In late August 1908, the Sentinel and numerous other papers up and down the country carried the story that an engineer, Mr A. T. Richenson. and who was living at 5 Ward Street, Burslem, claimed to have it within his power—providing he could get proper funding—to build a dirigible air-battleship which would carry guns and that the War Office was showing an interest in his proposal. Intrigued, a representative of the Sentinel called upon Mr. Richenson and found him quite willing to talk of his invention. The reporter described Mr Richenson as a coloured man who had been born at Barbados, British West Indies, who had first come to Britain twenty years earlier to serve an apprenticeship as a marine engineer at the Elder Dempster Co.’s work at Liverpool. He then served in the Royal Engineers’ Constabulary at British Honduras for several years before returning to England in 1891. After working as an engineer at sea for a period of three years, he started work as an engineer for Messrs Vickers Son, and Maxim at Sheffield and continued in their employment for a considerable time.
Mr Richenson said, “This air-battleship has been my life study and I am confident, providing I can get some gentlemen to back me up with financial assistance, that its success will be great.” He produced a number of letters for the reporter showing that the War Office was taking more than a passing interest in his invention, though he added that negociations were currently paused as the War Office wanted him to disclose certain details regarding the construction of his air-battleship which he did not want to release. Though he remained cagey regarding the construction details of his aerial battleship, Richenson stated that the length of the “deck ” was to be 100 ft and it would carry six small calibre guns. The car supporting the deck and guns, was to have three sets of petrol engines to provide motive power and there would be three propellers, one at the front of the ‘ship’ and the other two aft. Wings were to play an important part in the vessel, and attached to the car there will be a balloon 100 feet in length and 90 feet in diameter, making it part plane and part airship. Mr. Richenson claimed that his air-battleship could be steered in any direction in even the worst conditions. By a secret process, which he would not divulge, he said he could reduce the amount of gas required to keep the vessel in the air. He had a working model at Manchester, noting, “It is twelve feet long, by six wide and the moving of a lever releases it from its anchorage, and it soars into the air like a pigeon leaving its nest.” The only major problem was a lack of funding to take the project further and he added that any gentlemen who was interested in the matter would be shown drawings of the “ship,” and if the money was made available he would have the airship built by a reliable engineering firm.
One has to wonder if this was a genuine project or an elaborate scam-cum-money pit, as after that there was no further mention of Mr Richenson and his innovative new air battleship in any newspapers. If for real, then either the cash injection he hoped for to fund his project was not forthcoming, or the War Office were unimpressed with his invention and his caveats and never returned to the negotiations.
Reference: Staffordshire Sentinel, 29 August 1908, p.6; The Manchester Evening News, 28 August 1908, p.6; Banffshire Herald, 5 September 1908, p.6.
Colin Melbourne’s statue of R. J. Mitchell outside the Potteries Museum and Art Gallery, Hanley.
In 1911, long before he went on to design his world-beating racing planes and later the Supermarine Spitfire, 16 year old Reginald Joseph Mitchell, served a local apprenticeship. Originally from Butt Lane near Kidsgrove, but raised in Normacot, Reg was enrolled as a lowly apprentice engineer at Messrs Kerr, Stuart and Co, locomotive engineers in Fenton. Before moving on to the drawing office where he would make his name, he like the other apprentices had to spend time in the workshops getting his hands dirty working on the firm’s machines. Reg’s pragmatic father Herbert saw this as a sensible grounding for his ambitious son, but young Mitchell loathed this introduction to his profession, hating the grime-caked overalls he had to wear and the monotony of the work that kept him from what he really wanted to do. He was also less than enamoured with the workshop foreman.
One of the first jobs that Reg had when he started at Kerr, Stuart was the traditional one of tea boy, brewing up for the other apprentices and the foreman, the latter, though regularly complained that Mitchell’s tea tasted like piss. Tired of his grumbling, Reg decided that if that was what he thought, then that was what he would get. The next morning Reg arrived at work and as normal took the kettle to the wash room, but instead of filling it with water he urinated into it, then boiled the kettle and made tea. Warning his fellow apprentices not to drink, Reg served the foreman as usual. The man took a sip, then a larger gulp and said, “Bloody good cup of tea, Mitchell, why can’t you make it like this every day?”
