National Museums Liverpool Blog - merseyside maritime museum

You may well have seen that the Tall Ships visited Liverpool over the weekend. I paid a visit to Wellington Dock on Friday evening while there was still room to swing a cat, but missed the Parade of Sail on Monday as I was here in work (boo!) Luckily (and lucky) other staff saw it though and took plenty of fab snaps. There's a selection on our flickr page (the slide show is here), taken from the old pilot's platform at the Pilotage on Liverpool's waterfront, including this one of a helicopter over the Brazilian entry with Cammell Laird's in the background.

My colourful new paperback Mersey Maritime Tales – True Stories of Shipwrecks, Heroism

and Human Endeavour is out now price just £3.99. Although I say it myself, it’s a great read with amazing stories packed with all sorts of entertaining and inspiring things.

It’s available at Merseyside Maritime Museum as well as newsagents and bookshops in the Liverpool and north Wales areas. In addition you can order it through www.merseyshop.com or by calling 0845 143 0001 (plus £1.50 P&P UK).

Here’s an extract from my Foreword to the 92-page book containing 40 Tales plus a cargo of Did You Know facts and figures:

People tell me: ‘You are clever, knowing all those stories with so many dates and facts’. However, the Tales owe their existence to the outstanding displays at Merseyside Maritime Museum.

There is an amazing array of exhibits which prove a constant inspiration to me. The museum houses some of the finest ship models as well as the rarest historical objects. For example, the 20 ft long original builder’s model of the Titanic is probably the most popular single exhibit among the many thousands of objects on display.

Next to it in the Titanic, Lusitania and the Forgotten Empress gallery is an apron worn by a passenger, possibly the only item of clothing worn on the night of the disaster in a public collection.

This gallery alone has inspired several Tales, the Titanic story continues to fascinate succeeding generations of visitors.

I have to confess there is a trick in writing the Tales. I write four at a time and the drafts are checked for factual errors by Merseyside Maritime Museum curators and other staff. The Tales are done as part of my job as press officer for National Museums Liverpool.

I was a newspaper reporter for many years and am a proficient writer in Pitman’s shorthand. I can write down large amounts of information in a relatively short time using those peculiar phonetic symbols and short-forms. This particular skill is very handy in preparing the Tales. Sometimes I have an idea in my head before I make my monthly visit to the museum to do Tales research. More often than not it is quick flashes of inspiration which will see the birth of a Tale.

Many of the Tales involve my own research and in this area the Internet has opened whole new areas to countless people, myself included.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

As regular readers of this blog will know, I like my food – good traditional English grub boiled, grilled, roasted or fried. If there’s one thing that puts me off it’s tainted food: the awful aroma and taste of the processed ready-meal or tinned scouse, to name just two.

German propaganda films of the Second World War depict the crews of U-boat submarines as swashbuckling marauders trawling the vast oceans for enemy ships to attack and destroy. In reality, the lives of the 40,000 men who served in the U-boat fleet bore little relation to this glamorous image which their activities inspired in the German public mind. The U-boats were cramped, smelly, unhygienic and also almost unbearably claustrophobic.

A typical U-boat bow (front) compartment measuring just 12 feet across, housed some 25 men, several 22 ft torpedoes and equipment. Each bunk bed was used by two or three people on a shift system.

The diet of U-boat crews was mainly tinned food. But, fresh or tinned, it always “tasted of U-boat – diesel oil with a flavour of mould,” according to Heinz Schaeffer, commander of U977.

A German war photographer on board U96 in 1941 wrote: “The heat. The stench of oil.  Lead in my skull from the engine fumes. I feel like Jonah inside some huge shellfish sheathed in armour.”

Included in the Merseyside Maritime Museum’s Battle of the Atlantic gallery is an exhibition model of the notorious U99 (shown here) which sank 40 British and Allied merchant ships (about 250,000 tons) in under nine months’ active service from July 1940. She was under the command of Otto Kretschmer, one of Germany’s most successful U-boat aces. U99’s luck, however, ran out on 17 March 1941 when she was sunk south west of the Faroe Islands between Iceland and north Scotland by the destroyer HMS Walker. Kretschmer and most of the crew were rescued and became prisoners-of-war.

U-boat medals on display include an Iron Cross second class 1939-45, which was awarded to large numbers of U-boat men, and a U-boat patrol badge. 

Towards the end of 1940 Admiral Karl Donitz, Officer Commanding U-boats, introduced the wolf pack system of using several U-boats to attack a convoy at night on the surface. A detailed model shows a wolf pack gathering beneath the waves for a surface attack on an Allied convoy in the north Atlantic at night.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

I have been up the towers of Liverpool’s Liver Building several times to witness the breathtaking views across land and sea. Recently I learnt that this world-famous edifice once housed offices and personnel vital to the convoy system in the Second World War.

Liverpool was the most important convoy port in Britain during the war when groups of merchant ships, escorted by the Royal Navy, maintained a lifeline of supplies across the Atlantic. The Royal Navy was desperately short of ships suitable for convoy escort work at the outbreak of war. All it had were 24 old destroyers, a handful of sloops and a few anti-submarine trawlers.

In September 1940, 50 old American destroyers were transferred to the Royal Navy in return for the use of British naval and air bases in the western Atlantic. Despite this, that winter there were only enough escorts to provide two for each convoy. The Admiralty had to draft in 70 trawlers from the fishing fleets. The original convoys consisted of between 30 and 40 merchant ships sailing in lines or columns. In the later war years, the convoys became much larger, often exceeding 70 ships.

Most ocean-going ships travelled to and from Britain via her western coastal waters. From October 1939, defence of these waters came under the naval operational control of Western Approaches Command based in Plymouth. This HQ was moved to Liverpool, the most central west coast port, in February 1941. It developed into a vast organisation responsible for the day-to-day direction of Britain’s entire north Atlantic campaign.

In Liverpool the Naval Control Service Officer (NCSO) was based on the first floor of the Royal Liver Building at the Pier Head. This officer was responsible for the routing of ships individually or in convoy.

Displays at the Merseyside Maritime Museum’s Battle of the Atlantic gallery include a photo of a July 1941 convoy pre-sailing conference in the Liver Building (shown here). These meetings were also attended by ships’ masters and their chief engineers, the convoy commodore and representatives of the sea and air escorts.

Also on display are remarkably-detailed coloured sketches showing some of the ships which made up convoys.These drawings are believed to have been begun during the convoys themselves by the commodore, Rear Admiral Hugh Hext Rogers. He probably completed them soon afterwards. They show side views of the ships with each one named.

