HMS Barham (04)

HMS Barham was one of five Queen Elizabeth-class battleships built for the Royal Navy during the early 1910s. Completed in 1915, she was often used as a flagship and participated in the Battle of Jutland during the First World War as part of the Grand Fleet. For the rest of the war, except for the inconclusive action of 19 August 1916, her service generally consisted of routine patrols and training in the North Sea.

During the 1920s and 1930s, the ship was assigned to the Atlantic, Mediterranean, and Home Fleets. Barham played a minor role in quelling the 1929 Palestine riots and the 1936–1939 Arab revolt in Palestine. The ship was in the Mediterranean when the Second World War began in September 1939, on her voyage home three months later, she accidentally collided with and sank one of her escorting destroyers, HMS Duchess.

She participated in the Battle of Dakar in mid-1940, where she damaged a Vichy French battleship and was slightly damaged in return. Barham was then transferred to the Mediterranean Fleet, where she covered multiple Malta convoys. She helped to sink an Italian heavy cruiser and a destroyer during the Battle of Cape Matapan in March 1941 and was damaged by German aircraft two months later during the evacuation of Crete. Barham was sunk off the Egyptian coast the following November by the with the loss of 862 crewmen, approximately two thirds of her crew.

## Design and description

The Queen Elizabeth-class ships were designed to form a fast squadron for the fleet that was intended to operate against the leading ships of the opposing battleline. This required maximum offensive power and a speed several knots faster than any other battleship to allow them to defeat any type of ship.

Barham had a length overall of 643 feet 9 inches (196.2 m), a beam of 90 feet 7 inches (27.6 m) and a deep draught of 33 feet (10.1 m). She had a normal displacement of 32,590 long tons (33,110 t) and displaced 33,260 long tons (33,794 t) at deep load. She was powered by two sets of Brown-Curtis steam turbines, each driving two shafts using steam from 24 Yarrow boilers. The turbines were rated at 75,000 shaft horsepower (56,000 kW) and intended to reach a maximum speed of 25 knots (46.3 km/h; 28.8 mph). During her abbreviated sea trials on 6 July 1916, Barham only reached a mean top speed of 23.91 knots (44.28 km/h; 27.52 mph). The ship had a range of 5,000 nautical miles (9,260 km; 5,754 mi) at a cruising speed of 12 knots (22.2 km/h; 13.8 mph). Her crew numbered 1,016 officers and ratings in 1916.

### Armament and fire-control

The Queen Elizabeth class was equipped with eight breech-loading (BL) 15-inch (381 mm) Mk I guns in four twin-gun turrets, in two superfiring pairs fore and aft of the superstructure, designated 'A', 'B', 'X', and 'Y' from front to rear. Twelve of the fourteen BL 6-inch (152 mm) Mk XII guns were mounted in casemates along the broadside of the vessel amidships; the remaining pair were mounted on the forecastle deck near the aft funnel and were protected by gun shields. The anti-aircraft (AA) armament were composed of two quick-firing (QF) 3-inch (76 mm) 20 cwt Mk I guns. The ships were fitted with four submerged 21-inch (533 mm) torpedo tubes, two on each broadside.

Barham was completed with two fire-control directors fitted with 15-foot (4.6 m) rangefinders. One was mounted above the conning tower, protected by an armoured hood, and the other was in the spotting top above the tripod mast. Each turret was also fitted with a 15-foot rangefinder. The main armament could be controlled by 'B' turret as well. The secondary armament was primarily controlled by directors mounted on each side of the compass platform on the foremast once they were fitted in July 1917.

### Protection and aircraft

The waterline belt of the Queen Elizabeth class consisted of Krupp cemented armour (KC) that was 13 inches (330 mm) thick over the ships' vitals. The gun turrets were protected by 11 to 13 inches (279 to 330 mm) of KC armour and were supported by barbettes 7–10 inches (178–254 mm) thick. The ships had multiple armoured decks that ranged from 1 to 3 inches (25 to 76 mm) in thickness. The main conning tower was protected by 13 inches (330 mm) of armour. After the Battle of Jutland, 1 inch (25 mm) of high-tensile steel was added to the main deck over the magazines and additional anti-flash equipment was added in the magazines.

The ship was fitted with flying-off platforms mounted on the roofs of 'B' and 'X' turrets in 1918, from which fighters and reconnaissance aircraft could launch. During her early-1930s refit, the platforms were removed from the turrets and a retractable catapult was installed on the roof of 'X' turret, along with a crane to recover a floatplane. This was initially a Fairey IIIF until it was replaced by a Fairey Swordfish in 1938.

### Major alterations

Barham received a series of minor refits during the 1920s. In 1921–1922, 30-foot (9.1 m) rangefinders replaced the smaller ones in 'B' and 'X' turrets. Two years later, her anti-aircraft defences were upgraded when the original three-inch AA guns were replaced with a pair of QF four-inch (102 mm) Mk V AA guns between November 1924 and January 1925 and another pair of four-inch AA guns were added from October to November later that year. To control these guns a temporary High-Angle Control Position was mounted above the torpedo-control tower aft. This was replaced by a torpedo rangefinder in early 1928 when the permanent position was installed in the remodelled spotting top.

The ship was extensively refitted between January 1931 and January 1934 at a cost of £424,000. During this refit, the aft superstructure was rebuilt and the torpedo-control tower and its rangefinder were removed, together with the aft set of torpedo tubes. The fore funnel was trunked into the aft funnel to reduce smoke in the spotting top. A High-Angle Control System (HACS) Mk I director were added to the roof of the spotting top and the mainmast was reconstructed as a tripod to support the weight of a second HACS director. A pair of octuple mounts for 2-pounder (40 mm (1.6 in)) Mk VIII "pom-pom" anti-aircraft guns were added abreast the funnel and two positions for their directors were added on new platforms abreast and below the spotting top. In addition, a pair of quadruple mounts for Vickers 0.5 in (12.7 mm) AA machine guns were added abreast the conning tower.

The turret roofs were reinforced to a thickness of 5 inches (127 mm) and the armour added over the magazines after Jutland was replaced by 4 inches of Krupp non-cemented armour, the first British battleship to receive such. In addition, the rear of the six-inch gun casemates was enclosed by a 1.5-inch (38 mm) bulkhead. Underwater protection was improved by the addition of torpedo bulges. They were designed to reduce the effect of torpedo detonations and improve stability at the cost of widening the ship's beam by almost 14 feet (4.3 m) to 104 feet (31.7 m), and reduced her draught to 32 feet 6 inches (9.9 m). This increased her metacentric height to about 7 feet (2.1 m) at deep load, despite the increase in her deep displacement to 35,970 long tons (36,550 t). When Barham conducted her sea trials on 20 November 1933, her speed was reduced to 22.5 knots (41.7 km/h; 25.9 mph) from 65,655 shp (48,959 kW).

Later alterations included replacing the single mounts of the AA guns with twin mounts for the QF 4-inch Mark XVI gun, removal of the forward submerged torpedo tubes and the high-angle rangefinder in March–May 1938. In addition the torpedo-control tower aft was replaced by an air-defence position during that same refit. While under repair in December 1939 – March 1940, a 20-barrel Unrotated projectile (UP) rocket launcher was installed on the roof of 'B' turret and her HACS Mk I directors were replaced with Mk III models. The following year the UP mount was replaced by a pair of quadruple Vickers 0.5-inch machine gun mounts and another pair of eight-barreled "pom-pom" mounts were added abreast her conning tower.

## Construction and career

The Queen Elizabeth class was ordered as part of the 1912 Naval Programme and the contract for Barham was awarded to John Brown & Company. The ship, named after Admiral Charles Middleton, 1st Baron Barham, was laid down at their Clydebank shipyard on 24 February 1913 and launched on 31 December 1914. Barham cost a total of £2,470,113. She was completed for trials on 19 August 1915 which took until the end of September to finish under the command of Captain Arthur Craig Waller. The following day, 1 October, Rear-Admiral Hugh Evan-Thomas, commander of the 5th Battle Squadron, hoisted his flag aboard his new flagship.

### First World War

Barham joined the Grand Fleet at Scapa Flow the next day and participated in a fleet training operation west of Orkney during 2–5 November. During another training exercise in early December, the ship was accidentally rammed by her sister ship Warspite on 3 December. After temporary repairs at Scapa, Barham was sent to Cromarty Firth for more permanent repairs in the floating dry dock there that lasted until 23 December.

The Grand Fleet departed for a cruise in the North Sea on 26 February 1916; Jellicoe had intended to use the Harwich Force to sweep the Heligoland Bight, but bad weather prevented operations in the southern North Sea. As a result, the operation was confined to the northern end of the sea. Another sweep began on 6 March, but had to be abandoned the following day as the weather grew too severe for the escorting destroyers. On the night of 25 March, Barham and the rest of the fleet sailed from Scapa Flow to support Beatty's battlecruisers and other light forces raiding the German Zeppelin base at Tondern. By the time the Grand Fleet approached the area on 26 March, the British and German forces had already disengaged and a strong gale threatened the light craft, so the fleet was ordered to return to base. On 21 April, the Grand Fleet conducted a demonstration off Horns Reef to distract the Germans while the Russian Navy relaid its defensive minefields in the Baltic Sea. The fleet returned to Scapa Flow on 24 April and refuelled before proceeding south in response to intelligence reports that the Germans were about to launch a raid on Lowestoft. The 5th Battle Squadron preceded the rest of the Grand Fleet to reinforce Vice-Admiral David Beatty's battlecruiser fleet, but the British arrived in the area after the Germans had withdrawn. On 2–4 May, the fleet conducted another demonstration off Horns Reef to keep German attention focused on the North Sea. On 21 May, the 5th Battle Squadron was attached to Beatty while his 3rd Battlecruiser Squadron was detached for gunnery training and arrived at Rosyth the following day.

