TOPIC:

No. 80 - Norseman

Richards, Mills & Co. (Dominion Line)

Master: R.O. Jones
Chief Officer: W.R. Evans
Chief Engineer: M. Jones
1st Officer: W.B. Perkins
2nd Officer: H. Harper
2nd Engineer: O. Hughes
3rd Engineer: J.O. Williams


Admiralty Return, 13 Aug 1903

Date of Admiralty agreement: 24 Dec 1899
89th Transport to be engaged by the Admiralty
Carried cavalry

Period of engagement: 22 Jan 1900 to 20 Apr 1900

Total days at sea: 47
Total numbers transported to South Africa: 27 officers, 1 warrant officer, 1,114 men, 430 horses
Total numbers transported from South Africa: 2 officers
Total cost (hire, fittings, coal and port dues): £63,246



.Feb 1900


London Evening Standard, 12th February 1900

CAVALARY FROM LIVERPOOL.
The Dominion Line transport Norseman embarked troops for the front on Saturday at Liverpool, and afterwards sailed for Queenstown, where she will receive a further contingent and then proceed to the Cape. The troops which go by the Norseman include 17 officers and 1,163 rank and file, and the steamer will also carry about 400 horses. The contingents, mostly drawn from Cavalry regiments, are from the 8th Hussars (Curragh), 7th Dragoons (Aldershot), 5th Lancers (Canterbury), 14th Hussars (Curragh), 18th Hussars (Canterbury), 2nd Battalion Duke of Cornwall’s Light Infantry (Devonport), and a detachment of the Royal Army Medical Corps, from Aldershot. Arriving by special trains at the Alexandra Dock Station, the troops marched to the transport, which was lying in the East Langton Dock. Owing to the early hour at which the contingents arrived, and the very unfavourable weather which prevailed, only a few of the public turned out to witness the embarkation, which was satisfactorily accomplished under the direction of Captain Strachan, who has supervised the whole of the transport work at Liverpool since the outbreak of the war. Among the officers sailing by the Norseman were Captain Corbett, Captain Weatherby, Captain Lampier, and Captain Haigh. The Norseman will take on board at Queenstown the detachments from the 8th and 14th Hussars, which are at present stationed at the Curragh Camp.


Dominica Guardian, 21st February 1900

A Cork despatch reports that, while troops were embarking on the transport “Norseman” for the Cape, cheers for President Kruger and groans for the Queen were audible from the onlooking crowd.


Yorkshire Post, 12th March 1900

TRANSPORTS.
4TH CAVALRY BRIGADE ARRIVING.
The Norseman, with the 8th Hussars, part of the 7th Dragoon Guards, and Cavalry drafts, arrived at Cape Town on Saturday. She carried in all 37 officers and 1,163 men, with 380 horses, the drafts being for the 2nd Dragoon Guards, 5th and 9th Lancers, 14th and 18th Hussars.











...

No. 87 - Monteagle

Elder, Dempster Shipping, Ltd.

Master: W.P. Chapman
Chief Officer: R.H. Jones / R.F. Nagle
Chief Engineer: E.T. Lloyd
2nd Officer: H.M. Bentley
3rd Officer: R. Ward
2nd Engineer: P. Lardeur
3rd Engineer: G.A. Vine
Surgeon: F.B. Carron


Admiralty Return, 13 Aug 1903

Date of Admiralty agreement: 28 Dec 1899
85th Transport to be engaged by the Admiralty
Carried cavalry only

Period of engagement: 12 Jan 1900 to 30 Jul 1900

Total days at sea: 98
Total numbers transported to South Africa: 38 officers, 1 warrant officer, 785 men, 577 horses
Total numbers transported from South Africa: 4 officers, 425 N.C.O.'s & men
Total cost (hire, fittings, coal and port dues): £63,895



.Feb - May 1900



Leominster News, 23rd March 1900

LETTER FROM TROOPER H.R. HALL
Shropshire Imperial Yeomanry, H.M. Transport “Monteagle”, February 18th, 1900.
I am getting used to sea-life now, and can sleep on boards and where, without anything over or under me, excepting my coat to rest my head on. Last night I was on stable-guard. There are 12 men go to the guardroom at 6 o’clock p.m., and there are four on duty at a time, two hours on and four off, until 6 o’clock this morning. It is a tiring job at night, as there is only one man in a place, and he must not smoke or rest, as the officers are round at all times, and you must be on the march. The stables are lighted up with dim electric light, and the horses moving make shadows which look like men creeping about. One night some stokers got drunk and broke into the canteen, and there was a rough job to get them captured. No one is allowed in the stables at night and you have to clear them off if they do come. The stokers are a low class of men, and prowl about in search of drink or anything they can lay hold of, and have to be stopped as the guards are held responsible for everything.
We found a little stowaway on board soon after we started from Liverpool, who ran away from his home in Shrewsbury to come with us. I should think he is about nine or ten years old.