Next week we look at life on board the U-boats which hounded the convoys.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

With eyes bulging and sweat pouring down their faces, submariners crouch fearfully as depth charges explode around them. The sub lurches and shudders, then – in a foaming, noisy climax - water comes pouring in.

This is the popular cinema and TV view of depth charges doing their deadly work against unseen enemies. I find such scenes gripping and unsettling in their intensity – particularly because I hate confined, crowded spaces.

Until 1942 the depth charge was the only weapon that could be used against a submerged submarine. It consisted of a steel drum filled with 200 lbs (90 kilos) of high explosive set to detonate at different depths of water.

In 1939 the standard equipment for small warships was a trap from which charges were rolled over the stern and two mortars, or throwers, which fired them 120 ft on either beam (side of the ship). Soon more traps and throwers were added. Depth charges were dropped in various patterns to give the best chances of success. Eventually heavy weights were fixed to half the charges, causing them to sink faster and explode deeper.

The Battle of the Atlantic gallery at Merseyside Maritime Museum includes a coloured diagram showing a cross section of a Mark VII depth charge. It worked on the principle that water pressure increased with water depth. The depth at which the charge exploded was controlled by an adjustable inlet valve at one end. After filling a bellows chamber, the water drove the detonator against the primer causing it to explode and set off the main charge.

A exploding depth charge could destroy a U-boat 25 ft away and damage one at a distance of 50 ft. Even explosions that didn’t hit their targets could cause trauma, similar to shell shock, among U-boat crews.

Depth charges were used in conjunction with ASDIC, later known as sonar, which had been fitted in many of the Royal Navy’s smaller warships in 1939. It was a secret apparatus for locating submerged submarines using sound waves. The device consisted of an electronic sound transmitter and receiver, housed in a metal dome beneath the ship’s hull, near the bow. The gallery has a life-sized reconstruction of an ASDIC hut on a British destroyer at the start of the war.  It features original equipment and a recording of the pinging sounds that bounced back when the sound waves hit a submarine.

After 1942, new weapons such as the forward-throwing Hedgehog and Squid anti-submarine mortars were introduced against U-boats.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Seafarers from all over the world were a familiar sight on the streets of Liverpool and I always enjoyed watching the different personalities and characters. Some would head for local markets while others would congregate around the dock road area. It was the advent of container ships which concentrated activity at the Freeport and changed this way of life for mariners for ever.

Porters who handled luggage from the liners at the Prince’s Stage wore uniforms. The mix was further enhanced when a Royal Navy warship docked and the crew were ‘on the town’ in their bellbottom trousers and broad collars.

The worldwide success of British steamships in Victorian times greatly boosted seafaring jobs in the UK. It also provided most seafarers with greater continuity of work because steamships, unlike sailing vessels, could undertake reliable, scheduled services between ports.

This led to greater job security and company loyalty among mariners. Despite this, by the 1890s ship owners were finding it increasingly difficult – because of the low wages and poor conditions afloat – to staff their ships with good-quality British ratings. They therefore began to employ growing numbers of foreign seafarers on their ocean-going ships. From 1890, the Brocklebank shipping company hired lascars from Singapore and Malaya as deck, engine room and saloon crews. Chinese crews were a feature of the Blue Funnel Line.

At Merseyside Maritime Museum there are displays about the working lives of seafarers. A lascar crew is pictured on the Brocklebank ship Pindari in 1891.

Kroo deckhands from Freetown, Sierra Leone, are pictured on the Palm Line’s Kamasi Palm in 1954. Krooboys, as they were called, were employed to handle cargo between coastal ports in West Africa. A Chinese certificate of merit was awarded to Chinese crew members by Blue Funnel during the Second World War.

The spectacular growth in the number and size of passenger steamers in the late 19th century created thousands of new seafaring jobs. These ranged from engine room staff to stewards, stewardesses and other hotel-style staff providing services for passengers.

Photographs on display include this one showing stewardesses in starched aprons and caps pictured on White Star Line’s Teutonic in 1889.

Three women who worked as a hairdresser, shop assistant and stenographer are seen on the Empress of France in 1956.

A fascinating model depicts the No 3 boiler room on the Aquitania of 1913. A total of 304 firemen, trimmers and greasers worked in the four boiler rooms on this luxury liner.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

I spend a lot of time at the Merseyside Maritime Museum, Albert Dock, in the course of my work but only recently discovered the dock’s role in the Second World War as a corvette base.

Winston Churchill, First Lord of the Admiralty, at the outbreak of war ordered the building of corvettes – lightly armed warships to escort vital supply convoys crossing the Atlantic. These corvettes – named after flowers – were based on whale catchers and were small and cheap to build.  First coming into service in April 1940, they bore the brunt of British and Canadian naval escort work in the Battle of the Atlantic. Nearly 300 corvettes were built and they sank 38 U-boat submarines with the loss of just 25 of their own number.

Liverpool-born Nicholas Monsarrat, author of best-selling 1951 novel The Cruel Sea, served as a young Lieutenant in the Royal Navy Volunteer Reserve (RNVR) on the Liverpool-based corvette HMS Campanula. He used his memories from this period as material for The Cruel Sea and his wartime book HM Corvette (1942). In The Cruel Sea he described how the crew of a corvette “looked as if they had been through a tidal wave, emerging in tatters at the end of it” after 22 days at sea.

The RNVR - 6,000-strong in 1939 – was the Royal Navy’s second line of reserves. Unlike the Royal Navy Reserve (RNR), it consisted of volunteers with no professional sea experience or training who learnt their new roles remarkably quickly.

At Merseyside Maritime Museum there is a display featuring Nicholas Monsarrat’s wartime medals, both full-sized and miniature groups. A photograph shows Monsarrat, wearing a duffle coat and holding binoculars, on the bridge of the Campanula based at the Albert Dock.

In command of Campanula at this time was Lt Commander Richard Case RNR. Born and educated in Liverpool, Case was a professional sea officer with Coast Lines before the war. After serving on Campanula, he took charge of the Londonderry-based frigate Rother which he guided safely through some of the fiercest convoy battles of the war. On display are his steel helmet and woollen mittens which evoke those critical days on Atlantic and Arctic escort duties.

There is a 1:96 scale waterline model of one of the corvettes which did not come back. HMS Picotee (shown here), based in Greenock, was torpedoed and sunk by the U-568 while escorting a convoy off southern Ireland. More than 60 crew were lost.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

 

There's just a few days left to submit your application for one of the 10 Creative Apprenticeships on offer. A number of Merseyside-based cultural organisations, including National Museums Liverpool, are involved in a project to foster emerging talent and give young hopefuls a solid grounding in the arts and culture industry.