#### Battle of Jutland

In an attempt to lure out and destroy a portion of the Grand Fleet, the High Seas Fleet, composed of 16 dreadnoughts, 6 pre-dreadnoughts, 6 light cruisers, and 31 torpedo boats, departed the Jade early on the morning of 31 May. The fleet sailed in concert with Rear Admiral Franz von Hipper's five battlecruisers and supporting cruisers and torpedo boats. The Royal Navy's Room 40 had intercepted and decrypted German radio traffic containing plans of the operation. In response the Admiralty ordered the Grand Fleet, totalling some 28 dreadnoughts and 9 battlecruisers, to sortie the night before to cut off and destroy the High Seas Fleet. Barham slipped her mooring at 22:08 and was followed by the rest of Beatty's ships.

When dawn broke Beatty ordered his forces into cruising formation with the 5th Battle Squadron trailing his battle cruisers by five nautical miles (9.3 km; 5.8 mi). At 14:15, Beatty ordered a turn north by east to rendezvous with the Grand Fleet. Shortly before the turn, one of his escorting light cruisers, Galatea spotted smoke on the horizon and continued on her course to investigate. Ten minutes later, the ship radioed "Two cruisers, probably hostile, in sight..." They were actually two German destroyers that had stopped to check a Danish merchant ship's papers. At 14:32, Beatty ordered a course change to south-southeast in response to the spot report. Barham's signallers were unable to read the signal and her officer of the watch presumed that it was the expected point zigzag to the left of the base course and signalled that course change to the rest of the squadron. After several minutes it became apparent that the squadron was not conforming to Beatty's other ships, but Evan-Thomas refused to change course until clear instructions had been received despite entreaties from the Barham's captain. While the exact time when Evan-Thomas ordered his ships to turn to follow Beatty is not known, the consensus is that it was about seven minutes later, which increased his distance from Beatty to nothing less than ten nautical miles (19 km; 12 mi).

Hipper's battlecruisers spotted the Battlecruiser Fleet to their west at 15:20, but Beatty's ships did not see the Germans to their east until 15:30. Two minutes later, Beatty ordered a course change to east-southeast, positioning the British ships to cut off the German's line of retreat, and signalled action stations. Hipper ordered his ships to turn to starboard, away from the British, to assume a south-easterly course, and reduced speed to 18 knots (33 km/h; 21 mph) to allow three light cruisers of the 2nd Scouting Group to catch up. With this turn, Hipper was falling back on the High Seas Fleet, 60 miles (97 km) behind him. Beatty then altered course to the east, as he was still too far north to cut Hipper off. This was later characterised as the "Run to the South" as Beatty changed course to steer east-southeast at 15:45, now paralleling Hipper's course less than 18,000 yards (16,000 m) away. By this time the 5th Battle Squadron was about seven point five nautical miles (13.9 km; 8.6 mi) northwest of Beatty. The Germans opened fire first at 15:48, followed by the British battlecruisers.

The light cruisers of the 2nd Scouting Group were the first German ships visible to Evan-Thomas's ships and Barham opened fire on them at 15:58 until the cruisers disappeared into their own smoke screen at around 16:05. About three minutes later, the ship opened fire on the battlecruiser SMS von der Tann at a range of about 23,000 yards (21,000 m). A minute later she scored one hit on the German ship's stern before she was ordered to switch targets to the battlecruiser SMS Moltke, together with her sister Valiant. The shell struck just below the waterline and burst on impact with the belt armour. The impact was right on the joints between several armour plates and drove them inwards and destroyed part of the hull behind them. The damage allowed over 1,000 long tons (1,016 t) of water to flood the stern and nearly knocked out the ship's steering gear. Between them, Barham and Valiant hit Moltke four times from 16:16 to 16:26, but only one of those hits can be attributed to Valiant. Two of the others detonated upon striking the waterline armour, but failed to penetrate. The impacts drove in the plates and fragments caused much flooding by damaging the surrounding structure. The last shell passed all the way through the ship without detonating; it struck and dislodged a 100-millimetre (3.9 in) armour plate on the waterline on the other side of the ship that caused also some flooding. Barham was herself was struck twice during the "Run to the South": the first was a 28.3-centimetre (11 in) shell from von der Tann that failed to do any damage when it hit the waterline armour and the battlecruiser SMS Lützow fired a 30.5-centimetre (12 in) shell that detonated in the aft superstructure. This sent splinters in every direction and started a small fire, but otherwise did no significant damage.

At 16:30, the light cruiser Southampton, scouting in front of Beatty's ships, spotted the lead elements of the High Seas Fleet coming north at top speed. Three minutes later, she sighted the topmasts of Vice-Admiral Reinhard Scheer's battleships, but did not report this for another five minutes. Beatty continued south for another two minutes to confirm the sighting before ordering his force to turn north, towards the Grand Fleet in what came to be known as the "Run to the North". His order only applied to his own forces; the 5th Battle Squadron continued south until after it passed Beatty heading northwestwards at 16:51. Beatty then ordered Evan-Thomas to turn his ships in succession to follow the battlecruisers three minutes later. This meant that they were some 4,000 yards (3,700 m) closer to the rapidly advancing High Sea Fleet. And now within range of the battleships of the 3rd Squadron which opened fire on the 5th Battle Squadron as they made their turn.

Evan-Thomas continued his turn until his ships were steering due north, which interposed the 5th Battle Squadron between Hipper's battlecruisers, which had reversed course around 16:48 to follow Beatty north, and Beatty's ships. While making the turn, Barham was struck by two 30.5-centimetre shells beginning at 16:58, probably from the battlecruiser SMS Derfflinger. The first of these struck the ship's upper deck before detonating upon striking the main deck above the medical store compartment, which was completely burnt out. The detonation blew a 7-by-7-foot (2.1 by 2.1 m) hole in the main deck, sent fragments through the middle and lower decks and burned out the casemate for starboard No. 2 six-inch gun. Three minutes later another shell hit the aft superstructure, severing the antenna cables of the main wireless station. One fragment ricocheted off the upper deck and through the side plating on the opposite side of the ship. Either the first or the fourth of these shells destroyed the ship's sickbay, killing the staff and all of its patients, including eight ship's boys. Barham returned fire at the battlecruisers at 17:02, together with Valiant, the two northernmost of Evan-Thomas's ships, and the two of them made three hits on the battlecruiser SMS Seydlitz and Lützow between 17:06 and 17:13 while Barham was hit twice more by Derfflinger; although neither of the hits did any significant damage. In contrast, the hit on Lützow flooded a 15-centimetre (5.9 in) magazine and the hits on Seydlitz blew a 10-by-13-foot (3.0 by 4.0 m) hole in the side of her bow. Fragments from this hit caused flooding that spread throughout the bow, while the ship's speed caused water to enter directly through the hole in the side. Other fragments from the second hit caused damage that allowed the water to spread even further. These two hits were ultimately responsible for the massive flooding that nearly sank the ship after the battle. The third shell detonated on the face of the starboard wing turret, although some fragments entered the turret and caused minor damage.

Beatty in the meantime had turned further west to open up the range between his battered battlecruisers and the Germans. At 17:45 he turned eastwards to take his position in front of the Grand Fleet and re-engage Hipper's ships. This meant that the 5th Battle Squadron and the light cruisers were the sole targets available for the German ships until after his turn, although the worsening visibility hampered both sides' shooting. Barham was not hit during this time and she and Valiant, later joined by their sister Warspite, continued to fire at Hipper's 1st Scouting Group until 18:02 when Valiant lost sight of the Germans. They hit Lützow, Derfflinger and Seydlitz three times each between 17:19 and about 18:05. Lützow was only slightly damaged by these hits, which essentially only knocked out the primary and back-up wireless rooms while the shells that hit Derfflinger hit the side of the ship's bow, knocking off several armour plates, while fragments opened holes that ultimately allowed roughly 2,000 tonnes (1,968 long tons) of water to enter the bow. One of these hits also started several major fires inside the hull. The hits on Seydlitz mostly opened up more holes that facilitated the flooding.

Hipper turned his ships southward around 18:05 to fall back upon Scheer's advancing battleships and then reversed course five minutes later. Evan-Thomas turned northeast at around 18:06 and then made a slow turn to the southeast once he spotted the Grand Fleet. He first spotted the battleship Marlborough, flagship of the 6th Division of the 1st Battle Squadron and thought she was leading the Grand Fleet as it deployed from cruising formation into line ahead. At 18:17 he realised that Marlborough was actually at the rear of the formation and he ordered a turn to the north to bring his squadron into line behind the Grand Fleet. This took some time and his ships had to slow down to 12–18 knots (22–33 km/h; 14–21 mph) to avoid overrunning the 6th Division and blocking its fire. The 5th Battle Squadron concentrated their fire on the German battleships after losing sight of the battlecruisers, with Barham opening fire at 18:14. No hits were observed and the ships stopped firing after making their turn north, but Barham opened fire for a short time when they fell in line with the Grand Fleet a few minutes later, probably without making any hits.

Barham fired 337 fifteen-inch shells and 25 six-inch shells during the battle. The number of hits cannot be confirmed, but it is believed that she and Valiant made 23 or 24 hits between them, making them two of the most accurate warships in the British fleet. She was hit six times during the battle, five times by 30.5 cm shells and once by a 28.3 cm shell, suffering casualties of 26 killed and 46 wounded.