Ludlow Advertiser, 12th May 1900

THE SHROPSHIRE STOWAWAY AT THE FRONT.
REMARKABLE EXPERIENCES.
The youth from Shrewsbury who got on board the Monteagle, and accompanied the Shropshire Imperial Yeomanry to South Africa, has had most exciting experiences. He was first discovered under some tar sheets, and then made a bugler. He stole a trooper’s watch, and Major Bryan ordered him to return to England when the troops arrived at the Cape. The youth, however, escaped at Cape Town. Trooper W. Cooke, in a letter written home, recounts how the runaway bugler turned up again at the front. He says: – “The stowaway applied to the New Zealanders, and, as he had been taught the calls, they made him trumpeter to their contingent. Shortly after I witnessed the young rascal being marched to the guard room on a charge of stealing; but he once more escaped, and this time by some means or other got to the front. We were surprised at a subsequent date in seeing him pass Matjesfontein camp en route to Cape Town, assisting in escorting some Boer prisoners to the base. This time he was rigged out in full khaki, and armed with a sword” [The youth referred to was an errand boy in a boot shop at Shrewsbury].


London Evening Standard, 16th May 1900

THE TROOPS FOR SOUTH AFRICA.
TO-DAY’S EMBARKATIONS.
The twin-screw steamship Monteagle, 6955 tons gross register, one of the latest additions to the fleet of the Elder-Dempster Line (Limited), will today leave Southampton on her second voyage to the Cape, taking out 20 officers, 500 men, and 300 horses. For officers the steamer only contains limited accommodation; but those who are carried have no reason to complain, finding, as they do, larger cabins than those in most modern Atlantic liners. The men have allotted to them the whole of the space in the ‘tween decks, which are uniformly eight feet high. Each compartment, divided by water-tight doors, is lighted by electricity. No fewer than 18 of this Company’s vessels have been taken up for this class of work during the present war. Several have started on two voyages with troops and horses or mules, and one – the Montfort – is now near the completion of her third journey to the Cape. The troops which the Monteagle carries are certain of a pleasant passage. In addition to a plentiful supply of fresh meat and provisions, they will find a plentiful stock of fruit at their disposal. They will, on embarking, be handed a khaki cloth case containing writing materials and one pound of tobacco, another pound being kept in reserve for them when they disembark. They will have the use of a piano and a library. Captain Voules has also been instructed to supply the literature of the day to the ship, and 40 copies of The Standard of today will be on board as part of that instalment. Games have also been provided for the troops leaving today by the Monteagle.









.Image previously posted by djb






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No. 8 - Syria

Peninsular & Orient Steam Navigation Co.

Master: W.H. Haughton
Chief Officer: J.T. Jeffery
Chief Engineer: T.S. Smith
2nd Officer: W.A. Norman
Supernumerary 2nd Officer: A.P. Parmeter / J.G. Sims
2nd Engineer: A.R. Milner / P.G. Thompson
3rd Engineer: W. Minns
Surgeon: C.A. Molony / A.E. Soden

Note: this was the second use of "No. 8", which had originally been issued to Zibenghla (engaged 16 Sep 1899 – 7 Nov 1899)


Admiralty Return, 13 Aug 1903

Taken over from Indian Troop Service: 28 Dec 1901
104th Transport to be engaged by the Admiralty

Period of engagement: 28 Dec 1901 to 4 Sep 1902

Total days at sea: 148
Total numbers transported to South Africa: 67 officers, 10 warrant officers, 4,486 men, 3 horses
Total numbers transported from South Africa: 154 officers, 4,583 N.C.O.'s & men, 32 horses
Total cost (hire, fittings, coal and port dues): £66,620








.Image previously posted by Paul Dunn






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Freight Ship (Men) - Garth Castle

Union Castle Mail Steam Ship Co., Ltd.

