Pen & Sword Books

One of the great names in British industrial history, the Fairfield Shipbuilding & Engineering Co Ltd, Govan, Glasgow, was always associated with innovation — particularly the development of the compound steam engine which brought great fuel efficiency to deep sea transportation and led to the ubiquitous triple expansion steam engine. Through the design and construction of record-breaking Atlantic liners and their machinery for the Guion and Cunard companies, by the late nineteenth century Fairfield had become the most important shipyard and marine engine works in the world. Admiralty contracts for all classes of warship followed, notably during the world wars and as a lifeline during the depression of the 1920s and early 1930s. However, the Fairfield yard was probably best known for building magnificently appointed intermediate liners, among them a series of Empress liners for Canadian Pacific.From the late 1950s onwards as shipbuilding in Britain began a steady decline, Fairfield, one of the most modern yards in Europe with a large order book, hit the headlines this time not for the launch or completion of a ship but by declaring insolvency in 1965. The next 35 years, much of it under state ownership, were characterised by various name changes and campaigns to keep the yard open. With its traditional market for 'high class' tonnage gone and no longer designated a warship yard, new commercial markets had to be found. When this struggle for survival seemed to be all but over and the virtual elimination of the commercial shipbuilding industry in Britain now complete, BAE Systems acquired the yard in 2000 bringing with it stability and continuity. A major warship-builder once more, the former Fairfield yard has been heavily involved in the Type 45 destroyer programme, the production of major blocks for the Queen Elizabeth class aircraft carriers, the five River class Offshore Patrol Vessels and currently with the Type 26 frigate programme. With the skyline of Glasgow soon to be transformed once BAE Systems completes its next-generation ship construction hall, capable of building two Type 26 frigates side by side under cover, the future looks bright for the last of the great Clyde shipyards.

In the 19th Century there was a widespread feeling in seaside resorts with cliffs that visitor numbers would be increased if there was an easy way of reaching, and more importantly, returning from the beach, avoiding flights of stairs or long zig-zag paths. To address this issue, the first cliff railway was built at Scarborough in 1875. Since then, another twenty-nine, or thirty if the Leas lift at Folkestone, which was duplicated in 1890, is counted as two, have been built, including three at inland locations.Despite having the same function, all the cliff railways are different and have their own characteristics. Some of them still use water as a power source. The remainder use electric motors.In addition to telling the story of Britain’s cliff railways, author Peter Johnson tells the story of the authorised but unbuilt cliff railways, vertical lifts and electric stairways that serve or served the same function in a few places, and adds details of what might be called ‘cliff railway derivatives,’ steep-grade, rope-hauled, railways, airport automated people movers, and modern inclined lift installations that might have been built as cliff railways if they had been built a hundred years ago.To compile this new book, Peter Johnson, who has written books on Welsh and narrow gauge railways for Pen & Sword, has carried out extensive research in government files and old newspapers. Many of the illustrations have not been published previously and a few of them are very rare.

George Churchward is regarded by many, including the towering figures of Nigel Gresley, William Stanier and Andre Chapelon, as the most inventive, ingenious and successful steam locomotive designer there has ever been. When given the opportunity to comment these three exceptional engineers made their admiration for him and his many achievements a matter of historical fact.Now, a 100 or so years since Churchward retired from the GWR, his reputation is just as revered, as is the influence he had on the work of others. But, as with other notable figures, many details of his life and work have become mythologised or forgotten. So the time for an update and re-evaluation of his story is long overdue.In this richly illustrated book the author re-appraises Churchward’s life and work and assesses this pivotal period in railway history. In so doing he considers the true extent of his achievements and effect of his work on the great railway engineers that followed and the effect his leadership had on the GWR as a whole and the organisation he controlled at a time of immense social and political change.

