Paul Baker

Paul Baker has 8 articles published.

HISTORY OF THE RAF IN GIBRALTAR – Part 3

in Features

Following Operation Torch. things quietened down. ln December I942, 33 Squadron was reinforced by a Hudson from 608 and 48 squadron, and Wellingtons of 173 squadron. These Wellingtons were fitted with Leigh Lights, which enabled the aircraft to illuminate their targets during the night attacks.  A census on 23rd December, showed there were 210 aircraft on the airfield of which 77 were operational and stationed on the Rock, three squadrons some of which were flying boats from New Camp, were kept busy on maritime patrols.  Anti-U-Boat patrols continued Throughout the period. The following are a list of some of the U Boat attacks carried out by aircraft based in Gibraltar.

U573

1st May 1942 (other reports state 29th April) the submarine was hunting south of Cartagena when she was badly damaged by two 250lb bombs which landed on the starboard side of the conning tower. The submarine dived but later resurfaced bow first. They managed to level the craft and the crew came on deck and surrendered, however Sgt Brent who was at the controls of the attacking Hudson of 233 Squadron was unable to remain on site. The U Boat managed to limp into Cartagena. She was too badly damaged to be economically repaired at the time but after the war the work was completed, and she entered the Spanish Navy as G7 in I947 and in 1953 took part in a film as U47.a

U74

This submarine was sent to intercept allied shipping in the western Mediterranean. This was her eighth patrol. The U47 and U375 had been ordered to go to the assistance of U573 (see above). U74 was attacked by Hudson T9387 of 233 Squadron piloted by Pilot Officer Camacho RCAF, on May 1st 1942, but the U Boat was not sunk. Torpedoes were fired at her that same evening off the southwest coast of Spain by the British submarine HMS Unbroken but she survived. On May 2nd Catalina AJI62 piloted by Flight Lt. Powell sighted U375 east of Cartagena and bombed her and also reported the sighting. HMS Wishart and Wrestler were promptly on the scene attacking sonar contacts with hedgehogs and depth charges. The U375 escaped but U74. which was in the same area, was sunk. Ft/Lt: Powell later received the DFC. 

R.M.Veniero  

On June7th 942, this Italian submarine was patrolling close to the Baleares, probably in consort with Zafliro when she was spotted by a Catalina of 202 Squadron and another of 240 squadron. The record of the attack has not been found but after this date all contact with Veniero was lost. 

R.M. ZaFFiro  

On June 9th 1942, Flight Lieutenant Hawkins DFC, flying a Catalina of 240 squadron, attached to 202 Squadron, on patrol around the Baleares, came across the Italian Submarine Zaffiro on the surface. As he approached, the submarine turned and began to fire at the approaching aircraft. Flying over the Vessel, the Catalina dropped a 450lb bomb. The Zaffiro dived, but minutes later resurfaced, obviously badly damaged. The crew carne on deck to surrender. Hawkins attempted to land in order to rescue the crew. but after two attempts and a split hull from the rough sea, he returned to base. All the crew perished. He was awarded a bar to his DFC. (see U74) 

R.M. Alabastro   

On 14th September I941. a Sunderland, W6002 of 202 Squadron, piloted by Flight Lieutenant Walshe of the RAAF. sighted the Italian submarine Alabastro the surface northwest of Algiers. The Sunderland approached from the stern dropping depth charges. The submarine stopped dead in the water and sunk after half an hour. The crew were seen to jump into the sea. There were no survivors.  

R.M.Gallileo Ferraris                      

On October 25th I942, a Catalina flown by Squadron Leader Eagleton DFC of 202 Squadron, sighted the Italian submarine which was shadowing Convoy HG75. He went in for the attack dropping two depth charges which he thought had failed to explode. Fearing that she would get away he contacted HMS Lammerton who opened fire as soon as the submarine came into range. The Catalina had damaged the submarine as it was unable to dive, and it was scuttled by its captain who surrendered.

U595                              

On November 14th I942, this submarine was located on the surface north of Oran by Wing Commander Sportwood of 500 Squadron in a Hudson. He came in low over the submarine and dropped his bombs. The explosion damaged his plane that force him to retire from the attack, however four other aircraft pressed home the attack during which two further aircraft, piloted by Flying Officer Green and Flying Officer Lord. suffered damage. Squadron Leader Ensor continued his harassment of the U Boat, driving it onto the North African shore near Tenes, with considerable depth charge damage. (One report mentions 608 Squadron involved). Wing Commander Sportwood was officer commanding 500 Squadron and later became Air Chief Marshal and then Chief of Air Staff.

U259                             

On November 15th 1942, Squadron Leader Ensar of 500 Squadron, attacked and sunk U259. As the submarine exploded, it damaged both wingtips, both rudder and elevators damaged, the Hudson only managed to remain airborne for fifteen minutes. They all bailed out but two of the crew were killed. They were picked up by HMS Ernie and Leith. The Squadron Leader was awarded the DSO for his airmanship. 

U98                               

Sunk West of Gibraltar by depth charges from HMS Wrestler on November 15th I942. She was thought to have been sunk by a Hudson from 608 Squadron on 19th of November but it was the U413 that they had attacked. {see below}.  

U331

On November 17th 1942 a Hudson of 500 Squadron. bombed the submarine damaging her forward hatch which prevented her from diving. She surrendered by showing a white flag. HMS Wilton was sent to capture the vessel but in the meantime, a flight of Albacores from HMS Formidable, unaware that they had surrendered, attacked and sank her with a torpedo. 32 were killed and 17 survived 

U4l3 

This U Boat was attacked on November 19th 1942 by a Hudson of 608 Squadron, south west of Cape St. Vincent. Five bombs were dropped which severely damaged her and she was forced to return to Brest for repairs.

U332

On December 2nd 1942, a Catalina of 202 Squadron, flown by Flight Lieutenant Ganell caught the U Boat on the surface. As he approached, she began to dive. Some of the depth charges failed to release but two entered the sea some one hundred meters ahead of’ the swirl created by the submarine as it dived. Some bubbles and oil came to the surface later but the U332 was only damaged and was able to return to port for repairs. 

U442

On February 12th 1943 a Hudson of 48 squadron sighted the submarine off Cape St Vincent. The attack was made with depth charges sinking the U Boat with the loss of 48 crew. 

U620 

This submarine was sunk by a Catalina of 202 Squadron northwest of Lisbon on February 13th 1943 with a loss of 47 crew. 