Master: R. Wallace / F.P. Whitehead



The Garth Castle carried the City Imperial Volunteers Mounted Infantry to South Africa, leaving on 13 January 1900 and arriving at Cape Town on 2 February.

Oddly, the 1903 Admiralty Return makes no mention of service until 11 Feb 1901, when the Garth Castle was engaged to bring a small number of troops home from the Cape.
I can only assume that the contract for the conveyance of the C.I.V.M.I. was between the City of London and the Union Castle Line, with no Admiralty involvement.
The Appendix to the Minutes of Evidence of the Hospitals Commission does, however, include the January voyage (see below).


Admiralty Return, 13 Aug 1903

Engaged as a Freight Ship (Men): 11 Feb 1901 [note: by this time the Garth Castle had already conveyed the C.I.V. to the Cape]

Total numbers transported from South Africa: 71 men, 35 women & 37 children
Total cost (hire, fittings, coal and port dues): £2,227



.Jan 1900



The photographs below are stills from the 1933 film "Cavalcade". The ship portrayed is not the Garth Castle.






Still from the 1933 film "Cavalcade". Plot (from Wikipedia): On the last day of 1899, Jane and Robert Marryot, an upper-class couple, return to their townhouse in a fashionable area of London before midnight, so they can keep their tradition of celebrating the new year with a midnight toast. Jane worries because Robert has joined the City of London Imperial Volunteers (CIV) as an officer, and will soon be leaving to serve in the Second Boer War. The Marryots' butler Alfred Bridges has joined the CIV as a private and is also leaving soon. His wife Ellen, the Marryots' maid, worries about what will become of her and their new baby Fanny if Alfred is killed or seriously injured. At midnight, the Marryot and Bridges families ring in the new century while Cook dances with other revellers in the street. While Robert is away at war, Jane's friend Margaret Harris keeps her company and gives her emotional support. Robert and Alfred return home unharmed and Robert is knighted for his service.




.The real Garth Castle - © Roll-of-Honour.com






..

No. 52 - Ismore

Ismore Steam Ship Co., Ltd. (Johnston Line)

WRECKED EN ROUTE TO THE CAPE, 3 DEC 1899

Master: Frederick Crosby (suspended for six months after losing his ship)
Chief Officer: Edward Mylrea Donovan
Chief Engineer:
2nd Officer: Patrick George Lewis (censured after the loss of the ship)
3rd Officer: Thomas George McKenzie
2nd Engineer:
3rd Engineer: Wallace Anderson
Quartermaster: Albert Poole / Donald Phillips

NOTE: There is no record of officers of the Ismore receiving Transport Medals. This almost certainly reflects the fact that the ship ran aground and broke up before reaching the Cape.



Admiralty Return, 13 Aug 1903

Date of Admiralty agreement: 8 Oct 1899
47th Transport to be engaged by the Admiralty

Period of engagement: 21 Oct 1899 to 3 Dec 1899

Total days at sea: 25 (sank en route to the Cape)
Total numbers transported to South Africa: 18 officers, 11 warrant officers, 446 men, 335 horses
Total numbers transported from South Africa: NONE (sank en route to the Cape)
Total cost (hire, fittings, coal and port dues): £22,118



.Nov 1899





.Photographs previously posted by Smethwick






.The Ismore Lying on the Rocks (Black & White Supplement, 6 Jan 1900)




Leominster News, 8th December 1899

GROUNDING OF A TRANSPORT.

HUNDREDS OF HORSES LOST.