In this our fifth book in this modelling series we undertake an excursion into a new scale, modelling in TT120. Falling between the popular stalwarts of OO and N, the Market Deeping club were challenged to create a display layout in this scale, based upon the Devon Riviera coastal railway. In doing so they explored the arguments for and against the scale. Working with the challenges of ‘if I have X space what will fit into it?’ and ‘if I am depicting a scenario what space do I need?’ the club engineered the line alongside the famed red cliffs beloved of so many holidaymakers to run with full length HST consists. We illustrate a single day at ‘Holcombe Beach’ near Teigmouth, with the approaching Great Storm of 1987. The reward at exhibition is immediate recognition of the coastal strip and a flood of reminiscences from viewers. We also created a plan B practice layout based on County Durham to fit the early Hornby steam rolling stock releases. The Market Deeping Club commenced writing modelling books after experiencing extensive vandalism of their annual Stamford model railway exhibition in May 2019. The skills built up in rebuilding damaged, or replacing broken layouts, has led to a nimble team able to put their skills into a scale where initial perception of size is difficult, and resources feel thin on the ground.

There has been speculation over the loss of the Royal Mail Ship (RMS) Titanic ever since the tragic event of her sinking, which occurred during the night of Sunday 14 to Monday 15 April 1912. Could it have been the fault of her captain, Edward J. Smith?Hitherto, no one has managed to explain the mindset of Titanic’s captain, Edward Smith, and thereby comprehend why, on a pitch-black night in April 1912, he drove his ship full tilt into an ice field, when he knew that there were icebergs present? Was the captain mentally ill? No, not in the sense of having one of the traditional major psychiatric conditions such as schizophrenia, psychosis, bipolar disorder, etcetera, because this would have manifested itself earlier on in his lifetime. Captain Smith was aged 62 at the time of the disaster. Was he suffering from dementia? There is no evidence that this was the case.In fact, Captain Smith’s state of mind provides a classic example of what was described by the ancient Greeks more than 2,000 years ago, As the reader will shortly discover!This book contains hitherto unpublished photographs, for example of Laura May Cribb, from the author's hometown of Poole in Dorset, who survived the sinking, and of her father John Hatfield Cribb, who perished.

Examines the pivotal fifth-century arrival of Saxon mercenaries and its impact on Britain’s transition from Roman rule.Around the mid-fifth century three Saxon keels cut through the waves towards the southern coast of Britain. They were not the first Germanic warriors or migrants to arrive since direct Roman authority had ended in the early fifth century and would not be the last. Yet the arrival of these particular warriors would prove to be a turning point in the history of these islands.The literary sources that survive point to the arrival of these mercenaries and their subsequent revolt as the pivotal event rather any invasion or mass migration. There have been many books on the Anglo-Saxons. Those that touch on the first arrivals deal only briefly with the fifth and sixth centuries due to the lack of historical records.This book is unique in focusing on the events mentioned by the sources such as Gildas and Bede. It will show that the former Roman Diocese limped on outside direct Roman rule for a generation, beset by constant raiding from Picts and Scots in the north and Saxons and other Germanic pirates in the south.It will look at Roman practices of hiring and settling mercenaries and Germanic groups across the empire. A comparison with these will provide important clues, as well as understanding how and why the diocese and provincial structure fell apart, allowing petty kingdoms to emerge in the sixth century.The subsequent centuries have been termed the Anglo-Saxon period. This book goes back to the very beginning, the adventus Saxonum: The Coming of the Saxons.

Explores the personal stories, expeditions, and risks behind dives to the Titanic wreck.The story of the Titanic has been told countless times, but very few books talk in detail about the numerous expeditions that have visited the wreck; even less will talk about the personal stories associated with these underwater trips. Now, for the first time, details are given of some of the less well-known deep diving expeditions to the world’s most famous shipwreck, focusing on the people who lead them, the equipment being used and the background stories of the research vessels that have carried these teams out to the cold, dark Atlantic swells.From the failed expeditions in the early 1980s to the tragic loss of a submersible four decades later, this is the story of the searches and the dives to the wreck of a ship which has become synonymous with disaster. Using interviews with people who were there at different times, we rediscover a shipwreck that has captivated the imagination of people from around the world to the point where they are willing to risk their lives just to have a glimpse.But it is this glimpse of the Titanic that has cost so much money and affected so many lives.

Explores the show’s stage plays, episodes, interviews, censorship, remakes, and historical impact.The first book to cover the Fawlty Towers stage plays, this book annotates the episodes with details to assist 21st century viewers, collates a wide range of interviews and reviews from across the decades and around the world, and discusses censorship, criticism of the show, and remakes. The Legacy of Fawlty Towers draws on interviews with the cast and crew completed in 2009, as well as reviews and articles from the last 15 years that have not been covered anywhere before. It also includes rediscovered archive material, original photographs and artwork, and new interviews.The book contains a comprehensive episode guide with information about filming, the cast, and the crew; a guide to the hotel and its inhabitants; and an abundance of related material from 1975 to 2025. It mentions the war once or twice but I think we get away with it.

