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Castle Bromwich Hall (Part One)

July 22, 2014 by William Dargue Leave a Comment

1599 CBHall J&L wedding
Image copyright William Dargue; no reuse without permission

After standing empty for several years and in real danger of falling into disrepair, the Grade I listed Jacobean manor house of Castle Bromwich was reopened as a luxury hotel in 2011. For the first time in its very long history visitors are able to enjoy the surroundings hitherto reserved for the landed gentry.

The present Castle Bromwich Hall dates from around 1710 when Sir John Bridgeman II had an earlier building enlarged and extended. That hall had been built in 1599 by Sir Edward Devereux and there is tantalising, though inconclusive evidence, that it too may have replaced a medieval manor house on the same site.

1599 CBHall Avoncroft merchantshouse ruth1066 flickr cc
A medieval Castle Bromwich Hall may have resembled the Bromsgrove merchant’s house at Avoncroft Museum (or it may not!). Photograph by Ruth1066 on Flickr reusable under a Creative Commons licence https://creativecommons.org/licenses/by-nc-nd/2.0/.

Before the Norman Conquest there had been an Anglo-Saxon lord of the manor, though where he had his dwelling is unknown. It would certainly have been on the higher ground somewhere near the Chester Road. But with the imposition of a Norman lord on the manor after 1066, a small wooden castle was built on top of a mound (Pimple Hill) overlooking the Chester Road ford of the River Tame.

The resident lord took ‘de Bromwich’ as his family name and would have moved from the castle, which is known to have been too small to act as living quarters for a lord and his family, when it was clear that William the Conqueror’s hold on England was secure. The castle is thought not to have been in use for very long as a military post and later evidence suggests that a timber-framed building stood where the Chelmsley Collector Road now runs; it may have been a successor to the castle.

It is possible, but no means certain, that a manor house was built during the Middle Ages on the same site of the present hall but any evidence would now be buried beneath the hall. However, when Castle Bromwich Hall Gardens were in the process of restoration, archaeological excavations unearthed one single item dating from before the 16th-century date of Edward Devereux’s hall. It was only a small piece of medieval glazed tile, but it must have come from a tiled floor, something of high status and only to be found in churches and the homes of the wealthy.

During the Middle Ages the lordship of Castle Bromwich manor passed by marriage from the de Bromwich family to the de la Roche and then to the Ferrers family of Chartley in Staffordshire. In 1450 Sir William Ferrers died and was succeeded by his daughter Anne, who was married to Sir Walter Devereux of Weobley in Herefordshire.

Sir Edward Devereux and a New Hall

A later Walter Devereux was created Viscount Hereford in 1549 by Edward VI. His youngest son, Sir Edward Devereux, who was created 1st Baronet of Castle Bromwich by James I in 1611, is attributed with building the predecessor of the present Castle Bromwich Hall. However, Edward was at the most only 9 years old in 1599 when the Hall is thought to have been built. His father had died the previous year and it is thought that project may have been organised for him by his older step-nephew, the Earl of Essex.

(Viscount Hereford’s eldest son was created 1st Earl of Essex and his son, 2nd Earl of Essex, was the favourite of Queen Elizabeth I; he was the great nephew of Sir Edward and the two are thought to have had a close relationship. Following an unsuccessful coup Essex was executed at the Tower of London in 1601, the last person to be beheaded there.)

Sir Edward Devereux was a country gentleman, well-off beyond the imaginings of the landless labourers living in the cottages along the Chester Road, but as the youngest son of a noble family, he was certainly not in the top league. He was admitted to Gray’s Inn, probably thanks to an influential relative, possibly Essex, though it is not thought that he ever practised law.

Similarly, he was a Member of Parliament although was never involved in politics and later the High Sheriff of Warwickshire. In 1611 Edward was created 1st Baronet Devereux of Castle Bromwich by King James I.

Edward married Catherine Arden of nearby Park Hall. Her family were recusant Roman Catholics; indeed Catherine’s father, Edward Arden had been hanged, drawn and quartered at Smithfield in London for his alleged involvement in a Papist plot against Queen Elizabeth I. Edward died in 1622, he and his wife are commemorated with an elaborate tomb bearing their effigies in Aston Parish Church.

Lady Hereford, Edward’s mother had died in 1599, and it was then that he set out to build a new manor house in Castle Bromwich. Strange to say, his wife’s brother, Robert Arden, was doing the very same thing at Park Hall a mile and half to the east.

