The letters of Commander R. Langton-Jones R.N. (ret.) claiming to be the last man to leave Gallipoli and the further letter of Lieut. Col. (ret.) W.N.S. Alexander, according that honour to the late General Sir Stanley Maude have raised Interesting questions, …venture to put a further question, "Who was the last man to leave the "firing line on Gallipoli"?perhaps the following narrative may be of interest I have studied most of the accounts of the Gallipoli Campaigns, no details of the arrangements of the final evacuation appear to have been published.I was the Chief Petty Officer of the Dumezyl Group of Heavy Bombers. This arm of the Mediterranean Expeditionary Force consisted of three officers and about 180 petty officers, non-commissioned officers and men from the various battalions forming the R.N.D. There were also a few details from one of the London Regiments. The Commanding Officer was Lieut. Alan Campbell.The "Group" as it was called was formed for the purpose of carrying on the heavy bombing which the French had hitherto performed. We took over their material, mortars and bombs, and they instructed us in their use. In conclusion, I do not think the Turks could have got through without giving us ample warning, and in confirmation of this General Von Saunders stated in his book "that the mines were very well laid.” The secret map previously mentioned is now in the War Museum, London.W.J. Mason, Lieut. R.N.V.R.
SU N DAY, 14 DECEMBER 2025
thebuoycompany@gmail.com 21 Bosworth Rd Bairnsdale Vic 3875 0408 516 235
NormaOlive Brown . nom de guerre
Maggie Marriott
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SU N DAY, 14 DECEMBER 2025
24th January, 1935.
Sir, The letters of Commander R. Langton-Jones R.N. (ret.) claiming to be the last man to leave Gallipoli and the further letter of Lieut. Col. (ret.) W.N.S. Alexander, according that honour to the late General Sir Stanley Maude have raised Interesting questions, which I think will never be answered satisfactorily. I therefore venture to put a further question, viz: "Who was the last man to leave the "firing line on Gallipoli"? I modestly claim that honour and perhaps the following narrative may be of interest to your readers as, although I have studied most of the accounts of the Gallipoli Campaigns, no details of the arrangements of the final evacuation appear to have been published. This is my sole excuse for addressing you. I was the Chief Petty Officer of the Dumezyl Group of Heavy Bombers. This arm of the Mediterranean Expeditionary Force consisted of three officers and about 180 petty officers, non- commissioned officers and men from the various battalions forming the R.N.D. There were also a few details from one of the London Regiments. The Commanding Officer was Lieut. Alan Campbell. The "Group" as it was called was formed for the purpose of carrying on the heavy bombing which the French had hitherto performed. We took over their materiel, mortars and bombs, and they instructed us in their use. I think all this took place about September, and we carried on until towards the end of 1915 when orders were received to return about 150 petty officers and men to their battalions, Before returning, however, volunteers were called for a "special duty" and I am pleased to say that we had no difficulty in obtaining about 30 very good men. (I had no option). At the same time it became plain to everyone that some important event was about to take place. Special ordnance plans with various sites marked along the firing line, communication trenches, and other strategic points had been prepared, and with which the men left in the "Group" had to become familiar. Later bombs were prepared and laid in the various sites as detailed. Wires, bursting charges and detonators were fixed all ready to be connected up. Certain areas were also sewn with Mills' Hand Grenades and a risky job this was, as the least disturbance once it had been put down would have caused an explosion. men who carried out this duty were known as “Grenadiers". All the foregoing work was completed by the 7th January 1916. The men worked in "groups" of 3, each group under the charge of a P.O. or L.S. and on “the day" the troops began to move out, the groups took up their positions. After officers, specially detailed for the duty had reported that all troops had left the trench, the Bombers, connected up the mines and reported to me at the last point where they got their final orders. This routine was carried out right through the front line and all groups except one in charge of a lance-Corporal had reported to me by 12.30 a.m. The last station was at the head of the main communication trench, and had been fitted with a field telephone. I reported to G.H.Q. on the beach that all parties except one had passed through and asked permission to go back and find out what had happened to the missing men. I also reported that the Turks were very quiet and only firing a rifle now and again. However, I got orders to "connect up at once and get down to the River Clyde”. I smashed the telephone and with two men (post office workers from one of the London Regiments) joined the remaining wires up and left for the beach. When I left the front line everything was quite calm, an occasional rifle shot was all to be heard. I had stowed away in a shelter trench a golf bag containing some
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“Souvenirs", this I collected. We then went to a small magazine containing about one hundred bombs, and lighted a time fuse. This appears to have been faulty and failed to explode. A destroyer was detailed to shell the place which was marked with flags but I understand they failed to locate it. On arrival at the beach about 1.15 I reported to Major Burge, Royal Marines and Lieut. Campbell (both afterwards killed in France). I was taken by Major Burge to G.H.Q and reported to several Senior Officers what had been done. I was questioned and my replies appeared to give satisfaction. I then received orders to return with a party of men to the communication trench, which we obstructed with barbed wire, derelict vehicles and other suitable material. This work occupied about an hour and we returned to the beach and reported. We then got orders to go down to the "River Clyde. On arrival there we embarked on a destroyer (either "Jedd" or "Kennet") which left about 3 a.m. The enemy were still quiet only an occasional shell passing over, but the weather was threatening. The ship proceeded to Mudros and the weather got worse. As she was packed with men the Commander decided to return to Tenedos. This was done, and we were put aboard H.M.S. "Mars" which took us on to Mudros. In conclusion, I do not think the Turks could have got through without giving us ample warning, and in confirmation of this General Von Saunders stated in his book "that the mines were very well laid." The secret map previously mentioned is now in the War Museum, London.
W.J. Mason, Lieut. R.N.V.R.
16, Rock Park,
Rock Ferry,
Cheshire.