U83

Sunk by a Hudson of 500 Squadron on March 3rd 1943 south east of Cartagena.  

U77

March 28th 1943, a Hudson MkVI of 48 Squadron with Squadron Leader Harrop and another of 233 Squadron off Calpe, near Alicante encountered U77 on the surface. As they approached, she dived leaving only the swirl where she had been. Using this as a guide the bombers dropped their depth charges just ahead of the disturbance. A large bubble burst to the surface followed by oil soon followed by the U77. Harrop called for assistance and the other Hudson came in finding the submarine some 30km from the original attack site. Dropping four depth charges finished off the U77 with the loss of 38 crew, the 9 survivors were picked up by a Spanish fishing trawler.

HISTORY OF THE RAF IN GIBRALTAR – Part 3

in Features

PART 2

On July 7th 1940 a Sunderland attached to 202 Squadron while carrying out reconnaissance off the North African Coast, was a attacked by three French fighters, she shot down two and returned to Gibraltar riddled with bullet holes and a wounded gunner, this was the first encounter with the enemy aircraft and the first casualty.  On September 14th a London flying boat were shot down by a French fighter over Casablanca, and in October while on an anti U Boat patrol an aircraft of 202 Squadron co-operated with surface craft destroying two Italian submarines, the Durbo and Gondar.

In May 1941 the ageing London and Swordfish float-planes were being replaced by Catalinas.  Squadron Leader Harger took over the Squadron.  On one of the early missions, four German Condors attacked a Catalina while out on a long range convoy escort, a battle ensued, and the Condors were fought off, two of the Condors failed to return to base.

By September 1941, New Camp was virtually complete, and the RAF found the Operations Room in the Tower to be too small and moved to New Camp.

On December 21 1941, Air Commodore Simpson was appointed to Gibraltar and soon after, No.200 Group was disbanded and all flying in Gibraltar came under the control of RAF Gibraltar, responsible to Headquarters Coastal Command. 

In late 1941, No.233 Squadron arrived with the Hudson aircraft, at this time there were number 807, 812, 813 and 824 squadrons of the Feet Air Arm operating Fulmers and Swordfish. 

Earlier in 1942 saw an increase in U boat activities in the Western Approaches and Western Mediterranean. Gibraltar was now showing its important strategic location. With the capitulation of France, Germany now had bases along the entire Atlantic Coast, and it was suspected, were also using Spanish ports surreptitiously. This generated a need for a better photo reconnaissance of the immediate area, especially since Spain was fortifying the area around the Bay 

In January 1942, photo reconnaissance Spitfires were sent to Gibraltar along with the appropriate staff who could interpret the results.  The flights of these aircraft were kept most secret, and the flights were designated RTF flights, only those directly involved were aware of what these flights were about.  These operations continued over Spain and North Africa, recorded by the Germans across the border, but unaware of their purpose.

On the 1st of April 1942, the first Italian air attack on Gibraltar took place with little damage to the rock, but to the surprise of the Italians, the Spanish antiaircraft guns joined in the defence of the Rock.  The Italians lost three aircraft in the raid.

Up to this time, the airport had been a Fleet Air Arm establishment, but on the 1st of May, 1942, it became RAF North Front, under Wing Commander Young, and New Camp was officially designated RAF New Camp under the command of Group Captain Bolland, with the Fleet Air Arm of attached to it.

As part of the plans for Operation Torch, the invasion of North Africa, work was started on the Area Combined Headquarters in the dockyard tunnel.

On May 6th 1942, Lord Gort was transferred to Malta and was replaced by a Lt. General Mason McFarlane.  

No.202 Squadron, was now flying Catalinas and Sunderlands with attachments from number 10 RAAF Sunderland Squadron and Nos. 240, 209 and 413 Squadrons all with Catalinas.  

On June 9th a Catalina of 240 Squadron, attacked and sank the Italian submarine Zaffiro.

On June 13th 1942, convoy MW4, consisting of six merchant ships, escorted by a battleship, two carriers, three cruisers, and minelayer and nine destroyers, left Gibraltar for Malta. Thus commenced Operation Harpoon. Aircraft from Gibraltar provided air escort and anti U Boat patrols west of Gibraltar and up to 4° E, the limits of their range.  During the seven days that RAF Gibraltar were involved, the aircraft flew 105 sorties with a total of 848 hours.

Very few people in Gibraltar were aware of the pending invasion of North Africa, codenamed Operation Torch, activities accelerated in many quarters.  Aircraft began to arrive in Gibraltar in crates to be assembled on the airport.  A Special Erection Party arrived for this purpose.  On the 15th of September, 70 Spitfires, 22 Hurricanes, and five Hurricane bombers, 15 special tractors and six crates of spares arrived in Gibraltar for assembly.  In 11 days all the aircraft had been assembled and flight tested. 

On June 29th 1942, an Italian raid destroyed one Hudson and a BOAC Whitley, also damaging several crates on the dispersal area.  As Gibraltar had no fighter cover, 18 of the assembled Spitfires were formed into a fighter squadron.

Aircraft continued to arrive in crates, causing havoc on the runway, as these aircraft were parked on either side and on every available space around North Front.

On August 20th, a Senior Flying Control Officer arrived to take over the duty which up to now had been carried out by a duty pilots.

There were several inherent problems with the North Front Airport, the flare path lights would often go out as the cables ran across the road to Spain and were often damaged by the traffic, telephone communication was elementary, dust in the dry and mud in the wet, was a problem, the control tower, which was situated in the original Judge’s Box of the Racecourse, gave an excellent view of the starting point of the race but a poor view of the runway.   Another very important problem was the lack of an alternate landing area in the event of an emergency.

In October 1942, there was a race against time to complete all the requirements for Operation Torch.  ACHQ which was to be in the dockyard tunnel was not completed, so it was moved to Ragged Staff Tunnel temporarily.  Fortunately by the time the operation was ready, so was ACHQ and it was moved into the dockyard tunnel.

On October 20th during an Italian raid on Gibraltar, an incendiary bomb was dropped on the Spitfire dispersal area but failed to do any damage, a stick of anti-personnel bombs fell in La Linea causing some damage and casualties.

Throughout this period, a shuttle service had been operating, using mainly Liberators, carrying UK evacuees from Malta to the UK via Gibraltar. On the 31st of October 1942, a Liberator of No.511 Squadron overshot the runway and crashed into the sea with 32 evacuees on board, the crew escaped minor injuries but 14 passengers were killed either from the impact or drowned.

