Thomas Drane, decided that they were now going to cut out the East Indiamen’s officers and ship their beer to India themselves, thus taking all the profits from the operation.

 

Bow brewery c 1928_b

The Bow Brewery, circa 1928.

Unfortunately for them, the East India Company was so angered at this attempt to reduce the income of its ships’ commanders that it invited the brewers of Burton upon Trent to turn to the India pale ale trade. Within a few years Burton brewers such as Bass and Allsopp had captured the majority of pale ale sales in India.

Curiously, all this time the name “India Pale Ale” had still not come into use. Instead it was called “Pale Ale brewed expressly for the India market”, “Pale Ale as prepared for India” and similar circumlocutions. The first known use of the term “India Pale Ale” (or to be exact, “East India Pale Ale”) comes from a newspaper in Sydney, Australia in 1829, when it appears to be referring to a beer brewed by Taylor Walker’s brewery in Limehouse. The first known use of the term India Pale Ale in Britain does not occur for another six years, in an advertisement in the Liverpool Mercury newspaper published in 1835, though this time it was for Hodgson’s “very superior” East India Pale Ale, the London brewer evidently trying to get at least some of the Liverpool shipping trade otherwise easily supplied from Burton.

The trade for India Pale Ale at home, meanwhile, appears to still have been pretty limited. But in 1839 the railway arrived in Burton upon Trent, and within a couple of years the Burton brewers began shipping increasing quantities of their IPAs around Britain by rail – in particular to London, where IPA soon became popular with the middle classes. (One visible sign of this trade can still be seen down the east side of St Pancras Station, opposite King’s Cross Station, where the attractive arch-windowed frontage was once the stores for the Burton brewer Thomas Salt, with room for 20,000 barrels.)

London’s pre-eminence as the original home of India Pale Ale had now fallen away, helped by the fact that, unfortunately, Burton well-water, saturated with gypsum, or calcium sulphate, made a much better sparkling pale ale than London water, which is better suited to dark beers. Indeed, several big London brewers, including Charrington’s of Mile End and Truman Hanbury and Buxton of Brick Lane, had opened branch breweries in Burton to supply their pubs with pale ales, which is why many old Truman’s pubs still say on their stone frontages things like “London Stout & Burton Brewed Bitters”.

Meanwhile the firm that had once been synonymous with the Indian beer market faded into obscurity. From at least 1838 the Bow brewery partnership was known as Hodgson and Abbott, after apparently merging with Edwin Abbott of the Sun brewery in Wapping. It was “Abbott (late Hodgson & Abbott) by 1843, but by 1849 Edwin Abbott & Son, Pale Ale and Stout Brewers, were in business on their own at the Bow Bridge brewery. The operation was eulogised in 1861 by the comic writer Charles Stuart Calverley, who wrote a poem called Beer that began:

O Beer! O Hodgson, Guinness, Allsopp, Bass!
Names that should be on every infant’s tongue!

though while the last three were still huge names, the Hodgsons had been completely replaced at the Bow Brewery by the Abbotts at least 18 years before the poem appeared. In 1863 the concern became the Bow Brewery Co Ltd, and in 1869 it turned into Smith, Garrett & Co. In 1927 Smith Garrett was taken over by Taylor Walker of Limehouse. The Bow brewery was eventually demolished in 1933 to make way for London County Council flats.


Martyn Cornell is a historian of beer and brewing who likes to boast that he was born on the site of the former Upper Flask pub in Hampstead. He is a member of the editorial board of Brewery History, the journal of the Brewery History Society, and a founder member of the British Guild of Beer Writers. His publications include Amber, Gold and Black, a history of the beer styles of Britain (priced outrageously on Amazon at time of writing). Also Strange Tales of Ale, more than two dozen historical anecdotes involving beer, from flying mild ale to the D-Day troops in the drop-tanks of Spitfires to history’s most notorious brewer.’

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A guest post by London Historians member David Brown. This article was first published in London Historians Members’ Newsletter from June 2014.

I live close to Belsize Park, a largely Victorian residential suburb in North London with a tube station on the Northern Line. Walk around today and it is a rather pleasant place to live and visit – but you will also find the footprint of the earlier and rather grander history of the area, based around what was the grandest house in Hampstead. The street layout today echoes the grand gardens that were visited by
Sam Pepys and John Evelyn. It’s an area really worth visiting.