Five Years in Turkey is a detailed memoir o ff ering unique insights into the military events and complexities surrounding the Ottoman Empire during World War I, particularly the crucial Gallipoli campaign. Five Years in Turkey is a 1927 war memoir written by German General Otto Liman von Sanders, detailing his experiences as head of the German Military Mission to the Ottoman Empire during World War I.
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Maggie Marriott
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Jed H.M.S. Jed (1904) H.M.S. Jed was one of 36 destroyers of the "River" class. Lieutenant in Command Edmond M. Bowly, 16 September, 1915 [28] – 21 November, 1916
Name
HMS Jed
John I. Thornycroft & Company, commonly referred to as Thornycroft was a British shipbuilding firm that entered the field in 1866. They excelled at constructing destroyers, and their "specials" (special designs to wring every last ounce of capability from the vessel) often helped advance the mark for other manufacturers. First World War In July 1914, she was on the China Station, based at Hong Kong, tendered to HMS Triumph . [4] She deployed with the China Squadron to Qingdao to blockade the German base. On 24 November 1914, after the Japanese declaration of war, she returned to Hong Kong. [5] With the fall of Qingdao and the sinking of the SMS Emden , she was redeployed to the 5th Destroyer Flotilla in the Mediterranean Fleet in November 1914, accompanying HMS Triumph , to support the Dardanelles campaign. On 18 March 1915, in conjunction with HMS Chelmer and HMS Colne , she assisted with the rescue of the crew of the battleship HMS Ocean after she struck a mine in the Dardanelles. [6] She arrived at Skyros on 14 April 1915 with HMS Wear and HMS Kennet . Upon the arrival of the transports on 16 April, the three
Ordered
1903 – 1904 Naval Estimates John I. Thornycroft & Company
Builder
Laid down Launched
27 February 1903 16 February 1904 10 January 1905
Commissioned Out of service
1919 laid up in reserve awaiting disposal
Honours
Dardanelles 1915 - 1916
Fate
30 June 1920 sold to Thos. W. Ward of Sheffield for breaking at Preston, Lancashire Thornycroft Type River Class destroyer [1][2]
Class & type Displacement
550 long tons (559 t) standard 615 long tons (625 t) full load 225 ft 9 in (68.81 m) o/a 23 ft 10.5 in (7.277 m) Beam 8 ft (2.4 m) Draught
Propulsion
4 × Thornycroft water tube boiler 2 × Vertical Triple Expansion (VTE) steam engines driving 2 shafts producing 7,000 shp (5,200 kW) (average)
Speed Range
25.5 kn (47.2 km/h)
127 tons coal 1,695 nmi (3,139 km) at 11 kn (20 km/h)
Complement
70 officers and men
Armament
1 × QF 12-pounder 12 cwt Mark I, mounting P Mark I 3 × QF 12-pounder 8 cwt, mounting G Mark I (Added in 1906) 5 × QF 6-pounder 8 cwt (removed in 1906) 2 × single tubes for 18-inch (450mm) torpedoes
Part of
East Coast Destroyer Flotilla - 1904 China Station – 1909/10 5th Destroyer Flotilla – Dec 1914
Operations
First World War 1914 - 1918
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SU N DAY, 14 DECEMBER 2025 ships pursued the Turkish torpedo boat Demir Hissar , which was attacking the transport SS Manitou at Tribouki. The Turkish torpedo boat was driven ashore and destroyed. They shared the prize monies awarded. On 25 April 1915, she supported the landings at A N ZAC Cove as part of the 3rd Division’s feint attack on Bulair. In May 1915, she was stationed in the Gulf of Xeros to act as a wireless relay for submarines operating in the Dardanelles, principally HMS E11 . [7] December 1915 found her on the Smyrna Patrol, enforcing the blockade of the Turkish coast from Cape Kaba to latitude 38 o 30’E, 200 nautical miles including Smyrna. At this time, she was based at Port Iero on the island of Mytelene. From 1 to 7 January 1916, she participated in the roundup of enemy agents in Mytelene. She remained in the Mediterranean until the end of the war. Disposition In 1919 she returned to Home waters, was paid off and laid up in reserve awaiting disposal. On 30 June
1920 she was sold to Thos. W. Ward of Sheffield for breaking at Preston, Lancashire. 8] She was awarded the Battle Honour Dardanelles 1915 - 1916 for her service. [9]
H.M.S. Kennet (1903)H.M.S. Kennet (1903) H.M.S. Kennet was one of 36 destroyers of the "River" class. Lieutenant-Commander Frederic A. H. Russel, 15 January, 1914 [33][34] – 4 August, 1916 [35] HMS Kennet was a Thornycroft type River Class Destroyer ordered by the Royal Navy under the 1902 – 1903 Naval Estimates. Named after the River Kennet in south west England, she was the first ship to carry this name in the Royal Navy. In July 1914, she was on China Station based at Hong Kong tendered to Triumph . [8] She deployed with
China Squadron to Tsingtao to blockade the German base. On 22 August, Ke nn e t , under the command of Lieutenant Commander F.A. Russel, RN, was damaged in action with the German torpedo boat S90 , the German gunboat SMS Jaguar and a 4-inch shore battery off Tsingtao. On 24 November
1914, after the Japanese declaration of war she returned to Hong Kong. [9] With the fall of Tsingtao and the sinking of SMS Emden , she was redeployed to the 5th Destroyer Flotilla in the Mediterranean Fleet in November 1914, accompanying Triumph , to support the Dardanelles campaign. She arrived at Skyros, on 14 April 1915, with Wear and Jed . Upon the arrival of the transports on 16 April, she, Wear and Jed pursued the Turkish torpedo boat Demir Hissar attacking the transport SS Manitou at Tribouki. The Turkish torpedo boat was driven ashore and destroyed. They shared the prize monies awarded. On 24 April, she carried out a reconnaissance round the north end of Xeros Bay by Karachali and as far as Liman Bay. NormaOlive Brown . nom de guerre Page 5 of 41 Maggie Marriott
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On 25 April 1915, she, along with Jed , supported the landings at A N ZAC Cove as part of the 3rd Division’s feint attack on Bulair.
