Bronze Age Burial

A request came in from Newcastle University to look at the human remains from the Bronze Age that we have in our collections for a project on Bronze Age burials. This required having a detailed look at some of the remains, so we went over to Sunderland Museum where we have two skeletons laid out in cists in the Secrets of the Past Gallery.
We took one off display at a time so that the cases would not be empty for too long, packed the bones up safely in boxes and took them upstairs to a room with good natural light and a big table. The skeletons were laid out on the table and could then be studied.

One of the skeletons was that of a child, the other a robust man. Both of them came from a burial mound at Hasting Hill that had been dug in 1911. The mound was 12m across and produced six cremations and four inhumations buried in different parts, although the grave of the robust man was thought to be the primary burial. The man was buried with a pottery vessel, a flint knife, a bone pin, and part of a deer antler, and there were bones from various small mammals such as voles. This cist also included some extra bones from at least one other body, so the study will provide us with some interesting new information when it is complete.

Recent discoveries from the Sunderland shipbuilding archives project

I am delighted to announce that work has started on the ‘We ‘Mak’em’ Sunderland Shipbuilding archives project. This is the first in a series of blogs that will report on the project’s progress and highlight any exciting discoveries I make. Background information about the project can be found on our website.

The Sunderland Shipbuilding archives that we hold include a vast quantity of material rescued by our archivists during the shipyard closures in the 1980s. Many of these documents have lain undisturbed on shelves and in boxes for over twenty years. Working on these records is really exciting because I never know what treasures may emerge as I open each box or look along our shelves. I started by sorting through large quantities of unlisted archives from the firm William Doxford & Sons Ltd, which was as well known for the marine diesel engines it produced as it was for the ships it launched.

Yours truly looking along the shelves in our storage areas

So far I’ve looked through a lot of operational material relating to the Doxford Engine works including engine particular books, test bed and sea trial records, machinery contracts and engine and machinery specifications. I’ve also uncovered a large quantity of personnel records including officials wages books dating back to 1881 and an apprentice register covering the years 1912-1948.

In mid-July I also found four wage books for an unidentified shipyard. Fortunately, the wage books seem to cover the whole of the yard’s staff from the apprentices through to the directors. With a little investigation I was able to establish that one of the directors listed in the wage book, Allan J. Marr, worked for the shipyard of Sir James Laing & Sons Ltd. I have to admit that this sort of detective work is one of the most enjoyable parts of my job as an archivist.

Wage book entries for the Directors of Sir James Laing & Sons Ltd, TWAM ref. 2276 (unlisted)

Once these wage books have been catalogued I’m sure that these will be of great interest to family historians. I am hopeful that these finds are just the tip of the iceberg and I look forward to reporting back with details of more exciting discoveries over the coming months.

Why put a compass up a pole?

Not to help the dancers find their way! Over the past year I’ve been working with the Sunderland ship model and ship portrait collections. In that time I’ve become unnaturally interested in a feature of some Sunderland-built ships from the 1880s and 1890s – a compass on the top of a 15 foot pole.

Oil painting of the steam ship ss Cogent 1884 sailing into the wind

Oil painting of ss Cogent 1884

Detail of painting of ss Cogent showing her bridge amidships with the pole compass on the front

Detail of painting of ss Cogent showing the pole compass on her bridge

For hundreds of years seafarers using wooden ships used magnetic compasses to help them navigate. Once ships began to be made of iron, the magnetic field of a ship’s structure caused the compass needle to deviate. To prevent disaster something had to be done to counteract the effect of the hull. Adjustable iron balls were placed either side of the compass to reduce the influence of the iron hull.

Model of a binnacle compass with polished wood body, grey soft iron adjusting balls either side and brass compass chamber above. Made by James Morton and on display in Sunderland Museum

Model of a binnacle compass by James Morton on display in Sunderland Museum

Before she proceeded to sea, a ship would be ‘swung’ through all the points of the compass. The deviation of the compass was recorded and used to create a chart. This provided the helmsman with the precise adjustment needed for each heading.

The strangest modification, seemingly only in use for a short period in the 1880s and 1890s, was the pole compass, or in German Pfahlkompass.

Builders model of the Sunderland-built ship ss Euterpe 1886 painted pink below the waterline, black above with a black funnel and natural wood decks and stump masts.