Reference: Gordon Mitchell, R.J. Mitchell, from Schooldays to Spitfire, pp. 21- 25
Regular newspaper coverage of events in the Potteries only really started at the end of the 18th century with the advent in 1795 of the Staffordshire Advertiser paper, though as this was published in Stafford, it’s coverage of the goings on in the north of the county was limited to the most noteworthy events. Another half century would pass before more local newspapers were being produced in Hanley, Stoke and Burslem. However, histories, travellers’ journals and some other national or regional papers occasionally carried tales from the Potteries from this early period, giving us fleeting glimpses into life in the area. These range from descriptions of the growing pottery industry and the construction of the canals, to bizarre deaths, odd weather and local curios.
See a Fine Lady Upon a White Horse
Between 1697 and 1702, partly from a wish to improve her health and from an equally strong desire to see more of her native land, Lady Celia Fiennes (whom some claim was the fine lady at Banbury Cross from the children’s nursery rhyme) undertook a series of journeys around England. In the summer of 1698, her peregrinations brought her into North Staffordshire. Here, after admiring the as yet unsullied landscape, she was keen to visit the Elers Brothers’ factory at Bradwell, but as she notes in her diary she was unsuccessful; the potters had temporarily run out of clay and were not working.
‘..and then to Trentum, and passed by a great house of Mr Leveson Gore, and went on the side of a high hill below which the River Trent ran and turn’d its silver stream forward and backward into s’s which Looked very pleasant Circling about ye fine meadows in their flourishing tyme bedecked with hay almost Ripe and flowers. 6 mile more to NewCastle under Line.’
After ruminating briefly on the ‘coals to Newcastle’ adage, she continued.
‘… I went to this NewCastle in Staffordshire to see the makeing of ye fine tea potts. Cups and saucers of ye fine red Earth in imitation and as Curious as yt wch Comes from China, but was defeated in my design, they. Comeing to an End of their Clay they made use of for yt sort of ware, and therefore was remov’d to some other place where they were not settled at their work so Could not see it;’
(Reference: Celia Fiennes, Through England On a Side Saddle in the Time of William and Mary, pp.146-147.)
A Swedish Spy in the Valley of Crockery
A visitor to the mid-18th century Potteries was Reinhold Rücker Angerstein, an industrial spy in the employ of the Swedish government, who was tasked with gathering information on new or emerging technology. Between 1753 and 1755, he journeyed through England and Wales and produced a wide-ranging and comprehensive survey of the various industries and their practices. He appears to have visited the Staffordshire Potteries, which he labels rather colourfully as a ‘Valley of Crockery’, in about 1755. Here, after examining the manufacture of salt-glazed wares, describing the kilns in Hanley (including illustrations), the raw materials used, the prices of ware and various mechanisms employed in producing pottery (with still more pictures), he went on to add a few descriptions of the area that make for interesting reading.
He notes that in Hanley there were 430 makers of white ware and other types of pottery, adding ‘The kilns are everywhere in this district.’ and to prove his point he includes an illustration of the skyline of the town. There were also large numbers of potteries in Stoke and other places, ‘where mostly the same kind of ware as that enumerated is made and also some simpler crockery.’ He then adds a picturesque and slightly comical tale. ‘When as it sometimes happens, many kilns are glazing with salt at the same time, there is such a thick smoke of salt in these towns, that people in the streets cannot see 6 feet ahead, which, however does not cause any difficulties. On the contrary, the smoke is considered so healthy that people who are ill come here from far away to breathe it.’
Of the pottery itself, he writes, ‘The crockery produced is mainly sent to London or other sea ports, from which much of it is exported to America and many other foreign countries.’