#### Subsequent activity

Following Jutland, Barham was under repair until 5 July 1916. On the evening of 18 August, the Grand Fleet put to sea in response to a message deciphered by Room 40 that indicated that the High Seas Fleet, minus II Squadron, would be leaving harbour that night. The German objective was to bombard Sunderland on 19 August, based on extensive reconnaissance conducted by Zeppelins and submarines. The Grand Fleet sailed with 29 dreadnoughts and 6 battlecruisers while the Germans mustered 18 dreadnoughts and 2 battlecruisers. Throughout the next day, Jellicoe and Vice-Admiral Reinhard Scheer, commander of the High Seas Fleet, received conflicting intelligence; after reaching the location in the North Sea where they expected to encounter the High Seas Fleet, the British turned north in the erroneous belief that they had entered a minefield. Scheer turned south again, then steered south-eastward to pursue a lone British battle squadron sighted by an airship, which was in fact the Harwich Force of cruisers and destroyers under Commodore Reginald Tyrwhitt. Realising their mistake, the Germans changed course for home. The only contact came in the evening when Tyrwhitt sighted the High Seas Fleet but was unable to achieve an advantageous attack position before dark, and broke off contact. The British and the German fleets returned home; the British lost two cruisers to submarine attacks, and one German dreadnought had been torpedoed. After returning to port, Jellicoe issued an order that prohibited risking the fleet in the southern half of the North Sea due to the overwhelming risk from mines and U-boats unless the odds of defeating the High Seas Fleet in a decisive engagement were favourable.

She was refitted at Cromarty between February and March 1917 and King George V inspected the ship on 22 June at Invergordon. Barham was refitted at Rosyth from 7–23 February 1918 and Waller was relieved by Captain Henry Buller on 18 April. The latter was succeeded by Captain Richard Horne on 1 October. She was present when the High Seas Fleet surrendered for internment on 21 November.

### Between the wars

Barham became flagship of the 1st Battle Squadron of the Atlantic Fleet in April 1919, and made a port visit to Cherbourg, France that month together with the rest of the squadron. Captain Robin Dalglish relieved Horne on 1 October 1920. She retained her position when the 1st and 2nd Battle Squadrons were merged in May 1921. Dalglish was relieved in his turn by Captain Percy Noble on 18 October 1922. Barham participated in the Fleet review on 26 July 1924 at Spithead. A few months later, now under the command of Captain Richard Hill, the ship again retained her position as the 1st Battle Squadron was split in two and the Queen Elizabeths of the new 1st Battle Squadron were transferred to the Mediterranean Fleet on 1 November 1924. On 14 October 1925, Captain Francis Marten relieved Hill, but he retained command only until 9 March 1926 when Captain Joseph Henley assumed command. Together with her sister Malaya, Barham was sent to Alexandria, Egypt, in May 1927 during a time of unrest. Now under the command of Captain Hubert Monroe and accompanied by the battleship Ramillies, she cruised along the coast of West Africa from December 1927 to February 1928. She became a private ship in January of that year and was refitted at Portsmouth Royal Dockyard in February–July. Shortly after her return to the Mediterranean, Barham again became flagship of the 1st Battle Squadron in September after her sister Warspite had to return home for repairs after running aground. Captain James Somerville relieved Monroe on 1 December and he was relieved in his turn on 16 March 1929 by Captain John C. Hamilton. The ship was relieved as flagship by Revenge in June and she was ordered to Palestine in August where her crew helped to suppress rioting in Haifa and also operated the Haifa-Jerusalem railroad. The ship was transferred to the 2nd Battle Squadron of the Atlantic Fleet in November 1929, and, together with Malaya, made a port visit to Trondheim, Norway in mid-1930 where they fired a salute to celebrate the birth of Princess Ragnhild on 9 June.

Between January 1931 and January 1934, Barham underwent a major refit. While the other four ships of the Queen Elizabeth class were given a second, more extensive refit in the mid-to-late 1930s (which for Warspite, Valiant and Queen Elizabeth amounted to a complete reconstruction with new machinery and superstructures), changes to Barham were relatively minor. Now under the command of Captain Richard Scott, Barham was assigned to the Home Fleet as the flagship of the 2nd Battle Squadron, and deployed to the West Indies in January–February 1935 for training. The ship participated in the Silver Jubilee Fleet Review for George V on 16 July at Spithead and was then transferred to the Mediterranean Fleet at the end of August. At that time, Captain Norman Wodehouse relieved Scott. She was briefly deployed to Haifa in May 1936 at the beginning of the Arab revolt in Palestine. Shortly afterwards, she was deployed to Gibraltar for several months after the beginning of the Spanish Civil War in July.

Barham served as the flagship of the 1st Battle Squadron from November 1936 to May 1937 and participated in the Coronation Fleet Review for King George VI on 19 May at Spithead. She became the flagship of the Mediterranean Fleet on 9 June until relieved by Warspite on 8 February 1938. Captain Henry Horan assumed command on 28 July 1937, although he only remained in command until 22 April 1938 when he was relieved by Captain Algernon Willis. The ship resumed her former role as flagship of the 1st Battle Squadron in February 1938 while undergoing a refit at Portsmouth that lasted until May. Willis was relieved by Captain Thomas Walker on 31 January 1939. During a port visit to Corfu in July, the ship was visited by King George II of Greece.

### Second World War

Barham remained part of the Mediterranean Fleet at the outbreak of the Second World War in September 1939. She became a private ship on 1 December and departed Alexandria to join the Home Fleet that same day. On 12 December, she accidentally rammed one of her escorts, the destroyer Duchess, in thick fog nine miles (14 km) west of the Mull of Kintyre. Duchess capsized and sank, with the loss of 124 of her crew.

Barham, the battlecruiser Repulse and the destroyers Fame, Icarus, Imogen, Isis and Nubian were on patrol off the Butt of Lewis to protect against a possible break-out into the Atlantic by German warships when they were spotted by the , commanded by Fritz-Julius Lemp, on 28 December. Lemp fired four torpedoes at the two capital ships, and one struck Barham on her port side, adjacent to the shell rooms for 'A' and 'B' turrets. The anti-torpedo bulge was essentially destroyed adjacent to the strike, with four men killed and two wounded. Most of the adjacent compartments flooded and the ship took on a 7 degree list that was countered by transferring fuel oil to starboard. Barham's speed was initially reduced to 10 knots (19 km/h; 12 mph), but it was increased to 16 knots (30 km/h; 18 mph) about an hour and a half later and she was able to proceed under her own power to Birkenhead for repairs by Cammell Laird that lasted until April 1940.

Captain Geoffrey Cooke assumed command on 25 March and the Navy took the opportunity to augment her light anti-aircraft armament and upgrade its directors. Barham played no role in the Norwegian Campaign although some of her crew and marines participated. In preparation for Operation Menace, a British naval attack on Dakar, Senegal, prior to a planned landing by the Free French, the ship was detached from the Home Fleet on 28 August and was assigned to Force M, the Royal Navy component of the operation. She departed Scapa Flow that day, escorted by four destroyers, and rendezvoused with the troop convoy en route to Gibraltar where she arrived on 2 September. She later became the flagship of Force M's commander, Vice-Admiral John Cunningham. Reinforced by the battleship Resolution and the aircraft carrier Ark Royal from Force H, Barham departed Gibraltar for Freetown, Sierra Leone, four days later.

#### Operation Menace

Force M departed Freetown for Dakar on 21 September and had arrived Dakar before dawn two days later. After Free French emissaries were either captured or driven off by the Vichy French, Cunningham ordered his ships to open fire. Barham's six-inch guns were the first to do so and fired at the French submarine Persée on the surface. They claimed at least one hit and the submarine was finished off by two of the escorting destroyers and the light cruiser Dragon. Her main guns targeted the port and the battleship Richelieu. Hindered by poor visibility, no significant damage was inflicted and Richelieu was not hit before the bombardment was called off after 20 minutes.

After the expiration of an ultimatum to surrender the following morning, the battleships engaged the port's 24-centimetre (9.4 in) coast-defence guns and Richelieu at 09:30. The latter was only struck by a single shell splinter before the Allies broke off the bombardment at 10:07, although she had hit Barham once with a 155 mm (6.1 in) shell that blew a hole 4 feet (1.2 m) in diameter in the bulge. The French destroyer Le Hardi sortied from the harbour at 12:00 to rescue a British pilot in the water, but was engaged at 12:53 by the battleships at a range of 12,000 yards (11,000 m). The ship was not hit, but was forced to return to port under the cover of a heavy smoke screen. The British battleships then switched targets to bombard the harbour and Richelieu. They set several merchant ships on fire, but again failed to hit the latter at a range of 17,000 yards (15,500 m) before breaking off fire at 13:20. During this time Barham was struck by a 24 cm shell that penetrated through the superstructure before exploding with little effect and without causing any casualties. Another shell, probably also 24 cm in size (though possibly a 38cm shell from Richelieu) detonated in the water on the starboard side abreast of the funnels. The resulting shockwave pushed the bulge inwards for a length of 7 feet (2.1 m) and it started to slowly flood.

