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Demographics of Sheerness and population of Sheppey
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|
Sheerness |
Swale |
England |
|
Total population |
11,654 |
122,801 |
49,138,831 |
|
Foreign born |
3.1% |
3.6% |
9.2% |
|
White |
98% |
98% |
91% |
|
Asian |
1.1% |
0.7% |
4.6% |
|
Black |
0.2% |
0.3% |
2.3% |
|
Christian |
72% |
76% |
72% |
|
Muslim |
0.6% |
0.4% |
3.1% |
|
No religion |
19% |
15% |
15% |
|
Over 65 years old |
13% |
16% |
16% |
Sheppey Population 37000 approx2008
Twigg, Herbert James Thomas, 1900-1957 Born at Sheerness Kent, he became an engineering apprentice in Sheerness Dockyard from 1915-1922. His co-operative career commenced in 1919 when he became a member of the first education committee of Sheerness Economical Co-operative Society. He spent two years at the Co-operative College, obtaining the co-operative honours diploma, the diploma in co-operative secretaryship and a variety of prizes. After a short time with the Co-operative Wholesale Society audit department in London, he moved to Manchester and the Co-operative Bank, gaining more prizes in banking examinations. In 1931 he joined the Co-operative Union as assistant labour adviser before moving to Plymouth Co-operative Society as general secretary and chief executive officer in 1941. He served the co-operative movement nationally, and the city of Plymouth locally for the rest of his life. He was a prolific writer on co-operative subjects, writing textbooks as well as contributing to various co-operative journals
There is a cornerstone on the flour mill reading, "Pioneers of Co-operative Production - this stone was laid by Mr. W.J. Penney, president, on the 8th of May, 1875". It was the foundation stone of the first steam powered flour mill on the Isle of Sheppey (near the corner of Broad Street and Railway Road). According to "Co-operative Centenary 1816-1916: History of the Sheerness Economical Society Ltd.", prepared by W. Henry Brown (1918), the inauguration of the mill was a great occasion: "There was a tea to which the members and dealers (non-members) were invited. The band of the 13th Kent Artillery Volunteers played stirring music as the crowd gathered."
This is an extract from D.H Lawrence the early years 1885-1912 by John Worthen published by Cambridge University Press
THE FAMILY OF D.H. LAWRENCE IN SHEERNESS
“In 1858 George Beardsall was taken on as a fitter at Sheerness Dockyard on the Isle of Sheppey, Kent, their first son George was born in Sheerness in 1859. Lydia (Lawrence’s mother) was born in 1851. In Sheerness the family lived in Marine Town. It appears they tended to live rather beyond their means: they had pretensions which their actual income of around £90.00 a year could barely support. How it may be asked could a hired dockyard worker with a wife and five children earning 5s8d a day afford to live in the smartest and newest of Sheerness’s five towns.(My underlining) The answer is that they could not. But with an instinct for choosing the right place George had taken the family to the very edge of Marine Town, to an unpaved cul de sac of tiny two up two down cottages. The house was no more that nine feet wide. Here the Beardsall family of two adults and five children somehow managed to house a lodger as well. They must have been desperate for his rent. To add to their overcrowding and to their financial difficulties two more children, Mary Ann and Ada were born in Sheerness in 1862 and 1868……..Lydia Beardsall would have liked to be a teacher. She had worked unsuccessfully as a pupil- teacher in Sheerness when she was 13; she apparently tried to start a school there, and seems to have taught a little later (unqualified, apart from her time as a pupil-teacher) in a Dame’s school”
HENRY RUSSELL
THE REGIMENTAL MARCH OF HER MAJESTY'S ROYAL MARINES
A Life on the Ocean Wave Regimental Quick March The music of the Regimental March is derived from two songs composed during the first half of the 19th Century which remained popular and in print until about the First World War. The bulk of the march is taken from Henry Russell’s 'A Life on the Ocean Wave' published in the 1840's. Henry Russell was born into a Jewish family, Henry Levy, at Sheerness on 24 December 1812 and died in London, 8 December 1900. He was at one time a pupil of Rossini at Bologna and Naples, and went to Canada about 1833, and from thence to USA where he was organist of the Presbyterian Church, Rochester, NY. He returned to England in 1841. In 1897, Henry Russell wrote to Mr. George Miller, Bandmaster RMLI, Portsmouth Division (later Major/Director of Music) and said 'A Life on the Ocean Wave' was composed by me some 60 years ago, whilst in America. The origin of the song emanated from Epps (Epes) Sargant, the poet, walking with him on the Battery, New York, watching the ships in the harbour. The scene before him gave him an idea that induced him to write the words, 'I set them to music and the song ultimately became one of the most popular in England and America'. Henry Russell composed over 800 songs and in his book of reminiscences 'Cheer Boys, Cheer' has outlived nearly every other melody, with perhaps the exception of 'A Life on The Ocean Wave'.. Examples in this collection include: The Newfoundland Dog, Far far upon the sea, Life on the wave, The main the flowing main, The lady leaves the banquet hall and I’m afloat I’m afloat. He was father of William Clarke Russell, famous as author of sea-novels and biographies, of Sir Herbert Russell the war correspondent, and of Sir Landon Ronald the composer.