By the end of the year-long apprenticeship you'll have earned a Level 2 Certificate in Creative and Cultural Practice, and a Level 2 National Award in Community Arts Management, but perhaps more importantly you'll have developed the skills and contacts you'll need for a career in the industry.

More details are available on the Creative Partnerships Liverpool website.

Hello there

As usual I have had a very interesting and varied past couple of weeks. I attended the 'Closing of the Slave Trades: Transatlantic Perspectives' conference at Queens University, Belfast, Northern Ireland , co-sponsored by the Gilder Lehrman Center for the Study of Slavery, Resistance, and Abolition at Yale University. It was attended by museum professionals, public historians, and scholars from a variety of disciplines and institutions.  My talk focused on Phase 2 of the International Slavery Museum and the opening of the Research and Resource centre.

Even though Belfast City Centre is like many other lively European capital cities, with its grand historic buildings and trendy high street shops it is still a deeply divided city in many respects. This was highlighted when we went on a taxi tour of some of the political murals near the Falls Road, which is a largely nationalist and Catholic area. One of the murals depicted the great African American abolitionist Frederick Douglass. I, like many people from the UK, was brought up on news of the ‘Troubles’ and was happy to see the Northern Ireland peace process progress. But the remembrance gardens, the tone of the murals and most shocking for me, the imposing corrugated iron wall, often called the Peace Line, that divides large swathes of Protestant and Catholic Belfast shows there is still a long way to go before the city is free from sectarianism and intolerance.

There is also a big link, in fact a Titanic one (I could not resist!), between Belfast and Liverpool.  The Titanic was built at Harland & Wolff shipyard in Belfast and even though she never berthed at Liverpool she was owned by White Star Line of Liverpool. Visit the Titanic, Lusitania and the Forgotten Empress gallery at the Merseyside Maritime Museum for more information.

Another important aspect of my job is that of supporting local organizations in various campaigns against forms of injustice, inequality and indeed intolerance.  Along with a colleague I attended the Anthony Walker Foundation Festival 2008 event at Hope University. The International Slavery Museum had a stand there with information about the museum.  It was a lively and indeed poignant event. I watched a number of rappers perform very loud (do I sound old?) but meaningful performances. The aim of the event was to bring young people together from all backgrounds and to focus on positive messages. I only have the utmost respect for the Walker family, who out of the tragic loss of a son and brother has managed to start a movement which promotes togetherness rather than division.  Truly admirable.

Watch this space.

Claire Olson summarises National Volunteers Week, and thanks all the willing souls who help out here.

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Last week the Volunteers Team were out and about at different venues and events in the North West promoting volunteering opportunities at NML.

During the week we met with lots of people who are keen ‘volunteers in the making’ and eager to find out more. We also received lots of positive feedback about our museums, with many families telling us how much they enjoyed visiting! We also welcomed the launch of Mersey v’s; our new Young Persons' Steering Group, who will be championing volunteering across NML.

National Volunteers Week may only come once a year, but we would like to take this opportunity to thank our volunteers for all their support and hard work throughout the whole year – their positive involvement is much appreciated – as acknowledged by our director, Dr David Fleming:

“I have nothing but praise for volunteers, who devote their own time to helping make museums more popular and accessible. Volunteer effort is often overlooked, but without volunteers most museums would provide an immeasurably poorer public service.”

If you wish to find out more about becoming a volunteer at NML please contact the Volunteer Team on 0151 478 4775 or volunteerenquiries@liverpoolmuseums.org.uk and keep an eye on the blog for more volunteer updates coming soon!

Few things can rival the bliss of enjoying a pint of tea first thing in the morning – real tea, not tea bags, so you get the full taste of the brew.

The recent disastrous fire which badly damaged the legendary Cutty Sark has highlighted the role played by tea clippers in maritime history.

Designed to carry China tea quickly and efficiently, the glamorous era of these fast, slender sailing ships only lasted between 1850 and 1870 but the clippers left an indelible mark on the history of seafaring.

Pioneered by the Americans, the first true clipper was the Rainbow launched in 1845. She completed the journey from New York to Canton in 102 days – clipping more than two weeks off the previous record for that trip.

This may have been how the ships got their name although the word clipper was originally applied to a fast horse, so this may have been the origin.

American and British ships competed to be fastest in the tea trade and this is how international races started from 1852 when British Challenger beat the US clipper Challenge.

New ports opening in China to feed the tea trade fuelled the races. A winning ship’s cargo of tea could earn a premium of sixpence (two and a half pence) per pound weight.

The most famous clipper race was in 1866 when 10 clippers set out for London from Foochow. They were so equally matched that they were often in sight of each other as they sped across the Indian Ocean, around the Cape of Good Hope and north across the Atlantic.

The race was declared a dead heat between Taeping and Ariel – one of the most famous clippers - which both came into the Thames estuary neck-and-neck.

At Merseyside Maritime Museum there is a superb model of a typical tea clipper from about 1865, showing the cross section of the hull. The 1:48 scale model depicts a 186 ft-long three-masted wooden ship, with metal fastenings, similar in size and construction to the Ariel built in Greenock.

By the 1860s iron was increasingly being used to strengthen wooden ships so that they could be built to greater lengths.

There is a painting of the Maiden Queen by an unknown Chinese artist. Owned by T & J Brocklebank and employed in the tea trade, she is shown off the coast of China.

A number of Chinese artists worked in Far Eastern ports producing ship portraits for European captains.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

The eagle eyed amongst you may have noticed that there wasn't a May Name That Object competition. We were rather busy with the redesign for the main site (check it out if you've not already) and it kind of took a back seat.

Anyway, June's is now up with the first clue available here. As ever you need to figure out which object from our collections (and our website) the detail is from and email us the answer using the contact link on the competition page. There's a new clue every day this week.

We've had lots of enquiries from people wanting to buy the Art In The Age of Steam exhibition catalogue so that's this month's prize. Good luck.

I was taken aback recently to learn that one of my relatives still has a teddy at the age of 19. He takes comfort having it near as have countless other people – including our own royal family. However, it didn’t appeal to me after the age of about three.

Countless thousands of children have travelled on passenger ships but very little has been recorded about their experiences unless by adults.

At Merseyside Maritime Museum there is a collection of material linked to a young girl who sailed across the Atlantic with her mother and brother during the First World War. She was Nancy Mildon, aged eight, who sailed on the Cunard liner Alaunia from New York to Plymouth in July 1916. Nancy and her family were returning to England after spending six years in Canada. The crossing was frightening because of the threat of attacks by German U-boats.