After a conference aboard Barham later that day, the Allied commanders resolved to continue the attack. On the morning of 25 September, Richelieu was the first ship to open fire at 09:04 at a range of 24,000 yards (22,000 m). As the British battleships were manoeuvring to take up their positions, the submarine Bévéziers fired a spread of four torpedoes at a range of 2,700 yards (2,500 m). Barham was able to dodge them, but Resolution was struck by one torpedo amidships that caused a heavy list, and she fell out of line. Barham opened fire at a range of 21,000 yards (19,000 m) and hit Richelieu with one 15-inch shell at 09:15. The shell devastated a messdeck and dented the armoured deck by a depth of 8 centimetres (3.1 in), but caused no casualties. The severe damage to Resolution caused Operation Menace to be abandoned and Barham had to tow her to Freetown for temporary repairs, before escorting a convoy to Gibraltar where she arrived on 15 October where her own damage was repaired. She was briefly assigned to Force H, before she was transferred to the Mediterranean Fleet in November 1940.

Barham, two cruisers, and three destroyers also assigned to the Mediterranean Fleet were designated Force F as part of Operation Coat, one of a complex series of fleet movements in the Mediterranean. The battleship and the other ships of Force F were tasked to ferry troops to Malta, before continuing on to Alexandria. Barham was loaded with 600 troops, including the men of 12 Field Regiment, Royal Artillery, Force F departed Gibraltar on 7 November, escorted by Force H, rendezvoused with the main body of the Mediterranean Fleet three days later and unloaded their cargo at Malta later that day. While sailing eastwards, the aircraft carrier Illustrious was detached from the main body to attack Taranto on the night of 11/12 November, damaging three Italian battleships. Barham, now assigned to the 1st BS, and Malaya were detached to refuel at Souda Bay, Crete, before sailing for Alexandria, reaching there on 14 November. As part of Operation Collar in late November, Barham, Malaya and the carrier HMS Eagle covered the forces rendezvousing with a convoy coming from Gibraltar. En route, Eagle's aircraft attacked Tripoli on 26 November. Barham became the flagship of the 1st BS in December.

### 1941

On 3 January 1941, the ship, together with Warspite and Valiant, bombarded Bardia as a prelude to the Battle of Bardia. On 26 March, the Italian fleet sortied in an attempt to intercept British convoys to Greece. The British had recently broken the Italian codes and sailed after dark on the 27th to intercept the Italians. The following morning, they were spotted by an aircraft from the carrier Formidable and the Battle of Cape Matapan began. Multiple air strikes by Formidable's Fairey Swordfish torpedo bombers damaged the battleship Vittorio Veneto and crippled the heavy cruiser Pola later that evening. Admiral Angelo Iachino, commander of the Italian fleet, ordered the two other heavy cruisers of the 1st Division to render assistance to Pola in the darkness. The Italian ships and the British arrived almost simultaneously at Pola's location, but the Italians had almost no clue that the British were nearby. On the other hand, the British knew exactly where the Italians were, thanks to their radar-equipped ships. They opened fire at point-blank range, Barham crippling the destroyer Alfredo Oriani and then joining Warspite and Valiant in crippling Zara.

In mid-April she escorted the fast transport , together with Warspite and Valiant, from Alexandria to Malta before the battleships bombarded Tripoli on the evening of 20 April. On 6–12 May, she covered the Alexandria-Malta convoy of Operation Tiger. With her newly arrived sister Queen Elizabeth, Barham escorted Formidable as her aircraft attacked the Italian airfield at Scarpanto at dawn on 26 May with some success. While covering the evacuation of Crete the following day, the ship was attacked by Junkers Ju 88 bombers from II./LG (Demonstration Wing) 1 and Heinkel He 111 bombers of II./KG (Bomber Wing) 26. One 250-kilogram (550 lb) bomb struck 'Y' turret and started a fire inside the turret that took 20 minutes to quench. A near miss ruptured her portside bulge over an area 20 by 16 feet (6.1 by 4.9 m) and caused a 1.5 degree list that was easily corrected by pumping oil. Casualties were five dead and six wounded. She reached Alexandria later that day, but she was too large for the floating dock there and had to be sent elsewhere for repairs. She sailed south through the Suez Canal to Mombasa, Kenya, where her damage was inspected. It proved to be worse than expected and Barham had to be repaired at Durban, South Africa, as she was unfit to make the trans-Atlantic crossing for repair in the United States. Repairs were completed six weeks later on 30 July and the ship returned to Alexandria in August where she resumed her role as flagship of the 1st Battle Squadron.

#### Sinking

On the afternoon of 24 November 1941, the 1st Battle Squadron, Barham, Queen Elizabeth, and Valiant, with an escort of eight destroyers, departed Alexandria to cover the 7th and 15th Cruiser Squadrons as they hunted for Italian convoys in the Central Mediterranean. The following morning, the , commanded by Oberleutnant zur See Hans-Diedrich von Tiesenhausen, detected the faint engine noises of the British ships and moved to intercept. By the afternoon the submarine and the 1st Battle Squadron were on reciprocal courses and Tiesenhausen ordered his boat to battle stations around 16:00. An ASDIC operator aboard one of the leading destroyers, Jervis, detected the submarine at 16:18 at an estimated range of 900–1,100 yards (820–1,010 m), but the contact was disregarded as it subtended an angle between 40 and 60 degrees wide, far larger than a submarine. U-331 thus passed through the screen and was in a position to fire her torpedoes after the leading ship, Queen Elizabeth, had passed her by and the second ship, Barham, was closing rapidly. Tiesenhausen ordered all four bow torpedo tubes fired at a range of 375 metres (410 yd) at 16:25. Possibly due to her closeness to Valiant's bow wave and discharging the torpedoes, the boat's conning tower broached the surface and was fruitlessly engaged by one of the battleship's "pom-pom"s at a range of about 30 yards (27 m). The boat dived out of control after she broached, reaching an indicated depth of 265 metres (869 ft), well below her design depth rating of 150 metres (490 ft), before she stabilised without any damage. U-331 was not attacked by the escorting destroyers and reached port on 3 December. Tiesenhausen was not certain of the results of his attack and radioed that he had hit a Queen Elizabeth-class battleship with one torpedo.

There was no time for evasive action, and three of the four torpedoes struck amidships so closely together as to throw up a single massive water column. Barham quickly capsized to port and was lying on her side when a massive magazine explosion occurred about four minutes after she was torpedoed and sank her. The Board of Enquiry into the sinking ascribed the final explosion to a fire in the 4-inch magazines outboard of the main 15-inch magazines, which would have then spread to and detonated the contents of the main magazines. Due to the speed at which she sank, 862 officers and ratings were killed, including two who died of their wounds after being rescued. The destroyer Hotspur rescued 337 survivors, including Vice-Admiral Henry Pridham-Wippell and the pair who later died of their wounds, while the Australian destroyer reportedly rescued 150 men. Captain Geoffrey Cooke went down with his ship. The sinking was captured on film by a cameraman from Pathé News, aboard Valiant.

#### Aftermath

To conceal the sinking from the Germans and to protect British morale, the Board of Admiralty censored all news of Barham's sinking. After a delay of several weeks the War Office notified the next of kin, but they added a special request for secrecy: the notification letters included a warning not to discuss the loss of the ship with anyone but close relatives, stating it was "most essential that information of the event which led to the loss of your husband's life should not find its way to the enemy until such time as it is announced officially..." Following repeated claims by German radio, the Admiralty officially announced the loss on 27 January 1942 and explained that

> it was clear at that time that the enemy did not know that she had been sunk, and it was important to make certain dispositions before the loss of this ship was made public.

It was not until the Admiralty admitted that Barham had been sunk and described the circumstances that Tiesenhausen knew that he had sunk her. He was awarded the Knight's Cross of the Iron Cross that day. The Barham's crew are commemorated by a memorial bench, located in Nothe Gardens, Weymouth.

Helen Duncan, considered the last person to be imprisoned under the Witchcraft Act 1735, came to the attention of the authorities after claiming to have contacted the spirit of a sailor of Barham, at the time when the ship's sinking was being hidden from the general public.

Queen Elizabeth-class battleship

Ships sunk by German submarines in World War II

World War I battleships of the United Kingdom

World War II battleships of the United Kingdom

World War II shipwrecks in the Mediterranean Sea


Greg Moore (racing driver)

Gregory William Moore (April 22, 1975 – October 31, 1999) was a Canadian professional race car driver who competed in the Indy Lights and Championship Auto Racing Teams (CART) series from 1993 to 1999. He began competitive karting at the age of ten and achieved early success, before progressing to open-wheel car racing in the Canadian Formula Ford Championship in 1991. Moore won the 1992 USAC FF2000 Western Division Championship and the 1995 Indy Lights Championship.

He began competing in CART with Forsythe Racing in 1996, finishing ninth in the drivers' championship and was second to Alex Zanardi in the Rookie of the Year standings. The following year, Moore claimed the first two victories of his career to finish seventh in the points' standings. He improved on his performance to place fifth overall with a further two wins in 1998. In 1999, he took another win as his form lowered and fell to tenth. At the season-ending Marlboro 500 at California Speedway, Moore was killed in a violent airborne collision with a concrete barrier on the race's tenth lap. He was the second driver to be killed in CART competition in 1999 after Gonzalo Rodríguez three races earlier at Mazda Raceway Laguna Seca. It was scheduled to be Moore's final race for Forsythe Racing before moving to Team Penske in 2000.

Overall Moore competed in 72 CART races, winning five and achieving 17 podium finishes. He was a popular figure known as an oval track specialist. Moore's car number 99 was retired from the list of those available to drivers competing in CART and its support series as a mark of respect. Since his death, the Greg Moore Foundation was established in his honour to continue his legacy through charitable causes. Three establishments in British Columbia have been named after the driver. Moore was posthumously inducted into the Canadian Motorsport Hall of Fame and BC Sports Hall of Fame in 2000.