Aircraft continued to arrive in crates to be assembled in vast numbers, creating increasing problems in parking, the crew were working 24 hours using searchlights in order to have everything ready by four AM., on the 8th of November. The runway extension was now 1350 yards.

It was obvious to the Germans watching Gibraltar from La Linea, that something was afoot, but security was so tight, that they did not know exactly what was on.

On October 31st 1942, North Front was declared a protected area, army sentries patrolled the area and everyone entering or leaving here would checked, the entire area was lit by searchlights with armed guards keeping watch behind the lights.

On the airport there were Hudsons, of 233, 500 and 608 Squadrons, Mosquitoes of 540 PRU Squadron, Spitfires of No. 4 PRU Squadron and a special meteorological flight of two Hudsons.  There were 650 aircraft standing by.

At 0618 hours on the 8th of November 1942, a telephone call from ACHQ, where General Eisenhower and his staff, operating out of the dockyard tunnel, ordered the barriers on the road to Spain to be closed until further notice, no one was allowed to cross into Gibraltar over the runway.

Operation Torch was about to begin.

By the 12th of November, pressure eased up as the airport in Oran came into use, the statistics for this period in Gibraltar are impressive and even by today’s standards, would be hard to beat.  Rainfall during this month was very high and caused some headaches, but operations continued relentlessly, not a single day during this month was flying interrupted..

Article supplied by History Society Gibraltar.
Email: historysocietygibraltar@hotmail.com
Dedicated On the 100th anniversary in 2018, to RAF Gibraltar, by the History Society Gibraltar. 

HISTORY OF THE RAF IN GIBRALTAR

in Features

PART 1

On the 26TH of September I939 No. 200 group was formed using flying boats. Group Captain Harrington carried out extensive operational programmes with these aircraft. No.202 Squadron belonging to this group, were equipped with London flying boats. It was not until 21ST of December I941 that RAF Gibraltar was formed as a Station. More details will be included in the chronological history that follows.  The history of aviation in Gibraltar goes back to 1889, when the SS Boklcara arrived in Gibraltar with Professor Dale, Major General Brine and a 40 foot by 60-foot balloon with a capacity of 30,000 cubic feet, using coal gas as a lifting medium. On December 7TH 1889 Professor Dale with the four officers and a dog called Charlie, attempted to cross the Strait to Ceuta in the balloon called Victoria. They reached a height of 5600 feet, but the wind took them over Algeciras, and they touched down 1000 feet up a mountain south of the town. They returned to Gibraltar the following day and gave up the attempt, leaving for Tangier some days later.  

Towards the end of the 19th century, experience in various combat zones in Central and Southern Africa indicated that the use of balloons for observation  and artillery spotting had some merit. In 1884 the Royal Engineers set up a Balloon Unit in Aldershot. The District Engineer in Gibraltar wrote a letter to the War Office in London, without the Govender’s knowledge, suggesting that a  captive balloon would be of great value to the forces in Gibraltar. In May a letter was received by the Governor asking for his views on the matter. The Governor, Field Marshal Sir George White, of Ladysmith fame, replied “my  experience has shown me the difficulty of making accurate observations from a  captive balloon, but the nature of the information which might be obtained by  this means from the top of the Rock, would not require great accuracy of detail and would be of great advantage to the defence.” he later added “it would also raise the observer above the Levant Cloud” 

The Assistant Quarter Master General replied  on the 4th of July 1901 that the War Office proposed to send an officer and 25 men with their balloon and the necessary equipment. A problem arose with the accommodation of the extra men. Troops in Gibraltar were already sleeping in tents for lack of proper accommodation. By August a solution had been found at Bruce’s Farm.  Various options were proposed including training local engineers, this was rejected, and it was not until December I903 that two officers and I6 sappers belonging to the Balloon Section of the Royal Engineers. arrived with all the equipment, including that for manufacturing hydrogen. On the 1ST of April 1911 the unit was renamed the Air Battalion of the Royal Engineers which later  became the Royal Flying Corps. I5 volunteers were selected from the local regiments, but had to be light, intelligent, of medium weight and height and not afraid of height. The volunteers were given a special allowance for the period they were attached to this unit. The weather on the Rock was not conducive to balloon operations due to the high wind especially during the Levant. The whole operation closed down by 1905.  In the years up to the beginning of World War One, aviation had advanced in leaps and bounds. The Royal Navy, based in Gibraltar and Malta, had developed the use of seaplanes carried on capital ships. The Royal Naval Air Service, later to become the Fleet Air Arm, set up a base in the south eastern corner of the neutral ground. This had been preceded by lengthy discussions between Gibraltar and the War Office on the use of the Racecourse  on the neutral ground in Gibraltar as an emergency landing ground for aircraft.  A great deal of attention was given to the sensitivities of the Spanish. By 1911 a fence had been built, dividing the neutral ground into two, the British had developed their side of the fence which included the Victoria Gardens and the Racecourse among other things. Following heated negotiations with the Gibraltar Jockey Club it was agreed to allow aircraft to land on the Racecourse in an emergency. During the joint Mediterranean and Channel Squadron exercises, the Navy had negotiated for the Racecourse to be available in case of need. This required adapting the ground by making some of the racecourse equipment movable, to the annoyance of both the Governor and the Jockey Club. Most of the aviation activity at this time was by flying boat, although a number of lands borne aircraft had used the emergency strip. Flying conditions around the Rock, made flying in these primitive machines, very dangerous, especially during the Levant. Wind in the harbour could be in opposite directions within a few yards of each other making take off virtually impossible.  In May l9l5, the German U Boat U21, was seen in the Strait, she was intercepted by Torpedo Boat No.92 close to the African coast, the submarine dived and escaped unharmed, she was heading for the Dardanelles. The U21 created havoc during the campaign there. This prompted the Director of the Department that same month, to propose establishing an Air Station in Gibraltar. His proposal was for a landing ground for aeroplanes in the vicinity of the Racecourse, with a light railway track at both sides of the isthmus to enable seaplanes to be pulled from the sea. His plan included the erection of two Bessoneau tent portable hangers from Paris, and a wooden shed to accommodate the aircraft. This was to be followed by two Atlantic type flying boats from Felixstowe. A seaplane carrier was suggested, until the station was established and a kite balloons ship should also be employed to watch the Strait.  In April 1912 the Royal Flying Corps had been established to support the army, On the 1st of July 1914 the Admiralty established the Royal Naval Air Service to support the Royal Navy. In June 1915, an air station was set up in Gibraltar, the commanding officer of the new air station was Station Commander Charles Barnby. 