Nancy had her toy lion Fido to hug for comfort during the voyage. She called him Fido because at first she thought he was a toy dog. Nancy (later Mrs Hall) kept Fido until she was almost 90 years old, when she gave him to the museum. During the voyage, Nancy was upset when her mother lent Fido to passenger Ruth Merrington who wrote an ode starting:

A British lion watch do keep
O’er a little bunk
Where I tried to sleep.
He rolled his eyes and he wagged his tail
When spooky sounds my cheek did pale.

Family photos (including this one) record Nancy on the voyage – one with her sailor-suited brother and other child passengers and crew members.

From an earlier era is The Big Ship (Great Eastern) Alphabet. The front cover shows Isambard Kingdom Brunel’s huge ship with its churning paddle wheels. Other illustrations on display show a children’s race on board the Andes in the 1930s. There are two from the 1950s - playroom on a passenger liner and bedtime stories on the Ivernia.

Many souvenirs could be bought - one is a “take to pieces” model of the Queen Mary dating from 1936.

A sailor boy doll dressed in bell-bottomed trousers wears a cap carrying the name Lancastria. This pre-war souvenir is a poignant reminder that many children were among up to 5,000 people who died when the liner was sunk by the Germans off France, in June 1940. It was the worst-ever loss of life on a British ship. 

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Sea air gives me an appetite and it has to be really rough to put me off my food. I fondly remember the old Isle of Man ferry which always sounded the dinner gong immediately after casting off from Douglas, so there were no excuses for wavering.

The welcome return of cruise liners to Liverpool’s waterfront puts into focus Britain’s historical association with sea travel as the world’s greatest maritime nation. As an island, Britain has always depended heavily on sea travel. Until the invention of aircraft, for example, everyone travelling to and from Britain had to do so by ship.

Until the late 19th century sea travel was often unpleasant and hazardous. It was usually undertaken only when absolutely necessary.

At the Merseyside Maritime Museum there is a hilarious coloured engraving of 1818 by G Humphrey called “An interesting scene on board an East Indiaman showing the effects of a heavy lurch after dinner”. Passengers on board a sailing ship attempt to eat at a table as the ship lurches from side to side, scattering food and drink.

Few sailing ships had more than the most basic facilities for passengers, who were largely left to fend for themselves. Early steam ships were usually able to provide reliable, scheduled services regardless of the weather. By the end of the 19th century the age of the floating palaces had arrived, providing comfortable accommodation for passengers.

Although today competing with aircraft and Channel Tunnel trains, ships still carry millions of people to and from Britain every year. Ferries can compete with aircraft because they carry large numbers of road vehicles as well as foot passengers. They can also compete with Channel Tunnel trains because they transport more vehicles and people to a wider range of destinations. Roll-on, roll-off car ferries were widely introduced on routes to and from Britain in the mid-1960s.

In the past holiday cruises were often seen as being for the very old or very wealthy. In recent years, however, they have become less expensive and they are experiencing a boom. People of all ages enjoy cruising because the ships provide the facilities of floating hotels and holiday resorts while moving from place to place. Among the other attractions are sunshine, fresh sea air, excellent food and exotic locations.

Other exhibits include a publicity model of the passenger / vehicle ferry Stena Hengist dating from about 1990. She was operated by Stena Sealink Ltd on the English Channel routes between 1990 and 1993.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

My late uncle Alfred Guy would tell stories of armies of rats moving between ships and warehouses when he served as a policeman at Liverpool’s docks in the 1930s. It was always in the dead of night when the vermin surged past him looking for holds full of grain or piles of food-filled sacks.

Seafarers have always dreaded illness and disease breaking out on board ship and in the past scourges like scurvy could decimate crews made vulnerable by poor food. Vessels were infested with vermin such as rats and cockroaches which could bring infections that spread like wildfire in the days before immunisation and antibiotics. There were tales of derelicts – ships found drifting months and even years after all the crew members had died from disease.

Before the Second World War mariners were particularly vulnerable to illness. This was due largely to their unhealthy diet and bad conditions on board. Other reasons were the poor health of new recruits and the exposure of many crews to highly-infectious diseases, especially on voyages to tropical countries. Although the situation has improved greatly since the 1940s, merchant seafaring is still a relatively unhealthy occupation.

More than 200 years ago slave ships were particularly unhealthy. Over one fifth of seamen on Liverpool and Bristol slave ships in the late 18th century died due to illness on the voyage.

Between 1918 and 1939 merchant seamen were three times more likely to die of TB than the average British male.

The Seamen’s Hospital Society was established in 1821 and incorporated by Act of Parliament in 1833. Today it is a UK charity which helps people currently or previously employed in the Merchant Navy or fishing fleets and their dependents. From 1821 to 1870 the Society ran Seaman’s Infirmaries on former warships before moving ashore as the Dreadnought Seamen’s Hospital, Greenwich, named after its last floating home. Today the hospital continues as the Dreadnought Unit at University College Hospitals London.

Merseyside Maritime Museum has a display focusing on disease and illness at sea. There are examples of surgical tools used on vessels. From 1894, all foreign-going British ships carrying more than 100 people were required to carry a qualified surgeon.

A large wooden medicine chest for seafarers contains glass medicine bottles, pestle and mortar and scales. It dates from 1854 which was the year British ships were required to carry medical equipment and stores for the treatment of illness and injury.

This photograph shows apprentices dhobying (washing their clothes) on the Brocklebank Line’s Malakand about 1910.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Strange things are afoot in the basement of Merseyside Maritime Museum, where a brand new permanent gallery 'Seized! Revenue and Customs uncovered' opens this weekend.

The gallery reveals the mysterious world of smuggling and surveilance that's all in a day's work for Customs Officers, with help from unusual exhibits including exotic birds, dangerous weapons and a highly suspicious garden gnome.

To celebrate the opening a busy weekend of events is planned, including displays by sniffer dogs and hopefully a visit by a Customs cutter - as long as it isn't called away for an official operation.

Also in the basement, the newly refurbished Emigration gallery reopens this weekend.

Have you ever had one of those afternoons when you want to see some artwork, network with some artists, listen to some performances of poetry and music, maybe join in for a bit of a sing-along yourself, or maybe even listen to a talk about some Liverpool artists but you just can't decide which one to do? I bet it happens to you all the time.

Well the good news is that this weekend you don't need to choose if you go to the Face of the City showcase event at Merseyside Maritime Museum, which features all these things and more.

