THE SUNDERLAND SITE - PAGE 049
SHIPBUILDERS - PAGE 8
May I suggest that you navigate the site via the index on page 001.PRIOR PAGE / NEXT PAGE
On this page ... Blumer, Briggs, British Shipbuilders, G. Broad, Brown & Johnson, Byers, Cairncross, Candlish, George Clark Engine Works, page bottom (AT&T advertisements).
Do you want to make a comment? A site guestbook is here.
To search for specific text on this page, just press 'CTRL + F' & then enter your search term.
This is the second 'Blumer' page, made necessary by the increasing number of listings re 'Blumer' built vessels. The first page, with the first 100 vessels, is available here.
Lists? Firstly there is, on site, a 'Blumer' build list from its earliest days in 1859 thru to the very end. Here. Miramar lists? 9 pages, (highest hull number on page). It used to be that you could click on the links that follow & get to the relevant Miramar page. But no longer! The new procedure must be to go to Miramar (here) & log in (you must be registered to view any page). And once you are logged in, return to this page & all the following links should work for you:- 29, 60, 91, 120, 150, 180, 210, 240, 258. (258) Data is now on site re 41% of them!
'BLUMER' SHIPS BUILT AT NORTH DOCK
Ray Ranns advises me that a new hull numbering series was commenced when the move was made to North Dock in 1865. Commencing at No. 1 again.
101 Wulsty Castle
A cargo ship. Per 1 (page in French, data & image, Bonifacio), 2 (ref. p#37), 3 (turbo-electrically driven), 4 (French Line, Bonifacio), 5 ('uboat.net', 4 May, 1943), 6 (Miramar, link, you now must be registered to access). 356.3 ft. (about 109 metres) long, speed of 9 1/2 or 10 knots. Turbo-electrically driven & with 'Ljungstrom' turbines. Built for Lancashire Shipping Co. Ltd., of Liverpool, (J. Chambers & Co., the managers). John Persson advises (thanks John!) that the vessel's turbogenerator unit was a problem & the vessel was, in Feb. 1921, laid up at Ghent, Belgium. Maybe thru Aug. 1926 when 2 diesel engines by Vulcan Werke AG of Hamburg, Germany, were installed. Those engines also gave trouble & the vessel was laid up at Antwerp from 1929 thru 1936, when William Beardmore, of Glasgow, triple expansion engines were installed. In Jun. 1936, the vessel was sold, for £6,200, to 'Rethymnis & Kulukundis Ltd.' or perhaps 'Kulukundis Bros.', of London & Piraeus, Greece, was transferred to 'Craggan Hill Steamship Co.' & renamed Craggan Hill. Became Greek registered in Jul. 1937. Also in 1937, the vessel became owned by 'Compagnie France-Navigation' ('France'), was renamed Bonifacio, & was involved in the Spanish Civil War. France was, it would seem, placed in receivership & in Sep. 1939, the vessel was transferred (or came under the management of), 'Compagnie Générale Transatlantique' ('CGT' or 'French Line'). Perhaps used to serve N. Africa. Can anyone explain these French words 'Sous gérance CGT à partir de septembre 1939, navigue sur l'Afrique du Nord. Remis à l'occupant le 3 décembre 1942 à Marseille suite aux accords Laval-Kaufmann.' The vessel was laid up again, was confiscated by the Germans in Dec. 1942, & in 1943, was 'allocated' to Italy, owned by the Italian Government (managed by Cie Italia?), & renamed Campo Basso. (Have read references to 'Campobasso' also). In early May 1942, the vessel, loaded with munitions, was sent to Tunis escorted by Perseo, an Italian torpedo boat. On May 4, 1943, the vessel was shelled & sunk by gunfire from destroyers HMS Nubian, HMS Paladin & HMS Petard, 8 miles E. of Kelibia (Qelibia), in north-eastern Tunisia, [off Raz el Hamar, (Ras el Melah)]. 1 says it was instead torpedoed. A good portion of the above data is thanks to John Persson. Do you have more data?