## Early life

Gregory William Moore was born in New Westminster in the Canadian province of British Columbia on April 22, 1975. His father, Ric, owned a Chrysler dealership in Maple Ridge, a city close to Vancouver, and raced Can-Am cars at the club level, at tracks such as Westwood Motorsport Park. He divorced his wife Donna when Moore was five years old and the boy lived with his mother until the start of his karting career. He had two siblings: a brother and a sister. Moore was first educated at Meadowridge School. He was transferred to Pitt Meadows Secondary School for the final two years of his education, where he graduated with honours in 1993.

He often climbed into his father's race car and pretended to race by gripping the steering wheel. That encouraged his interest in auto racing, and his father gave him a go-kart at the age of six. Moore drove the go-kart with a minivan's plastic bodywork around it in the parking lot of his father's dealership. He developed vehicular control on dry slick tyres on a wet track. He began competitive go-kart racing at the age of ten, and joined the Westwood Karting Club soon after. It was there Moore was issued with his car number 99 because he was the club's 99th member; he used it throughout his career. His father acted as his manager, tutor and financier and adopted a "no-nonsense" approach to his career.

While he had an inclination towards racing, he also played ice hockey. From the age of ten, Moore was a goalie, and began to drive go-karts in 1986. He was twice named Maple Ridge Athlete of the Year and he won the British Columbia Hockey Provincial Championship. Moore played on the same minor ice hockey team as future professional player Paul Kariya. When he was 14, his father urged him to choose between ice hockey and racing if he wanted to further develop in sports. Moore ultimately decided to focus on racing. His sporting idols were ice hockey player Wayne Gretzky and three-time Formula One World Champion Ayrton Senna.

## Junior career

In 1989 and 1990, Moore won the North American Enduro Kart Racing Championship. His father wanted to know whether his son's achievements were down to his driving abilities or the equipment. He took Moore to the Spenard-David Racing School in Shannonville, Ontario, in August 1990, where racer David Empringham instructed him. He won a race over 40 drivers. Track owner Richard Spenard was impressed by Moore's ability and invited him to return later that year to partake in a "Top Gun" series. He got a special waiver to enter the school, and won against almost 800 fellow drivers at the conclusion of the school's three-day run-offs. Moore learnt how to select a lower gear, where to locate the apex of a corner, and how to avoid an accident.

He made the decision to progress to car racing in 1991, and was assigned Steve Challis as his race engineer and adviser. Moore competed in the eight-round Canadian Formula Ford Championship in a Van Diemen RF91-Ford; his father purchased the car from England and competed against drivers double his age. He won the Shannonville Motorsport Park round, and took a further four top-ten results to finish fourth in the final points' standings with 120 accrued. He was named the series' Rookie of the Year. Moore moved to the higher-tier USAC FF2000 Western Division Championship in 1992 after plans to enter the Canadian F2000 Championship fell through when that series folded. He took four pole positions and four victories en route to taking the championship at the season's final round at Willow Springs. Moore was voted Rookie of the Year at this tier after advancing at the start of the season, and was inducted into the series' Hall of Fame in 1999 as a 1992 graduate. For winning the title, he drove a Formula Atlantic car in California and tested for Van Diemen at Snetterton Circuit in England.

During the off-season, he was employed in the service department of a dealership in Duncan, British Columbia. For 1993, his family believed a progression to Formula Atlantic would help his career develop. The series' sanctioning body, the Sports Car Club of America, refused to grant Moore a racing licence because he was under the age of 18 at the time. Moore's father talked to the president and CEO of Indy Lights Roger Bailey in Vancouver, who agreed to grant Moore a provisional racing licence for the 1993 season's first two rounds at Phoenix International Raceway and Long Beach. Because he was 17, he was obliged to remain in his car in the pit lane until he was towed into the paddock, and was then allowed to vacate. Around this time, Moore asked permission from Brian Stewart, owner of Brian Stewart Racing, to retain race number 99 after it was assigned to Stewart's team for the 1992 season. He sought to win Rookie of the Year and finish in the top five in points. In twelve races, Moore took seven top-ten finishes, with a best result of third at Portland International Raceway, and placed ninth in the points' standings with 64 points. He was one of the fastest drivers on oval tracks but was slower on road and street circuits.

Before the 1994 season, Moore did a conditioning program to lose weight and improve his stamina, and his car was rebuilt following analysis. His team had a small budget of US\$380,000 and the family home and dealership was mortgaged to allow Moore to continue racing. Their financial situation forced him to drive conservatively to preserve tires three times longer than other drivers, and not strain mechanical parts, since his family lacked the capital to purchase additional equipment. Nevertheless, in the season's opening round at Phoenix, Moore surpassed Paul Tracy's record as the youngest Indy Lights pole position starter at age 18, and became the youngest driver in history to win a Championship Auto Racing Teams (CART)-sanctioned event. He won two more races (at New Hampshire Motor Speedway and Nazareth Speedway) to finish the championship with 154 points and take third in the drivers' standings. In November 1994, Moore undertook a two-day test session with Penske Racing's CART team on a test-specific road course at Nazareth Speedway.

His reputation and recognition of his ability (and lobbying by his father) attracted the attention of Forsythe Racing owner Gerald Forsythe, who sought a Canadian driver for his Indy Lights team in 1995. Forsythe was willing to relieve Moore's financial burdens that had built up when a sponsorship agreement fell through in mid-1994 and had seen his father take out mortgages by incorporating his son into the team, and signing Moore to a five-year contract. Three of Moore's mechanics transferred from his family's team to Forsythe Racing. While his father remained his manager, he did not join the organization as an employee. Driving a Lola T93/20-Buick 3800 V6, he dominated the championship, winning ten of twelve races. He broke the record for consecutive wins at the season's start with the first five races and the most victories in an Indy Lights season, both held by Paul Tracy from the 1990 championship (nine out of fourteen). Moore led a total of 375 out of 583 laps over all twelve races, covering 847.799 miles (1,364.400 km) en route to winning the drivers' championship with a record 242 points scored.

## Championship Auto Racing Teams

### 1996: Debut season

After testing for Forsythe Racing at Phoenix International Raceway in September 1995, the team's primary sponsor, Player's, confirmed on October 19 Moore would replace the outgoing Jacques Villeneuve for the 1996 season. He spent 30 days testing for the team in the United States, and underwent a conditioning program to prepare himself physically with the 750 hp (560 kW) turbocharged No. 99 Reynard 96I Mercedes-Benz IC108 V8t for the 200-mile (320 km) to 500-mile (800 km) races. Fellow drivers did not give him much advice so Moore observed them. He debuted at the season-opening Grand Prix of Miami at the Homestead–Miami Speedway. Starting in sixth he finished in seventh, after incurring a stop-and-go penalty for an illegal overtake on Juan Manuel Fangio II under yellow flag conditions, and unlapped himself from the race winner, Jimmy Vasser. Two races later, Moore had the first podium of his career (third place) at Surfers Paradise Street Circuit. He bettered that result with a second-place finish at Nazareth Speedway two rounds after that. Although Forsythe Racing had sub-par equipment, he regularly challenged for victories and claimed three podium finishes. Moore finished his rookie season ninth in the drivers' standings with 84 points, and was second to Alex Zanardi in the Rookie of the Year standings.

### 1997: First two victories

For the 1997 CART World Series, Moore drove a 1996 Reynard vehicle after trials of a Lola car in pre-season testing at Homestead–Miami Speedway reduced Forsythe Racing's performance. He began the season with three top-four finishes—including second-places at Surfers Paradise and Autódromo Internacional Nelson Piquet—in the first six races. At the season's seventh race, the Miller Genuine Draft 200 at the Milwaukee Mile, Moore ran the final 92 laps without making a pit stop. He held off Michael Andretti to take his first career victory becoming—at the age of 22 years, 1 month and 10 days—the youngest driver to win a CART race. A week later, he won the ITT Automotive Detroit Grand Prix at The Raceway on Belle Isle after PacWest Racing teammates Maurício Gugelmin and Mark Blundell ran out of fuel on the final lap. Thereafter Moore, who was considered a contender for the championship, achieved two top-five finishes at Mid-Ohio Sports Car Course and Portland International Raceway as mechanical attrition and accidents hindered him. He was seventh in the points standings with 111.

### 1998: Fifth place in points

For the 1998 season, he drove a Reynard car with a lighter and smaller Mercedes-Benz engine, and built up his endurance for races in training. The season-opening Grand Prix of Miami saw Moore start from pole position for the first time in his career, becoming—at the age of 22 years, 10 months and 18 days—the youngest pole position starter in CART history. He finished the race in second position after an air jack fault during a pit stop dropped him down the order and he gained track position. Nevertheless, Moore continued driving well, taking another three top-ten finishes in the next three races becoming the drivers' championship leader. At the Rio 400, he took his third career victory for an increased points' lead with a pass on Zanardi with five laps to go. Moore took two more pole positions at Gateway International Raceway and The Raceway on Belle Isle, and his second win of 1998 at the U.S. 500 at Michigan International Speedway and the Vanderbilt Cup after a duel between the Chip Ganassi Racing duo of Zanardi and Jimmy Vasser in the final five laps. The rest of his season included five consecutive retirements, and a fourth career pole position at the Grand Prix of Houston, despite his engine lacking traction on road courses. At the season-ending Marlboro 500 at California Speedway, Moore finished second after Vasser passed him before the last lap. He placed fifth in the drivers' standings with 141 points, and his performance throughout the season established him as one of CART's top drivers.