The free afternoon of fun takes place this Saturday, 17 May, from 1-4pm at the museum's dockside gallery. Have a look at the Maritime Museum What's On page for further details and times of performances.

I remember the Prince’s Landing Stage at Liverpool as a constantly busy place when I was a boy in the 1950s – and the Empress of France was one of the monarchs of the sea attended by hundreds of passengers and crew.

This magnificent liner started as a Duchess before serving as a troopship in the Second World War and – after sinking a German U-boat and shooting down an enemy plane – was created an Empress.

The 20,448-ton Duchess of Bedford, of the Canadian Pacific Line, was a popular ship on the Liverpool to Canada run and she was renamed Empress of France in 1947.

She was a floating world of contrasts when first built in 1928. In those days the Duchess of Bedford could carry up to 1,570 passengers. It could take an army of some 70 waiters, 80 stewards and stewardesses, six chefs and 50 kitchen staff just to feed them. The crew numbered 510 in all, including the deck and engine room staff.

Conditions for crew members were basic, with no recreational facilities or dining rooms. Kitchen staff ate on the worktops and shared accommodation with up to 19 others in steel bunks. They had to travel light because each only had an 18-inch square locker for all their belongings.

However, for her passengers she set new standards of comfort when she began life as one of four Duchesses sailing out of Liverpool.

The Duchess of Bedford had hot and cold running water for all 580 cabin class, 480 tourist class and 510 third class passengers. This was at a time when many British homes had only a cold tap and did not have constant hot running water.

Requisitioned as a troopship, she carried a mammoth 179,000 personnel and covered more than 400,000 miles during her war service.

The Duchess of Bedford was sailing from Liverpool to Boston in August 1942 when she spotted a U-boat and sank the submarine by gunfire. She was later used in the north Africa landings in November 1943 when she shot down an enemy aircraft.

At Merseyside Maritime Museum there is a large model of the liner when she was the Empress of France, shown in her post-war livery.

Resuming her Liverpool – Quebec – Montreal sailings in September 1948, she did 310 round voyages across the north Atlantic before her final crossing in 1960.

A photograph shows the 582-ft long Empress leaving Liverpool for the last time, heading for Newport, Monmouthshire, where she was scrapped.

Merseyside Maritime Museum is open seven days a week, admission free. A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Image courtesy of the Liverpool Daily Post & Echo.

Danger lurks everywhere and it is essential to keep vigilant at all times. This painful lesson was literally driven home to me recently when I was knocked off my bicycle – flying 10 ft into the air, fortunately without serious injury.

Birkenhead-born Leslie Morton, aged 18, has a unique place in history for using his eyes. He was the lookout who first spotted the torpedo which sank the Lusitania as she headed for Liverpool on 7 May 1915. It was just after lunchtime on a bright, sunny day and the sea was calm when the German submarine U-20 launched its deadly attack.

As the great ship passed the lighthouse at the Old Head of Kinsale, southern Ireland, Leslie was stationed on the bow of the liner. Suddenly, he spotted thin lines of foam racing towards the ship and shouted: “Torpedoes coming in on the starboard”.  A large explosion shook the Cunard vessel as the torpedo blew a large hole in her right side. The Lusitania began to sink very rapidly at the bow and within 18 minutes she was on the bottom of the Irish Sea. A total of 1,195 people died in the tragedy.

Lusitania is featured in a permanent exhibition at the Merseyside Maritime Museum called Titanic, Lusitania and the Forgotten Empress – the latter being the Empress of Ireland which sank in Canada in 1914. There is a section devoted to Leslie Morton and his brother Clifford, who was nearly 19 at the time of the disaster (they were not twins). 

Both brothers saved many lives and Leslie was later considered to be the “outstanding hero of the Lusitania disaster”.

They joined the crew of the Lusitania as ordinary seamen in New York. The brothers were among eight crew from the Liverpool sailing ship Naiad who jumped ship to join Lusitania. All planned to join the Royal Navy once they returned to England. The Morton brothers were the only ones to survive the sinking.

On display is the silver Board of Trade Gallantry Medal awarded to Leslie Morton for saving lives at sea.

Kapitan-lieutenant Walter Schwieger was the captain of the U-boat which sank the Lusitania. He was very successful, sinking three ships in two days before scuppering the Lusitania.

The sinking of the Lusitania sparked riots and attacks on businesses run by people of German descent in Liverpool and elsewhere. My late father, George Guy, as a four-year-old clearly remembered a mob attacking Yagg’s shop in Everton.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Our trading arm, NML Trading, is holding a Recruitment Open Day on Saturday 10th May. They're looking to recruit Team Leaders, Catering Assistants, Venue Supervisors, Chefs and Banqueting staff. They're looking for people who are passionate about catering for their daytime operation plus occasional evening work. You'll be working in Liverpool’s world class museums, providing high quality food and refreshments to over two million visitors each year.

To find out more about the roles on offer, bring your CV to World Museum Liverpool, William Brown Street, Liverpool between 10.30am and 4.30pm.

On this day in 1915 the Lusitania left New York on what would be her last voyage across the Atlantic. As the liner approached southern Ireland on 7 May 1915 she was torpedoed by the German submarine U-20. She sank in under twenty minutes with the loss of 1,201 of the 1,962 people on board.

To commemorate the tragedy the Merseyside Maritime Museum have added a lifebuoy (or ring lifebelt) from the liner to the displays in the Titanic, Lusitania  and the Forgotten Empress gallery.

The lifebuoy was found by the skipper of a fishing boat from Kinsale who helped to rescue Lusitania survivors. He gave it to a visiting fish merchant, Arthur Miller, who displayed it in his office. It is now on long term loan to Merseyside Maritime Museum courtesy of Arthur Miller's grandson Dr Arthur Neiland.

There will be an act of remembrance for those lost in the sinking of the Lusitania led by the Rev Steven Brookes, Rector of Liverpool, on the 93rd anniversary of the tragedy. Everyone is welcome to the event, which will take place at 1.30pm Wednesday 7 May on the quayside outside the Piermaster's House - see this handy city centre map for the location.

Update: please note that the remembrance event will now be led by Father Robert Mackley.

I’m told duffle coats are coming back into fashion – as they were when I was at school in the 1960s – but little did I realise that they came to the fore on the convoys of the Second World War. The convoys which brought vital supplies across the Atlantic to Britain were constantly threatened by German submarines bent on sinking as many ships as possible.

Once at sea, merchant seafarers were always involved in the daily routine of watches (two and four-hour working shifts). Off-duty time was mostly spent sleeping, playing cards or on other similar pastimes

Whenever a convoy was under attack it took great discipline and nerve to remain at your post. Engine room staff lived closer to death than those on deck, since the engine room was a prime target for U-boat torpedoes and was often a difficult place from which to escape.