The contested succession of Elizabeth I ended with James VI of Scotland ascending, concluding the Tudor dynasty.As the childless Elizabeth I lay on her deathbed, discussions over who would succeed her as ruler of England raged on amongst her advisors.The succession to Elizabeth’s throne was hotly debated throughout her reign (1558–1603) and despite having no direct heir, the queen refused to name her successor over safety concerns, being convinced a plot would be raised to oust her in favour of the heir.There were many contenders to the crown, but Elizabeth’s main rival was Mary, Queen of Scots but her Catholic faith and ill-advised marriage to fellow claimant Lord Darnley, against Elizabeth’s wishes, damaged her claim. Her claim was ended when the English queen had her Scottish counterpart executed in 1587.Other claims came from the Grey sisters Katherine and Mary, and later Margaret Clifford and Arbella Stuart. But the crown finally came to King James VI of Scotland, son of Mary and Darnley, in what was a smooth transition. His accession marked the end of the Tudor dynasty and the start of the Stuart era in England.

An intimate biography revealing Marie Antoinette’s complex life, personal struggles, and dramatic fall from Versailles to the guillotine.A seemingly endless parade of books, films and television shows have kept Marie Antoinette in the spotlight for over two centuries since her execution in October 1793. For many, she is the ignorant embodiment of foolish, careless, decadent excess, and a deserving example of the terrible fate that on occasion befalls members of the mega-wealthy ruling class who exploit and ignore the needs of those less fortunate than themselves. Meanwhile, for others, she is a source of endless fascination thanks to the flamboyant fashions of her era, the pastel-hued beauty of her surviving residences and, above all, the extraordinary drama of her almost unbelievable riches-to-rags life. She was a complex woman who lived in a remarkable time, and yet she was also a very simple one whose main desire in life was to love and be loved in return.This engaging and intimate biography of Marie Antoinette takes a fresh look at the story of this most fascinating and misunderstood of queens, exploring her personal tribulations such as her emotionally unfulfilling marriage, rocky friendships and the loss of her children, as well as the series of scandals, mistakes and disasters that took her from the gilded splendour of Versailles to the guillotine.

A vivid exploration of Georgian Britain, revealing its dangers, indulgences, innovations, and transformative cultural achievements.The Georgian era was unique, so unlike what preceded it and never since repeated. What would it have been like to live there? With no welfare and little charity, people lived on their wits alone, and the sweat of their brow. There was a huckster on every street corner, a pickpocket in every crowd, and cheap gin was readily available to drown every conceivable sorrow. What was it like to live in a smuggling community where the criminals made the rules and enforced them arbitrarily, brutally, and without hindrance? How would you survive the highwayman intent on taking your riches, your dignity, and your life too, if required?But Georgian Britain also underwent a great flourishing in the arts, commerce, industry and innovation. It was a time of great opportunity should you have the means to seize it. For all its harsh realities, the Georgian era is also famous for its gentility and refinement, for the pottery of Josiah Wedgwood, the furniture of Thomas Chippendale, the sculpted landscapes of Capability Brown, the elegance of the Georgian Ball, the romantic and evocative novels of Jane Austen, but also the tawdry excesses of the Prince Regent and the cutting edge of the satirist’s pen.Let this book be your guide to the past, and learn from their own lips the conversation, what drove the narrative, what was whispered in the taverns and shouted in the streets. It was a time of excess, but of great achievement too, a transformative time that changed Britain forever. So be prepared, buckle up, and enjoy the ride.