### 1999: Final season

Entering the 1999 season, CART's fanbase and the media considered Moore a favourite to win the title. He spent much of the pre-season testing on road and street courses, telling the New York Daily News his objective for the season was to win as many races as possible and claim the drivers' championship. He led 96 laps in his fifth career win at the season-opening round, the Grand Prix of Miami, from the pole position. Moore said afterward he learned from Alex Zanardi to accept finishing a race without a victory as part of maturing as a driver. He finished in the top ten four more times over the next six races, losing the lead in the points standings after a 12th-place finish at the season's fourth round, the Bosch Spark Plug Grand Prix at Nazareth Speedway. Moore's qualifying performance diminished thereafter, as he fell further in the drivers' championship. He took three additional finishes within the top four in the season's final eleven races, as he drove an under-powered, unreliable car fitted with a Mercedes-Benz engine. He concluded the season tenth with 97 points in the drivers' championship.

### Contract negotiations for the 2000 season

With his five-year contract with Forsythe Racing ending after the 1999 season, Moore began negotiations with several CART teams and other auto racing series. He admitted to being interested in NASCAR, and established friendships with drivers such as Jeff Burton, and discussed competing in stock cars with Bobby Labonte. Moore told USA Today: "I think your career can be longer over there. You can be older and still be competitive because of the way the cars are. It's not as physically demanding. It's more a thinking-man's kind of thing." He discussed driving for Cal Wells' PPI Motorsports team, and with Andy Petree Racing. Moore entered into discussions with Forsythe Racing on June 30. Team owner Gerald Forsythe made him an offer that was rejected because of monetary limitations. In August 1999, Moore signed a \$10 million three-year contract to replace Al Unser Jr. at Penske's CART team from 2000 onward. According to CART driver Tony Kanaan, Moore planned to spend three to four more years in CART, before entering NASCAR.

## Other racing ventures

Frank Williams, the founder and principal of the Williams Formula One team, asked about Moore's services as a test driver, but was told he was under contract to Forsythe Racing. Moore was asked by the Canadian Broadcasting Corporation to fill in for commentator Jackie Stewart for its broadcast of the 1997 Canadian Grand Prix. Formula One officials forbade it because he was a CART driver.

In late 1997, he drove for AMG-Mercedes in the FIA GT Championship at the season's final two rounds, the Sebring 3 Hours and the Laguna Seca 3 Hours, sharing the No. 12 Mercedes-Benz CLK GTR with Alexander Wurz in the GT1 category. Their car finished in seventh place in both races. Moore was one of twelve drivers invited to compete in the four-race International Race of Champions (IROC) stock car racing series in 1999. Driving a Pontiac Firebird, he finished 12th (and last) in the points' standings with three top-ten finishes and earned 25 points.

## Death

The Marlboro 500 at California Speedway on October 31 was the final race of the 1999 season, and was scheduled to be Moore's last race with Forsythe Racing before moving to Penske in 2000. On the morning of the day before the race, he was knocked off his motor scooter by a paddock vehicle in the hospitality area because its driver was blinded by the rising sun. Moore suffered a deep laceration to his right hand that required fifteen stitches, bruising to his right hip, and a fractured index finger on his right hand. Uncertain whether Moore would participate, Forsythe Racing employed Roberto Moreno as an emergency reserve driver in the event doctors deemed Moore unfit to race. After a six-lap on-track test session, which he was judged to have run at a sufficient pace later that day, and two medical consultations with Steve Olvey, CART's director of medical affairs, he was permitted to drive in a protective hand brace and use a modified steering wheel. Officials required him to start at the back of the grid because he missed qualifying.

Following an early race rolling restart for a fourth-lap accident for Richie Hearn that entailed five slow laps behind the pace car to allow for Hearn's car to be cleared, on lap 10, Moore was 15th when he lost control of his car midway through turn two, possibly due to losing the slipstream of a car ahead of him. He attempted to regain control but left skid marks on the track as he spun almost 500 ft (150 m) down the circuit, and into the infield grass at more than 220 mph (350 km/h). Moore hit an access road lower than the damp grass he had gone across earlier, went sideways into the air for about 30 feet (9.1 m), barrel rolled and slammed into an immovable infield concrete barrier lacking a tire wall to absorb the impact at unabated speed at a 90-degree angle. The impact, registered at 154 g0 (1,510 m/s2) by the vehicle's black box, split the car in two, scattered a plethora of debris as the open-cockpit compartment seating the driver disintegrated. Moore's helmet struck the ground multiple times before the car rested upside down after spinning four times. He was extricated from it and administered cardiopulmonary resuscitation by circuit medics before being transported by helicopter to Loma Linda University Medical Center. Moore was pronounced dead at 13:21 Pacific Standard Time (UTC−08:00) with severe head and internal injuries. He was the second driver to die from injuries sustained in a crash during a CART race that season: Gonzalo Rodríguez died in a practice accident at Mazda Raceway Laguna Seca three races earlier.

At the pronouncement of Moore's death, chief steward Wally Dallenbach Sr. ordered all track flags to be lowered to half staff and no post-race celebrations occurred. The other drivers were not informed of the situation until the event's conclusion. At the request of Moore's father, the CART end-of-season awards banquet at The Century Plaza Hotel continued as scheduled the following night; its format was changed to include a 15-minute tribute to Moore and Rodríguez. Makeshift memorials were built at Pitt Meadows Secondary School and his father's car dealership. The Canadian Motor Sports Hall of Fame had a book of condolence for fans to sign for later delivery to the Moore family. He was cremated on November 2. A private memorial service was held at St. Andrew's-Wesley United Church in downtown Vancouver, attended by 1,200 family members and close friends on the following day. On November 4, a second public memorial service took place at Maple Ridge Baptist Church in Moore's home town of Maple Ridge attended by 1,500 mourners.

CART impounded what was left of Moore's car for an investigation into the cause of the accident, and would review footage of the event. On December 20, CART stated its investigation of Moore's crash found there was no single cause for it. CART engineers obtained and analyzed a plethora of data from equipment installed in Moore's car, discovering he began losing vehicular control halfway in turn two but not why it went airborne on the asphalt access road. Tim Mayer, CART's vice-president of racing operations, commented, "I think the answers we know show that there isn't a clear-cut answer, but he was reacting to a situation that started in the middle of Turn Two, and there's nothing there that seems unusual. We're confident that there was no mechanical failure. The cause of the accident is something of a mystery. I mean that the initial factor that set the chain of events in motion is unknown."

## Driving style and racing overalls

Moore was described as having "Gilles Villeneuve-esque car control" that accompanied "his fearless style, and his incredible determination." In his CART career, he was known as an oval track specialist, locating the optimum amount of grip as he drove near to oversteering. Moore refined this ability after having difficulty on oval tracks in his first two years in Indy Lights. He drove the car correctly, always wanting to retain control of the rear end of his car. He learned to drive a "loose" car after his father entered him in some ice races on the advice of race engineer Steve Challis. During practice for the oval track races, he focused on the set-up of his vehicle believing he could pass other drivers in the race.

Moore's Indy Lights helmet design featured a mixture of lightning bolts and a checkered flag. Upon moving to CART, Forsythe Racing's primary sponsor asked for a more subtle and corporate helmet design. Regardless of the blue colour of his team's primary sponsor Player's, Moore wore a pair of red racing gloves to emphasise the pride in his Canadian nationality.

## Personality and legacy

Iain MacIntyre of the Vancouver Sun described Moore as "tall and fair-haired with wire-rimmed glasses" and someone who "possessed a wholesome, innocent bearing and boyish enthusiasm that was infectious." Race car driver Mario Andretti described him as articulate, a meaningful speaker, and considered him "very professional and mature for his age". Moore was cordial with the media, and CART fans and fellow drivers regarded him with affection because of his occasional "wacky and over-the-top sense of humour", particularly with children. He was serious while driving, was positive career-wise, played practical jokes on others outside of his profession, and was devoted to his family and fans. Moore admitted to errors he had made, established friendships with several drivers and organized social gatherings. From August 1998 until his death, he led a four-man international group of drivers called "The Brat Pack" with Max Papis, Dario Franchitti, and Tony Kanaan. The quartet had an energetic longing for enjoyment, going to all-night parties, discussing life, and for maintaining close contact with one another.

As a mark of respect, CART, Indy Lights and Formula Atlantic retired Moore's car number 99 from the list of those available to drivers in all three series. On September 1, 2000, CART established the Greg Moore Legacy Award to honour "the driver who best typifies Moore's legacy of outstanding talent on track as well as displaying a dynamic personality with fans, media and within the CART community." A maximum of four or five drivers were nominated by a panel of experts with at least one competitor representing CART, Indy Lights and Formula Atlantic. Hélio Castroneves was its first recipient in 2000. Others to receive the award include Dario Franchitti in 2001, Sébastien Bourdais in 2003, Ryan Hunter-Reay in 2004, and J. R. Hildebrand when it was limited to Indy Lights drivers in 2009. The 2010 award was presented to James Hinchcliffe, a driver who idolizes Moore and put a pair of Moore's red racing gloves in his race suit in qualifying for the 2012 Indianapolis 500. Others to list Moore as a role model include Jaguar I-Pace eTrophy competitor Stefan Rzadzinski and sports car driver Scott Hargrove.