Iron ore cargo ships, once torpedoed, were often known to sink literally like stones. The crews of oil tankers knew that they could be burnt alive if their ship was attacked.

In 1942, 8,400 British and Commonwealth merchant seafarers lost their lives in the Atlantic. Nearly a third of the crews died on British ships that were sunk. Government reports said that morale within the merchant navy remained remarkably high. Most of the people involved, however, felt they were just doing their jobs, like millions of others.

Among exhibits on display at the Merseyside Maritime Museum are tiny models of the warships which escorted the convoys. These miniature waterline models, scale 1:1200, show how small Royal Navy ships were compared to capital ships. There are models of the destroyers Montgomery and Vanoc (both built1918) and Fame (1934), sloop Pelican (1939), corvette Abelia (1943) and frigate Allington Castle (1944). By way of comparison, there is a same scale model of one of the Royal Navy’s largest capital ships of the war, the battleship King George V.

There is the commissioning pennant of the destroyer Hesperus which was based in Liverpool for much of the war. A photo shows Hesperus entering the Gladstone Dock in December 1942, her bow crumpled after ramming and sinking the U-357.

An iconic duffle coat is of the type worn by Royal Naval and merchant seafarers on the Atlantic convoys throughout the war. Another iconic item is a Mae West lifejacket as worn by British and allied personnel during the war. It was named after the buxom Hollywood star who was a pin-up of the time.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Today is day one in April's Name That Object competition and here is today's clue. To win a copy of the rather nice catalogue that accompanies the Art In The Age of Steam exhibition all you have to do is identify the object in question (it's an artwork this month) from the clues given every day this week, and email us your answer using the link on the competition page. Best of British.

Several of my friends emigrated but now, with the arrival of cheap air travel, they quite frequently return on visits. One comes every year from New Zealand. In the past emigration usually meant, for those left behind, that you were unlikely to see loved ones again. It was a drastic step.

Liverpool was well-placed on the west coat of Britain to cater for the huge growth in the emigrant trade to the United States and Canada by the early 19th century. It became Britain’s most important international passenger port and probably the greatest emigrant port in world history, with some nine million people passing through in the period 1830 to 1930. Not until 1927, when transatlantic emigration was in decline, did Southampton finally surpass Liverpool for international passenger traffic.

From 1800 until the 1920s the busiest ocean travel route in the world was between the British Isles and North America. Most of the millions of passengers on this route were emigrants to the USA and Canada. Many came from as far away as Scandinavia and Russia to set off from Liverpool. From 1850 many emigrants also sailed to Australasia and other British colonies around the world.

As the 20th century dawned, however, more and more people became tourists and travelled the oceans for pleasure rather than need. The main short-sea routes to and from Britain are to Europe and Ireland. In recent years, business and pleasure have been the main reasons for travel.

Despite the successes of Cunard’s paddle steamer Britannia and other British steam packets in the 1840s, most passengers to and from Britain still travelled by sailing ship. This was because until the 1860s travel under sail, although slower, remained cheaper. By 1870 steamships were becoming larger and more powerful and were carrying many more passengers than ever before.

There are many displays at Merseyside Maritime Museum illustrating the era of sea passenger travel. There are displays about the passenger liners, how people lived on board, what they took with them and what they ate. The Britannia, a wooden paddle steamer, took 14 days to cross the Atlantic. The Queen Mary, five times as long and nearly 70 times larger in tonnage, took just four days.

Liverpool-based shipping companies had regular passenger services to every continent until the 1960s. Competition from air travel ended the era of the passenger liners but in the recent years there has been a huge growth in cruise holidays.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

On Monday night at 9pm Channel Four are featuring a Time Team special - The Lost Dock of Liverpool. It focuses on arachaeological excavations of what's known as Old Dock - the first commercial wet dock in Liverpool and the world - plus other sites at the waterfront as they've been cleared for the canal extension, Museum of Liverpool etc. The programme will be looking at the growth of Liverpool as the world's first global city, and will feature several members of the museum archaeological staff. Quite looking forward to it.

This portrait of Sir Percy Bates is one of my favourites as it makes you want to know more about the man as he looks quizzically over his spectacles. The painting hangs in the Life at Sea gallery in the Merseyside Maritime Museum along with personal items and other memorabilia.

Cunard chairman Sir Percy (1879-1946) had the idea of building legendary liners Queen Mary and Queen Elizabeth. He was one of a long line of shipowners and shipping company bosses who had tremendous influence when British vessels led the world.

Sir Percy, a baronet, began his career with the family shipping firm of Edward Bates & Co. He joined Cunard in 1910 and was chairman from 1930 to 1946, a crucial period in the Liverpool-based company’s history when both the Queens were built and Cunard merged with rival White Star.

In December 1930, Sir Percy’s dream of two world-leading ships had begun to take shape when the Queen Mary’s keel was laid at John Brown’s Shipyard at Glasgow. Work was delayed because of the Depression before the Queen Mary was launched and sailed on her maiden voyage in May 1936. The Queen Elizabeth was completed in 1940 and both Queens became troopships in the Second World War. Queen Elizabeth did not enter normal passenger service until 1946. Sadly, Sir Percy died from a heart attack, aged 67, at this time.

Items on display include a beautiful illuminated scroll carrying the speech Sir Percy made at the launch of the Queen Elizabeth in 1938. A cigarette box is made from oak off the Cunard liner Aquitania. A gold medal produced to mark the launch of Queen Mary. Only four others were produced – for Edward VIII, Queen Mary, President and Mrs Franklin D Roosevelt. In contrast, a simple leather briefcase was used by Sir Percy when he was Cunard chairman.

Other leading shipping figures are featured. A photograph of members of the Liverpool Shipowners’ Association 1890-1 shows the top-hatted grandees standing proudly in rows.Alfred Holt (1829-1911), founder of the Blue Funnel Line, was also an engineer and designer of the compound engine. His work ensured the ultimate success of the long-distance steamer.

Sir Alfred Read (1871-1955) brought together a number of small companies to form Coast Lines in 1912. Until the Second World War, Coast Lines was the largest trading group between British ports, including Ireland.

Lord Kylsant (1863-1937) was chairman of the Royal Mail Steam Packet Company from 1903 to 1931.The group was broken up in 1931 after financial problems and irregularities for which Kylsant was convicted.