Examines the violent deaths of European rulers from the seventh to eighteenth centuries.Rulers (and would-be rulers) have always faced the possibility of a violent death. Between the seventh and eighteenth centuries over 20% of all British and European monarchs suffered such a fate. Some died in battle or in accidents but most of them were murdered or executed.During the time of the Tudors and Stuarts some monarchs were the victims of lone assassins, some were killed after palace coups led by relatives or royal officials, and others after being defeated in a civil war. Their manner of death included public beheading, internal injury as a result of a knife attack, being hacked down by a group of noblemen, and ritual strangulation with a silk cord.Killing Monarchs takes us on a journey across Europe. Starting in England and Scotland (Lady Jane Grey and Mary Queen of Scots), it moves to France (Kings Henry III and Henry IV), and then further east to Russia (Tsar Feodor II and various pretenders to the throne) and the Ottoman Empire (Sultans Osman II and Ibrahim I). It then returns to Britain to consider why Charles I was executed.It provides a clear picture of the various forces that existed in society at the time and these are reflected in the motives of the regicides — the killers of monarchs — even though many were not honest about them. The lust for power, the desire for a more effective leader, religious differences, and occasionally the wish to do away with monarchy altogether, all played a significant role.

The Douglas DC-3 is as iconic an aircraft design as the Mustang or Spitfire. It has endured more than any other, with a few hundred examples still in use across the world. Many fledgling US airlines blossomed due to their DC-3s, and almost every major post-war airline started running their schedules with the type, taking advantage of the surplus in military DC-3s (C-47s) after the Second World War.In Douglas DC-3: 90 Glorious Years, Geoff Jones explores the rich history of the aircraft from its beginnings in Southern California in the 1930s, to its participation in military operations such as the D-Day Normandy Landings, through to its use as a commercial aircraft into the twenty-first century. The Airbus and Boeing operators of today have their DC-3 operations to thank for their current success, and numerous enthusiast organisations continue to keep DC-3s airworthy and fly them for their members. Ninety years on, the legacy of this extraordinary aircraft is as strong as ever.

“One of the purest tellings of a combat Marine’s experience in warfighting I have ever read. This story strikes every emotion.” — PAUL LONGGREAR, Colonel ret. Army Special Forces,With the Marines at the Battle for Sangin is a battle-intensive and deeply personal war memoir following a small Marine quick infantry detachment who land in Afghanistan with acts of killing beginning immediately. Not a week goes by before the Marines experience firsthand deaths of friendly forces, Marine casualties, enemy combatants killed, numerous IED strikes, air strikes, straffing runs and around the clock patrolling in hostile territory where death is ever present. As the regional direct response Quick Reaction Force in the northern Sangin river valley of Helmand Province, the Marines are immediately put to the test narrowly avoiding one calamity after the next. The reader feels the author’s angst, threat awareness, and a growing sense of hostility toward his elusive enemy. Combat operations greatly intensify as the Marines find their battlefield rhythm. As body counts rise so does the emotional toll on the author. The reader is regularly taken into the author’s exhilarations from persevering through fearsome battle scenes, but they are also submerged with him in the bitterness and shame that results from the deliberate and often hatred-filled harm that he and his Marines inflict on their enemy. There is a sober realization of the unavoidable dichotomy of war and the inner wounds that result from one’s participation in its cruelty, whether the recipient or the doer of deeds.

Swindon-born William A. Stanier joined Great Western Railway as a fifteen-year-old trainee and began rising swiftly through the ranks. In 1904 he was appointed assistant to the divisional locomotive superintendent in London, and by 1931 he was chief mechanical engineer of the London Midland & Scottish Railway. The LMS locomotives were in a poor state, with some dating back to the 1800s, and Stanier was charged with updating the company with new, more powerful locomotives. His iconic designs in steam and diesel dominated British railways from the 1930s to the end of steam in 1968. During the Second World War, Stanier was seconded to the Ministry of Supply as a consultant, and in 1943 he was knighted and appointed a fellow of the Royal Society. He retired in 1944. Sir William A. Stanier FRS is a photographic celebration of his extraordinary life in rail.

The Railways of Northern England in the 1960s invites the reader on a nostalgic tour of the North, from Crewe and Doncaster up to the Scottish border, taking in bustling metropolises, industrial towns, military sites, mountains, lakes, viaducts and picturesque villages. The photographs, a mixture of colour and monochrome, were taken between 1955 and 1970 and, with a few exceptions, are presented here for the very first time. Steam predominates, though diesel, electric power and even rope-worked inclines are featured, while among the locomotives you will find tramcars, an LNER paddle steamer and a four-wheeled oddity referred to as an ‘Old Steam Tar Sprayer’. This stunning collection, expertly restored and presented alongside informative commentaries, recalls the end of an era—a bygone age that, quite simply, is a joy to look back on.

