Volume Eight - Pre-Victorian to the present day - more aspects - A brief history of Trinity House lightvessels . .

On clear nights, the shore lights twinkled and all around was the flash and wink of lighted buoys. If ever mists began to hide the shore lights, then was the time to pump up the foghorn. The watch turned the huge wheel, and stood by the ancient horn. When the two minute bell on the fog clock rang, the handle of the horn must be pushed over twice - a second's interval in this case between each blast.

Just before dusk, the light trimmer must climb aloft to the 'moonbox', squeeze into the lantern through a small steel door, turn on the oil, and light both inner and outer wicks. constant watch must be kept that the wicks neither flare nor smoke. Imagine what it must have been like for the lamptrimmer on the old lightvessels, climbing the rope ladder on the rigging to carry out his duty in a storm with the mast reeling and a force ten gale blowing!

Construction and equipment of lightships have been greatly improved since that time. The latest Trinity House lightvessel built in 1967 is of extremely modern design with a fully equipped kitchen, and a recreation room as well as single-berth cabin for each crew member. I was glad, therefore, to have an opportunity to see at first hand some of these changes in an inspection visit to Trinity House Depot, Great Yarmouth. Moored at the quay was the light vessel No. 80, previously stationed at the Varne and at that time used as a spare ship. On her hull, resplendent with new red paint, there was no mistaking her name in gleaming white letters, six feet tall. Although built in 1914 and therefore not comparable with the latest lightvessels, she was provided with all modern equipment as I was soon to find.

My guide, who had spent many years on lightships, led the way over the gangway and below to the master's cabin. Here were two neat berths for master and mechanic, lit like the rest of the ship by electricity from dynamos with brass oil lamps standing by for spares. A telephone is connected so that the master can speak direct to all parts of the ship. All official communications are sent out by radio telephone. A ship in distress, a broken cable, a collision and the lightvessel is in touch by radio at once with the coastguards.

I noticed that there were high steps dividing passages so that, if waves were washing overboard in heavy seas, with luck no water went below. Aft of the master's cabin was the crew's messroom with television and books, lifejackets hanging on pegs nearby.