The new hall was built of brick in the contemporary style, a fashionable material then in the ascendancy. It was a two-storey building, square in plan and built around a small courtyard with an entrance hall and first-floor long gallery facing south. Prior to building Castle Bromwich Hall, Sir Edward had lived at Sheldon Hall, Tile Cross and it is thought that his new hall resembled his former residence.

Sheldon Hall photographed by Tony Hisgett on Flickr reusable under Creative Commons licence Attribution 2.0 Generic.
Sheldon Hall photographed by Tony Hisgett on Flickr reusable under Creative Commons licence Attribution 2.0 Generic.

Most of the original features, late 16th / early 17th century, including the arrangement of rooms and corridors, were lost during later alterations by members of the Bridgeman family after 1657. Some original wood panelling has been reset in corridors on the ground floor and in the long gallery, albeit subdivided in the 18th century, is a fine 16th-century fireplace. East of the house are detached outbuildings, the bakehouse, brewery and the laundry, which date from the time of Sir Edward Devereux.

The Bridgemans Take Up Residence

Sir Orlando Bridgeman II 1606-1674
Sir Orlando Bridgeman II 1606-1674

After Sir Edward’s death in 1622 Castle Bromwich descended to Anne Devereux who, in 1657, sold the both the manor and the hall to Orlando Bridgeman. He had a legal background and, although a Royalist supporter, he survived the English Civil Wars and was appointed Lord Keeper of the Great Seal at the Restoration of King Charles II.Sir Orlando bought the estate for his son, Sir John Bridgeman I probably as a marriage gift.

Sir John had the entrance porch wing remodelled by William Wilson and also altered some of the internal arrangements.The porch is dated and has four Corinthian columns and carved stone statues representing Peace and Plenty. In the pediment is the Bridgeman coat of arms. Sir John had immediate alterations carried out on taking over the house and further work done in 1697.

Sir John Bridgeman I 1631-1710
Sir John Bridgeman I 1631-1710
Sir John Bridgeman II 1667-1747
Sir John Bridgeman II 1667-1747

 

 

 

 

 

 

Sir John’s son, also Sir John had a third storey added in 1719 as well as extensive other alterations, including an internal staircase built within the original courtyard. The building as it now appears externally is largely the doing of Sir John Bridgeman II.

Entering the hall from the main south porch, the entrance hall has been divided from the main hall (now the hotel’s main dining room) to the west by an oak screen; the original entrance probably opened straight onto the hall itself. The room is oak panelled and has large fireplace of carved oak. All the woodwork here dates from the 17th century, some of it from the time of the later Devereux, some from the arrival of Sir John Bridgeman I. The stained glass in the windows probably dates from the Sir Edward’s time and shows the arms of his manorial predecessors, Bromwich, de La Roche, Ferrers and Birmingham. The ceiling is by Thomas Rickman c1830.

Other rooms downstairs retain 17th and early 18th century features. Of interest is a small room on the north side with a good ceiling with moulded floral decoration by the renowned London plasterer Edward Gouge, and a fireplace with a fireback dated 1678 bearing the letters IBM; representing John and Mary Bridgeman. The main staircase, which dates from the 17th century, has a ceiling with a classical painting surrounded by moulded plaster foliage. Another staircase was built into the original courtyard in the 18th century to give access to the added third storey.

Facing south on the first floor, the long gallery with its fine carved oak fireplace and oak panelling dates from Sir Edward’s time. The gallery appears to have been subdivided in the 18th century. The ceiling dates from about 1830 and is by Thomas Rickman.

A very large room in the west would have been used as the state bedroom (now the hotel’s bridal suite); it has an elaborate plaster ceiling decorated with scrolls and foliage. Other rooms on the first floor have a variety of panelling, plasterwork and fireplaces dating from the time of Sir John Bridgeman I and Sir John II.

After 1762 the Hall was not occupied by the Bridgemans but let. From 1825-1840 the noted Birmingham-based architect Thomas Rickman was commissioned by George, 2nd Lord Bradford to build a kitchen wing at the north-east corner of the house with a prominent Jacobean-style tower above it. Rickman also carried out extensive internal work probably to bring the building up to contemporary standards and to encourage wealthy tenants. Nearby a dovecote of 1725 was built to accommodate 800 birds. The large stable block fronting the Birmingham Road was built in the 1730s by Sir John II.

Henry Beighton's south prospect of Castle Bromwich Hall was drawn in 1726. The stables had not been completed and are incorrectly shown. The church tower had been built but the rest of the rebuilding was still underway.
Henry Beighton’s south prospect of Castle Bromwich Hall was drawn in 1726. The stables had not been completed and are incorrectly shown. The church tower had been built but the rest of the rebuilding was still underway.