During 1915, five land planes and four seaplanes were sent to Gibraltar. The land planes were BE2, numbers 975 and 1123, Caudron GIII numbers 3286, 3287, 3288, the seaplanes were Atlantic numbers I236 and 1237, Short Admiralty Type 74 number 183. 

The seaplanes initially operated from the boathouse in the dockyard. According to one source, the land-based aircraft, did not operate from the racecourse, but from the reclaimed land south of Chatham Counterguard. This would be the area from the foot of the American War Memorial to Kings Bastion. which at one time housed the Naval Cinema and football grounds opposite the War Memorial steps. Since at this time, the old Naval Cinema was in fact a hangar,  there is some logic in this argument, to date, there is no evidence that this was true, but merits further investigation.  Apart from the officers and warrant officers, there were 53 ratings all were accommodated on HMS Cormorant and Hart. Three additional pilots and two warrant officers were appointed to the station in June and two more in July.  During January 1916, four replacement aircraft arrived in Gibraltar, these were Admiralty type 840 Wight seaplanes numbers l353, I354, l406. and 1407

Squadron Commander Arthur Gaskell took over the Station in February l9l6.  Further replacement aircraft arrived in April they were again Wight type 840, numbers 9021 and 9022. These aircraft were found to be unsuitable for the conditions in Gibraltar, they had a tendency to flip and the floats were a constant source of problems. in May 1916, Gaskell requested replacements using Curtiss flying boats from the United States, as a result four Curtiss H4 flying boats, numbers 3551, 3552, 3556 and 3558 arrived in Gibraltar.  As Italy entered the war in May l9l5 on the side of the Allies, it was decided to move operations to the Eastern Mediterranean. In February 1917, the Air Station in Gibraltar was temporarily closed down leaving only a skeleton maintenance crew. The four Curtiss flying boats were transferred to Malta by October.  The United States entered the war in April I917 and were allocated the hangar, as a sick bay, workshop and stores, until the end of the First World War.  In the l920s, the Governors of Gibraltar and Algeciras discussed the possibility of an airfield on the Spanish side of the fence, however this was rejected by  both the British and Spanish Authorities in Madrid and London. 

Shot Down by Spain

in Features

The story of the Free French aircraft shot down by Spain

In June 1940, France was fighting Germany as “Free French.” It had capitulated to the Hitler Regime and a puppet government set up in southern France ON June 17th 1940. The Free French Air Force, operating out of airfields in Morocco frequently used the partially constructed airport at North Front. Although nowhere near as long as it is today, it was adequate for the aircraft in use at the time. 

Long before the runway was built, there was a military rifle range at the end of the road which ran alongside the frontier fence. The sand ramp which held the targets and absorbed the bullets, was built parallel with, what was the northern extremity of eastern beach. This was isolated when the runway was completed. There are many instances of Spanish children crossing the border by swimming around the end of the fence and digging the lead bullets out of the ramp for scrap. In one instance a boy was killed by a bullet.

On 30th June 1940, an eye witness presented his testimony to the authorities as follows.

In reference to the French aircraft shot down by Spanish gunfire last Sunday  June 30th, I have the honour to submit to you the following report.

Submitted by a first-hand eye witness; 

It was about five thirty in the afternoon. I was seated in my car, looking northward along the pavement of Eastern Beach, between the “A” and “B” butts, (of the rifle range) I was closer to the first than the second, when, after a few minutes, I saw a French airplane flying over  the sea towards North front. The aircraft circled three times knowing it was being targeted from Spain as it flew over the neutral ground. Finally it landed after making a half turn.  A few moments later I heard the noise of a second aircraft coming from the east, before recognising it as French. It flew very low, I should say about 200 feet above the sea, much lower than the other aircraft and that it was preparing to land at North Front. A few moments later it flew over the road, between my car and the “B” butt and continued its course towards Western Beach. When it was about half way to Western Beach the Spanish Guns opened fire, and continued to fire until the aircraft began to veer south, passing over the North Front Barracks. Before it had finished its turn, the aircraft dived suddenly, followed by clouds of smoke and flames.

I drove my car across the racecourse as fast as possible  with the intention of giving whatever help I could to the occupants of the crashed aircraft, but on arriving at Western Beach I realised that it had crashed into the sea and saw several boats heading in that direction with the view of recovering the unfortunate crew.

Staying on the beach, where soldiers of the King’s Regiment were assisting and were eye witnesses from beginning to end, who could also testify that the rcraft was over British territory at all times from the time it crossed Eastern Beach, until it crossed over Western Beach and finally crashed into the sea.

3rd July 1940 Assistant Commissioner of Police.

The first flight described is probably that of Captain Lager and Lieutenants Aubertin and Saint-Pereuse. The main facts of the report from the eye witness are corroborated by three other witnesses discovered by the Coroner, asked for by the Government and still kept in Gibraltar. These witnesses confirm all that was said by the first eye witness. 

Part 1 of this testimony of a person also present close to North Front, told us that the firing came from a battery situated to the west of the Spanish neutral ground. In the important declaration No.2., it is also proven that the aircraft fired on “had never been outside the British lines” and that it had flown about 200yards (a little less than 200m) inside the neutral zone, that is to say in the British zone, to the south of the neutral zone at a height of 300 feet. The witnesses specify also that the aircraft turned on its back before crashing into the sea at 150 meters from the western shore. The Captain of the Port in Gibraltar, who watched the incident from some distance, thought that the crash was a little further from the coast. He also stated that a motor boat from the Shell Company picked up the first two bodies, transporting them to the hospital. He confirmed that the fire came from the Spanish side of the frontier. Several witnesses draw attention to the neutral ground which separates the British and Spanish zones and specifically to the latter. 

Bertrand du Plessis and Captain Jaques de Vendeuvre left Casablanca in a Martin (possibly a Baltimore) destined for Gibraltar but the aircraft was hit on its approach to the airport. At the time, this was being built on part of the racecourse to the north of the Rock. Rumours within the Free French camp was that the shooting down of the aircraft may have been instigated by the Germans. 

Military Commandant in La Linea was said to have fired on another free French aircraft. 

A service was held for three of the crew at the Cathedral, officiated by Bishop Fitzgerald on Monday 1st July 1940.         