Merseyside Maritime Museum is open seven days a week, admission free. A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

I’m always fascinated by the ‘what ifs?’ of history and the sinking of the Titanic might never have happened if the rivets had been different.

Riveters played a vital role in shipbuilding when Britain’s shipyards boomed as the Empire expanded and the Royal Navy dominated the seas. Riveting was the only method of fastening together the plates and frames of early iron and steel ships. It was a very laborious process and accounted for much of the banging and clattering associated with traditional shipbuilding.

About three million rivets were used to hold Titanic together. Rivets recovered from the wreck were apparently made of poor quality iron. One theory about the sinking claims that the impact with the iceberg caused the heads of the rivets to break off and sections of Titanic to break up. Better quality rivets, it is argued, may have prevented the ship sinking.

The most effective way of making rivet holes was with an hydraulic punch. By the 1870s such machines were capable of punching up to 30 holes a minute in half-inch thick plates. When riveting was done by hand, large shipyards such as Cammell Laird’s employed more than 100 riveting squads, each with five men. They were:

• The heater, usually the youngest of the team, who softened the rivets in a portable forge before picking them up with long-handled tongs and throwing them to …
• The catcher who caught the rivets in a tin then, with short-handled tongs, placed the rivets in the holes where they were held by …
• The holder up whose 14 lb hammer kept the rivets in place while they were hammered by …
• The riveters who worked in pairs with hammers weighing between  three and five lbs to round over the ends of the rivets, thus fastening the plates together.

On display at Merseyside Maritime Museum is a riveting hearth and examples of plates riveted together.

The death-knell for riveting was sounded in 1920 when Cammell Laird launched the Fullagar, the world’s first all-welded steel ship. Welding was perhaps the greatest development in shipbuilding in the 20th century. The time-consuming and labour-intensive process of riveting was replaced by the stronger and more efficient method of welding steel plates. There was no need for overlapping plates or connecting flanges so less steel was used.

The speed of construction was greatly increased and automatic welding machines could be used. Today large sections of hull and superstructure can be built under cover so that final assembly is simplified.

Merseyside Maritime Museum is open seven days a week, admission free. A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

One of my favourite scenes in the classic film Around the World in 80 Days (1956) is when virtually everything that’ll burn is thrown into the furnaces to keep the ship going – with hilarious results. A real incident many years before may have inspired French author Jules Verne when he wrote the original story in 1873.

The paddle steamer Sirius was the first ship to cross the Atlantic by steam power alone. She achieved the feat in 18 days, arriving in New York on 22 April 1838. Setting out from London and stopping briefly at Cork, she battled against head winds on the stormy ocean crossing in a race to be the first to steam all the way across.

As Sirius neared Long Island and the end of her voyage, she had run out of coal and was burning her supplies for fuel. A great crowd gathered in New York harbour to cheer her in. Sirius arrived just eight hours before her much-larger rival, Isambard Kingdom Brunel’s Great Western, which had set out three days behind her.

Only 200 feet long, Sirius was built in Scotland for the coastal trade between Cork and London. Although she had sails, her steam-powered paddles were her main source of propulsion.

Early in the epic Atlantic crossing, her captain – the naval officer Lt Richard Roberts – had to persuade his crew not to turn back because of the bad weather. Sirius was carrying 40 passengers (29 man, 11 women) travelling in three classes. Cans of salmon, oysters and lobsters were among the provisions carried.

Both Sirius and Great Western suffered big financial losses, mainly because neither ship attracted many passengers for the return voyages to Britain. However, this trans-Atlantic steam race had sparked the imagination of the public and shipowners began to build steam packets to meet the demand. Steamers had conquered the mighty Atlantic, changing ocean travel forever.

At Merseyside Maritime Museum there is a fine oil painting of Sirius (shown). She is seen off New York with passengers and crew on deck, her helmsman at the wheel. There is also an exhibition model made by D Balfour and SH Phillips at the time of her 100th anniversary (1937). Sirius sank off Ballycotton, Ireland, in 1847 with the loss of 20 lives.

Until the mid-19th century sea travel was often unpleasant and hazardous. It was not usually undertaken lightly and only if absolutely necessary, such as for business reasons.

Merseyside Maritime Museum is open seven days a week, admission free. A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

A childhood game left me claustrophobic so I cannot abide crowds of people in enclosed, windowless spaces.

The popular Liverpool school playground activity in the 1950s involved a group of lads piling on top of you until you screamed for mercy. As a result, submarines are not for me.

Germany’s U-boats waged an underwater campaign against the transatlantic convoys bringing vital supplies to Britain during the Second World War.

But once the Allies had gained advantage in the Battle of the Atlantic there was no escape for the U-boats and it was only a matter of time before they were routed.

Although the Germans developed new U-boat weapons and equipment, they came too late. Renewal of the U-boat offensive was ended by Allied advances in Europe.

German naval commander Admiral Karl Donitz issued the ceasefire order on 4 May 1945. The U-boat crews were elite seafarers who were proud of their achievements. At the end of the war, more than 200 U-boats were scuttled by their crews so they would not fall into the hands of the Allies.

There is a display of U-boat exhibits at Merseyside Maritime Museum.  A U-boat issue grey leather jacket, made in Vienna, hangs next to a German-issue sweater with zip-up collar.

A pair of binoculars was taken from a captured U-boat commander. A Kriegsmarine ensign emblazoned with a swastika is believed to have come from a surrendered U-boat.

A wooden heart decorated with flowers has the humorous inscription in German: “The cunning of women is endless”. Kriegsmarine badges and personal effects were “liberated” from German naval barracks at Emden, north west Germany, by a British soldier.

A photo shows the crew of a U-boat standing with heads bowed as the sub docked at Wilhelmshaven naval base following the German ceasefire.

An aerial view reveals more than 60 surrendered U-boats at Lishally, near Londonderry, Northern Ireland.

A number of German submarines arrived in Liverpool and the surrendered U1023 is seen in the Mersey.

On display is the painted emblem from the conning tower of the U249, the first German submarine to surrender at sea to the Royal Navy at the end of the war. On 9 May 1945, following orders from German High Command, U249 surrendered to HMS Magpie and HMS Amethyst.

The emblem was the gift of Mrs P Symonds of Dorset in memory of her late husband, Capt George Symonds, in command of HMS Magpie at the time of the surrender.

Merseyside Maritime Museum is open seven days a week, admission free. A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

I was very inspired after going along to the launch of Liverpool Reads at The Bluecoat recently. It was an event that was made even better as we were the first public to see the new gallery before it opened to the masses!