HMS Kennet
Name
Kennet
Ordered Builder
1902 – 1903 Naval Estimates John I Tornycroft Chiswick
Laid down 5 February 1902 Launched 4 December 1903 Commissioned 1 January 1905 Out of service 1919 laid up in reserve awaiting disposal Honours Dardanelles 1915 - 1916 Fate Class & type Thornycroft Type River Class destroyer [1][2] Displacement 550 long tons (559 t) standard 615 long tons (625 t) full load 225 ft 9 in (68.81 m) o/a 23 ft 10.5 in (7.277 m) Beam 8 ft (2.4 m) Draught Propulsion 4 × Thornycroft water tube boiler
5 July 1915, found her on the Smyrna Patrol enforcing the blockade of the Turkish Coast from Cape Kaba to Latitude 38 o 30’E, 200 nautical miles including Smyrna. At this time she was based at Port Iero on the Island of Mytilene. On 20 November 1915, she shelled Turkish positions on the left of the British lines at Suvla.She remained in the Mediterranean until the end of the war. Disposition In 1919, she returned to Home waters, was paid off and laid up in reserve awaiting disposal. On 11 December 1919, she was sold to J.H. Lee for breaking at Dover. [10] She was awarded the Battle Honour Dardanelles 1915 - 1916 for her service. [11]
11 December 1919 sold to J.H. Lee for breaking at Dover
2 × Vertical Triple Expansion (VTE) steam engines driving 2 shafts producing 7,000 shp (5,200 kW) (average)
Speed Range
25.5 kn (47.2 km/h)
127 tons coal 1,695 nmi (3,139 km) at 11 kn (20 km/h)
Complement 70 officers and men Armament
1 × QF 12-pounder 12 cwt Mark I, mounting P Mark I 3 × QF 12-pounder 8 cwt, mounting G Mark I (Added in 1906) 5 × QF 6-pounder 8 cwt (removed in 1906) 2 × single tubes for 18-inch (450mm) torpedoes
Part of
East Coast Destroyer Flotilla – 1904 China Station – 1909/10 5th Destroyer Flotilla – Dec 1914
Operations World War I 1914–1918
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HMS MARS
The Majestic class of nine pre-dreadnought battleships were built for the Royal Navy in the mid-1890s under the Spencer Programme, named after the First Lord of the Admiralty, John Poyntz Spencer. With nine units commissioned, they were the most numerous class of battleships. HMS Mars was a Royal Navy pre-dreadnought battleship of the Majestic class, the seventh member of a class of nine ships. The ship was laid down in the Laird Brothers shipyard in June 1894, she was launched in March 1896, and she was commissioned into the fleet in June 1897. She was armed with a main battery of four 12-inch (305 mm) guns and a secondary battery of twelve 6-inch (152 mm) guns. The ship had a top speed of 16 knots (30 km/h; 18 mph). Mars served in the Channel Fleet after her commissioning and was present at the Coronation Fleet Review for Edward VII in 1902. She was reduced temporarily to the Reserve in March 1906 before returning to service with the Channel Fleet in October. The following March she was reassigned to the Home Fleet. As tensions in Europe rose dramatically in late July 1914, Mars was mobilized with her sister ships into the 9th Battle Squadron, based as a guard ship in the Humber. In December, she was transferred to the Dover Patrol, though in February 1915, she was decommissioned in Belfast and disarmed. Mars served as a troop ship during the Dardanelles Campaign before being converted into a depot ship. She remained in service until July 1920; the old ship was sold for scrap in May 1921 and broken up in November. Pre-dreadnought battleships were sea-going battleships built from the mid- to late- 1880s to the early 1900s. Their designs were conceived before the appearance of HMS Dreadnought in 1906 and their classification as "pre-dreadnought" is retrospectively applied. In their day, they were simply known as "battleships" or else more rank-specific terms such as "first-class battleship" and so forth. [1] The pre- dreadnought battleships were the pre-eminent warships of their time and replaced the ironclad battleships of the 1870s and 1880s. Maggie Marriott's nom de guerre Page 7 of 41 Maggie Marriott
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In contrast to the multifarious development of ironclads in preceding decades, the 1890s saw navies worldwide start to build battleships to a common design as dozens of ships essentially followed the design of the Royal Navy's Majestic class. [2] Built from steel, protected by compound, nickel steel or case-hardened steel armor, pre-dreadnought battleships were driven by coal-fired boilers powering compound reciprocating steam engines which turned underwater screws. These ships distinctively carried a main battery of very heavy guns upon the weather deck, in large rotating mounts either fully or partially armored over, and supported by one or more secondary batteries of lighter weapons on broadside. The similarity in appearance of battleships in the 1890s was underlined by the increasing number of ships being built. New naval powers such as Germany, Japan, the United States, and to a lesser extent Italy and Austria-Hungary, began to establish themselves with fleets of pre-dreadnoughts. Meanwhile, the battleship fleets of the United Kingdom, France, and Russia expanded to meet these new threats. The last decisive clash of pre-dreadnought fleets was between the Imperial Japanese Navy and the Imperial Russian Navy at the Battle of Tsushima on 27 May 1905. [3]
HMS Mars at anchor
N amesake
Mars, the Roman god of war
Builder
Laird Brothers, Birkenhead
Laid down
2 June 1894
Launched
30 March 1896
Completed
June 1897
Commissioned 8 June 1897 Decommissioned 7 July 1920 Fate
Sold for scrapping 9 May 1921