The funeral of the four crew of the aircraft was reported in the Gibraltar Chronicle. The bodies were placed on military vehicles at the colonial Hospital, covered with the tricolour’s and wreaths and taken to North Front cemetery where they were given a burial with full military honours. The cortege was followed by many thousands of ordinary citizens and military alike. Shops and offices were all closed as a sign of respect. The band of the King’s Regiment lead the procession.  

 At the cemetery the Reverend N.G. Railton, Senior Chaplain to the Forces officiated and the final prayers were read by the Reverend A Kirby the Roman Catholic Chaplain to the forces. 

The bodies were laid to rest and the buglers of the regiment sounded “The Last Post and Reveille”

The French consul gave a brief oration, in which he thanked the local population for their support for the Free French.

There were representatives of all the armed forces and people from all walks of life in Gibraltar. 

2ND BATTALION ROYAL WARWICKSHIRE REGIMENT

in Features

By kind permission of the Royal Warwickshire Regiment Museum, Warwick

The 2nd Battalion 6th of foot was raised at Preston by Robert Walker
Maclin Fraser late of the 1st Battalion under authority from the
Secretary of State for war dated 13th October 1857. The condition on
which the raising of the Battalion was undertaken were that on its
parading one thousand strong Major Fraser should be approved to the command of it with the rank of Lieutenant Colonel.

The first recruit joined the regiment on the 30th of October and on the 25th of November in the unprecedented space of space of 26 days, the Regiment paraded one thousand strong in addition to which upwards of 250 men have been enlisted and finally approved most of whom joined in a few days, of this number 125 were transferred from the 2nd Battalion, 7th Fusiliers then also at Preston. 

The head quarters of the regiment remains at Preston with three companies detached at Bury and three at Manchester up to the 15th of February 1858 when the detachments were called in, and the regiment was together until the 8th of March when it was removed to Aldershot where it remained until the 17th of may 1858.

The great progress the regiment in the short space of time from its first foundation till it went to Aldershot drew from His Royal Highness the Duke of Cambridge the General Commanding in Chief the highest commendations on his inspecting it there in April.  On the 17th of May 1858 the service companies eight hundred and thirty strong, under the command of Lieutenant Colonel Fraser embarked for Gibraltar where it arrived on the 25th of the same month. A depot of two companies consisting of one hundred and twenty one men were left in England.

The first inspection of the Battalion was made by Major General Rumcley commanding infantry brigade on the 17th June 1858 at Gibraltar.

The first Colours were presented to the Regiment on the 13th of October 1858 by Lieutenant General Sir James Ferguson KCB Governor of Gibraltar, being the day after authority was given to Lieutenant Fraser to raise the Battalion.

The Battalion was augmented by two sergeants and two corporals on the 1st of April 1859 as per War Office letter dated 31st March 1859. Genl 20/197.

The rifle muskets with bayonets pattern 1853 in possession of the sergeants were exchanged for the rifle muskets pattern 1856 with sword bayonets received at Gibraltar on the 1st of June 1859. The Battalion was removed from Town Range on the 30th of September 1859 and remained under canvas at the North Front until the 1st of February 1860 when it was removed to the South Barracks.

Between the 10th of August 1860 and the 29th of August 1860 the new interchangeable rifle musket (789 in number) were issued to the Battalion in Gibraltar.

The establishment of the Battalion was augmented by one sergeant by authority dated Horse Guard 31st August 1860. The Sergeant Instructor of Musketry being taken on the strength of the Service Company.

The Battalion was removed from the South Barracks on the 10th of June 1861 when it was quartered on Windmill Hill one wing being in barracks and one wing encamped.

The establishment of the Battalion was reduced by one assistant surgeon from the 1st of April 1861 by authority dated War Office 20th June 1861 War Office letter 51/86/499. On the 31st September authority was received to issue on the 1st of April 1862, one pair of blue serge trousers to all ranks to last two years, and on the 1st of October 1862 a pair of boots to each soldier at present in receipt of one pair only annually.

new pattern shako (regimental helmet) was issued to the Battalion on 1st of April 1862.

On the 5th of April 1862 the establishment of the Regiment was altered in the Service and Depot Companies as follows:-

• Service Companies from 760 privates to 730

• Depot Companies from 140 privates to 120

• Total Battalion from 900 privates to 850

On the 23rd of June 1862 the Battalion embarked on board H.M. Transport Himalaya enroute for Corfu, at which station it arrived on the 29th of the same month and disembarked the following morning leaving detachments as follows:-

Capt. Lieut. Bms Serg Corps Drummers Pvts 

Santa Inaura 1 1 1 4 4 2 106

Ithaca 1 1 3 3 1 60

Vids one company

The barracks occupied by the Head Quarters were those at the Fort Neuf.

The establishment of the Battalion was increased by one Bandmaster per authority dated War Office 14th June 1862.

By War Office letter 54/2136 of 19th August 1862 40 ball bags for sergeants and 759 for rank and file were authorized to be issued to the regiment the large 40 round pouches were altered to contain 50 rounds and the small 20 round pouches were returned into store. 

By Horse Guards circular memorandum No.248 of 1st April 1863 the establishment of the Service and depot Companies were altered as follows:-  

The Service Companies reduced from 730 privates to 640 privates

The depot companies reduced from 120 to 110 privates.

Tribute to Lord Nelson

in Features

AND
All those that took part in the Battle of Trafalgar
October 21st 1805

Part 2 of 2

THE FOLLOWING IS AN EXTRACT OF A LETTER WRITTEN BY AN OFFICER OF THE BELLEROPHON: DEC. 9, 1805

At noon precisely the action commenced by the Fougeux and Monarca opening fire on the Royal Sovereign. 

Now follows an extract from our log:

1210
Royal Sovereign opened fire on the enemy’s centre. 

1213
answered 16 general signal.

1220
Royal Sovereign, at the head of the larboard division, broke the enemy’s line astern of a Spanish three-decker, and engaged her to leeward, being followed by the Mars, Belleisle, and Tonnant, who engaged their respective opponents.

1225
opened our fire on the enemy.

1228
Victory, at the head of the starboard division, opened her fire on the enemy.

1230
engaging both sides in passing through the enemy’s line, astern of a Spanish two-decker (El Monarca.)—1235, fell on board the French two-deck ship 1’Aigle, whilst hauling to the wind, our fore-yard locking with her main one, kept up a brisk fire both on her, on our starboard bow, and a Spanish two-decker (El Monarca) on the larboard bow, at the same time receiving and returning fire with a Spanish two- decker (Bahama) on the larboard quarter, and receiving the fire of a Spanish two-decker (St. Juan Nepomuceno) athwart our stern, and a French two-decker (La Swiftsure) on the starboard quarter: the action soon after became general. 