2008 is the National Year of Reading and Mal Peet is this year's Liverpool Reads author.The books chosen are 'Keeper' and 'Tamar', which are being given away for free all over the city right now, in libraries and other outlets.

'Keeper' tells the story of El Gato - the Cat - the world's greatest goalkeeper - and how he, a poor South American logger's son, learns to become a World Cup-winning goalkeeper so good he is almost unbeatable. 'Tamar' is a story of espionage, love, jealousy, and tragedy set in Nazi-occupied Holland and appeals to all ages.

Liverpool Reads are also hoping to bring groups of young people to Merseyside Maritime Museum and the Pier Master's House, so they can learn more about people's experiences in the Second World War, that they will have read about in 'Tamar'.

Mal talked about how important he thought it was for parents to read to their children, to inspire imagination and to create a bond. It was great to hear someone speak so passionately about the power of books.

I always think of Easter in terms of crowded church services, frolicking baby lambs, daffodils and chocolate eggs – it is not a festival which has any obvious seafaring links. Easter is traditionally a time for relaxation and leisure activities but for centuries seafarers would have seen little difference from one day to the next during the days of sail. Pursuits such as model-making and perhaps art work including scrimshaw had to be fitted in during quiet periods.

A cultural change blew in when steam supplanted sail on merchant ships criss-crossing the world as the British Empire reached its zenith. By the 1880s steam ships had largely taken over from sailing ships in the British merchant fleet.

Eventually the steamship era brought better conditions for most seafarers. Only the firemen and trimmers, who kept the ship’s furnaces supplied with coal, continued to work in particularly harsh and unhealthy conditions. Their salvation didn’t come until after the Second World War when oil replaced coal as fuel on most ships.

However, leisure facilities for seafarers on most ships were very limited before the 1950s. Officers and ratings relaxed by reading, writing letters home or playing cards, chess or similar games. Smoking was very popular but alcohol was strictly controlled.

On both passenger and cargo ships, crews often organised elaborate Crossing the Line ceremonies for their own and passengers’ amusement when ships passed over the equator. Boxing matches were also popular.

By the 1950s and 60s better facilities were gradually introduced. These included recreation rooms, film shows, deck tennis, bars and swimming pools. A large ship might also provide gym facilities and a separate TV lounge.

Exhibits in Merseyside Maritime Museum’s Life at Sea gallery include items used by Dorothy Scobie, of Liverpool, who joined Cunard White Star Line as a stewardess in 1939. After serving with the Royal Navy during the Second World War, she rejoined Cunard. From the 1950s until her retirement in the 1970s, Dorothy worked with Ellerman Lines and Belfast Ferries. On display is an embroidered scrapbook cover (shown) made by Dorothy while at sea during the 1950s plus three sketches made by one of her shipmates and kept in her scrap book.

A model of the Atlantic Conveyor, the well-known container ship built in 1985, gives an idea of the scale of this vast vessel. She has a crew of just 18 and the leisure facilities on board surpass anything available 50 years ago. These include an indoor swimming pool, sauna, cinema, sports room, TV and video/ DVD library room and even a conference room.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

Can't believe no one's got this yet - thought it would have gone yesterday. The prize in this month's Name That Object game is still not won and today is the last day. This is today's clue - bit of a give away. All of this week's clues, plus the link to enter the competition, are on the Name That Object page. The prize is the catalogue from the recent Joseph Wright of Derby in Liverpool exhibition.

Whenever I see an imposing gateway, vivid pictures of vanished villas and stately residences come into my mind. Liverpool is a city of many mansions to this day, but a large proportion have been demolished by developers hungry for their land. Their gateways often remain, leading to nowhere.

A Victorian gateway stands on the fringes of a private park, the only reminder of a strange deserted house associated with doomed vessels known as coffin ships. This was Bellefield, in West Derby, Liverpool, and the owner who laid it waste was notorious shipowner Edward ‘Bully’ Bates MP. He was among unscrupulous operators who deliberately sent their overloaded coffin ships to sea. They hoped the ships would sink so they could make inflated insurance claims. Bates once lost six ships in a year. 

Reformer Samuel Plimsoll fought a long, bitter battle to outlaw this shameful practice. It resulted in the now-famous Plimsoll Line being introduced on ships’ hulls showing they were not overloaded. This law still applies today.

Bates was called ‘Bully’ for good reason as his brutish behaviour was legendary. He was said to have confronted an idle crew on one of his ships. Such was his commanding personality that he intimidated them with kicks and blows until all, but one, ran away. This was a slightly-built shipwright armed with an axe who prepared to defend himself. Bates discharged all the crew except the shipwright, saying: “I like pluck and do not mind being faced”.

Bates bought Bellefield in 1871 at the height of the coffin ships scandal. He planned a side entrance through the gateway which still stands, blocked by railings, on the edge of Sandfield Park. It was never used because stubborn Bates refused to pay the park dues.

At Merseyside Maritime Museum there is a large commemorative handkerchief depicting Samuel Plimsoll in 1875. As a result of his tireless efforts, a maximum loading line on ships was introduced in 1876. The handkerchief includes a map of Liverpool plus contemporary personalities and scenes of Liverpool.

Three cut-away models illustrate how typical cargoes were stowed on sailing ships. Some commodities such as coal and iron were carried loose in the hold. Sugar, salt and tobacco were shipped in barrels or sacks while cotton was put into bales.

What eventually happened to ‘Bully’ Bates and Bellefield? He was expelled from the Commons for bribing the electorate whereupon Tory Prime Minister Benjamin Disraeli rewarded him with a baronetcy. Bates died in 1896, aged 80. Bellefield was pulled down and the land later used as Everton soccer club’s training ground.

A new Maritime Tale by Stephen Guy appears every Saturday in the Liverpool Echo.

The second of what will hopefully be a monthly feature (prizes allowing) begins on Monday. Name that Object shows a new detail from an object in our collection every day for five days. Could be from any venue and any collection.  To win the prize all you have to do is identify the object and be the first to mail us the correct answer (use the 'contact us' form link on the competition page). As there's only one prize - the rather excellent catalogue that accompanied the recent Joseph Wright of Derby in Liverpool exhibition - most of you will be 'playing for fun', and it is fun as you'll discover if you check out last month's game - bit of a warm up for you.

Here's a snap of last month's prize - a Superlambanana now christened Hogarth (I'll leave you to figure out why) - happily ensconced in his new home. His new owner got the answer right on clue one so you'll probably have to be there from kick off on Monday to be in with a chance. To make it a bit easier I'll tell you it is a painting and it is featured on our website.

You can also play via the rss feed so there's no chance of you missing a clue.