Builders model of the Sunderland-built ship ss Euterpe 1886

Detail of the model of ss Euterpe showing the pole compass and ladder on the bridge together with safety rails around the bridge and the normal compass binnacle and ship's wheel

Detail of the model of ss Euterpe showing the pole compass and ladder on the bridge

As one might expect it was a compass mounted at the top of a pole situated on the bridge or some other piece of deck as far from the hull as possible. The pole compass appears in marine dictionaries of 1885 and 1890 but had disappeared by 1900. To read the compass somebody had to climb up the ladder that ran to the top of the pole. I can imagine it was not a popular task if the sea was rough!

Oil painting of the Sunderland-built barque Lota 1892 under sail. She has a blue hull and there is a coast in the background as she sails on the starboard tack - wind from the right hand side of the ship looking forward.

Oil painting of the Sunderland-built barque Lota 1892

Detail of the painting of the barque Lota 1892 showing the pole compass just forward of the mizzen mast, out of the way of the sails and rigging

Detail of the painting of the barque Lota 1892 showing the pole compass just forward of the mizzen mast, out of the way of the sails and rigging

I don’t know why pole compasses had such a short life, but I find myself looking for them on every model and ship painting that crosses my path. The new Public Catalogue Foundation website: www.bbc.co.uk/arts/yourpaintings/ could easily become a guilty pleasure but one I’ve resisted up to now.

Anybody out there seen examples of pole compasses from before 1884 or after 1892?

Loading Gauge found to be unsafe and is removed from site for conservation works.

When the recent landscape improvements at Monkwearmouth Station Museum uncovered the loading gauge to full view again, thoughts turned to conserving both it and also the railway signal. (Read more in my previous blog post here). Appropriate repairs and a new coat of paint would make both of them look resplendent again.

However, an inspection on 30 of June showed that there was quite a large amount of wood rot in both posts.

Although from a distance the posts looked solid a closer look started to show the post was in poor condition in places.

The signal post can be repaired insitu but the extent of the rot to the loading gauge post was such that it was recognised that the safest and most responsible thing to do was to remove it before it fell over. To that end Dowse Cranes, who have a long and succesful record with Tyne & Wear Archives & Museums doing heavy lift work on projects, was asked to come up with a plan for removing it and the work was carried out on the morning of the 6 July using a lorry with a loading crane, working from the adjacent lane. 

A loading crane was used to hold the post in position.

The post was then cut through with a saw.

The condition of the post was very bad, much worse than was thought, and therefore, the decision to take it down was fully vindicated.

The loading crane held the post whilst it was cut and then used to load the post onto the lorry. The post has been removed to Monkwearmouth’s sister site, Stephenson Railway Museum in North Shields, where it is intended to remove the iron gauge and its mounts. The ironwork, which also requires a fair amount of conservation work, will be fitted to a new post to be erected as soon as is practicably possible.

Museums don’t just collect the ‘old stuff’…

My colleague Graham Bradshaw is currently managing a project called Science & Society. The aim is to accession objects into the collection that reflect the important role science plays in our lives today.

Following discussions with our colleagues over the road at the Centre for Life Graham has just collected a Perkin – Elmer DNA Thermal Cycler 480 Polymerase Chain Reaction (PCR) machine. I had to ask Graham to explain why the machine is significant.

He explained that, “This very ordinary looking piece of lab equipment, pioneered by the American company Perkin-Elmer, revolutionised D.N.A research and our knowledge of genetics. It did this by greatly speeding up the amplification of D.N.A by the polymerase chain reaction process (P.C.R). In the P.C.R process the amount of D.N.A in a sample is doubled at each stage, meaning just one strand of DNA can be amplified to over a billion strands in just 30 cycles. The ability to create large amounts of DNA from a tiny starting sample has enabled scientists to accelerate their groundbreaking research in fields as diverse as genetics, forensics and palaeontology.

Dr Nicola Stock, Centre for Life, with Perkin-Elmer machines

P.C.R involves the very precise heating and cooling of samples of D.N.A. The process was originally done very laboriously using three separate water baths.  The sample had to be moved between the different temperature baths by hand. Then Perkin – Elmer developed the thermal cycler, which with its computer controlled electrically heated test tube block allowed more samples to be processed more quickly and more accurately.  The latest machines can now control the samples at different temperature gradients across the heating block to optimise results”.

Dr Nicola Stock, Education Officer at Life, told Graham that 

“I’ve used PCR machines throughout my time in research and used this model of Perkin-Elmer thermal cycler when I first started out in my undergraduate research project in Cambridge. I used the machine to amplify viral DNA from patient samples – baby’s diarrhoea, not very nice – and look for differences in the sequences.

I don’t consider myself as old and find it unbelievable that a machine that I first used only fifteen years ago is already a museum piece.”

The machine in use at Centre for Life