Often overshadowed by D-Day Operation Bagration, the code name for the Red Army's summer offensive of 1944, broke the back of the Axis on the Eastern Front. Coincidentally beginning on the third anniversary of Hitler's invasion of the Soviet Union, Bagration demonstrated that the Red Army had learnt the lessons of mobile warfare and was capable of putting them into ruthless practice. A series of well-coordinated attacks combined with major partisan strikes struck the defence lines of Army Group Centre in Belarus. Weak in armour and air support AGC had not been the target Hitler had anticipated that the Soviets would chose for this operation. It was only when the Red Army had almost outrun its supply lines and panzer formations had be relocated from elsewhere on the Eastern Front in early July that the Germans managed to defend effectively.However, this book only covers the fighting until the liberation of Minsk in early July. The Soviet's summer offensive would not officially end until the last week of August by which time Finland had sued for an armistice, Romania had switched sides and the German forces had been savaged, holding a line hundreds of kilometres to the west of its original positions outside the gates of Warsaw

The story of the Mahdi of Sudan is generally related from the British point of view, though it was more an African event. The Mahdi’s uprising was the latest in a series of Islamic rebellions and wars which began in the eighteenth century. It also had a profound effect on the rest of North and East Africa, destroying the Egyptian Empire, provoking Ethiopia into a new unification, which allowed it to successfully resist the Mahdists, the Egyptians, and the Italians; it brought British forces forward from the East African coast as far as Uganda for fear that some European power would seize the sources of the Nile and block the river’s flow.Eventually (but only after several humiliating defeats) the Mahdist state was overthrown by a British invasion (led by Kitchener and participated in by Churchill); this also produced a difficult confrontation at Fashoda between the British conquerors and a French expedition — sparking a European crisis. The author sets the Mahdist war in the wider context of Africa and Islam, and in the context of the development of African states, but also with a glance forward to the present day, where the most important development in Africa is the extensive Islamic uprising, which is replicating that of the nineteenth century.

On 3 July 1944, a train of cattle wagons set out from Toulouse, heading for Germany. Crammed inside eventually were 724 souls of various nationalities and backgrounds, all of whom the German occupiers had held captive in concentration camps and prisons across south-western France. Among them was Francesco Fausto Nitti, an Italian antifascist activist who had survived Mussolini’s gaols and the Spanish Civil War.The journey to Dachau was expected to take three days. Instead — bombed, re-routed and often immobilised — it lasted for two months, making it the longest of all deportation journeys out of France during the Second World War. Nitti kept a daily log of the odyssey of the Phantom Train, as it has become known, and the document was in his pocket when, on 25 August, he and some fellow captives made a perilous last-minute escape by removing some of their wagon’s floorboards and lowering themselves onto the track as the train sped through the night.Once back with his family and the Resistance, Nitti turned his log into a book, which was published at the end of 1944 by a small press run by a Resistance member. Now, with this first English translation of The Phantom Train and an extended introduction, a whole new readership can learn about that never-ending journey to Dachau and everything that led up to it, and marvel at the determination and endurance of some courageous people, notably the remarkable Francesco Fausto Nitti.

The Eyemouth Fishing Disaster saw almost two hundred men lose their lives when their small, wooden fishing boats were caught in near-hurricane force winds off the coast of Scotland in 1881. The Japanese fishing training vessel the Ehime Maru was quietly making its way across the Pacific Ocean when it was struck from beneath by a US Navy nuclear submarine and sank within minutes. The British trawler Gaul, newly constructed and specifically designed to handle harsh conditions and stormy seas, was lost with all hands in 1974 without managing to issue a distress call. The cause of its sinking would remain a mystery for over two decades.These are three of the twelve disasters this book covers in gripping detail. The key events which led to each disaster are analysed, along with the impact that the disaster had on the fishing industry and local communities, and the changes in laws and legislation which were put in place to prevent such tragedies from happening again. Several different types of fishing disasters are examined with incidents involving trawlers, dredgers, shellfish pickers, seal hunters and recreational anglers all being covered. This book reveals exactly why commercial fishing is the world’s most dangerous peacetime occupation.