SPRY

Alias Caroline Alice DONNE
Born 21 Nov 1846, Stonehouse, Devon
Died ABT Sep 1923, Devonport RD
I have copy of her bible inscribed on the flyleaf ' Caroline A. Donne Nov 21 1871 A Birthday Gift from her Mama (H Spry)'
A Mrs C Donne is recorded as living at The Firs, Saltash Passage in the 1906-7 The Post Office Directory of Plymouth, Devonport and Stonehouse. The Fiirs was a house in the possession of the Donne family at about this time
Probate for her Wll was granted on 1 November 1923 to the executrices Frances Beatrice Donne abd Nabel Hilda Terrill (wife of Charles Henry Terrill) daughters of the deceased with an address of 9 Victoria Place, Stoke, Devonport. Caroline Alice Donne is recorded as living there at the time of her death on 7 September 1923, but formerly of 'The Firs' St Budeaux, Devonport.

Born St. Blazey, Cornwall
Christened 13 Mar 1836, St Blazey, Cornwall
Died 2 Jun 1911, Botus Fleming, Cornwall
The following is an extract from a factsheet produced by the National Martime Museum about the transition from sail to steam power, and in particular talks about the role of the 'engineer' as James Donne claimed to be:

What part did steam play in the Royal Navy in the 19th century?

The Battle of Navarino in 1827 was the last to be fought by the British Navy entirely with sailing ships. At first, however, the navy only used steamships for certain tasks. Steam tugs, for instance, manoeuvred large warships in and out of harbours. Navy commanders thought that engines and paddle-wheels were too unreliable to be used in the fighting ships themselves; furthermore the paddle-wheel and its protective cover did not allow a full broadside of cannon to be carried and were vulnerable to the enemies' shot. Officers also thought that steamships were not smart enough! So, at least until the 1860s, sailors in Her Majesty's Navy were trained in the traditions of sail, not steam.

When did steamships take over the long distance routes?

From about 1870, a new and much more efficient engine was introduced into ships, called the Triple Expansion Engine. It allowed steam to be used three times before being turned back by the condenser into fresh water for the boilers. The boilers themselves were improved in design to allow higher steam pressures. This all meant that the engines could propel the ship for longer distances before recoaling, and so take on long runs. However, some sailing ships continued to be used into the next century on runs where speed and timekeeping were not essential.

What effect did steamships have on sailors lives?
A whole new type of seafarer appeared. The traditional skills of working sails and ropes were eventually replaced by the craft of the 'marine engineer', sometimes sarcastically called 'engine drivers' by other members of the crew. In fact, many engineers had indeed driven steam trains before working on ships! For some time both Merchant and Royal Naval captains were puzzled about how to treat the engineers, and how they should fit into traditional ships' ranks. Working the ships' engines was dirty, hot, noisy and wet, as well as dangerous.

Stokers had to keep the furnaces fed with coal, while greasers kept the machinery parts well oiled. In addition, of course, there was the refuelling or 'coaling' which was an exhausting job involving the shovelling and carrying of coal from dockside to ships' bunkers.
A comprehensive history is to be found in "Up Funnel, Down Screw' by Commander Penn, published in 1955. This notes that Engineers were included in the Navy List from 1870. It also mentions an earlier publication listing Engineers published by J.R.H. Spry of 100 Fore Street Devonport from 1867 until 1874, 3 times a year. It was edited by the publisher's brother, Engineer W.J.I Spry. Could there be a family connection here through Caroline Spry? The title of the publication was " The Engineer Officers' Navy List, and handbook of information for the Steam Branch of the Royal Navy".

Copy of Will and Grant of Probate dated July 1911.

This is the last will and testament of me James Donne of Swifteford Farm Hatt. I hereby revoke all former Wills and I now appoint Edward Salway of 113 Fore Street Devonport as my executor and trustee. After the payment of my just debts funeral and testamentary expenses I bequeath unto my daughter Mrs Ellis sufficient to purchase an annuity of £30. I bequeath unto Annie Stevens sufficient to purchase an annuity of £13. I bequeath unto Mary Elizabeth Stevens sufficient to purchase an annuity of £13. I bequeath unto my daughter Frances the small house at Riverside known as The Firs now occupied by my wife who I consider is well provided for by her private means and probably a pension from the Government. I bequeath unto my daughter Mabel Hilda Tyrrell the sum of £250 and to each of her three children the sum of £100. As regards my son I have given him sums of money or the equivalent during my lifetime. I bequeath unto my grandchildren Gwendolene Enid and Christopher the sum of £100 each. After the above payments I leave the residue of my real and personal estate to my executor Edward Salway.

Dated the second day of June 1911 JAMES DONNE

Signed by James Donne as his last will and testament in the presence of us who in the presence of each other have hereunto set our hands as witnesses
WILLIAM TAMBLYN -
ELIZABETH STEPHENS
Affidavit of due execution filed on the 1st day of July 1911
Probate of this will was granted to Edward Salway the sole Executor



It seems likely that James Donne learnt the iron founder's trade at the St Blazey Foundry. This was built by William West in 1848. William West was a talented mining engineer who decided that the best way to get his orders fulfilled with sufficient speed and tohis satisfaction was to start a foundry of his own. The Foundry was small, employing about 60 persons, and carried out a number of unusual contracts such as the Newquay and Cornwall Junction Railway, 1865-67. WIlliam West died in 1879, and the foundry close in 1891, after being run subsequent to his death by his two sons. William West is also credited with reopening the Phoenix Mine, and provided much employment in the neighbourhood.
In the 1861 Census, James Donne, aged 27, is recorded as Assistant Engineer on board HMS Exmouth, Captain Paynter