The name of the area comes from the old French “Bel Assis” or beautifully situated, referring to its geographical position on Haverstock Hill with views out over the City of London. It has had a long association with Westminster Abbey who received fifty-seven acres of Hampstead land in 1317 from Sir Roger le Brabazon, who was Lord Chief Justice for King Edward II. Westminster Abbey leased the land to a stream of different landowners, and the first grand house is thought to have been built in 1496, and became the home of the Waad family (the most famous member is probably Armigell Waad who thought to have been an early visitor to North American, travelling to Newfoundland in 1536) . The house was rebuilt several times – in 1663 by Colonel Daniel O’Neil. His son Lord Wotton improved the house by adding a large park possibly employing John Tradescant the younger to do so – it certain impressed Sam Pepys who visited on 17th August 1668 reporting the gardens “too good for the house … the most noble that ever I saw, and brave Orange and Lemon trees”, although John Evelyn by contrast was unimpressed – he found the gardens ill-kept and the soil “a cold weeping clay”. The gardens also boasted lakes made from a tributary of the River Tyburn that rises in the area.

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Belsize Park on Roque’s map of 1746.

New life to the house and park came in 1704 when they were leased by entrepreneur Charles Povey. He turned the house into a public attraction, with music, dancing and gambling. The gardens were used for deer-hunting, horse racing, and even footman racing. Belsize Park became well known as a Pleasure Garden well before Ranelagh and Vauxhall Gardens opened. The Prince and Princess of Wales visited in 1721, and this stamp of approval led to huge attendances – with over 300 coaches a day visiting the gardens. The management also provided a dozen sturdy armed guards to protect visitors as they travelled between Belsize Park and London. The resort faced the same difficulties as other resorts and became known as a “scandalous and lew’d house” leading to its closure by local magistrate in the 1740s. Early maps of the area show the house and the boundary of the old house – and a painting exists showing the original estate.

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View of a House and its Estate in Belsize, Middlesex 1690, b, Jan Siberechts – Tate Britain.

The house was rebuilt in 1745 as a private house. The only Prime Minister to have the misfortune to be assassinated, Spencer Perceval lived here with his family from 1798 to 1807 – he is remembered in the modern street Perceval Avenue close to this spot. The house was rebuilt again in 1812, and survived until it was demolished in 1853. It was incidentally on the route of one of Charles Dicken’s regular walks – and he wrote about a murder that took place on Cut-Throat lane – a path that skirted the park on the east.

Today there are two small remainders of the park – an old mulberry tree in the garden on the site of the house, and a part of the brick wall of the original estate (not easily visible from the public road).

Belsize Park is famous for the rather grand houses built by builder and speculator Daniel Tidey. He started building in this area in 1856, and finally overstretched himself in 1869 when he was bankrupted. Tidey houses are large (6 to 8 bedrooms), typically semi-detached villas and were built for well-off people such as merchants, and professionals. They were built to a fairly standard design with white stucco, and many have a large bay at the back in the main reception rooms – a Tidey introduction intended to be used for the grand pianos that were become widely used in this period.

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Typical Daniel Tidey “Belsize Park” houses.

The House and Park became Belsize Square – a large rectangular space, surrounded by Tidey Houses, with the local church at the north end . The church St Peter’s Belsize Square (architects J P St Aubyn and W Mumford) was completed in 1859. The name of the church is linked to Westminster Abbey – as it provided the land. The church was largely paid for by the first Vicar – Rev Dr Francis Tremlett, who also paid for the building of a massive vicarage (now demolished) at the southern end of the Square. Tremlett is an interesting character – travelling to the US when young to preach to the poor, he met his wife who provided his money, returned to the UK to become Vicar of St Peter’s, and remained Vicar for overr over 50 years. He was quite a character, being one of the strongest supporters of the South in the US Civil War. He was a key player lobbying the government to support the South, and the vicarage became known as “The Rebel Roost” as many Confederate Officers spent time staying with him in Belsize Park – including the Admiral and Officers of the CSS Alabama when it was sunk off the coast of Cherbourg in 1864. After the war he was visited by Andrew Davis the Confederate President.