Filed Under: Birmingham Places, Castle Bromwich, Castle Bromwich Hall & Park Hall

Castle Bromwich Airfield (Part Four)

June 30, 2014 by William Dargue Leave a Comment

With the prospect of war with Germany becoming certain rather than possible, the British government began to make military preparations.

Early in 1938 the Prime Minister, Neville Chamberlain appointed Sir Kingsley Wood as Secretary of State for Air. Before his appointment the output of planes for military use was 80 a month. Under Kingsley Wood the output rose to 546 a month and by the outbreak of war Britain’s aircraft production was on a par with that of Germany.

Second World War
One of the most technically advanced designs of the time was the Spitfire fighter. It had been ordered as early as 1936 but two years later not one plane had been produced. So Wood approached Lord Nuffield, the owner of Morris Motors, to set up a new purpose-built factory at Castle Bromwich to produce the plane for the RAF.

Apparently Nuffield had boasted that he could produce fifty Spitfires a week, but by 1940 during the Battle of Britain all Spitfires involved had been built at Southampton; not a single Spitfire had yet left the Castle Bromwich factory. That month Prime Minister Winston Churchill appointed Lord Beaverbrook as Minister of Aircraft Production and he gave control of the factory to Vickers, who were manufacturing Spitfires in Southampton.

The Castle Bromwich factory was the largest of its kind in the country covering some 140 hectares and employing over 12,000 people. Once production was under way the target of 50 a week was often achieved and by the end of the war almost 12 000 Spitfires were made here, more than half of the total number produced. From 1941 the factory also manufactued over 300 Lancaster bombers.

044 1914 CB airfield 1941 First Lancaster Bomber
The first Lancaster bomber to leave the production line at Castle Bromwich

The factory was naturally a target for the German air force. Indeed the first raid on Birmingham took place in August 1940, when a single bomber, unable to find the Castle Bromwich plant, dropped its bombs over Erdington. This was followed by three weeks of attacks on the east side of the Birmingham. The factory was badlyat this time damaged with 7 killed and 41 injured. The Nuffield factory at Witton was also bombed and 187 houses were damaged. By the war’s end the factory had been hit by over 200 bombs causing eleven fatalities.

The site of the factory had been chosen because of its proximity to the Castle Bromwich airfield. Finished aircraft were towed across the Chester Road to be flight tested before being delivered to their squadrons. The airfield and factory received a number of distinguished visitors including Winston Churchill Mrs Eleanor Roosevelt, the first lady of the USA and the King of Norway.

The Airfield in Peacetime
After the war the airfield was again in use as an RAF training station. By now there were two tarmac runways, although grass runways were still in use, and a number of hangars on the site notably at the Minworth end. After the war open days and air displays were held at Castle Bromwich airfield to commemorate the anniversary of the Battle of Britain, the last of which took place in 1957.

The airfield was again also used for civilian flights, including the world’s first scheduled helicopter service for passengers which flew passengers from Harrods’ sports grounds at Barnes near London to the British Industries Fair at Castle Bromwich in 1950.

The Castle Bromwich aeroplane factory closed at the end of the war to become a car factory.

Closure of the Airfield
In 1958 the airfield was closed and in 1960 the site and that of the British Industries Fair was sold to Birmingham City Council for housing. The building of Castle Vale estate started in 1964 and was complete by 1969.

The roads on the new estate were almost all given the names of World War 2 airfields or names associated with aircraft. Some of the remaining aircraft hangars continued to be used for industrial purposes, though these have all now been replaced. Some late RAF houses still stand along the Chester Road opposite the former aircraft factory. St Cuthbert’s church has a memorial to the 605 (County of Warwick) Squadron, Royal Auxiliary Air Force, which was based here. Original buildings from the Spitfire factory are still in use by Jaguar and a Birmingham Civic Society blue plaque commemorates the factory’s role in Spitfire production.

However, the most obvious memorial is Sentinel, a large steel sculpture by Tim Tolkien made in the year 2000 which stands on the roundabout at the junction of the Chester Road and Tangmere Drive. The roundabout is now known as Spitfire Island.

A Spitfire, known as a gate guardian, stood at the entrance of the airfield from 1954 to 1958. Made at the aircraft factory in 1944 the Spirfire had seen active service with the RAF. When the airfield closed it was transferred to the Birmingham Museum of Science & Industry and then to the Thinktank in 2000 where it is still on display.