(Reference: R. R. Angerstein’s Illustrated Travel Diary 1753-1755, pp. 340-342)
John Wesley preaching to a crowd
Pelted in the Potteries
On 8 March 1760, the Reverend John Wesley, the founding father of Methodism, visited Burslem for the first of many visits to the region. He described Burslem as ‘a scattered town, on the top of a hill, inhabited almost entirely by potters’, a large crowd of whom had gathered to hear him at five in the evening. He noted that great attention sat on every face, but also great ignorance which he hoped he could banish.
The next day Wesley preached a second sermon in Burslem to twice the number of the day before. ‘Some of these seemed quite innocent of thought. Five or six were laughing and talking till I had near done; and one of them threw a clod of earth, which struck me on the side of the head. But it neither disturbed me nor the congregation.’ –
(Reference: John Wesley, Journal, 8-9 March 1760)
The First Cut
After receiving the royal assent two months earlier for construction of a canal connecting the rivers Trent and Mersey, on the morning of 26 July 1766, at a site just below Brownhills, pottery manufacturer Josiah Wedgwood cut the first sod of what would in time become the Trent and Mersey canal. James Brindley, the engineer who would oversee the canal’s construction, and numerous other dignitaries were present, many of whom would also cut a piece of turf, or wheel away a barrow of earth to mark the occasion. In the afternoon a sheep was roasted in Burslem market place for the benefit of the poorer potters in the town. A bonfire was also lit in front of Wedgwood’s house and many other events took place around the Potteries by way of celebration.
(Reference: Jean Lindsay, The Trent and Mersey Canal, pp.31-32)
News from the North
Extract of a Letter from Burslem, 14 August 1766,
‘As you often give me London News, I will give you some from this Country, which has of late made a Figure. This Neighbourhood has for many Years made Pots for Europe, and will still do so, though the King of Prussia has lately clapt 28 per Cent, upon them. Our Roads were so bad that nobody came to view the Place where the Flint Ware is made, but now we have Turnpikes upon Turnpikes, and our Potteries are as well worth seeing as the Stockport Silk-Mills, or the Bridgewater Navigation, which we intend to beat hollow by Lord Gower’s, now begun in our Meadows, and advancing apace towards Harecastle, on the other Side of which Multitudes of Men are at work, and before Christmas we shall have cut through the Hill, and made another Wonder of the World. There are already 100 Men employed on our Side, and 100 more will be added as soon as Wheelbarrows can be procured for them. Saturday last we had brave Sport at Earl Gower’s, where 100,000 Spectators were present at the Prison-Bars played in Trentham Park. Among them were the Dukes of Bedford and Bridgewater. The Prizes were Ten Carline Hats, with gold Loops and Buttons, given by the Earl. The Cheshire Men were active Fellows, but unluckily their Lot was to wear Plod Drawers, to distinguish them from their Antagonists, which made the Crowd oppose their getting the Honour of the Day. During this Game, my Friend Bucknall loft his Boy, about Eight Years of Age, who was suffocated by going aslant down a Sort of a Cave into an old Coalpit, the top of which was fallen in. The Man that ventured to fetch him out, found a Number of Birds, supposed to have dropped down there by the sulphurous Stench issuing from the Pit. We have much Hay, and Cheese is plenty, and Corn without Barn-room, nor do we want Money.
P. S. I have just seen a Hen, which laid Twelve Eggs only, from which she has brought up Twelve Cock Chickens, which is looked upon as somewhat remarkable.’ –
(Reference: Derby Mercury, Friday 29 August 1766, p.2)
In Praise of Mr Brindley
Extract of a Letter from Burslem in Staffordshire. dated September 5.