The Secretary of the Admiralty states that information has been received from the Commander-in-Chief at the Cape of Good Hope, dated December 3, reporting that the Transport Ismore struck on the rocks off Columbine Point, near St Helena Bay, distant about seventy-five miles north Table Bay, in calm thick weather. The troops had been landed, also a quantity of baggage, most of the guns, swords, carbines, and some ammunition. The men were reported to be comfortable, and plenty of food was available. The Admiralty was sending her Majesty’s ships Niobe and Doris, and also the Transport Columbian, with lighters, to assist.
The Admiralty announced later that a copy of a telegram has been received from the principal transport officer at Cape Town, dated 4th inst., reporting that the Transport Ismore (No. 52) broke up on Sunday night. Her stern is out of water, and the bows gone. All hands and twenty horses were saved, and will probably entrain at Malmesbury.
The Ismore is the second Transport that has come to grief on the voyage to the Cape, the Persia having been disabled in a storm at St Vincent, while conveying the “C” Squadron of Dragoons and some men of the Iniskillings, on November 8th. In the latter case all the troops and horses were successfully transferred to the Goth, but in the case of the Ismore a large number of horses were lost. She had on board the 63rd Field Battery Royal Artillery from Bristol, “A” Squadron 10th Hussars and a troop of “B” Squadron of the 10th Hussars from Aldershot, and No. 9 Company (Bearer) Royal Army Medical Corps from Colchester. These military details would necessarily have with them a considerable number of horses for the mounted troops aboard, numbering about 460. As only twenty horses are reported saved, it is to be feared that the loss of animals is serious, inasmuch as they would not be of the chartered class, but selected trained chargers and gun teams. The value placed upon such animals by the military authorities is very considerable, and the loss will be the more keenly felt by reason of the dearth of suitable and reliable mounts and gun teams at the front. It is hoped that the troops were able to save the six field pieces, if not the wagons and other equipment of the 63rd Battery, but nothing is said as to this being effected. The presence of warships at the scene of the wreck may have been valuable in this respect, assuming that the position of the wreck and the weather permitted a sufficiently near approach of working parties, who would have the advantage of the necessary appliances for the transfer of guns of their size. The time at the disposal of those on the spot between the hours of the vessel sinking and breaking up to save much other than themselves would seem to have been very limited, and therefore it cannot be hoped that any considerable portion of the vessel’s war stores were saved. It is known that with the troops were landed some guns, swords, carbines. &c., and ammunition, but the bulk of the Ismore’s cargo could not have been landed in the time available. It will be remembered that the Ismore endeavoured to leave England in a gale and after futile efforts took shelter in Moelfre Bay, on the Anglesey coast, until November 9th, when she put to sea four days late.


London Evening Standard, 22nd December 1899

WRECK OF THE ISMORE.

CAPE TOWN, DEC. 16.

The Court of Inquiry into the circumstances attending the wreck of the Transport Ismore in St Helena Bay has suspended for six months the certificate of the master, Captain Crosby, and censured Mr Lewis, the second officer, who was on the bridge when the vessel ran ashore.
The Court found that the vessel had not been navigated with sufficient care, more especially on account of the omission to make use of the lead at a time when the ship was known to be nearing land, and when the weather was unusually thick.


Runcorn Guardian, 30th December 1899

THE WRECK OF THE ISMORE.

THE SPLENDID CONDUCT OF THE TROOPS.

Major Hughes-Onslow, 10th Hussars, writes home with reference to the wreck of the Ismore. The following extracts from his letter are sent by his wife: –
We ran ashore at 2.30 a.m., December 3rd on a fearful ironbound coast. By the great mercy of God every man got safe ashore, as although we were on a reef a mile from land, the Ismore was stuck so fast that we had time to get all the boats out. There was a heavy swell, and tremendous rollers on the shore, but the inhabitants of a small fishing village pointed out a narrow inlet into a little bay to us, into which we rowed. We could do nothing for the horses except throw them overboard, which we did to as many as we could, but only 25 all told got ashore, and some of them are terribly injured by the cruel rocks. Both my chargers were saved, and are all right. We have sent the horses on by easy stages to Cape Town.
During the day we made several journeys to the ship, and got off as much kit as we could, but during the night the wind freshened, and now the ship is an utter wreck and quite unapproachable, and it is dreadful to think of the loss of our beautiful horses.
We had a rough time for the three days we were bivouacked on the shore – not much to eat, and no shelter and it was bitterly cold at night, with a hot sun and sharp wind all day, but we ought all to be very thankful for the wonderful escape from what seemed almost certain death. It is a very rough and wild country, with stony hills and the biggest rocks I ever saw dotted about. Nothing could exceed the kindness of the people, who are Kaffirs and Dutch farmers. They did everything they possibly could for us, and it was extraordinarily good luck for us that we landed within three miles of a fishing village, and twelve miles from a telegraph office.
The behaviour of the troops was splendid. They were as steady as if we were parading in the barrack square; every man stood in his proper place; there was not the slightest confusion or hurry; and they did exactly as they were told. Had there been the slightest panic a dreadful loss of life must have occurred, as getting the boats off was a most difficult business, owing to the heavy swell, and when they were launched they leaked so that half-an-hour’s baling had to be done before we dared let them start. Everything had to be done by the soldiers, as the ship’s crew were all employed in trying to shut the watertight doors, and keep the sea out of the engine room. If it had got in there before the fires were put out a fearful explosion would have occurred. The men worked unceasingly till dark and all next day, and finally marched the twelve miles to St Helena Bay over a heavy sandy track, and the whole time they were as cheery as possible, and every man seemed determined to outdo the others in pluck and work. In fact they all behaved like heroes, and lived up to the highest traditions of the British Army.
The troops referred to consisted of the “A” Squadron and a troop of the “B” Squadron 10th Hussars, the 63rd Battery, and 52 men of the Royal Army Medical Corps.