To learn more about the local area, it is very well documented, and you can read about the details in the Streets of Belsize edited by Peter Woodford and revised by Christopher Wade, Camden History Society, 2009. The area also benefits from two local history DVDs, The Belsize Story Volume 1 and Volume 2 both with commentary by Fiona Bruce, and produced by film producer David Percy.



David Brown is a historian, genealogist and London Walking Guide. David is also available to provide customised tours of many parts of London including the Belsize Park area. Camden Tour Guides Association runs regular tour guiding courses, and the next one will start in September – we welcome any historians who are interested in the London Borough of Camden, and would like to learn guiding techniques. You can find out more and apply at camdenguides.com.

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The Wandsworth Prison Museum was founded and has been run by a London Historians Member for the past 10 years. He is a serving prison officer at HMP Wandsworth. He has organised these on-site events during 2018.

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WANDSWORTH PRISON MUSEUM
2008-2018 10th Anniversary Events

20.5.18 Boardroom Talk “ The Prison & the First World War” Spies, hangings,
Conscientious Objectors, Easter Rising.

8.7.18 “The Ronnie Biggs escape” (8.7.1965) External and internal wall walk
and talk during the history tour of the escape.

8.9.18 Boardroom talk “Wandsworth’s Last hanging and the end of capital
punishment” (8.9.1961)

4.11.18 Boardroom talk “Oscar Wilde, his time at HMP Wandsworth

The above events are taking place for a maximum of 20 per event, as part of a small scale celebration of 10 years of the Wandsworth Prison Museum.

The venue for the talks is the Governor’s Boardroom inside the prison but all groups will meet initially at the Wandsworth Prison Museum at 11am. The talks and one walk will be for approximately one hour.

To book.
As the venue is inside the prison, the following is needed to make a booking:
Name, address and date of birth of each visitor. Visitors must be over the age of 18.
One booking per person, which is not transferable as there may be a waiting list should any event be over booked.
Bookings can be made by emailing: Wandsworthprisonmuseum@hmps.gsi.gov.uk or in writing at Wandsworth Prison Museum, C/O POA Office, Heathfield Road, London SW18 3HS

The above is the current agenda, other events may be added if time and resources permit

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in our time

I am a massive fan of Melvyn Bragg’s In Our Time, BBC Radio 4 most Thursdays at 9am. There are various ways you can search it, but as a service to our readers, here is a list of the London-related ones.

Aphra Behn
Annie Besant
Athelstan

Thomas Becket
Bedlam
The Black Death
The Bluestockings
The Book of Common Prayer
Boudica
Robert Boyle
Brunel
Fanny Burney

Caxton and the Printing Press
Chaucer

Mrs Dalloway
The Death of Elizabeth I
Dickens
The Domesday Book

The East India Company
Englishness
The Enlightenment in Britain

Michael Faraday
The [Great] Fire of London
Foxe’s Book of Martyrs

The Gin Craze
The Great Exhibition of 1851

William Hazlitt
Octavia Hill
Holbein at the Tudor Court
Robert Hooke

[Samuel] Johnson

London

Marlowe
Milton

The Novel

Titus Oates and His ‘Popish Plot’

The Peasants’ Revolt
Pocahontas
[Alexander] Pope
The Putney Debates

The Restoration
The Royal Society

The Scriblerus Club
Seventeenth Century Print Culture
The  South Sea Bubble
Suffragism

The Trial of Charles I
The Tudor State

Utilitarianism

Oscar Wilde
Mary Wollstonecraft


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This article first appeared in London Historians Members’ Newsletter of December 2013.
by Essie Fox

Most of us are fully aware of Queen Victoria’s terrible grief at the time of her husband’s sudden death. We know the story of John Brown, the servant on whom she came to depend. But there is one story, not so well known, regarding the Queen’s affection for an Indian Maharajah who was brought to live in England when deposed from his Punjabi throne at the end of the second Anglo-Sikh War (1848/9).