“Though our Stone Ware has been universally used, yet till our Turnpikes were made few People ever saw our Manufactories. But now they are gazed at as a Novelty. The Ladies go to Warburton’s to buy the Queen’s Sets of Cream-coloured Ware; and the Gentle-men come to view our Eighth Wonder of the World, the subterraneous Navigation, which is cutting by the great Mr. Brindley, who handles Rocks as easily as you would Plumb-Pyes, and makes the four Elements subservient to his Will. He is as plain a looking Man as one of the Boors of the Peak, or one of his own Carters; but when he speaks all Ears listen, and every Mind is filled with Wonder at the Things he pronounces to be practicable. He has cut a Mile through Bogs, which he binds up, embanking them with the Stones which he gets out of the other Parts of the Navigation, besides about a Quarter of a Mile into the Hill Yeldon; on the Side of which he has a Pump, which is worked by Water, and a Stove, the Fire of which sucks through a Pipe the Damps that would annoy the Men, who are cutting towards the Centre of the Hill. The Clay he cuts out, serves for Brick to arch the subterraneous Part, which we heartily wish to see finished to Wilden Ferry, when we shall be able to send Coals and Pots to London, and to different Parts of the Globe.— Another Mile is cut on the Cheshire Side of the Hill, and the Men intend to meet in the Middle by Christmas, when they are to have an Ox roasted whole, and an Hogshead of Ale.”
(Reference: Derby Mercury – Friday 18 September 1767, p.2)
Tunnel Vision
On 1 July 1772, an anonymous correspondent writing from Burslem related what he had seen the day before when he and some companions paid a visit to the first incarnation of the Harecastle Tunnel, situated between Tunstall and Kidsgrove and then under construction as part of James Brindley’s Trent and Mersey Canal.
‘Yesterday we took a walk to the famous subterraneous canal at Harecastle, which is now opened for a mile on one side of the hill, and more than half a mile on the other, of course the whole must be compleated in a short time. As it is not yet filled with water, we entered into it, one of the party repeating the beautiful lines in Virgil, which describe the descent of Æneas into the Elysian fields. On a sudden our ears were struck with the most melodious sounds. – Lest you should imagine us to have heard the genius or goddess of the mountain singing the praises of engineer Brindly, it may be necessary to inform you, that one of the company had advanced some hundred paces before, and there favoured us with some excellent airs on the German flute. You can scarcely conceive the charming effect of this music echoed and re-echoed along a cavern near two thousand yards in length.’
(Reference: Leeds Intelligencer, Tuesday 14 July 1772, p.3)
A Fungi to Be With
No age is free of stories of novelty fruit, veg or mushrooms:
‘A few days ago, a mushroom was got at Stoke-upon-Trent, in the county of Stafford, whose diameter was 5 inches, and 30 inches in circumference, it weighed 16 ounces. The above is very authentic.’
(Reference: Leeds Intelligencer, 5 September 1775, p.3)
All in a Spin
In 1781, there was the story of a curious weather phenomenon, a whirlwind or perhaps a mini tornado:
‘The following extraordinary phenomenon was lately observed here; at the latter end of last month, a field of hay belonging to Mr. J. Clark, near Burslem, was carried off by a whirlwind; the day when it happened was exceedingly calm, scarce a breath of air to be perceived. The people who were at work in the field observed, that in one part the hay began to be agitated in a small circle, at every wheel it increased in size and velocity, continually sucking more hay into its vortex; after a considerable time it began to ascend, taking along with it a silk handkerchief which hung rather loosely about the neck of one of the men who was at work; it continued ascending till entirely out sight, and in about an hour it began to descend, and continued to so for an hour’s space, alighting at, or within a few hundred yards of the place from whence it had been carried up, so that the owner lost but a very trifling quantity of his hay.’
(Reference: Hereford Journal, 23 August 1781, p.2)
A Tragic Accident
The following melancholy tale from the Potteries is related in a letter dated August 14 1785.
‘As Ellen Hulme, a poor woman of Lane End, was returning to her habitation late last night, with her infant, six weeks old, in her arm, she unfortunately stepped into a coal-pit, which shamefully lay open close to the road, and even with the track which led to the poor creature’s house. Her husband, whom she had been to fetch from an alehouse, immediately alarmed the neighbourhood, when her distressing cries were very distinctly heard from the bottom of the dreary pit every effort was attempted by the hardy colliers to fetch her up, but the damp prevailing very much, obliged them to use means to extract it, after which was found the mother with her infant upon her arms, both dead.’