Class and type
Majestic -class pre-dreadnought battleship
Displacement
16,060 long tons (16,320 t)
Length
421 ft (128 m)
Beam
75 ft (23 m)
Draught 27 ft (8.2 m) Installed power 10,000 indicated horsepower (7,500 kW) 8 × cylindrical boilers Propulsion 2 × 3-cylinder vertical triple-expansion steam engines, twin screws Speed 16 kn (30 km/h; 18 mph) Complement 672 Armament
4 × BL 12 in (305 mm) guns 12 × QF 6 in (152 mm) guns 16 × 12 pounder (76 mm) guns 12 × 3 pounder (47 mm) quick-firing guns 5 × 18 in (457 mm) torpedo tubes
Armour
Belt armour: 9 in (229 mm) Deck: 2.5 to 4.5 in (64 to 114 mm)
Barbettes: 14 in (356 mm) Conning tower: 14 inches
The pre-dreadnought design reached maturity in 1895 with the Majestic class. [8] These ships were built and armoured entirely of steel, and their guns were now mounted in fully-enclosed rotating turrets. They also adopted 12-inch (305 mm) main guns, which, because of advances in gun construction and the use of cordite propellant, were lighter and more powerful than the previous guns of larger caliber. The Majestic's provided the model for battleship construction in the Royal Navy and many other navies for years to come. [9]
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HMS Mars (1896) Service history HMS Mars was laid down at the Laird Brothers shipyard in Birkenhead on 2 June 1894. She was launched on 30 March 1896. [2] She commissioned on 8 June 1897 for service with the Channel Fleet, where she served in the Portsmouth division. She was present at the Fleet Review at Spithead for the Diamond Jubilee of Queen Victoria on 26 June 1897. [3] Captain Henry John May was appointed in command on 5 January 1899, and succeeded by Captain Henry Deacon Barry who was appointed in command in September 1900. She took part in the Coronation Fleet Review for King Edward VII on 16 August 1902, [4][3] and the following two months she was part of a squadron visiting Nauplia and Souda Bay at Crete for combined manoeuvres between the Channel and Mediterranean fleets. [5] On 16 August 1904, Mars began a refit at Portsmouth. During her refit, the Channel Fleet became the Atlantic Fleet in a reorganization on 1 January 1905, and she remained in the renamed unit. Her refit was completed in March 1905. Her Atlantic Fleet service ended on 31 March 1906, when she commissioned into the Reserve at Portsmouth. [3] Mars recommissioned at Portsmouth for service in the new Channel Fleet on 31 October 1906. This service ended when she paid off at Portsmouth on 4 March 1907. Mars recommissioned on 5 March 1907 for service in the Devonport Division of the new Home Fleet which had been organized in January 1907, and was based at Devonport. During this service, she underwent refits in 1908–1909 and 1911–1912. By July 1914, she was in the 4th Division, Home Fleet. With war appearing to be imminent, the Royal Navy undertook a precautionary mobilisation on 27 July 1914. As part of this, Mars and her sister ships Hannibal , Magnificent , and Victorious formed the 9th Battle Squadron, which was based in the Humber under the Admiral of Patrols. Mars was serving as a guard ship at the Humber when World War I began in August 1914, and continued in that duty after the 9th Battle Squadron was dissolved on 7 August 1914. [6][7] Mars was transferred to the Dover Patrol on 9 December 1914, and was based at Dover briefly before moving to Portland on 11 December 1914. She was based at Portland until February 1915. [8] The Majestic - class ships were by then the oldest and least effective battleships in service in the Royal Navy. In February 1915, Mars transferred to Belfast, where she paid off on 15 February 1915. In March and April 1915 she was disarmed there by Harland and Wolff, retaining only four of her 6-inch (152-mm) guns and some lighter guns; her 12-inch (305-mm) guns were taken to arm the new Lord Clive -class monitors Earl of Peterborough and Sir Thomas Picton . [7] After that, she was laid up in Loch Goil in April 1915. [8] In September 1915, Mars recommissioned to serve as a troopship in the Dardanelles campaign. Mars and her similarly disarmed sister ships Hannibal and Magnificent , also acting as troopships, arrived at Mudros on 5 October 1915. At the Dardanelles, Mars took part in the evacuation of Allied troops from Anzac Cove on 8 and 9 December 1915 and from West Beach at Cape Helles on 8 and 9 January 1916. During the West Beach evacuation, Mars was covered by what had once been her 12-inch (305-mm) guns, now mounted on Sir Thomas Picton . Mars returned to Devonport in February 1916, then paid off at Chatham, where she underwent a refit for conversion to a harbor depot ship. She recommissioned as a harbor depot ship on 1 September 1916, and served in this capacity at Invergordon until July 1920. Mars was placed on the sale list at Invergordon on 7 July 1920. She was sold for scrapping on 9 May 1921 and left Invergordon for scrapping at Briton Ferry in November 1921. [9] The Mediterranean Expeditionary Force included the initial naval operation to force the straits of the Dardanelles. Its headquarters was formed in March 1915. [1] The MEF was originally commanded by General Sir Ian Hamilton until he was dismissed due to the failure of the 29th Division at Gallipoli. Command briefly passed to Lieutenant General Sir William Birdwood, commander of the Australian and New Zealand Army Corps, but for the duration of the Gallipoli campaign it was General Sir Charles Monro, who had served on the Western Front as a division, corps, and army commander, who led the MEF.