."During the day we made several journeys to the ship, and got off as much kit as we could" (Image: Black & White Supplement, 6 Jan 1900)




Essex Standard, 6th January 1900

LETTER FROM MAJOR A.B. COTTELL.

GRAPHIC ACCOUNT OF THE WRECK OF THE ISMORE.

We have this week received the following interesting letter from Major A.B. Cottell, of the R.A.M.C., recently stationed at Colchester: –
Green Point Camp, 12-12-99.
Dear Sir, – As I feel sure that the Colchester folk who gave No. 9 Company, Bearer Company, R.A.M.C., so kindly a send off on the night of Nov 3rd would like to hear how it fared with us when shipwrecked, I will, in as few words as possible, attempt a short description.
First let me say that the Ismore was some 7,000 tons and built this year (1899), and had on board the 63rd Battery of R.F.A., a squadron and troop, 10th Hussars, and my Bearer Company.
At 2.45 a.m. on December 3rd we were awakened by a rapid succession of heavy shocks and a loud, tearing, grinding noise, followed almost immediately by the cry of “Man the boats”.
With astonishing promptness and very little confusion the lads tumbled out of their hammocks and at once began our special duty – that of carrying the sick to the boat told off to us. There were about thirteen of them, but five were helpless pneumonia cases, and needed great care and forethought.
The Ismore being fitted with electric light only, this, of course, ceased directly the engines stopped, and, leaving us in complete darkness, added greatly to our difficult task,
The lads promptly obeyed my orders and enabled me not only to safely lower over the ship’s side all the sick, but also to carry them a fatiguing three miles over a sandy track to a village, and feed and house them there without any casualty whatever.
There was very little wind, but a heavy swell, surging over partially submerged rocks which almost surrounded the vessel, and rendered the boat work both dangerous and difficult.
We struck off Columbia Point, eight miles off St Helena Bay, which is ninety miles north of Cape Town. We were about half a mile from shore, but we had more than a mile to row northward before we could effect a landing.
I had the barrel of the boat allotted to me filled with water, and after all the sick were in, managed to collect some bags of biscuits and tinned meats, and had them lowered into my boat and was thus able to feed all the troops (some 460) for the first day.
Next day we got water, fresh meat and some bread from the village. We bivouacked on the shore where we landed, so that we might save the horses and so much equipment and baggage as possible.
We made shelters of bushes but passed very cold nights, the wind apparently always blowing from the quarter where we had not put the bushes, so soon as we tried to settle to sleep.
I certainly should not like to repeat my experience, but I am glad to have witnessed the steady, quiet behaviour of our troops under such circumstances. It was delightful to see the cheerful, ready-witted manner in which the men adapted themselves, for the three days and two nights, to their uncomfortable surroundings.
We were taken off in boats from St Helena Bay and Paternoster, and embarked on the Columbian, landing here on Dec 6.
We are now re-fitting as rapidly as possible to enable us to get to the front. I regret to say that nearly all the horses, the guns and my bearer company waggons, stores, and equipments were irretrievably lost.

A.B. COTTRELL
Major, R.A.M.C.,
O.C. No. 9 Company, Bearer Company.


Mid Sussex Times, 23rd January 1900

TOMMY IN A SHIPWRECK.