The Maharajah Duleep Singh was a handsome and glamorous prince whose life was dramatic and filled with intrigue, not to mention a sad and tragic end. He became the ruler of the Punjab when barely more than an infant. But, by the age of 11, he had been removed from his mother’s care and was held at the fort of Futteghar where, influenced by his new British ‘friends’, he converted to Christianity. After that he was brought to England and became very popular at court where Victoria and Albert encouraged the prince’s friendship with their own royal children.

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Duleep Singh, 1854, by court painter Franz Winterhalter (1805 – 73).

Also brought to England from India was what had been Duleep’s sovereign symbol: the sacred Koh-i-noor diamond, taken as ransom at the time of the Annexation of Lahore. The diamond inspired much interest when exhibited in 1851 at the Great Exhibition in Hyde Park, after which it was set as a brooch and worn by Queen Victoria. It was reduced to half its size when Prince Albert had its facets re-cut in an effort to improve the way the diamond reflected the light.

kohinoor before recuttingb

The new design for the Koh-I-Noor, and how it looked pre-cut. From the Illustrated London News.

It was in the White Room at Buckingham Palace where Duleep and his diamond became reunited – a poignant and symbolic scene when Victoria commissioned Winterhalter, her favourite portrait artist, to make a likeness of the prince in an exotic, idealised work that remains in the Royal Collection today.

One day, while Duleep was posing in his Sikh ceremonial robes the Queen appeared in the White Room too, instructing the prince to close his eyes and hold out his hands – into which she then placed the Koh-i-noor.

No doubt she was only testing the maharajah’s loyalty. And although he had the good sense to hand the stone back into her palms, Duleep admitted to intimates that he had been insulted and was more than tempted to throw the stone out of an open window. He called the Queen Mrs Fagin – the handler of stolen property. He would also have been very much aware of the ancient curse upon the stone – which was that any man who held it would see his line disappear from the light.

Duleep’s line did indeed disappear. He married and had several children, but no grandchildren. And then, in his middle years, when Duleep became disaffected, often asking for the diamond’s return, it could have been that he believed in another well-known prophecy: if the stone was returned to its homeland all foreign invaders would be cast out.

Fearing another Mutiny should Duleep attempt to reclaim his throne, Victoria’s advisors would never consent to giving the diamond back to him. They had the prince followed by British spies and eventually he was exposed as consorting with various dissidents, mainly those Russians and Irishmen with whom he had been making plans to march an army on the Punjab by route of Russia and Afghanistan. Duleep was exiled from England as well as India. He was forced to live out the rest of his life on the European continent, where he died at the age of 55 in a shabby Parisian hotel – but not before Victoria secretly met with pardoned him, and after which she brought her beautiful boy back to be buried in England – despite the maharajah’s wish for his remains to return to his native India.

So, Duleep’s life appeared to be cursed. But Victoria, who still possessed the stone, may well have received its blessings, with the diamond linked to a prophecy that any woman who owned it would then go on to rule the world. She did command an Empire, and became the Empress of India.


Essie Fox’s novel, The Goddess And The Thief features the Maharajah Duleep Singh and the myths surrounding the Koh-i-noor. Her Victorian debut, The Somnambulist, was selected for the Channel 4 Bookclub, and was nominated for the National Book Awards. Her latest book, The Last Days of Leda Grey features the Edwardian world of moving film and was selected as Historical Book of the Month by The Times. It was published in paperback on November 16 2017. Essie blogs as The Virtual Victorian, and her author website has many more details of her novels, with reviews, articles, and upcoming events: www.essiefox.com

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A guest post by LH Member Roger Williams. 

Review:  The History of the Port of London — the Vast Emporium of All Nations
By Peter Stone

51FqDHqHplL._SX332_BO1,204,203,200_It is flattering when a publisher asks out of the blue if you would care to write a book. That’s what happened to London Historian member Peter Stone, when his posts about the city on his The History of London website caught the eye of Pen & Sword History Press.

The subject he chose was the port of London because, he says, as a Londoner born in the East End, he wanted to know more about it, and there were few comprehensive books on the subject. The result is The History of the Port of London — the Vast Emporium of All Nations, a 250-page book with 16 photographs, half a dozen prints and a dozen clear, specially-drawn maps that tell the story of the port from Roman Londinium to DP World London Gateway.