1300
the main and mizen- top-masts fell over the starboard side, main-top-sail and top-gallant-sail caught fire.

1305
the Master, Midshipman and the Captain fell, still foul of L’Aigle, and keeping up a brisk fire from the main and lower decks; quarter-deck, poop, and forecastle being nearly cleared by the enemy’s musketry, chiefly from troops on board L’Aigle.

1320
the jib-boom was shot away.

1340
L’Aigle dropped astern under a raking fire from us as she fell off, our ship at this time quite unmanageable from braces, bow- lines, etc. shot away.

1345 L’Aigle was engaged by the Defiance.

1405
she struck.— On the smoke clearing up, observed several of the enemy’s ships had struck.—Fired several shot at El Monarca, our first opponent, when she struck.

1500
sent an officer and party of men to take possession of her.

1506
the ship being ungovernable, and in danger of falling on board of Tonnant, Temeraire, and prizes,    


Made 318 (signal) to Sirius, out boats and sent them ahead to tow, towed and swept the ship clear of them (the enemy ships); received prisoners from our prizes.

1605
answered 101. (a signal code)

1610
opened our fire on five French ships making off to windward, the sternmost of which was cut off, and struck to the Minotaur.

1707
the fighting ceased, thirteen sail of the enemy’s ships making off to leeward, four of their line to windward.—

1720
answered 90 general. (a signal)

1730
took possession of El Bahama, Spanish 

1901
Sunset, one of the prizes sunk, another blew up.” Thus far our log ; but it will not be amiss to mention, that whilst engaged with the fire ships in this situation, L’Aigle twice attempted to board us, and hove several grenades into our lower deck, which burst and wounded several of our people most, dreadfully; she likewise set fire to our fore chains; our fire was so hot, that we soon drove them from the lower deck, after which our people took the (quoins)coins out, and elevated their guns, so as to tear her decks and sides to pieces: when she got clear of us, she did not return a single shot whilst we raked her, her starboard quarter was entirely beaten in, and, as we afterwards learnt, 400 men hors de combat, so that she was an easy conquest for the Defiance, a fresh ship: we were well matched, the being the best manned ship in the Combined, and we in the British fleet. Unfortunately situated as we were, I have no doubt she would have struck, had we been able to follow and engage her for a quarter of an hour longer; but had we been fairly alongside of her, half an hour would have decided the contest; for I must say I was astonished at the coolness and undaunted bravery displayed by our gallant and veteran crew, when surrounded by five enemy’s ships, and for a length of time unassisted by any of ours. Our loss, as might be expected, was considerable, and fell chiefly on our prime seamen, who were foremost in distinguishing themselves; twenty-eight, including the Captain, Master, and a Midshipman, were killed outright; and 137, including the Captain of Marines, who had eight balls in his body, and his right arm shot off, before he quitted the deck; Boatswain, and five Midshipmen, were badly wounded, and about forty more slightly, so as not to be incapable of duty; nineteen of the wounded had already died before we left Gibraltar. I consider myself as very fortunate in having escaped unhurt, as our class suffered so severely. 

Following the battle, Admiral Collingwood sent a despatch to the Governor of Gibraltar telling him of the victory. This news arrived on the war schooner Flying Fish on October 23rd and was published in the Gibraltar chronicle on October 24th. 

Gibraltar Chronicle extraordinary

THURSDAY, OCTOBER 24th 1805
EURYALUS, AT SEA, OCTOBER 22, 1805.

Yesterday a battle was fought by His Majesty’s fleet, with the combined fleets of Spain and France, and a victory gained, which will stand recorded as one of the most brilliant and decisive that ever distinguished the British Navy.

The enemy’s fleet sailed from Cadiz, on the 9th, in the morning, thirty three sail of the line in number, for the purpose of giving battle to the British Squadron of twenty seven and yesterday at eleven am., the contest began, close in with the Shoals of Trafalgar

At Five pm. seventeen of the enemy has surrendered, and one (L’Achille) burnt, amongst which is the Sta. Ana, the Spanish Admiral Don D’Aleva, mortally wounded, and the Santisima Trinidad. The French Admiral Villeneuve is now a prisoner on board the Mars; I believe three Admirals are captured. Our loss has been great in men; but, what is irreparable, and the cause of universal lamentation, is the death of the noble Commander Chief, who died in the Arms of Victory. I’ve not yet any reports from the ships, but have heard that Captains Duff and Cook fell in the action.

I have to congratulate you upon the great event, and have the Honour to be, &c. 

(Signed) C. Collingwood

To Hon: Gen. H E Fox, &c. &c. (Governor of Gibraltar)

The Chronicle continues:

In addition to the above particulars of the late glorious Victory, we are assured that 18 Sail of the Line were counted in our possession, before the vessel, which brought the above dispatches, left the Fleet; and that three more of the enemy vessels were seen driving about, perfect wrecks, at the mercy of the waves, on the Barbary shore, and which will probably also fall into our hands.

Admiral Collingwood in the Dreadnought, led the van of the British Fleet most gallantly into action, without firing a shot, till his yardarms were locked with those of the Santisima Trinidad, when he opened so tremendous a fire, that in fifteen minutes, she was completely dismasted, and obliged to surrender. Lord Nelson, in the Victory, engaged the French Admiral most closely; during the heat the action, his Lordship was severely wounded with a grape shot, in the side, and was obliged to be carried below. Immediately on his wound being dressed, he insisted upon being again brought upon deck, when, shortly afterwards, he received a shot through his body; he survived however, till the evening; long enough to be informed of the capture of the French Admiral and of the extent of The Glorious Victory he had won.– His last words were, “Thank God I have outlived this day, and now I die content”

A despatch was sent to the Admiralty in London on board the schooner Pickle

The Pickle passed the news to Captain Sykes on the Nautilus which he met off Portugal. This ship sped to Lisbon to give the tidings to the Consul there. Meanwhile the Pickle continued on to the Channel where it met up with the Mouse Hole fishing fleet. They immediately left for Penzance with the news which was passed to the Mayor who was attending a function at the Union Hotel.

Captain Lapenotiere of Pickle landed at Falmouth where he took a Post-Chaise for London. On route he passed through Truro, Tavistock, Exeter, Axminster and Basingstoke, giving the tidings as he went.

The despatches were delivered to the Secretary to the Board, William Marsden who was still working as the Captain arrived at one in the morning. He woke Lord Barnham, who studied the message and sent a messenger to the King at five am.