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KI N G GEORGE V A N D QUEE N MARY King George V and Queen Mary were both active in the war effort. The King first visited the Western Front in November 1914 and returned five times during the war. His engagements included, meeting Allied heads of state, inspecting troops and visiting the wounded. Queen Mary felt she should accompany her husband and her first visit to France was in July 1917— she visited hospitals, aerodromes, nurses' hostels and casualty clearing stations. At home in Britain, they undertook similar visits to wounded and disabled soldiers, sailors and airmen in hospitals and convalescent centres; discharged soldiers and sailors were even invited to entertainments at Buckingham Palace. During periods of unrest amongst munitions and engineering workers, the royal couple also initiated goodwill tours of industrial and shipbuilding areas. King George V's War Museum A collection displayed at Windsor Castle by George V following the First World War N o 36 Mk I Grenade (Mills Bomb)
The No 36 Mk I Grenade (Mills Bomb) was introduced at the end of the First World War and remained the standard British fragmentation grenade until 1972. The grenade was also used by Australian and other Commonwealth forces. The No 36 grenade was a classic cast iron, grooved pineapple design with a central striker held by a closed hand lever and secured by a pin. The segmented body creates uniform fragments when the grenade explodes, and can be found on a number of other grenade types, including those specifically designed to be fired using a rifle. The Mills bomb was developed and manufactured at William Mills's factory in Birmingham. It was the most common hand grenade used by the British troops during the First World War. The perforated edges enabled it to fragment into many pieces of cast iron on explosion, creating maximum damage. No 36 Mk I grenade—the body is oval shaped and is made from cast iron. The wall is segmented in an attempt to control fragmentation and provide grip. A screw plug is formed on the side for filling the high explosives. There is a large diameter hole in the base of the grenade body and a small hole diametrically opposite. The centre piece, which contains the striker assembly and the detonator, screws into the base of the grenade. The curved striker lever is positioned on the side of the grenade body and fits closely to the grenade body. The end of the striker lever fits into a slot and is secured by a retaining pin that prevents the striker from being forced down onto the firing cap. The body of the grenade is painted black. The Mills bomb was developed and manufactured at William Mills's factory in Birmingham. It was the most common hand grenade used by the British troops during the First World War. The perforated edges enabled it to fragment into many pieces of cast iron on explosion, creating maximum damage. Soldiers were taught to throw Mills bombs in the same way that they would bowl cricket balls. King George V's War Museum at Windsor Castle, was established to display his collection of First World War souvenirs; the King was assisted by the Royal Archivist & Librarian John Fortescue (1859-1933). Many of these objects were loaned to the Imperial War Museum in 1936 at the suggestion of King Edward VIII.
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The Mills bomb is filled with high explosives through a small filling hole located on the side or upper half of the cast-iron body. • Filling Process: High explosive is poured or packed into the hollow body via the filling hole, which is then sealed with a threaded filler screw plug. • Common Explosives: Standard fillers included Baratol (TNT mixed with barium nitrate and wax), Amatol, Ammonal, or Alumatol. • Internal Layout: The explosive surrounds a central tube that houses the striker, spring, and detonator, which are inserted separately through a large hole in the base. • Waterproofing: In the 36M variant, the filled grenade was dipped in shellac to prevent moisture from degrading the explosive or fuse. • Identification: Coloured bands painted on the body indicated the type of filler used; for example, a green band often signified Amatol.
London regiments in WW1 London regiments in WW1 were numerous, primarily comprising the large, expanding London Regiment (a Territorial Force unit with 88 battalions formed), the famous Royal Fusiliers (City of London Regiment) which raised 76 battalions, plus historic units like the London Scottish, London Rifle Brigade, and Queen Victoria's Rifles, serving across the Western Front, Gallipoli, Palestine, and more, with battalions formed from city areas and specific groups (Artists' Rifles, Post Office Rifles, etc.). Gallipoli: Battalions from The London Regiment (like the 4th City of London) served here
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49th Middlesex Rifle Volunteers Corps (Post Office Rifles) When the Volunteer Force was formed in 1859/60 Viscount Bury raised the 21st Middlesex Rifles Volunteer Corps (Civil Service Rifles) drawing its recruits from civil servants based in London. There were sufficient recruits from the GPO staff to form a Post Office company, which was placed under Captain John Lowther du Plat Taylor's command. World War I—The Post Office Rifles served with distinction in the Great War. They arrived in France on 18 March 1915. By the end of the war, 1,800 men from the Post Office Rifles would be dead and 4,500 more would be wounded. After the outbreak of the war, the existing units of the Territorial Force each formed duplicate (or "second line") units. The existing Post Office Rifles was redesignated as the 1/8th Battalion, London Regiment when a second Post Office Rifles battalion, the 2/8th Londons, was formed in September 1914. [5] In 1915 a third line battalion, the 3/8th was formed. [5] Between them, the three battalions earned 19 battle honours. [6] At the Capture of Wurst Farm, in September 1917, the 2/8th lost over half its fighting strength, dead or wounded, but its men were awarded a total of 40 gallantry medals. These included a Victoria Cross won by Sergeant A. J. Knight, making him the only Post Office Rifleman to win this honour. [7] Battle honours The battle honours awarded to the 8th (City of London) Battalion, The London Regiment (Post Office Rifles) for the "Great War" were announced in March 1924. Ten honours (shown in bold type) were selected by the regiment to be displayed on the King's Colours: [6]
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SU N DAY, 14 DECEMBER 2025
24th January, 1935.