(Reference: Sussex Advertiser, 22 August 1785, p.3)
A Hard Winter
During the harsh winter of 1794-1795, the better off inhabitants of Hanley and Shelton formed a committee which started a subscription list for the temporary relief the poor who were suffering great hardship during the cold weather. By February 1795 the committee had collected an impressive £150, enough to enable them to supply nearly 500 local families with meat, potatoes, and cheese. The Wedgwood family gave a liberal amount and through them a Mrs Crewe kindly added a welcome donation of a quantity of flannel clothing. The Marquis of Stafford aided the relief fund by ordering 100 tons of coal to be at the distribution of the committee.
A month later, in an issue of the Staffordshire Advertiser that noted that thermometers in Macclesfield had measured temperatures as low as -21° F (-29.4° C), the fearsome nature of the winter was highlighted dramatically by one small but rather macabre snippet of news: ‘Through the inclemency of the night of Saturday last [i.e.,14 March] a poor man perished betwixt Hanley and Bucknall. He unfortunately lost himself in attempting to cross the fields, and was found on Sunday standing upright in a snow drift, with his hand only above the surface.’
(Reference: Staffordshire Advertiser, 7 February 1795, p.3; 21 March 1795, p.3.)
Dashed to Pieces
‘A melancholy accident happened on Wednesday last at a coal-pit near Lane Delph, in the Pottery. A poor woman employed in drawing up the coal, was by some accident unfortunately thrown into the pit, and was literally dashed to pieces.’
(Reference: Derby Mercury, 30 June 1796, p.4).
Wild Fire
In late March or early April 1799, a dreadful accident happened in a pit at Lane End, the property of John Smith, Esq. Four men were blown up, and two them terribly burnt by what the colliers of the time described as ‘the wild fire’. The explosion was loud, and the concussion so great that nearby houses shook violently. Two of the men were not expected to recover, while the other two were thrown to a considerable distance, and left badly bruised. The reporter noted that their hats were blown to the distance of 70 yards from the mouth of the pit.
(Reference: Staffordshire Advertiser, Saturday, 6 April 1799, p.4)
Stoke-on-Trent’s best known connection with the Titanic disaster is of course the ship’s venerable skipper, Captain E. J. Smith, but a less well-known Potteries-born sailor who also perished in the Titanic disaster was Senior Fourth Engineer Leonard Hodgkinson. At the time of his death he was 46 years old, and like Captain Smith had spent most of his adult life at sea, albeit in a far different environment to that of his much more famous shipmate. As a member of the ship’s engineering staff, his working life was one spent for the most part in noisy, hot engine rooms, with little view of sea or sky save when he was off duty.
Leonard was born at 20 North Street, Stoke-upon-Trent, on 20 February 1866, the second son and fifth child of potter’s presser John Hodgkinson and his wife Caroline nee Steele. Educated at St Thomas’ School, Stoke, before the age of 15, Leonard was apprenticed as an engine fitter with Messrs Hartley, Arnoux and Fanning, in Stoke. Once his apprenticeship was done, Leonard left the Potteries sometime in the 1880’s and took up a position with Messrs Lairds of Birkenhead, lodging with his elder sister Rose, her husband Henry Mulligan and their children, who had settled in Liverpool sometime after their marriage in 1877. It was in Liverpool that Leonard met his wife-to-be, Sarah Clarke. The couple were married in West Derby, Liverpool on 14 February 1891 and within a few years the couple had three children.
North Street, Stoke-upon-Trent
Leonard was now a seagoing marine engineer. He served for five years with the Beaver Line, whose ships sailed from Liverpool to Quebec and Montreal. In 1894, though, the Beaver Line went into liquidation and it may have been at this point that Leonard left and joined Rankin, Gilmour and Co., Ltd, which firm he also served with for five years, earning his first class certificate in the process. He may also have served with the Saint Line of ships which were owned by Rankin and Co., most of which carried the ‘Saint -’ title. Leonard’s final position with the company was as chief engineer aboard a ship with just such a title, the Saint Jerome.