The Pickle was a schooner in the rear guard of the fleet and is unlikely to have taken part in the fighting but was used as a messenger.

Article supplied by History Society Gibraltar.
Email: historysocietygibraltar@hotmail.com

USS Ophir

in Features

The burning quesiton

Many of us remember the devastating explosion which rocked Gibraltar in April 1951 when the British ammunition ship Bedenham exploded on the Gun Wharf. A similar incident nearly occurred in 1918 when US navy cargo ship the USS Ophir returned to Gibraltar on fire carrying a flammable cargo.

The USS Ophir was built by the Dutch Kon. Masts de Schelde in Flushing in 1904. This 8905 ton cargo passenger ship was operated by the Rotterdamsche Lloyd Line on the Pacific run. The ship was seized in Hawaii by customs officials under a Presidential Proclamation of the 20th of March 1918 and was turned over to the US Navy on the 21st of March 1918 and commissioned on the 25th on that month as a NOTS (Navy Overseas Transportation Service) under the command of Lt. Cdr. M P Nash USNRF (US Navy Reserve Force). 

The Ophir left port on the 2nd of April heading for New York where she arrived on May 14th. Leaving again in the company of four other ships on the 1st of June. They carried sailors and tugboat men, 500 mail sacks and other cargo, heading for La Pallance in France, to supply the American Expeditionary Force (AEF) there.  She arrived on June 7th    (GHQ AEF France report dated June 9th) and set sail again for Verdun on the 27th and then returned to New York. The General Headquarters AEF shows the Ophir arriving in New York on July 30th. She continued to operate on this sector and on the 25th of October set out for Gibraltar and onward to the southern French ports. The Ophir arrived in Gibraltar on November 8th. Soon after sailing for Marseille she caught fire and turned back to Gibraltar. In the afternoon of the 10th a telephone call was received by the Senior Naval Officer (SNO) in the Gibraltar Dockyard which stated that the Ophir was on fire and would be arriving about 1500hrs. A berth was prepared on the North Mole. The question of tugs was raised but was informed that the HM Tug Crocodile, which had the necessary pumping equipment, was laid up and only the Marsden and Heroine were available with limited pumping capacity but that the Kings Harbour Master and Commander Remington had the matter in hand. At 1930hrs the ship was reported to be rounding Europa Point. The SNO boarded the vessel on arrival and was informed by the Captain that he thought the fire was in No2 lower hold which held some 500 tons of coal. The Ophir was anchored off North Mole. The fire was kept under control during the night using the ship’s firefighting equipment. At 1930 hrs on the 11th an explosion blew off the hatches of No2 hold and the ship continued burning furiously. The water from the fire hoses had passed from the hold into the boiler room and was in danger of extinguishing the furnaces. The SNO was on board when the Captain requested that the ship be beached. This was agreed and the Pilot, Pelizza, took the ship into the shallows and she was run aground in four and a half fathoms. The fire continued, the boilers were put out of action and the Ophir burned out with all the hold full of water. The 11th of November 1818, being the day that the Armistice was signed which ended the First World War. 

Two sailors perished in the fire, they were Guy Alston Comstock, an Engineman, 2nd Class of the USNRF and Oscar Wilson, Engineman 1st Class USNRF. Both these sailors were buried at the North Front Cemetery on the 16th of November. The bodies were repatriated to the United States on the 3rd of June 1919.

Her cargo consisted of drums of Aviation Oil, which in those days was probably of castor oil base and highly flammable. Reports in the US media talk of shell holes but there is no evidence that she carried ammunition. She also carried a number of ambulances, coal and provisions, no doubt for the troops at her original destination. 

The Crocodile, obviously now repaired, started to pump out the holds and in a report from the Captain of the Port, dated 18th January 1919, the fore hold was now dry and No 2 hold had three feet of water and the after hold was reduced to about the same level. Tests were being carried out to see if the ship could be pumped dry without damage. The hull seemed watertight but some concern was raised over the after bulkhead. The iron deck aft of the dining saloon on the port side was split right across and it was hoped this was not a structural failure. A US destroyer was anchored just north of the Ophir and keeping an eye on developments. For security reasons, the night patrol was ordered to make several tours around the ship while on patrol. An inventory had been taken of everything on the ship including all brass and copper fittings and orders given that the correct night lights should be on during darkness. Nevertheless by the 4th of December the Captain of the Port reported that fittings had been stolen from the ship. Captain Nash was lodged with the American Consul while the ship was being raised. Captain Asserson USN was in Gibraltar as part of the diplomatic team and was involved in the decision to raise the Ophir, which was reported to the Colonial Secretary on January 18th 1919.  The US Navy survivors were repatriated and a team was sent to Gibraltar to refloat and repair the vessel. 

No doubt the provisions were spoiled and probably dumped at sea under the sanitary inspector’s control. The vehicles had been under 16ft of water but the five Quad trucks were salvaged and sold to Alexander Ivison of Cadiz under the authority of US Base 9, the Patrol Squadron based in Gibraltar on the 22nd of May 1919. The US media reported that the vessel was under water for five months but this does not appear to be the case as she was pumped dry within weeks.

Only enough work was done to make her able to sail back to the United States. A skeleton crew of six officers and sixty eight men were sent out to bring the ship back

On the 25th of November 1920, she set sail still full of holes and hardly seaworthy. Incredibly, despite her condition, eight wives of enlisted men were permitted to sail with the ship. Only three of her boilers were operational and two days out of the Azores, they broke down and she was given a tow by the USS Bob-O-Link off Bermuda. About 100 miles off Cape Henry, they hit a severe storm and the tow rope parted. For thirty six hours the Ophir drifted in 100 mile an hour wind and heavy seas but finally the storm abated and she was able to get under way on her own, arriving in Norfolk, Virginia on the 9th of January 1920. The Ophir was decommissioned and turned over to the War Department on the 16th of January 1920.

It is curious to note that there is no reference to this incident in the Gibraltar Chronicle, and were it not for the records of the North Front Cemetery and the official Government correspondence, there would be doubt as to whether it ever happened. The fact that it occurred on the 11th of November 1918, the day that the armistice was declared, which ended the First World War, might account for the lack of interest. Research is still going on to establish the details of how the vessel was raised by the US Navy.