The Greg Moore Foundation was established by his father to continue his son's legacy through charitable work. It supports scholarships for young people to continue their education after graduating from secondary school, provides funding to five health charities and local hospitals, aids in the development of amateur athletes and works against drunk driving. Moore was posthumously awarded the Jack Diamond Award, which honours "an individual who consistently demonstrated a competitive and co-operative spirit, who excelled in sport and who made a positive contribution to the community". It was collected by his family at a dinner ceremony in Vancouver's Jewish Community Centre on February 15, 2000. He was posthumously inducted into the Canadian Motorsport Hall of Fame and the BC Sports Hall of Fame that year. In 2007, Moore's stepmother opened a glass case gallery containing his racing artifacts in the BC Sports Hall of Fame. A go-kart track in Chilliwack, a youth centre in Maple Ridge established in October 2001, and the Emergency Department at the Ridge Meadows Hospital inaugurated eight years later by British Columbia Premier Gordon Campbell and the Minister of Health George Abbott are all named after Moore.

Moore was honoured by the organizers of the Molson Indy Vancouver with the words "Courage, Greg Moore No. 99" written in large white block letters across the start/finish line of the Concord Pacific Place temporary street circuit in 2000. Starting from that year's race until its discontinuation in 2004, the pole position starter received the Greg Moore Pole Award. A book Greg Moore: A Legacy of Spirit written by journalists Dan Proudfoot, Jim Taylor and Gordon Kirby was published by Whitecap Books on August 30, 2000. The following year, a documentary to complement the book Greg Moore – A Racer's Story, was narrated and hosted by actress Ashley Judd. It was shown twice on The Sports Network in 2001 and had a subsequent release on VHS. Dario Franchitti dedicated his 2002 Molson Indy Vancouver win to Moore, and again after his 2009 IndyCar Series championship victory. A second documentary, A Hero's Drive: The Greg Moore Tribute, was shown on Sportsnet in May 2013. Two months later, Autosport magazine named Moore one of the 50 greatest drivers to have never raced in Formula One.

## Racing record

### Racing career summary

### American open-wheel racing results

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap) (Small number denotes finishing position)

#### Indy Lights

#### CART

### International Race of Champions

(key) (Bold – Pole position. \* – Most laps led. Small number denotes finishing position)

## See also

- List of Canadians in Champ Car

Canadian open-wheel racing driver (1975–1999)

People from Maple Ridge, British Columbia

U.S. F2000 National Championship drivers


Ickenham

Ickenham is an area in Greater London, forming the northern part of Uxbridge and within the London Borough of Hillingdon.

While no major historical events have taken place in Ickenham, settlements dating back to the Roman occupation of Britain have been discovered during archaeological surveys, and the area appears in the Domesday Book. Buildings from the 14th, 15th and 16th centuries remain standing and have been restored in recent years.

The village was originally split into four manors, but later there were two: Ickenham and Swakeleys. The old manorial home of Swakeleys, a 17th-century Jacobean mansion Swakeleys House still stands, and much of the Swakeleys estate was sold for housing in the 1920s. Ickenham's manorial home, Manor Farm, now forms part of Long Lane Farm. A military station, RAF West Ruislip, was opened in 1917. Its final use was for the Navy Exchange of the U.S. Naval Activities, United Kingdom command between 1975 and 2006.

At the 1901 census, Ickenham had a population of 329; at the 2001 census the population had reached 9,933, although census figures show a marked population decline during the 1960s and 1970s. By the 2011 census, the population had reached 10,387. When Ickenham obtained a railway station on the Metropolitan Railway's line between Harrow and Uxbridge, a great deal of residential development started in the village, and it gradually became part of the London commuter belt. Ickenham expanded with the sale and development of much of the Swakeleys estate in 1922 and became part of what was later termed "Metro-land".

## History

### Toponymy

The name 'Ickenham' means 'homestead/village of Tic(c)a'. The T was lost in the 13th-14th centuries because of confusion with the Middle English word for 'at'.

Ickenham appears in the Domesday Book of 1086 three times under the name "Ticheham". Translated from Latin, the second entry reads:

> Manor Ickenham answers for 91⁄2 hides. 3 men-at-arms and 1 Englishman hold it from Earl Roger. Land for 6 ploughs; 4 ploughs there; a further 2 possible. 6 villagers with 1 hide; 2 others with 1 hide and 1 virgate; 2 others with 2 virgates; 4 smallholders with 20 acres; 3 cottages. Meadow for 4 ploughs; pasture for the village livestock; woodland, 200 pigs. Total value £4; when acquired the same; before 1066 £6.

The Domesday Book describes the land as being predominantly flat and composed of London clay with the exception of alluvium along the banks of the River Pinn. Of the few archaeological surveys of Ickenham carried out, one in 1994 by the Museum of London found a system of Roman fields dating back to the 1st and 2nd centuries, along with pottery fragments. Research suggest that the area may have been abandoned for a period following the departure of the Romans from Britain around AD 410.

### Early developments

Ickenham was originally divided into the four manors of Ickenham, Tykenham, Swalcliff (Swakeleys) and Herses (Hercies). Tykenham and Herses were within the parish of Hillingdon, though Herses subsequently became part of the manor of Swalcliff. These manors were eventually merged to form the main manors of Ickenham and Swakeleys. The original lord of the manor of Ickenham was Geoffrey de Mandeville, from whom it passed to William de Brock and then, in 1334, to John Charlton whose son John owned Swakeleys from 1350. By the mid-14th century, Ickenham was owned by the Shorediche family who retained possession until 1819.

The Crosier family, major landowners in north-west Middlesex, moved to Ickenham in the 16th century. They established their manorial home as Sherwyns, and owned Home Farm and Sears house in 1624. After the Shorediche family Milton Farm was bought by William Crosier in 1685. Edward Hilliard become the direct descendant of the final member of the Crosier family, John Crosier. Under the Hilliards, Milton Farm was sold to become part of the Swakeleys estate in 1816, and Hill Farm become Northolt Aerodrome in 1916. The Shorediche family built their manor house on a track off Long Lane. Originally called Ickenham Hall, it was let out to farmers in 1818 and renamed Manor Farm, at which point the Crosier family renamed their manorial home from Sherwyns to Ickenham Hall.

Swakeleys manor, subordinate to Ickenham, was named after Robert Swalcliffe, who owned the manor with his wife Joan in the 14th century. He appears in records as Robert de Swalclyve and Robert de Wykeham, reflecting his ownership of Swakeleys and Wickham Park in Oxfordshire. In 1347, he owed £40 to a money lender, Roger Rikeman, which he was unable to pay, and so his land in Ickenham was passed by Rikeman in 1350 to John de Charlton.

A descendant of John de Charlton, the first Sir Thomas de Charlton, died in 1448 whereupon Swakeleys passed to his son, also named Sir Thomas, who became Speaker of the House of Commons and member of parliament (MP) for Middlesex. He died in 1465, at which point his son Sir Richard became owner of the manor. Sir Richard was killed fighting on the side of Richard III during the Battle of Bosworth Field in 1485. The victor of the battle, Henry VII, named him in his Act of Attainder, though he granted Sir Richard's wife Elizabeth a life interest in the manor. However, Sir Thomas Bourchier was subsequently granted the manor of Swakeleys and Covelhall (Cowley). Upon Sir Thomas' death in 1510, the manor passed to Sir John Peeche as his executor. Sir John had no children, so Swakeleys passed to the Earl of Devon, Henry Courteney in 1521. The Earl granted a licence to control Swakeleys to Sir William Fitzwilliam in 1531, who was acting as trustee for Ralph Pexall.

The lords of the manor of Swakeleys resided at Swakeleys House, though the house that stands today was not the first on the site. The original dated to around the 14th century and was probably constructed of wattle and timber. It was subject to extensive remedial work, much lamented at the time, while under the ownership of John Bingley. Bingley later sold the estate to Sir Edmund Wright, a future Lord Mayor of London, in 1629, and the current house was built of brick in 1638.

A church in Ickenham is not mentioned in the Domesday Book and it is likely that residents travelled to nearby Harefield for services. The original nave and chancel of St Giles' Church have been dated to 1335 while the nave was extended west in 1959. The bell turret was built in the 15th century and a brick aisle added in 1575.

'The Pump' is a significant local landmark. Donated to the village by Charlotte Gell, this water pump stands close to the village pond at the intersection of Swakeleys Road and Long Lane. After Gell's death in 1863, under the provisions of her will a water pump was sunk for the benefit for the community in 1866. The village pond next to the pump was dug at the same time as the 144-foot (44 m) well for the pump was sunk, to accommodate waste from the construction. An older pond on the other side of the village was filled in with the excavated earth from the new one. In 1857 Gell had also donated some of her land near St Giles's Church for five almshouses to be built for longstanding servants of the Gell household or Ickenham residents who were members of the Church of England. No more than three people were allowed to live in the houses at one time. The cottages remain and are maintained by the St Giles' Church. Next to the pump stands the Coach & Horses public house, first licensed for the sale of alcohol in 1759 but of 16th-century origin. The house was used for manorial courts throughout the 19th century until the last was held in 1878.

### Urban development

On 25 September 1905, following lobbying by Ickenham Parish Council, the Metropolitan Railway opened a small halt on their line between Harrow and Uxbridge. The railway company had been reluctant to open a station in the area due to a perceived lack of demand, and so a compromise was reached with the construction of the halt. The new stop brought with it travellers from London seeking a day out in rural surroundings. Nearby villagers sold flowers from their gardens and served teas to the visitors. The parish council later requested shelters for passengers on the platforms, which were built in December 1905, followed by a booking hut in 1910. The original platforms, too short to align with all train carriages, were extended in 1922. Ickenham Halt was rebuilt as a station in the 1970s.

The marathon event of the 1908 Summer Olympics in London passed through Ickenham and Uxbridge on its way to the White City Stadium.