EUSCORPIUS FLAVICAUDIS
SCORPION IN BLUETOWN DOCKYARD WALL!
Watch out when you go for a walk near the dockyard wall in Bluetown part of Sheerness you might see one of these lovely creatures.
The warmer the weather, the more the males seek sex and the more offspring that survive. The brown-yellow creature grows to about one inch, but it is unlikely to deliver much of a sting. It is described as a delicate, fragile little beastie. They have been with us since the days of George III and have a grim reputation. But soon they could be wiped out - at the hands of yuppies. Researchers have warned that Britain's only colony of scorpions - 10,000 stinging arachnids that have made a permanent home in Sheerness Docks - could become victims of a plan to build loft apartments during dock redevelopment works. 'I am extremely worried,' said Dr Tim Benton, of Stirling University, who has studied the scorpions for the past decade. 'These little creatures have been part of the landscape for 200 years, but we could lose them because they are not a native species of Britain, and therefore are not entitled to legal protection. It is believed the Sheerness scorpions arrived in cargoes of Italian masonry during the Georgian era and settled in the port's dockyard walls. Yellowtailed scorpions, Euscorpus flavicaudis, have found Kent's warm weather to their taste, and in recent years, with global warming, have multiplied vigorously. Dr Benton estimates there are now between 10,000 and 15,000 yellowtails living in crevices in the dockyard walls. The Yellowtailed scorpion grows to a couple of inches in length and is dark chocolate brown with a yellow-tipped tail. 'They do have a sting, a bit like an ant's, but nothing like as bad as a bee's,' added Dr Benton. 'You have to get them really mad before they will attack. For most of their lives, Yellowtailed scorpions do absolutely nothing. They live in crevices without moving - until a woodlouse or spider scuttles past. Then they pounce, and devour the hapless passer-by. Thanks to an incredibly low metabolic rate, yellowtails can live on only four or five such catches a year. 'Essentially, they are active for about 10 minutes every 12 month,' added Dr Benton. Occasionally, a few scorpions manage to travel to other sites and set up independent colonies, but none have survived. Only the Sheerness scorpions have thrived. But now their existence is threatened. Medway Ports, owners of Sheerness Docks, is negotiating the sale of the scorpion site with its buildings being scheduled for restoration to their original residential use. said Dr Benton. A spokesman for Medway Ports admitted the scorpion site was being sold off, although he stressed no plans had been put forward that might affect the creatures. An English Nature official also confirmed that the scorpions could not be legally protected.
Sheerness & District Power & Traction Co. Ltd.
1903-1917
Constructed under the Sheerness & District Light Railway Order of 1903 to the narrow 3ft 6ins gauge, this short 2½-mile tramway situated on the Isle of Sheppey was initially planned to be a much grander system. Objections were raised by the Sheppey Light Railway, whose lines the tramway would have had to cross to reach the proposed termini at Minster and Queensborough, and as a result these were never built.The system as constructed consisted of three single-track routes radiating from a central terminus at the Clock Tower; to the South Eastern and Chatham Railway’s Dockyard station, along High Street and past the SECR’s town station; to Marine Parade; and along High Street to the Sheerness East station of the Sheppey Light Railway (where the power station and tram shed were situated).The system opened on the 9th April 1903 with 12 (Nos. 1-12) double-deck open-top cars from Brush in a chocolate and cream livery. The number of cars was soon found to be too large for the truncated system and four were sold.The overhead had been installed by the Berlin firm of Siemens and Halske and the cars were equipped with Siemens bow collectors (unique on British tramways). This, in part, was responsible for the early demise of the system (the first electric tramway in Britain to close), when German spares became unavailable during Word War I.Although the system had been offered for sale to Sheerness UDC and Sheerness RDC, both declined to purchase it and on the 7th July 1917 the tramway finally closed.
FLEET SUMMARY
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Fleet No. |
Type |
Trucks |
Builder |
Seating |
|
1-12 |
Double-deck Open-top 4-wheel |
Brush A |
Brush |
28/22 |
Nos. 1-12 had reversed stairs. Nos. 1-8 sold to Darlington Corporation in 1917 (six were re-numbered 19-24 and two were used for spares). Nos. 9-12 sold to City of Birmingham Tramways Co. Ltd. in 1904 (re-numbered 189-192).
MUNITIONS REMAINING ABOARD SS RICHARD MONTGOMERY
DERA in their summary report have listed the best estimates of the munitions which remain
aboard the SS Richard Montgomery. The weights given in the table below are those of the
explosive content of the cargo and not the shipped weight.