044 1914 CB airfield 1940 BBMF P7350 wikip
Spitfire P7350 now of the RAF Battle of Britain Memorial Flight built in 1940 at Castle Bromwich

There are over 50 Spitfires around the world still in airworthy condition. Of the aircraft operated by the RAF Battle of Britain Memorial Flight Spitfire P7350 is the only one surviving from the Battle of Britain in 1940 still to be flying. It was one of the first to be built at Castle Bromwich.

Filed Under: Birmingham Places, Castle Bromwich, Castle Bromwich Airfield, Castle Bromwich In World War 1 & 2

Castle Bromwich Airfield (Part Three)

June 30, 2014 by William Dargue Leave a Comment

The Years between the Wars –
an airfield of dual use: military and civil.

044 1914 CB airfield 1922 britain from above
Castle Bromwich airfield in 1922. Castle Bromwich railway station can be seen to the right of the Chester Road bridge; behind it are the building of the Britosh Industries Fair, and beyond it the airfield. This image from the Britain from Above website is used in accordance with the sites terms and conditions – http://www.britainfromabove.org.uk/image/epw007488.

The First World War came to an end on 11th November 1918 leaving large stocks of aircraft engines and other parts in the hangars at Castle Bromwich, including numbers of Handley-Page 0/400s biplane bombers built in and around Birmingham. These had been checked and tested and made ready to be flown to their receiving squadron.

After the war some were retained by the RAF while the surplus was bought by the Handley-Page company who converted them into passenger planes mostly for a London-Paris service.

In 1919 the War Office (under Winston Churchill) decided to retain Castle Bromwich airfield permanently for use by the RAF, later licensing it to the Midland Aero Club. However, some land, buildings and railway sidings were returned to the Drainage Board.

A Base for the AAF
In December 1926 Castle Bromwich was as set up as one of the bases for the newly-formed Auxiliary Air Force. This was (and is) a voluntary reserve whose purpose was to provide reinforcement for the regular force. New facilities including hangars were built on site to accommodate the reserves who trained here at weekends and during their holidays.

Badge of the 605 Squadron (County of Warwick)
Badge of the 605 Squadron (County of Warwick)

The 605 Squadron is associated with Castle Bromwich. Formed in 1926 as a bomber unit, part of the AAF, it was known as the County of Warwick squadron and recruited largely in the Birmingham area.In 1939 the 605 was designated a fighter squadron and moved to Tangmere near Chichester; during the Battle of Britain it operated from RAF Northolt.

By the outbreak of the Second World War there were some 40 full-time RAF personnel posted here and 15 aircraft. With fewer flying hours and a higher level of skill available in flying and maintaining aircraft, the number of accidents decreased dramatically. Nonetheless accidents including fatalities still occurred and appear to have been equally balanced between pilot error and mechanical failure.

The British Industries Fairs
In 1920 the British Industries Fair opened a Midlands offshoot of its London exhibition, initially in disused hangars at Castle Bromwich adjacent to the railway and with the entrance on the Chester Road next to the station. Over the years, a series of buildings were constructed with trade exhibitions held there from 1920 until 1956. The intention was to present a shop window of British goods to overseas buyers. However, the exhibitions were also extremely popular with the general public.

044 1914 CB airfield 1930 ish-1
Castle Bromwich airfield in the 1930s

There were soon initiatives to establish Castle Bromwich airfield for commercial use. The first of these unfortunately was the victim of the weather. An air service was run during the 1922 British Industries Fair from London to Birmingham, but suffered cancellations and saw limited use due to high winds and above average rainfall that year. The service was more successful the following year, although it did not immediately lead to regular services.

I933 saw the beginnings of an air service between Birmingham, Cardiff, Plymouth, run by the Great Western Railway. Passengers were bussed from Snow Hill Station to Castle Bromwich Aerodrome and flew to Plymouth via Cardiff, Teignmouth and Torquay in a Westland Wessex 6-seater. It took just over an hour to get to Cardiff, 2 hours to Plymouth at a single fare of £2 and £3 respectively, twice the rail fare. The route was very soon extended to Liverpool, London and Brighton.

It 1934 Imperial Airways and a number of railway companies set up Railway Air Services which flew de Havilland DH86 biplanes over a route linking Glasgow, Belfast, Manchester, Castle Bromwich and Croydon. Tickets could be bought at any railway station. Planes left Glasgow daily at 8.45 am, stopped at Castle Bromwich for Birmingham at 12.15 pm and arrived at Croydon at 1.05 pm. The return flight left Croydon two hours later.