Medieval London is particularly well researched. This was a time when wine was the biggest import, and the Vintners Company established a 400-year monopoly. Trade was wrapped up in rules and regulations, even stipulating where foreigners could stay ashore. In the early 12th Century crews of foreign ships, when approaching London Bridge, we learn, were required to sing the Kirie Eleison to show they were not pagan pirates.

Elizabethan times saw a great expansion is shipping. Legal quays were established along the City’s foreshore, which held a monopoly on the landing of imports for 250 years. Suffrance wharfs on the south bank were later added to handle the increased volume of cargo brought mainly by charter companies like the East India Company that held monopolies on trade in great swathes of the world.

The first wet dock was in Rotherhithe. Howland Wet Dock was initially designed to shelter ships en route to London, but it also served the whaling fleets, whose messy business was kept away from the city. By 1800 an estimated 8,500 vessels could be seen between six miles below London Bridge and two miles above it. Import and export docks were sorely needed and they developed with great rapidity –– London, West India, East India, St Katharine’s, the Surrey Docks complex and the Royal Docks. An aerial photograph from 1957 shows their enormous extent.

With quotations from Pepys to Millicent Rose, the book is good on social history, on the lives of all those involved in the docks that by 1900 supported 20,000 full-time jobs and half as many casual ones. Ben Tillett, the unions and the everyday lives of dock workers are evoked, and the role of the Port of London Authority fully explained. There is the development of the villages from the City to the Isle of Dogs, from the time when Stepney was a village with a dock at Ratcliffe to today, when everything has slipped way down the river. But Tilbury, it is heartening to read, is still active, exporting engines from Ford at a rate of two vessels a day and importing a quarter of a million vehicles a year. Petroleum, steel, timber and sugar are still important imports, while DP World London Gateway, which covers an area twice the size of the City of London, can handle the largest vessels in the world,

The story of London’s ports is the story of the city, and, with a final chapter that looks to the future, Peter Stone has given the port of London a fulsome and highly readable biography.


The History of the Port of London — the Vast Emporium of All Nations
by Peter Stone is published by Pen & Sword History with a cover price of £19.99.


Review by Roger Williams. His latest book is ‘Whitebait and the Thames Fisheries’, Bristol Book Publishing, £7

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A guest post by LH Member Suzie Grogan. This article first appeared in London Historians Members’ Newsletter from November 2013.

Before 1914, the idea that war could be waged in the air was beyond the imagination of most British people. The creative minds of authors such as H G Wells had foreseen the destructive possibilities of air power, but in Britain those leading the country into war were still pursuing a strategy that focused solely on the soil of foreign parts. The violation of British airspace and the realisation that both combatants and civilians were vulnerable to attack was to shake national certainties and individual security, leaving both traumatised beyond the Armistice and into the years up to the Second World War. From the early Zeppelin raids of 1914 to the end of the war in 1918, the British population was literally terrorised from the air.

By the end of 1916 the German Air Force accepted that the Zeppelin airships used in the air raids launched from 1914 to 1916 had caused more wonder than panic, even though lives had been lost and the towns and cities attacked were shaken. So in the spring of 1917 a new approach was adopted. The ‘England Squadron’ was formed with a key aim: to destroy the morale of the British people. The development of the Gotha IV heavy bomber allowed German pilots of fly at higher altitudes than British fighter planes while their huge payload offered the opportunity to wreak much greater devastation than the airships.

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In Germany, the morning of 13th June 1917 dawned bright and clear and the crews of twenty-two Gotha aircraft were ordered to take off and fly the routes allocated to them. The target was London and the raid that day was to prove one of the most cataclysmic of the First War.

A few of the original formation of planes dropped away as technical problems – always a challenge for pilots and crew – forced them to turn back. Pushing onwards, Squadron Commander Hauptmann Ernst Brandenburg signalled the turn to the south-west; a diversionary party wheeled away to attack the Kent coast and seventeen Gothas were left to set course for London.