LOCATION TYPE OF MUNITIONS EXPLOSIVE
WEIGHTS
(TONNES)
HOLD NO1
Deep tanks Aft 79 cases signals 3 (pyrotechnics)
1429 cases wp 100lb smoke bombs 65 (white
phosphorus)
Deep tanks Forward 30 Boxes boosters 31 (pyrotechnics)
786 boxes signals
Lower hold/tween deck 1407 500lb bombs TNT AN M64A1 167
850 1000lb bombs TNT AN M65 208
1500 250lb bombs TNT AN M57 84
HOLD NO 2
Lower hold 1068 1000lb SAP bombs TNT AW-M59 140
574 500lb SAP bombs AN M58 41
286 2000lb GP TNT AN-M66 144
588 1000lb AN M65 140
Tween deck 521-580 B260lb fragmentation bombs AN M81 9
2297 cases of fragmentation bomb clusters 9
AN M1A1 (6 x 20lb fused)
and/or AN M4A1 (3 x 23lb unfused)
and/or AN-M81 B260lb
HOLD NO 3
Lower hold/tween deck 1170 SAP 1000lb bombs 163
406 GP 1000lb bombs 99
1351 SAP 500lb bombs 97
TOTAL 1400 tonnes
Lord William Penney
THE LORD PENNEY Of EAST HENDRED, O.M., K.B.E, Ph.D., D.Sc. F.R.S. Sir William Penney was the first Director of British nuclear weapon research. He was born in 1909 in Gibraltar where his father served as a Sergeant in the Army Ordnance Corps. His academic studies began in Colchester continued at the Sheerness Technical School and continued as a student at Imperial College, London. He then went to the University of Wisconsin for his Masters (1931-33) and Trinity College Cambridge for his PhD (1933-36) He returned to Imperial College as Assistant Professor of Mathematics in 1936.
Sir William became well known for his research work on atomic physics and as author of several articles on the theory of molecular structure. He was one of about 20 British scientists who went to work on the Manhattan Project at Los Alamos in 1944. A mathematician and explosives expert, he made measurements of the first nuclear test explosion on July 16, 1945.
He also served on the Target Committee, which met during April and May 1945 to select the Japanese cities upon which to drop the atomic bombs, and flew in the accompanying B-29 bomber that photographed the explosion of the Fat Man bomb on Nagasaki. Afterwards he went to Hiroshima and Nagasaki to survey the damage.
In January 1947, Clement Attlee appointed him Chief Superintendent of Armament Research at the Ministry of Supply and placed him in charge of designing, producing, and testing the British atomic bomb. The first atomic weapon test occurred on October 3, 1952, in the Monte Bello Islands off the northwest coast of Australia. From 1953 to 1959, he directed the Atomic Weapons Research Establishment at Aldermaston, where British weapons are designed. He also supervised development of Britain's hydrogen bomb. He personally led the scientific team for the first British A-bomb drops at Maralinga.
In the period 1959 to 1961, he was the Atomic Energy Authority's Member for Research and it was in that role that he had the task of defining a strategy for computation within the Authority. He was Deputy Chairman of the Authority in the period 1961 to 1964, and became its Chairman in 1964 at which stage he gave up his role as Chairman of the Atlas Computer Committee.
He was created a Baron in 1967 when he became Rector of Imperial College, a post he held until his retirement in 1973.
He died on March 3, 1991 at the age of 81.
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Sir Stanley Hooker
30 .1 1907-24.5.1984 18430.1.1907 - 24.5.1984
Stanley George Hooker
was born 30th September 1907 at Sheerness, Kent and educated at Borden Grammar School. He won a scholarship for Imperial College London to study mathematics and in particular, hydrodynamics. This was followed by a post-graduate course at Brasenose College, Oxford. Hooker left Oxford with his Doctor of Philosophy degree and joined the Admiralty’s scientific research and development department in 1935. In late 1937 Hooker went to work for Rolls Royce. Although the supercharger fitted to the Merlin engine was considered to be the best in the business, Hooker calculated that large improvements could be made to its efficiency. Rolls Royce gave the go ahead with his recommendations and as a result, the performance of the Merlin engine was improved considerably. In 1940 Hooker was introduced to Frank Whittle who was lacking the resources to proceed at a decent pace. Hooker carried on developing Whittle’s W2B/23 and The Rover produced B.26 variant was developed and became the RR Derwent. 1944 saw the start of the 5000lb Nene engine which was a great success and was copied by the Russians for their Mig 15 fighter. In January 1949 Hooker started work with the Bristol Aero Engine Company. His first task was to sort out the problems with the Proteus engine which was intended to power several aircraft including the Bristol Britannia. This time he was in at the beginning with a new engine that was to become the Bristol Orpheus. The Orpheus was a successful engine in its own right but it had a bigger role to play in the development of the ground breaking Pegasus VTOL engine. Hooker’s engineers decided on using the Orpheus to drive a large fan that would supply air to a pair of rotating nozzles while the exhaust flow from the Orpheus was slit into two and would supply another pair of nozzles at the rear of the engine.. Thus the Pegasus and the Harrier were born. He retired on September 1967. He was persuaded to stay on as a consultant to the Bristol Siddeley division of Rolls-Royce engines but his retirement was short lived because when the RB211 project ran into trouble in the early 70’s (bankrupting Rolls-Royce in the process) he was called in to rescue the ailing engine. He was knighted in 1974
Nostalgic notes from a visitor


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