The King’s Cup
The King’s Cup Race is an annual event inaugurated by King George V to encourage the development of the light aircraft industry in Britain and was originally open only to British and Commonwealth competitors. The first contest took place in September 1922 with a course from Croydon to Glasgow and back with a first stop at Castle Bromwich. (The race continues to this day with a break only from 1939-1945 during the Second World War). However, the race did not attract much public interest or enthusiasm in Birmingham. In the ten years since Bentfield Hucks had performed his breath-taking loop-the-loop at the airfield the sight of an aircraft over Birmingham had become commonplace.

The Birmingham Air Pageant
Indifference was changed to enthusiasm by the Birmingham Air Pageant, the largest in the country outside RAF Hendon. The two-day show in July 1927 attracted over 100,000 people, most paying to watch from the one shilling enclosure. The Air League Cup Race started from Castle Bromwich and there were RAF display teams performing aerobatics and mock warfare. Imperial Airways showed off their new Argosy, renamed ‘City of Birmingham’, a deluxe airliner which could carry 20 passengers in style between London and Paris. The Lord Mayor, Alderman A. H. James flew over Birmingham in the plane.

044 1914 CB airfield 1927 Lord Mayor in Argosy City of Birmingham
The Lord Mayor about to emplane on the Argosy ‘City of Birmingham’. Image from the FlightGlobal website used in accordance with their terms and conditions.

A Municipal Aerodrome
During the late 1920s there was national campaigning by air transport enthusiasts for a network of municipal aerodromes to be built and there was intense civic rivalry as to which city should be the first. Manchester won the race in 1928 with an air strip laid out at Barton to the west of the city. Castle Bromwich was put forward as an obvious choice, being an airfield already. Sites at Shirley and Elmdon were also proposed.

However, with the coming to power of Adolf Hitler in Germany in 1933 and the increasing threat of conflict in Europe, the Air Ministry decided the following year that Castle Bromwich could not be used for civil or commercial purposes. More hangars were built and the airfield became a squadron headquarters.

Even without the Air Ministry’s intervention, it is doubtful that Castle Bromwich would have become Birmingham Airport. The litany of accidents caused or exacerbated by the location of the site is testimony to that. In a letter to the Birmingham Mail in 1929 a writer who tagged himself ‘The Lost Horizon’ described his own experiences of flying at the airfield. Due to the fog and smoke blown from the city’s industries towards Castle Bromwich, the writer maintained that flying between October and April was all but impossible. On the day of writing visibility at the airfield was down to 200 yards while on the west and south sides of the city it was 20 miles and more. He hoped that all other possible sites would be be explored before money was wasted creating a municipal aerodrome at ‘Castle Fogwich’.

Housing
In 1920 Birmingham City Council took over the former barracks known as hutments on the airfield, some on Park Lane, to help alleviate the City’s severe housing shortage. Some of the occupants were ex-servicemen, some were workers at the nearby Dunlop factory.

044 1914 CB airfield 1929 Park Lane No 15 Shed Phil BHF
No.15 Shed, Park Lane. Image posted by Phil on the Birmingham History Forum website

In 1933 questions were asked of the Health Minister in the House of Commons regarding flooding in some of the dwellings. The hutments had been built as temporary accommodation for servicemen in the first place and were only intended by the City Council to be occupied temporarily. However, the so-called ‘Bungalow Town’ for some one hundred families remained in use until 1935 when the wooden buildings were demolished, that may have had more to do with the expanding use of the site by the RAF in the face of the possible German threat.

For part 4, click here.

Filed Under: Birmingham Places, Castle Bromwich, Castle Bromwich Airfield

Castle Bromwich Airfield (Part Two)

June 30, 2014 by William Dargue 1 Comment

In August 1914 Britain declared war against Germany and six months later the playing fields at Castle Bromwich were requisitioned by the War Office for use as an airfield.

044 1914 CB airfield 1914 maxfields plane royal hotel
Alfred Maxfield’s plane on display at The Royal Hotel in Birmingham

Castle Bromwich – home of the Midlands’ first powered flight
The first air flight in Castle Bromwich had taken place five years earlier, not from the playing fields but Castle Bromwich golf course. The golf course had been set up in 1896 north of Bromford Road on the higher ground above the Tame valley.

Alfred Pericles Maxfield who had made that first flight in 1909 (six years after the Wright brothers) was both an early aviator and an aeroplane builder. He already made bicycles and motorcycles  from his works in Victoria Road, Aston, and then went on to design his own plane.