Sir, The letters of Commander R. Langton-Jones R.N. (ret.) claiming to be the last man to leave Gallipoli and the further letter of Lieut. Col. (ret.) W.N.S. Alexander, according that honour to the late General Sir Stanley Maude have raised Interesting questions, which I think will never be answered satisfactorily. I therefore venture to put a further question, viz: "Who was the last man to leave the "firing line on Gallipoli"? I modestly claim that honour and perhaps the following narrative may be of interest to your readers as, although I have studied most of the accounts of the Gallipoli Campaigns, no details of the arrangements of the final evacuation appear to have been published. This is my sole excuse for addressing you. I was the Chief Petty Officer of the Dumezyl Group of Heavy Bombers. This arm of the Mediterranean Expeditionary Force consisted of three officers and about 180 petty officers, non-commissioned officers and men from the various battalions forming the R.N.D. There were also a few details from one of the London Regiments. The Commanding Officer was Lieut. Alan Campbell. The "Group" as it was called was formed for the purpose of carrying on the heavy bombing which the French had hitherto performed. We took over their material, mortars and bombs, and they instructed us in their use. I think all this took place about September, and we carried on until towands the end of 1915 when orders were received to return about 150 petty officers and men to their battalions, Before returning, however, volunteers were called for a "special duty" and I am pleased to say that we had no difficulty in obtaining about 30 very good men. (I had no option). At the same time it became plain to everyone that some important event was about to take place. Special ordnance plans with various sites marked along the firing line, communication trenches, and other stragetic points had been prepared, and with which the men left in the "Group" had to become familiar. Later bombs were prepared and laid in the various sites as detailed. Wires, bursting charges and detonators were fixed all ready to be connected up. Certain areas were also sewn with Mills' Hand Grenades and a risky job this was, as the least disturbance once it had been put down would have caused an explosion. men who carried out this duty were known as “Grenadiers". All the foregoing work was completed by the 7th January 1916. The men worked in "groups" of 3, each group under the charge of a P.O. or L.S. and on "the day" the troops began to move out, the groups took up their positions. After officers, specially detailed for the duty had reported that all troops had left the trench, the Bombers, connected up the mines and reported to me at the last point where they got their final orders. This routine was carried out right through the front line and all groups except one in charge of a lance-Corporal had reported to me by 12.30 a.m. The last station was at the head of the main communication trench, and had been fitted with a field telephone. I reported to G.H.Q. on the beach that all parties except one had passed through and asked permission to go back and find out what had happened to the missing men. I also reported that the Turks were very quiet and only firing a rifle now and again.
Maggie Marriott's nom de guerre
Maggie Marriott
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SU N DAY, 14 DECEMBER 2025 However, I got orders to "connect up at once and get down to the River Clyde”. I smashed the telephone and with two men (post office workers from one of the London Regiments) joined the remaining wires up and left for the beach. When I left the front line everything was quite calm, an occasional rifle shot was all to be heard. I had stowed away in a shelter trench a golf bag containing some “Souvenirs", this I collected. We then went to a small magazine containing about one hundred bombs, and lighted a time fuse. This appears to have been faulty and failed to explode. A destroyer was detailed to shell the place which was marked with flags but I understand they failed to locate it. On arrival at the beach about 1.15 I reported to Major Burge, Royal Marines and Lieut. Campbell (both afterwards killed in France). I was taken by Major Burge to G.H.Q and reported to several Senior Officers what had been done. I was questioned and my replies appeared to give satisfaction. I then received orders to return with a party of men to the communication trench, which we obstructed with barbed wire, derelict vehicles and other suitable material. This work occupied about an hour and we returned to the beach and reported. We then got orders to go down to the "River Clyde. On arrival there we embarked on a destroyer (either "Jedd" or "Kennet") which left about 3 a.m. The enemy were still quiet only an occasional shell passing over, but the weather was threatening. The ship proceeded to Mudros and the weather got worse. As she was packed with men the Commander decided to return to Tenedos. This was done, and we were put aboard H.M.S. "Mars" which took us on to Mudros. In conclusion, I do not think the Turks could have got through without giving us ample warning, and in confirmation of this General Von Saunders stated in his book "that the mines were very well laid." The secret map previously mentioned is now in the War Museum, London.
W.J. Mason, Lieut. R.N.V.R.
16, Rock Park,
Rock Ferry,
Cheshire.
Fünf Jahre Türkei by Liman von Sanders, Otto Viktor Karl, 1855-1929
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SU N DAY, 14 DECEMBER 2025
Rock Park, Rock Ferry, Cheshire
Rock Ferry is a suburb of Birkenhead, Wirral, Merseyside, England. It contains 36 buildings that are recorded in the National Heritage List for England as designated listed buildings, all of which are listed at Grade II. This grade is the lowest of the three gradings given to listed buildings and is applied to "buildings of national importance and special interest". [1] The area is residential, and developed originally as a private estate by Jonathan Bennison in 1836–1837 (188 years ago). Most of the listed buildings are large houses and associated structures built in this development. The other listed buildings A pair of ashlar-faced houses with a Welsh slate roof in Neoclassical style. They have two storeys, and each house has a three-bay front, the outer bays having hipped gables. In the centre of each house is a two-storey porch with a pyramidal roof, and a lean-to verandah. The windows are sashes. At the rear are canted bay windows and balconies on cast iron columns. The gate piers with shallow pyramidal caps are included in the listing. [13]
are a slipway into the River Mersey, a sea wall, a swimming baths and two churches.
16 and 17 Rock Park Rock Ferry, Cheshire c. 1836
16 and 17 Rock Park Rock Ferry, Cheshire
HMS Conway 1859 – 1974 In the mid-19th century, the demand for a reliable standard of naval officers had grown to the point where ship owners decided to set up an organisation to train, and indeed educate, them properly: the Mercantile Marine Service Associations. One of the first sites chosen for a school ship was Liverpool, in 1857. The ship they chose to accommodate the school, to be provided by the Admiralty and moored in the Sloyne, off Rock Ferry on the River Mersey, was one named HMS Conway. There were to be several Conways over the years, the name being transferred to the new ship each time it was replaced, but the one that housed the school for most of its life was lent by the Royal Navy to the Mercantile Marine Service Association in 1875. This was a small two-decker 92-gun wooden line of battle ship 205 ft (62.5 m) long, 54 ft (16 m) deep, weighing 4,375 long tons and originally equipped with ten 8
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SU N DAY, 14 DECEMBER 2025 inch (200 mm) guns and eighty-two 30-pounders. Launched in 1839, she was entirely made of wood, with a copper sheathed bottom to protect the hull below the waterline. Previously run under a different name, she had survived all sorts of adventures around the world, notably in the Crimean War and allegedly in the American Civil War, before settling down to what should have been a dignified retirement. In 1876 she was renamed Conway and moved to the River Mersey off Rock Ferry. The ship, already nearly a century old, was refitted in the dry dock at Birkenhead between 1936 and 1938. She was fitted with a new figurehead representing Nelson, which was ceremonially unveiled by the then- Poet Laureate John Masefield, himself an old alumnus of the school (1891–1893). In 1941, with air raids on the Liverpool docks taking place, Conway had already survived several near misses. It was decided to move the ship from the Mersey to Bangor in North Wales. This being wartime there was no official announcement of the move and local residents were startled one evening to see a picturesque Nelson-era battleship, a "wooden wall", coming up the Menai Strait. She was moored near the pier in Bangor and became something of a local tourist attraction.