Private C. Smith, of the 10th Hussars (whose name appears in the list of wounded at Rensburg) sent a friend at Paddington a description of the wreck of the transport Ismore: “It was just about three o’clock on Sunday morning that we struck the rock. Of course we were in our hammocks. We wondered whatever was the matter. At first we thought we had arrived at Cape Town, and that it was the anchor going down. But we were deceived in a very novel manner when we heard the cry ‘All hands on deck the lifebelts on!’ At first there was some trouble to lower the boats, and every minute the waves broke all over the vessel, and the lightning lit up the rocks like daylight. If you had only seen those five hundred men standing there, white-faced, waiting for death! At last we got on shore and daylight was just breaking. We managed to save a little baggage, but the food and five hundred horses, together with the artillery guns, went to the bottom”.


Royal Cornwall Gazette, 1st February 1900

A private in the 10th Hussars writes that after arriving at Cape Town they went to Ellensbosch, where there were about 5,000 horses, and chose 150 Argentine ponies to replace the horses lost in the wrecked Ismore. In breaking in these ponies two of their best officers were so much injured that they were still going about on crutches when he wrote.


Staffordshire Sentinel, 19th February 1900

CORPORAL’S STRANGE STORY.

Corporal A. Andrews, a Reservist of the 10th Hussars, who was on the troopship Ismore, which was wrecked on the rocks in St Helena Bay on December 3rd, writes: Though it wasn’t three o’clock (when the vessel struck), the first boat didn’t leave the ship until nearly six; because not more than two of the crew seemed to know anything about it, and some of them even stole into the boats and wouldn’t come out until they had been shown a revolver. We were on the beach where we landed for three days nearly starving, and with hardly anything to cover us.




."Camping Out" (Black & White Supplement, 6 Jan 1900)




Peterborough Advertiser, 6th June 1900

79873 Gunner Jack Baston, 63rd Battery R.F.A., wrote:
I had often read accounts of shipwrecks, and now know what they are like, and I never wish to experience another. She made a horrible grating noise when we struck, and I ran up on deck at once to see what it was. I heard the captain shouting “Get the boats ready”. I began to think I shouldn’t see England again. It was pitch dark, as the engine-rooms were flooded, so the electric light went out. However, I went down again, and we were all ordered to put life belts on, and stand at each horse’s head. Soon after that we were all ordered on deck, and told to get the boats ready for lowering. We were sleeping in the fore part of the vessel just near where she struck the rocks, and to see the iron stanchions bend and break just like broken reeds makes you begin to wonder whether you will ever see home again. But I am glad to say we did get off all safe and sound, yet we lost nearly everything, and when we landed at four o’clock we had just what we stood up in. At night we bivouacked four of us under one blanket, and the thermometer down nearly to freezing point, and we were all pleased to see H.M.S. Doris lying off shore on the following morning, waiting to help us as soon as she could get near enough.




3786 Trooper Arthur John Montgomery's full description of the wrecking of the Ismore can be read here:
AJ Montgomery: Part 2 – Survivor of the SS Ismore Ship Wreck in 1899


SEE ALSO: No. 52 - Ismore
SEE ALSO: WRECK OF THE ISMORE


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No. 55 - Wakool

W. Lund Blue Anchor Steam Ship Co., Ltd.

Master: H.G. Thomas
Chief Officer: H.W. Hayes
Chief Engineer: J. Milne / G. Warburton
2nd Officer: A. Hall / C. Owen / G.T. Smith
3rd Officer: J. Coney / A.S. Gammon / R.W. Leader
2nd Engineer: J. Hall / A.E. Ridley
3rd Engineer: A.K. Barbour / P.W. Clarke / F.W. Docker / T. Fleming
Purser: W.O. Carr


Admiralty Return, 13 Aug 1903

Date of Admiralty agreement: 14 Oct 1899
40th Transport to be engaged by the Admiralty
Carried cavalry & infantry

Period of engagement: 17 Oct 1899 to 31 Dec 1902

Total days at sea: 532
Total numbers transported to South Africa: 147 officers, 2 warrant officer, 3,626 men, 250 horses
Total numbers transported from South Africa: 143 officers, 4,109 N.C.O.'s & men, 9 horses
Total cost (hire, fittings, coal and port dues): £188,294



.Nov 1899

















.Photographs taken by Lieutenant Granville Craig, 3rd Bn. Royal Irish Rifle (Copyright King's College Collections)
.SEE: King's Collections








.Photograph previously posted by Paul Dunn






.Photograph previously posted by djb







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