As a result of the railway, more commuters gradually moved to Ickenham and travelled to work in London. On 5 July 1922, 1,382 acres (559 ha) of the Swakeleys estate was auctioned for development, thereby significantly reducing its size. Roads laid out for the new development were Warren Road, Swakeleys Drive, Court Road, Milton Road, Ivy House Road, The Avenue and Thornhill Road (originally named Park Road). Other land bordering the River Pinn was designated as public open land. Shops were built around Swakeleys Road, while houses were constructed along its length. The road was widened to become a dual carriageway in 1937. Milton Farm, one of the farms on the former Swakeleys estate was demolished in 1939. The farm's pond and listed barn were cleared to make way for housing in what became Milton Road and Milton Court, though marketed as "Ickenham Garden City".

A military station, operated by the Royal Air Force and later the United States Navy, was opened on part of Home Farm close to the parish boundary with Ruislip in 1917, later becoming known as RAF West Ruislip. The site was used originally for the British No. 4 Maintenance Unit, together with the RAF Records division. It became involved in the repair of aircraft equipment and later in the servicing of American vehicles from RAF South Ruislip. Between 1955 and 1975 the United States Air Force was based at the Ruislip station, before the U.S. Naval Activities, United Kingdom command leased the site from the Ministry of Defence for the American Naval Exchange.

The original village school was built on Ickenham High Road in 1866, although by 1920 it had become overcrowded. Older children were moved to the village hall in 1928 under the name Ickenham Temporary Council School. In 1929 the village school closed and its infant pupils also moved to the village hall. The road was widened in 1934 necessitating demolition of the school building along with the original Fox & Geese public house.

The village pump remained in use until December 1914, while the handle was removed in 1921 by the local council for safe keeping but was never returned. The pump was restored in 2004 in partnership with a local building company, and a similar handle was fitted during the works.

Breakspear Primary School was built in 1937, followed by Glebe Primary in 1952 on the other side of the railway line. The Roman Catholic secondary school Douay Martyrs was built in 1962 and later expanded onto the former site of Swakeleys School nearby. Swakeleys School had opened in 1929 for older children from the village school. In 1952 the boys moved to the newly opened Abbotsfield School and Swakeleys became a girls' secondary modern school. The girls' school moved from Ickenham to share the site of Abbotsfield School for Boys in Hillingdon in 1973. Vyners School opened as a grammar school on 12 January 1960 and later became a comprehensive. Delays in building work meant the first intake of pupils were taught at St Mary's Grammar School in Northwood Hills from 9 September 1959.

The village hall, designed by Clifton Davy, was built on part of Church Farm in 1926. Opened by Princess Victoria, as well as becoming the temporary village school the hall also became a restaurant during the Second World War and went on to be used as a bank and a polling station. A police telephone box was constructed next to the Pump in February 1936, and became operational on 4 May 1936. Church Farm opposite St Giles' church was demolished after the Second World War and replaced with shops, while new roads were built in the area. By 1951 the population of Ickenham had reached 7,107, and this had risen to 10,370 by 1961 and 11,214 by 1971. The ford over the River Pinn on Swakeleys Drive, nicknamed "The Splash", was replaced in 1957 by a road bridge.

Middlesex County Council bought Ickenham Hall and its grounds in 1948 in order to convert it into a youth centre. In 1968 a theatre was built behind the hall, later named the Compass Theatre by the Theatre Director John Sherratt. A new building connecting the two was built in 1976.

During the Second World War Swakeleys House was requisitioned by the military and a searchlight battery established in the grounds. The house was Grade I listed in 1956, and the head gardener's cottage on the junction of Swakeleys Road and The Avenue was Grade II listed in 1959.

The village library opened in 1962 on the site of the 16th century cottage and tea garden, The Orchard. Uxbridge Borough Council installed a three-sided clock commemorating the 1953 coronation of Elizabeth II in the library's tower, having been persuaded not to add it to the eight-sided village pump.

In the 1980s, St Giles' church celebrated its 650th anniversary and formed a covenant with the neighbouring United Reformed Church. The United Reformed Church moved to its current building in 1936 after the previous chapel building proved too small for the growing congregation. It was then used by a local company as a wood and scrap metal yard. Nearby, many buildings on the RAF station were demolished to make way for a new housing estate named Brackenbury Village. The US Navy eventually left in 2006 and the base was permanently closed. The site was cleared in 2007 and is currently undergoing redevelopment as residential housing under the "Ickenham Park" name.

The local library was closed for a complete refurbishment in 2009 and reopened in March 2010.

A garden commemorating the Diamond Jubilee of Elizabeth II was opened in September 2012 in Swakeleys Park. The garden, featuring a landscaped area and benches around a stone obelisk, was designed by the local council's Green Spaces Team. The opening had been scheduled for 26 May 2012, although this was postponed after vandals destroyed the stone obelisk overnight shortly after it had been installed.

## Local government

Ickenham had a parish council but came within the Uxbridge Rural District until 1925, when this was absorbed into the Municipal Borough of Uxbridge. This remained until 1965, when the borough was included in the newly established London Borough of Hillingdon. Within the borough of Hillingdon, all of Ickenham fell within the Ickenham ward, until 1999 when parts of the village were moved into adjoining wards to balance ward populations. Following further ward boundary changes in 2022, Ickenham currently falls within the Ickenham and South Ruislip ward, with Conservative Councillors Kaushik Banerjee, Martin Goddard and Eddie Lavery representing it.

Ickenham was within the Uxbridge constituency until boundary changes at the 2010 general election meant it became part of the new Ruislip, Northwood and Pinner constituency, represented by Nick Hurd MP.

## Demography

72% of the population is White British, according to the 2011 census. The next largest groups are Indians (10.9%) and Other Whites (3.6%).

81.2% of people living in Ickenham were born in England. Other common places of birth include India (3%), Ireland (1.6%), and Kenya (1.3%).

The most common religious affiliations in Ickenham are Christians (60%), those of no religion (17.9%), Hindus (5.8%) and Sikhs (4.3%).

Almost half the housing stock, 45.3%, are detached houses. 40.3% are semi-detached, 9.4% flats/maisonettes/apartments, and 5% terraced.

## Education

Primary schools in Ickenham include Breakspear School, Breakspear Junior School, and Glebe Primary School. Secondary schools include The Douay Martyrs School and Vyners School. There is also Pentland Field School – a new special school on the former USA Navy site in Ickenham. This is for young people aged between 4 and 19 years old who have severe to moderate learning difficulties.

## Sports clubs and societies

Sports clubs in Ickenham include Ickenham Cricket Club and Ickenham Rugby Club. Hillingdon Athletics Club (an amalgamation of the Ruislip-Northwood and Uxbridge clubs), has attracted many athletes from Ickenham since its foundation in the 1960s.

The Ickenham and District Society of Model Engineers was formed in September 1948 and originally met in the old ARP huts, before moving to Ickenham Hall. On 14 May 1949, the society held their first exhibition of miniature locomotives in a field off Swakeleys Road. A new society clubhouse opened on 18 June 1955 on a site near the Coach & Horses public house where it remains. The miniature railway is open to the public on the first Saturday of each month.

Ickenham's residents' association was established in 1924, and it plays an active role within the community; in recent years the association has been involved in preventing developments by Tesco and IKEA, which in the association's view would have adversely affected the town.

## Transport

Ickenham tube station is served by the Metropolitan and Piccadilly lines.

West Ruislip station (opened as Ruislip & Ickenham) is on the border of Ruislip and Ickenham and is served by the Central line and Chiltern Main Line.

The London Buses routes U1, U10 and 278 serve Ickenham.

B467 (Swakeleys Road) and B466 (Long Lane) intersect in the centre of Ickenham. They link the Ickenham area with Harefield, Hillingdon and Ruislip.

## Landmarks and events

### Pynchester Moat

The Pynchester Moat is a Scheduled Ancient Monument on the River Pinn just east of Copthall Road West. Although usually dry in the summer months, the moat surrounding the location of a manor house can still be seen. Excavations of the site between 1966 and 1969 found pottery and an oven dating back to the 14th or 15th century. It is believed the manor house at the centre of the moat was "Pynchester", a building owned by the Hastings family in the 16th century.

The moat is a point of interest on the Celandine Route, a 12-mile (19 km) walk along the River Pinn from Pinner to the Grand Union Canal at Cowley.

### Swakeleys House

Built between 1629 and 1638 for Sir Edmund Wright, the house replaced an existing structure dating back to the 14th century. In later years the Foreign & Commonwealth Office Sports Association bought the house, followed by the London Postal Region Sports Club. Cricket matches between the club and local teams from Ickenham and Uxbridge were played within the grounds. The house was bought by three local residents in the 1980s and restored, whereupon it was leased to Bristol-Myers Squibb for 25 years. Since the expiry of the lease in 2009, the house has been open to the public for one day a year as part of Open House London.

### Ickenham Festival

The biennial Ickenham Festival has taken place in the town since 1976, originally with the aim of highlighting the variety of societies and groups in the area. The festival normally centres on a charity gala day in June, when various groups including Scouts, church groups and schools parade through the town, finishing with a large fête in the grounds of Swakeleys House. Fireworks mark the end of the festival in the evening. The festival Gala moved to the grounds of Vyners School in 2014 after a dispute with the owner of Swakeleys House.

## Notable people

- Roger Crab, (1621-1680), English soldier, haberdasher, herbal doctor and writer best known for his ascetic lifestyle and Christian vegetarianism, lived as a hermit in Ickenham between 1652 and 1657.
- Steve Conway, singer (1920–1952), lived in Ickenham
- Cellist Florence Hooton (1912-1988) lived at 34 Thornhill Road, Ickenham with her violinist husband David Martin (1911-1982)

Districts of the London Borough of Hillingdon