The body of the aircraft was mostly made from bicycle tubes and it ran on three bicycle wheels. The plane was powered by a 3hp Garrard-Maxfield motorcycle engine. Maxfield made a number of successful test flights from the golf course in the autumn of 1909, later that year exhibiting his plane in the Royal Hotel in Temple Row (site of Rackhams/ House of Fraser).

Castle Bromwich Airfield opened as a military airbase in 1915
There is some dispute about where later flights took place, whether from the golf course or the playing fields, probably the latter. The celebrated Bentfield Hucks (the first Briton to accomplish a loop-the-loop) flew a Bleriot from Castle Bromwich in 1911, giving passenger flights for up to two people.

Founded in 1909, the Midland Aero Club was one of the country’s earliest private flying clubs and operated from Dunstall Park near Wolverhampton. In 1912 the club moved to Castle Bromwich playing fields where a hangar was built. The club left for Elmdon in 1937.

In 1914 the Castle Bromwich playing fields was one of the control points for the Great Air Race form Hendon to Manchester and back. Eight pilots competed for the ‘Daily Mail’ Gold Cup, there was a prize of £400 and 80,000 people turned up to watch. A French pilot, Louis Noel ran out of petrol near Coventry and landed near a road where a considerate lady motorist gave him two gallons of petrol from her car. However, this only got him as far as Castle Bromwich racecourse where he crash landed and was unable to continue. The race was won by an American, Walter Brock.

Six weeks later Britain and Germany were at war.

In 1915 an air training squadron was set up on the playing fields. The scale of it was very small: initially there were only four aircraft and half a dozen trainee pilots who were accommodated in tents with a marquee for a mess. Pilots also used the footballers’ dressing rooms as living quarters. Later, barracks were built for the airmen. By the end of the war there were ten Royal Flying Corps squadrons training at Castle Bromwich airfield.

First-hand accounts survive from the pilots who trained at the base during the First World War. They make it clear that the siting of the airfield was far from satisfactory. The main sewage works was at the eastern end of the runway, but there were also still filter beds at the western end. It was not unknown for trainees to overshoot the runway and land in the sewage works. There was also the hazard of the railway line with its telegraph poles along the southern edge of the field. Furthermore, the only access to the hangars and workshops from the Chester Road was right across
the middle of the airfield.

As the numbers of trainee pilots increased, accommodating them became a problem: for a time many of them were put up in the jockeys’ quarters at Castle Bromwich racecourse (These were near the present junction of Bromford Road and Bromford Drive). Later others were found digs in Erdington and brought to the airfield daily by truck.

Inadequate Training
It must be remembered that this flying force was being set up little more than ten years after the Wright brothers’ first successful flight. There were no systematic training schedules and very few instructors. Some of those carrying out the training were trainees who had shown themselves most able, others were pilots on leave from the war in France, some of whom were suffering from the nervous effects of battle and probably the least able to inspire confidence in new recruits. The main aim of the camp was to get in as many training hours as possible before the new pilots were sent over to France.

Maintenance of the aircraft was minimal, partly due to a lack of skilled engineers but also because of the need to keep the limited number of aircraft in the air for as long as possible. Planes were taken out of service only when something went wrong.

One of the early trainees described his time at Castle Bromwich as ‘wonderfully easy-going and happy-go-lucky’. However, this cavalier attitude belies the statistics regarding injuries and deaths at the airfield. Research by the Midland Aircraft Recovery Group (http://www.aviationarchaeology.org.uk/marg/) has revealed a list of casualties at Castle Bromwich, the majority of which were caused by pilot error, the result of inadequate supervision and training, and a significant number by mechanical failure.

A Toll of Injury and Death
There were some 70 incidents at Castle Bromwich between 1916 and 1918; over 30 air crew were killed, never to see combat in France; some 50 were injured, many of them seriously.

The list of accidents makes depressing reading. Some pilots crashed into trees on take-off or landing, others flew into the telegraph wires along the railway, hit stationary aircraft on the ground or flew up into planes that were airborne above them. Most common was the failure to complete manoeuvres correctly. Many pilots crashed while carrying out turns or loops, side-slipped or stalled while banking too steeply; or failed to land correctly. A small number of accidents were due to adverse wind conditions while in flight or fog on landing.

The reasons for many of the accidents due to mechanical failure are not detailed; most are just recorded as ‘engine failure’, caused no doubt by insufficient maintenance of the aircraft. Some accidents are hard to stomach. One trainee pilot was injured when he was forced to land after his plane ran out of fuel; he hit a tree and was badly injured.