Coming in over the burgeoning north London suburbs, Brandenburg took the formation southwards towards the City. By now, those looking into the clear skies over the capital would have experienced the first unwelcome thrill of fear and not a little curiosity. Britain’s civilians were still, at this point, largely unprotected and few warnings were given of the approach of the planes, which were able to fly in unchallenged by British forces. People would stare up in wonder as the engines became audible. Many spoke of their ‘awe’ at the spectacle of the planes in formation, perhaps confusing their nationality until the bombs began to fall. Observers described the planes variously as ‘insects’ ‘snowflakes’ ‘swanlike’ or as ‘little silver birds’; all phrases that belied the havoc and destruction shortly to be wreaked in the roads around them.

Anti-aircraft guns were heard pumping a constant barrage of shells towards the formation, but were only able to cloud the air and momentarily distract the pilots who dodged the hail of explosives leaving them to fall to earth causing damage, injury and death by ‘friendly fire’.

The first bombs were unleashed from the huge planes over East Ham, killing four and wounding thirteen. Then Stratford and Stoke Newington were targets, the only warnings a policeman’s whistle and a cry of ‘take cover!’ Houses, schools, shops and factories were hit, as were the Royal Albert Docks. Flames engulfed buildings before rescues could be effected and the screams and cries of the dying and their loved ones mingled with the death throes of the many horses caught in the blast.

A key target that day was Liverpool Street Station, which the bombers reached at 11.40am. In just two minutes seventy-two bombs were dropped, most in the streets surrounding the station itself which received a direct hit by just three. However, accounts liken the scene as the Gothas passed overhead to a ‘battlefield’. Buildings collapsed; a terrified population scattered in every direction to seek shelter; horses lay dead in numbers, many atop their drivers; shrapnel decapitated some and mortally wounded others who couldn’t find safety. Where customers had been a minute before buying provisions, shops were reduced to rubble and glass with their owners and errand boys among the dead. A caretaker’s wife was beheaded as she worked in the attic of a nearby house. A bus received a direct hit, which shot over the head of the driver, travelling through the floor and bursting beneath the conductor, blowing him to pieces while throwing passengers forward, injuring and killing many. The driver, in his dazed state thought he had run someone over; only a girl of about nine survived; she was found sitting on the remains of the floor crying. The lower parts of both her legs were missing.

As the planes disappeared, Londoners were left to assess and clear the wreckage while tending the injured and dying. Ambulances and Red Cross vehicles took away the casualties. The poet Siegfried Sassoon stood on Liverpool Street Station concourse that day, and seeing an old man wheeled away dead on a porter’s barrow, women covered in blood, and occupied train carriages literally flattened to the tracks, he wrote in his ‘Memoirs of an Infantry Officer’:
“In a trench one was acclimatized to the notion of being exterminated and there was a sense of organised retaliation. But here one was helpless; an invisible enemy sent destruction spinning down from a fine weather sky…’

Bombs continued to fall as the Gothas headed towards Bermondsey, killing three on the roof of Pink’s Jam Factory. In Southwark the British and Benington Tea Co. lost three members of staff and saw others seriously injured as the basement strongroom, in which many had sought shelter, collapsed, burying staff in the rubble.

But the greatest outcry was reserved for the next atrocity. The Gothas regrouped and headed east for the Thames where they released their remaining bombs over the densely populated and poverty stricken Poplar and the East India Dock Road. Here stood the Upper North Street School.

Of the six hundred pupils on the roll, most were from poor families, struggling to feed and clothe their children properly. Just before lunch, a fifty kilogram bomb struck the roof of the school. Sixteen children were killed instantly, two died later from their injuries and thirty were seriously injured. All but two were aged five or under. Teachers heroically got children out of the building; panicked mothers searched for their young ones. It was a scene that shocked the nation.

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A week later, one of the biggest funerals in London was held for those that died that day and in June 1919 a memorial was unveiled in Poplar Recreation Ground, bearing the names of the eighteen pupils that were killed on that first daylight air-raid on London.

Squadron Commander Brandenburg had led his Gotha crews over the British Isles for just ninety minutes, dropping four tons of bombs, killing one hundred and sixty two men, women and children and injuring four hundred and thirty two more. British aircraft had tried but failed to shoot down any of the German planes and would struggle to find a way to oppose them even to the day the Armistice was signed.


Suzie Grogan’s new book Death Disease and Dissection: The working life of a surgeon-apothecary 1750-1850 was published by Pen and Sword Books in October 2017.

Her web site.

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