HMS Conway
Maggie Marriott's nom de guerre
Maggie Marriott
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SU N DAY, 19 APRIL 2026
White Stars, Black Sea's post White Stars, Black Sea 4 hours ago
Titanic Live: April 18th, 1912, late evening - As the last Titanic survivors who will be leaving Carpathia this evening straggle down gangways, a small number of high-profile guests are allowed to board the docked liner. Among them are Senators William Alden Smith and Francis Gri ffi th Newlands, here to issue subpoenas to a number of those on board, including Bruce Ismay. They find the White Star chairman broken and alone but agreeable, and still holed up in the surgeon’s cabin. Several Titanic crew members are also subpoenaed for the upcoming US Senate Inquiry, including the four surviving o ffi cers, Lightoller, Pitman, Boxhall and Lowe. Another famous arrival is Guglielmo Marconi himself, here to meet and question the two most newly high-profile wireless operators of his company. Marconi is as mystified as anyone else as to why his employees would ignore direct requests for information and intends to personally see to the issue. He softens however upon his arrival aboard the docked Carpathia. Harold Cottam has already left the ship, but Marconi finds Harold Bride still working to transmit the names of the saved in her wireless room. The by now severely fatigued, nearly emaciated Bride initially fails to realise who has come to see him, with the New York Times of April 19th describing the encounter as such: “Slowly the youth turned his head around, still working the key. The hair was long and black, and the eyes in the semidarkness were large - staringly large. The face was small and rather spiritual, one which might be expected in a painting. It was clear from the first tragic moment the boy had known no relief.” Nearby, Marconi and reporter Leland Speers notice a still untouched dinner plate sitting at the edge of a small cot, telling them “how he had eaten”. Remaining engrossed in his work, Bride seems almost unaware at first of the other two men who have entered the small wireless shack, and only removes his hand from the key at last after Marconi tells him quietly, “That’s hardly worth sending now, boy.” Now o ffi cially relieved, though still severely injured, Harold Bride will spend one last night below in Carpathia’s infirmary this evening before being carried o ff the ship tomorrow morning as the very last of the 712 saved Titanic passengers and crew to leave her. #Titanic #TitanicAnniversary #Titanic114 Inset portrait of Harold Bride via NMNI Portrait of Marconi from the collection of the National Archives (UK)
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SU N DAY, 19 APRIL 2026
NormaOlive Brown My grandfather, Edward Clarence Turner, was employed by Marconi as a Sparks in the merchant navy and, during the war, at Bletchley Park . My Great Grandfather WJ Mason RNVR—The Last Man To Leave Gallipoli-- Friends of Gallipoli Inc. Last Man to Leave Gallipoli
Guglielmo Marconi
This complaint by the perpetrators, made to the publishing platform ISSUU.com, was all it took to have my social media accounts suspended. The conspirators were also successful in having my business and personal accounts suspended by LinkedIn, Facebook, and Medium. 1.) Article contains Ms Marriott's fraudulent claim of being the Managing Director of Smart Buoy Co Pty Ltd. 2.) Article contains Ms Marriott's fraudulent inference that she is the Social Media Coordinator of the Paynesville Return Services League (RSL the Australian serving and retired Defence Services Personnel support organisation), when she was dismissed from her volunteer role for making a fraudulent application and bringing the RSL into disrepute, following the RSL finding that she had lied on her joining application in stating her British Civilian Grandfather was an Australian Defence Serviceman in WW2, plus 3.) for her prohibited use of the RSL Social Media page for an Australian political party's advertising during the 2022 Federal Election and 4.) her prohibited use of the RSL Facebook page to carry out her campaign of harassment and defamation, in providing links to her Court Order breaching ISSUU articles about _______. ________.