WE WISH TO THANK THE DIRECTOR OF THE US NAVAL HISTORICAL CENTER WASHINGTON FOR HIS ASSISTANCE IN THE RESEARCH INTO THIS INCIDENT AND THE USE OF THE PHOTOGRAPHS. ALSO THE GIBRALTAR GOVERNMENT ARCHIVES FOR ACCESS TO THE GOVERNMENT PAPERS.

Stand by your Beds

in Features

Based on
“Standing Orders in the Garrison of Gibraltar 1803”

Most of us of a certain age will remember the ridiculous lengths to which we were made to go in preparing our beds, boots and equipment for inspection to please overzealous, tradition bound officers and NCO’s in the Gibraltar Defence Force, now The Royal Gibraltar Regiment. Many evenings were spent in burnishing our boot toecaps into mirrors and polishing our cap badges, buttons and brasses, only to be criticizes by some little napoleon for having a spot on the webbing, or a blanket not quite folded to the correct thickness.

BUT, if you think this was ridiculous give a thought to our predecessors in the same boat. 

In the barracks, each room was approximately 18 x 36 feet and would accommodate nineteen man. Lack of space in some cases made it necessary to provide folding beds. In this area the men would also eat their meals and spend their off duty time when not in town.

Each man would be issued with a straw mattress, a box for his personal articles. Wooden tables, benches, a stove and wood would complete the barrack room. His personal uniform and accoutrements are listed below.    

Following are some of the “Standing Orders“ in the Garrison of Gibraltar in 1803 during the Governorship of the Duke of Kent. 

Every NCO, Drummer and Private is to rise at latest, at half past three in the Summer months and half past four in the Spring and half past five in the Winter when a long roll is to beat at the front door of every barracks, at which time they are immediately to commence folding up their beds, according to the following mode. The bolster (pillow) laid at the bottom of the flock mattress, which is to be doubled over twice, so as to make it lay in three folds with the bolster in the centre; the sheets, blankets and rug to be once doubled from the length, and then turned together in three folds also, the sheets to be first laid on the bed, the blankets on the sheets and the rug on the blankets; at the same time the berths (area around the bed) or platforms (wooden plank beds) are to be swept perfectly clean.

At the hour established for breakfast, the quartermaster is directed to visit the rooms and see that they are clean, and the beds folded up as ordered for the first morning inspection, and cleaned, the caps of the NCOs and men hung upon the pegs fixed up for the purpose, the accoutrements on the racks, with the bayonet belts, the arms neatly and uniformly upon the racks, with the cocks let down and good flints in them, the name of every man and the number of his arms written on a card and placed on the top of the arms exactly over the owner’s firelock, the greatcoat neatly rolled up, and with the knapsack hung over the berth or platform.

At one and a half hours before the evening gun, the whole, except for the sick, and half of the attendants on them, will parade in open column of Companies with their arms, accoutrements, greatcoats and knapsacks, when the Commanding Officer of Companies are to minutely examine the state and number of every Sergeant’s pike, sword and sword belt; the flintlock, bayonet, ramrod, pouch, pouch belt, bayonet belt, frog (the bayonet scabbard) and sling of every Rank and File; the drums, swords, sword belts and slings of the Drummers; the fifes, fife cases, swords, belts and slings of the Fifers and the hatchets, saws, aprons and slings of the Pioneers; and see that the whole of each man’s arms and accoutrement are marked with the Company’s letter and that the whole set has the same number, that every man has his own, and that none of the marks and numbers are defaced.

DIRECTIONS FOR CUTTING THE HAIR

The top or brush to be cut as close as the scissors can catch it, allowing the comb between that and the head; the under part immediately behind the ear to be left somewhat longer so as, when rubbed up with soap and grease and combed upwards, to look as if it was frizzed after being turned with a small curling iron. The hind hair is to be parted from the brush with a string passed from ear to ear, vertically over the top of the head. Every part of the hair that comes behind the string being combed back so as to go into the queue, that which comes before forming the brush. No whiskers to be allowed of but for Drum Majors and Pioneers, but the beard to be always shaved up to the top of the ear; where the side hair is to be left perfectly square and level with the corner of the eye. No part of the beard below the top of the ear or in the neck to be permitted to grow.

NB. The top hair is to be regularly cut in the first week of every month by one established Hair Dresser.

DRESSING THE HAIR.                                                                                   

In order to prepare the hair to receive the queue, it is first to be moderately thickened with powder and grease, both well combed into the roots; a small pad or cushion covered with black sheepskin and stuffed with bran, about two inches and a half in length and of thickness proportionable to the man’s hair, (known by soldiers as a mouse) is next to be placed inside, above the tie, so as to make it appear full and round, without spreading it too much, and in order to prevent it from splitting; but this is on no account to be placed so high as to touch the head, as that would occasion the queue to stand off from it, or make it bag at the tie, which are the two greatest faults that can be found in any soldier’s head dress. After this, the hair is to be tied exactly level with bottom of the stock and particular care must be taken that the tie sets close to the neck; the top hair is then well rubbed up with soap, flour and grease and combed from the ears straight upwards, so as to have the appearance as if turned by curling irons, the back hair is next to be covered with soap lather, well beat up with flour in a box, until it becomes a stiff paste which is laid on with a small brush (commonly called by House Painter, a Sash Tool), and then regularly and neatly marked with a comb the teeth of which should be about ten to the inch, each mark coming directly down from the crown, where the hind hair is parted off from the top to the tie, after which the whole hair is to be lightly powdered with a thread or cotton puff until it is perfectly white; but not so as to fill up the marks of the comb. When this is done, all loose powder that has not attached itself to the paste where it is directed to be laid on the hind hair is to be blown off so that none may by chance fall on the clothes. The queue which is to be made to receive the whole of the man’s hair and to cover the string with which it is tied, is to be fixed on so that, when the man has his coat on, the queue may be even with the lower row of lace on the collar, and lastly the flash is to be fixed on so as to cover the top of the queue. 

FOR THE UNDRESS

The hair is to be done according to the foregoing directions, except that the soap, lather and powder are to be altogether omitted and no part to show at all  white; the marks of the comb which is used for combing the hair, to be left without being smoothed down, although the marking comb is not to be used

The Duke of Kent preserved hair powder and queues for those under his command until much later, even though the practice had been abolished in 1808. As Governor of Gibraltar, he issued a series of orders that- 

” The first person who boarded every ship coming into the harbour was his Royal Highness’s hairdresser, and no officer was allowed to land until he had submitted his head to be operated on by this functionary. On the top it was to be cut into a horseshoe form; a string put round the ear and held in the mouth decided the termination of the whiskers”

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