For a few years between 1901 and 1905, Leonard quit the sea and set himself up in business ashore as a mechanical engineer, but in May 1905, he returned to his old line of work, joining the White Star Line, serving first as assistant engineer on the Celtic, later earning promotion to fourth and then third engineer.
According to family lore, Leonard Hodgkinson was keen to serve on as many vessels as possible before retirement, so was doubtless pleased after what appears to have been a six year stint aboard the Celtic, to be transferred over to the glamorous new Olympic (the Titanic’s elder sister) when that ship came on-line in June 1911. Here he was briefly bumped back down to assistant engineer, but soon earned promotion to fourth engineer once again. Perhaps more troublesome for him and his family was the fact that the Olympic was to sail from Southampton. There is no indication that the whole Hodgkinson family moved to Southampton at this time, though it is a possibility, but if not, then Leonard had to put up at lodgings in between journeys and perhaps only got to see his family on a few occasions when he could make the journey back to Liverpool.
It was in early 1912, that Leonard travelled to Belfast where he joined the staff under Chief Engineer Joseph Bell, who were involved in getting the Olympic’s younger sister Titanic up and running. On 2 April he was signed onto the ship’s books for the delivery trip from Belfast to Southampton and on 6 April he was signed on once again in Southampton, now as senior fourth engineer.
A White Star engineer at work.
As senior fourth engineer, Leonard Hodgkinson was the highest ranking of the five fourth engineers aboard the Titanic, one of whom was a specialist in charge of the ship’s refrigeration equipment. Whilst at sea their duties involved checking that the adjustments and routine maintenance of the ship’s machinery were carried out. They dealt with any minor problems as they arose, answered any orders rung down via the ship’s telegraphs and ensured that everything ran as smoothly as possible. As officers it was also their duty to supervise the firemen, trimmers and greasers who worked with them down in the bowels of the ship.
How Leonard’s days passed aboard the Titanic prior to its fateful collision is unknown, as too are his deeds on the night in question, as no accounts seem to exist noting him. If the story is to be believed, though, his fate and that of the 1500 other people who perished on the Titanic was foreseen by one of his relatives back in the Potteries, none of whom had any idea that Leonard was aboard the Titanic. According to the story she later told, two days before the disaster, Leonard’s 14 year old niece, Rose May Timmis, the daughter of Leonard’s elder sister Agnes, was sleeping in the same bed as her grandmother Caroline Hodgkinson (Leonard’s mother) when she had a nightmare. Rose dreamt that she was standing by a road in Trentham Park looking out over the lake, when a large ship steamed into sight. Suddenly the ship went down at one end and she could hear screams. Rose herself woke up with a yell that frightened her grandmother awake. When the frightened girl related her dream her grandmother snapped, “No more suppers for you, lady; dreams are a pack of daft.”
After a while, Rose drifted back to sleep once more, only to find herself dreaming the same scene and as before when she heard the people screaming she did the same. She recalled that her grandmother was furious with her this time. A few days later, though, the news of the disaster broke and the family learnt that Leonard had been aboard the Titanic and that he and the other 34 engineering officers aboard had perished with the ship. Though several bodies from the engineering department were recovered in the following weeks, Leonard’s was not one of them.
Though Leonard’s body was never found, he is remembered in several memorials, most notably on the Engineers Memorial, East Park, Southampton, the Titanic and Engineers memorial, Liverpool; the Glasgow Institute of Marine Engineers memorial; and the Institute of Marine Engineers Memorial in London. There is also a brass memorial plaque in the church of St Faithful, in Crosby, Liverpool, dedicated to the memory of the Chief Engineer and his Engine Room staff.
The Titanic Engineers Memorial, Southampton
Leonard Hodgkinson was not the only member of his family to go to sea. His son Leonard Stanley also became a marine engineer with White Star and later Cunard. He served on the transatlantic run most of his career, mainly on RMS Majestic before the war and later on the Queen Mary and the Queen Elizabeth.