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SU N DAY, 19 APRIL 2026
Guglielmo Marconi last week switched on from his yacht Elettra, then lying o ff Genoa, 2800 lights in the Sydney Town Hall by pressing a key which set in motion the ether signals that were transmitted by beam wireless to Australia. It was regarded as one of the most interesting experiments of the times in wireless transmission, and was a complete success. The photograph shows Marconi on the deck of the yacht with his wife, who was on the vessel when the signal was sent through. Elettra was Guglielmo Marconi's steam yacht – a seaborne laboratory – from which he conducted his many experiments with wireless telegraphy, wireless telephony and other communication and direction-finding techniques during the inter-war period. Built during the early part of the 20th century, she sailed both as a private yacht and also as a naval patrol boat before passing into the hands of Guglielmo Marconi in 1919. At the outbreak of World War I, the vessel was requisitioned by the British government and converted into a patrol and escort ship for the Royal Navy as part of the Channel Fleet, plying between England and the French ports of Brest and Saint Malo. [7] At the end of the war, she was decommissioned and auctioned at Southampton, coming into the hands of Guglielmo Marconi in 1919 for £21,000. [8] Service with Marconi Conversion to luxurious seaborne laboratory Now owned by Marconi, the vessel sailed from London in July 1919. O ff the coast of Portugal, Marconi startled the operators at a coast station with transmissions of music from gramophone records. [9] The yacht arrived at Naples in mid-August, then transferring to La Spezia, where she was converted for service as a laboratory. Marconi's original intention was to rename his yacht Scintilla ('Spark') but it was felt this would prove too di ffi cult to pronounce in English. The yacht was accordingly renamed Elettra and was entered into the Italian Registry of Shipping on 27 October 1921 with subsequent ratification under the Italian flag on 21 December. Modifications at La Spezia included increasing the height of the masts in order to rig the various wireless aerials that would be required. It was also arranged that Marconi's private cabin would give directly onto the laboratory. [10] On deck and aft of the laboratory was a dining room with space at table for 12– Page 3 of 7 Maggie Marriott
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14 diners. Further aft still was a large and well-appointed saloon complete with a piano. The vessel soon became famous and known in Italian as La nave dei miracoli ('the ship of miracles'). While sailing across the Bay of Biscay in April 1920 an interesting 'first' was established – guests danced in the saloon to broadcast music coming from the ballroom of the Savoy Hotel in London. Later, on 15 June, the voice of the famous soprano Nellie Melba was heard at a distance of 2000 miles during a broadcast from the Marconi transmitting station at Chelmsford in England. [11] The luxurious accommodation was deemed necessary to impress distinguished guests – these would later include King Victor Emmanuel III of Italy and King George V of the United Kingdom. In September 1920 another guest on board was Marconi's friend, the Italian poet and nationalist Gabriele
D'Annunzio. Elettra had put in at the port of Fiume (now Rijeka) in an uno ffi cial attempt by Marconi to persuade D'Annunzio to drop his demands for that city to become part of Italy. Marconi allowed him to use the ship's transmitter, whereupon D'Annunzio made an impassioned speech to the world in which he urged Italy to annexe the territory. On 31 March 1930 Benito Mussolini visited the yacht when she was lying o ff Fiumicino. [12] This was followed with another visit in June 1930 when she was o ff Ostia. Mussolini, who was greatly interested in long distance wireless telegraphy and telephony, expressed a wish to be put through to London and communication was made via the Marconi wireless station, with its receivers at Bridgeport and transmitters and beam aerials at Dorchester in Dorset. [13] This formed part of the Imperial Wireless Chain that linked London with the British Empire. He had hoped to speak to Sir Basil Blackett but the latter was unavailable and so he conversed for a while with an operator at the station, commenting later on the clarity of the speech. [14] With a crew of some 30, Elettra was able to sail long distances without needing to refuel; in 1922 she first crossed the Atlantic to New York, surviving the e ff ects of a severe storm. [15] An important crew member was the radio o ffi cer, Adelmo Landini, who was known as the 'marconista', the Italian term equivalent to 'sparks' in English. [16] Landini, who sailed with Marconi from 1927 to 1931, had been a wireless operator decorated for gallantry in the army during the Great War. He was not only a skilled Morse code operator but also a self-taught expert in wireless technology. As such he not only assumed the duties of the yacht's radio o ffi cer but also assisted Marconi with his experiments. Indeed Landini later became an experimenter and inventor in his own right, registering seven patents for his inventions. In 1938/39, he registered a patent concerning the bouncing of radio waves o ff the surface of the Moon – a phenomenon that he had first become aware of while serving on Elettra . In 1931 while the vessel was en route from Cannes to Santa Margherita Ligure, Landini lost his
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SU N DAY, 19 APRIL 2026 balance during bad weather and brushed against a high tension cable. Following this accident he left Elettra and did not return to work with Marconi. Marconi's reflections on the advantages of a seaborne laboratory Without Elettra it would have been impossible to carry out my experiments in the Mediterranean and in the Atlantic; I would not have been able to continue and develop my research into short wave transmissions. With my seaborne laboratory – unique in the world – I have been able to realise my dreams. For example, how to beam (direct) a radio signal and to use radio for navigational purposes. This yacht has not only made me independent, but also freed me from distractions and the curiosity of others. I have been able to work at any time of the night and day and move around in a way that would have been quite impossible on dry land. [19] Wireless experiments from the vessel Of particular importance were the experiments conducted from Elettra in the Gulf of Tigullio – communication being established with a coast station in one of the Gualine towers on the Sestri Levante peninsula. In honour of this, the Gulf of Tigullio was renamed the Gulf of Marconi on the o ffi cial Italian navy chart. [20]
Marconi continued to experiment, concentrating his e ff orts on the short wave spectrum. In April 1923, he sailed from Falmouth to the Cape Verde Islands and monitored signals from the station at Poldhu in England, which was operating on a wavelength of 97 metres with a power of 1 Kw. It was noted that the signals disappeared at a distance of 2594 km (1400 nmi.) but at night- time they could be heard at 4632 km (2500 nmi.). [21] In 1924 thanks to an improved aerial at Poldhu, two-way communication
from the yacht was established from the Mediterranean and the Atlantic on a wavelength of 32 metres. The same experiment also proved successful, with solid signals throughout the day, when Elettra was in port at Beirut. Another successful contact was made from the yacht (in the Mediterranean) to Sydney enabling Marconi to speak to the managing director of the Amalgamated Wireless Company. [22] These experiments using beamed transmissions convinced the British government of the viability of shortwave (as opposed to the current use of longwave) and resulted in a contract with Marconi's company for a communications network, the Imperial Wireless Chain, linking stations in the British Empire with London. In 1926 a two-way communications link was o ffi cially inaugurated between Britain and Canada. [ Elettra was in British waters in September 1925 when, during a run from Dover to Southampton, Marconi demonstrated the use of wireless for direction finding. On a wavelength of 6.09 metres, bearings were taken on a transmitter on the lighthouse at South Foreland. The receiving aerial on the yacht was a 2-foot length of wire suspended at one end of the bridge and reception was possible at a distance of up to 100 miles. [ In 1929 the wireless equipment aboard Elettra , which had been fitted in 1923, was replaced by technicians from Marconi's company with an updated and improved installation. [ Early in 1930 wireless telephony contact was made with AWA in Sydney and on 26 March of that year, Marconi achieved publicity worldwide when, by pressing a Morse key on his yacht in Genoa harbour, he remotely switched on the lights in Sydney for the opening of the World Exhibition. [26]
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