Injuries and deaths also occurred due to structural failure and fabric being dislodged from the wings; a whole wing collapsed in one incident. One pilot fell to his death from his aircraft while performing a loop when his safety straps broke; the seat of another trainee came loose jamming the controls and he too crashed to his death.

Most of the aircrew were British although some came from Canada, Australia, India and South Africa. A number of Americans are listed. The majority of those killed were taken home to be buried, though some were interred at Curdworth and at Castle Bromwich.

Memorials in Castle Bromwich graveyard
2nd Lt D K Billings 71 Squadron RFC (Royal Flying Corps) died 14.9.1917; David Kitto Billings was from Chicago, Illinois. CWGC (Commonwealth War Graves Commission)
2nd Lt Lucien Herbert Higgs 5 TRAINING Squadron RFC died 8.6.1917 aged 25; Lt Higgs was from Brussels; the monument is in the shape of a cross and must have been put up at his family’s expense.
Lt P C Monyhan 54 Training Squadron RFC died 22.5.1918 CWGC; killed while flying.
Corporal C N Ryder 4 Squadron; Australian Flying Corps died 10.4.1917 CWGC; killed while flying; Clifford Newton Ryder was from Sydney.
2nd Lt William Moorwood Staniforth Queens Own Yorkshire Dragoons 28 Training Squadron RFC died 23.3.1917 aged 32.
Captain Edwin Tufnell Haynes, DSC DFC Royal Naval Air Service, Royal Air Force died 28.4.1919 aged 24; Haynes from Derbyshire was killed in 1919 after the war flying a Bristol Fighter and is commemorated by a private monument. “Let those that come after, see to it that his name be not forgotten”

044 1914 CB airfield 1917 cemetery Higgs
In Loving Memory of Lucien Higgs died 1917

The Germans had gained initial superiority in the air and the British made a great push to produce more aircraft and the pilots to fly them. Soon after the opening of Castle Bromwich airfield some 2000 pilots were in training there. Most stayed for a maximum of only six months and, although it was the flying aces and their daring battles in the sky who caught the public imagination, the emphasis was rather on air reconnaissance in the early days of military flight.

As industrial activity in Birmingham increased with the war effort, the prevailing winds brought smoke and pollution in the direction of the airfield which was low-lying by the River Tame and already prone to mists and fog. The airfield was then increasingly used for testing aircraft made in the Birmingham area and elsewhere. These were tested on the ground and in the air and included Handley-Pages manufactured by the Birmingham Carriage Company at Smethwick and the Metropolitan Wagon Company at Saltley, which were stored in large purpose-built hangars and then flown out the fighting squadrons.

Filed Under: Birmingham Places, Castle Bromwich, Castle Bromwich Airfield, Castle Bromwich In World War 1 & 2

Castle Bromwich Airfield (Part One)

June 30, 2014 by William Dargue Leave a Comment

The history of Castle Bromwich airfield is almost lost in the mists of Tame.

It was heads or tails, Castle Bromwich or Elmdon for Birmingham Airport in 1933. In the end Elmdon’s more open site and better atmospheric conditions gave it the edge over ‘Castle Fogwich’.

The airfield, which was incorrectly known as Castle Bromwich, was operational for some 40 years and lay north of the River Tame alongside the Chester Road. The site is now occupied by Castle Vale, a housing estate developed in the early 1960s.

Castle Bromwich Airfield – not in Castle Bromwich
That stretch of land was however never in Castle Bromwich whose ancient manor had the course of the River Tame as its northern boundary. The airfield lay in the medieval manor of Berwood, a sub-manor of Erdington which, like Castle Bromwich, was part of the extensive manor of Aston. However, the railway station which opened on the ‘wrong’ side of the river in 1842 was called Castle Bromwich station, the airfield was known as Castle Bromwich a hundred years ago and the Spitfire factory (now the Jaguar) and Fort Dunlop have always been described as being at Castle Bromwich. In placename terms, if you make a mistake often enough and long enough, it becomes de facto correct.

Berwood, a lost placename
The name of Berwood, like that of Castle Bromwich, is Anglo-Saxon and means open woodland where pigs were grazed. The manor house stood here from the 12th century off Farnborough Road and was for hundreds of years in the hands of the Arden family.

It is difficult to understand why the medieval manor house should have been built here (now Farnborough Road). Although this is fertile soil rich with alluvium, good for crops and livestock, it is part of the floodplain of the River Tame and must have known floods during the winter months. Sometime during the 13th century a moat was dug around the manor house, a symbol of status rather than a defensive measure.

Berwood was administered as part of Sutton Chase, although it did not lie within Sutton manor. A keeper of this part of the chase had a residence here where he would put up guests of the Earl of Warwick on expeditions hunting for deer.

By the 17th century moated halls had lost their status and Berwood Hall fell into ruins. It was replaced by a farmhouse which served as the airfield’s officers’ mess during the First World War. The building survived until the expansion of the area as Castle Bromwich airfield during the Second World War.

Berwood – Castle Bromwich’s dark side
The open area of flat land on which Castle Bromwich airfield was to be built was requisitioned for essential services before the First World War.

As Birmingham expanded rapidly during the 19th century, the disposal of sewage became increasingly problematic. Some sewage was run into the River Rea where it was carried off into the Tame, the Trent and ultimately the North Sea. The system for houses away from the river dated from the Middle Ages: so-called ‘night soil’ was collected by night men from privies and cesspits and taken in carts beyond the town boundary where it was spread on farm land to be decomposed by the elements. It was then sold to farmers and market gardeners as fertiliser.

Up until the middle of the 19th century, the system proved just about adequate. But the population in industrial towns such as Birmingham was growing apace and the quantity of night soil was outstripping the ability to dispose of it. Then in the 1850s there were catastrophic floods in Deritend and Digbeth caused by sewage backing up from the mill weirs along the River Rea downstream. So Birmingham began to construct a piped sewage system which carried waste to fields in Saltley and beyond, bought or rented by the town council where it was spread. The sediment was allowed to dry and sold as fertiliser and the water allowed back into the river.

044 1914 CB airfield 1868 sewage farm generic origin unknown
A sewage farm in 1868 – origin unknown

But the problem was far from solved. Sewage farms took up large areas of land as the process was a slow one. In 1862 the Borough Surveyor, W. S. Till, estimated that at Salford Bridge, the Tyburn, Berwood (and later Minworth and Hams Hall) some 60 tons of solid matter produced by a population of 250,000 was produced every day.

And the heavily populated areas of Kings Norton which included Balsall Heath, Aston andHandsworth were still discharging 12,000,000 gallons a day directly into the rivers, most of which passed along the Tame at Castle Bromwich.

By 1877, under the leadership of Birmingham mayor, Joseph Chamberlain, the Birmingham Tame & Rea District Drainage Board was set up and given authority and finance to act across the various boroughs concerned.

The system of spreading sewage over the fields needed ever larger amounts of land. Starting from the initial farms at Saltley, land was bought from Salford Bridge out to Minworth. In 1881 William Bagot of Pype Hayes Hall sold some 350 acres of Berwood Farm’s land to the Drainage Board and about the same again in 1888; this was a large area of treeless flat land along the River Tame with Plants Brook running across it (now Castle Vale). The field hedges were removed and Plants Brook was diverted to the east of the site. This large area of level ground alongside the river was ideal. However, the method had its limitations.

As the population of Birmingham grew, ever greater areas of land were needed; suitable sites for sewage farms alongside the rivers were a finite resource. But by the end of the century Birmingham had devised a system of passing sewage through filtration tanks which separated the solid matter as sediment. The system needed much less land than the old method.

Filter beds were built alongside the Kingsbury Road near Plants Brook and continued up to the outbreak of the First World War. With the men recruited as soldiers the work was completed by women, conscientious objectors and German prisoners of war. The filtration system released large areas of land which the Drainage Board sold for largely for farming; this was good fertile soil.

Castle Bromwich Playing Fields
‘For the youths of Birmingham’

From 1909 a large part of the former sewage farm was rented from the Drainage Authority by the Birmingham Housing Reform & Open Spaces Association as a recreation ground. In 1913 Birmingham City Council rented additional land here. Much of the site was given over to football pitches, some 60 at its greatest extent. There was no access all the way to Castle Bromwich by bus and, although the railway station was very close to the playing fields, this was not a cheap option.

In 1914 the City Council widened the Kingsbury Road to the Tyburn House Inn in order to extend the tram line from the City Centre giving better access to the fields and so ‘encourage their greater use by the youths of Birmingham’. It was also planned to extend the line from the Tyburn along the Chester Road as far as the entrance to the playing fields.

Filed Under: Birmingham Places, Castle Bromwich, Castle Bromwich Airfield

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About The Author

I was born in Southport, Lancashire (now Merseyside); my family origins are to be found in the wild hills of Westmoreland. I trained as a teacher at St Peter's College, Saltley, qualifying in 1968 and have now worked as a primary school teacher in Birmingham for well over forty years. Read More…

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