102 War Moon
3056 (or 3052) tons
A 'C' type dry cargo ship. Per 1 (image Archanda), 2 [War Moon (2)], 3 [Ben Line, Cramond (1)], 4 (refs. Jun. 1940, Orkanger), 5 (Spanish page, ref. Tom, 90% down), 6 (Miramar, link, you now must be registered to access). 101.0 metres (perpendicular to perpendicular), 331 ft. long, speed of 11 knots. Laid down as War Moon for The Shipping Controller, of London. But delivered in Apl. 1919, as Cramond, to William Thomson & Co., of Leith, Scotland ('Ben Line'). The vessel was sold, in 1921, to 'Compañía Naviera Bachi', of Bilbao, Spain, (with 'Astigarraga Sons' the managers?), & renamed Tom. In 1937, during the Spanish Civil War, the vessel was, I read, captured by Spanish Nationalist forces. But was returned to its owners in 1938. On Jun. 12, 1940, while en route from Alexandria, Egypt, with a cargo of grain, Tom rescued (40 perhaps?) survivors of the torpedoed Orkanger (Norwegian), & landed them at Alexandria. Orkanger had been torpedoed by the Italian submarine Naiade, at 31.42N/28.50E, NW of Alexandria. (I see references to Naiade, often accompanied by Baroni in brackets, i.e. (Baroni). Can anyone explain what the Baroni ref. means? Lorenzo Colombo has come to my rescue - thanks! He indicates that (Baroni) refers to Tenente di Vascello (Lieutenant) Luigi Baroni, the commanding officer of Naiade. He also indicates that Orkanger was the first merchant ship sunk by an Italian submarine (or anyway ship) in WWII. Tom was sold, in 1954, to 'Compañía Naviera Vascongada', also of Bilbao, & renamed Archanda. On Jan. 19, 1960, the vessel was wrecked NE of Boa Vista Island, Cape Verde Islands, N. Atlantic. Have not read the circumstances. Said to have been a total loss. Any loss of life? Do you have more data? Or another image?
103 War Planet
Gloucester City Namaqualand
A cargo ship. Per 1 (War Planet), 2 (Cyprian Prince, 70% down), 3 [Prince Line, Cyprian Prince (2)], 4 [Bristol City Line, Gloucester City (3)], 5 (WW2 convoy duty, Gloucester City, but I cannot check the link), 6 (image, Cyprian Prince), 7 (Miramar, link, you now must be registered to access). 331 ft. 4 in. (about 106 metres) long, speed of 10 knots. Laid down as War Planet for The Shipping Controller, of London. But delivered in Sep. 1919 as Cyprian Prince to Prince Line Ltd., of Newcastle, (which line was owned, from 1916, by Furness Withy & Co.). Sister to Algerian Prince. It would appear that in Aug. 1936 the vessel was renamed Moorish Prince, (to release the name of Cyprian Prince), though Miramar does not reference the new name. Maybe the name was not registered? Since later in 1936, the vessel was chartered to Bristol City Line, ('Bristol'), (Charles Hill & Sons, Ltd., managers) & renamed Gloucester City. In 1939, Bristol bought the vessel. 79 WW2 convoy references including 18 voyages across N Atlantic, service to W. Africa & coastal U.K. & the continent. On Jul. 30, 1940, the vessel left Liverpool for Trenton, New Jersey, in Convoy OB.191 with a cargo of china clay ex Fowey, Cornwall, via Milford Haven. On Jul. 31, 1940, Jersey City, also built at Sunderland, was sunk by U99 at 55.47N/9.18W, NW of Ireland. Gloucester City, the designated convoy rescue ship, rescued 43 of Jersey City's crew of 45. In 1949, the vessel was sold to South African Lines Ltd., of Cape Town, South Africa, & renamed Namaqualand. In 1951, it was sold to United Oriental Steamship Co., of Karachi, Pakistan, & renamed Kaderbaksh. The vessel arrived at Gadani Beach, near Karachi, in Dec. 1961, to be broken up. Do you have more data?
104 War Star
A cargo ship. Per 1 (Union Steam, Kaiwarra), 2 (War Star), 3 (1940 crew image), 4 (Kaiwarra wreck), 5 (Kaiwarra wreck detail, image), 6 (Manuka, wreck), 7 (Miramar, link, you now must be registered to access). 101.0 metres (331.3 ft.) long, speed of 11 knots, 2 masts. The vessel was laid down for The Shipping Controller as War Star. But was delivered, in 1919, to 'Union Steam Ship Company of New Zealand Ltd.', of Wellington, New Zealand ('NZ'), as Kaiwarra. The vessel visited Auckland, NZ, 64 times in the period of 1924/1942. The vessel stood by the wreck of Manuka on Dec. 16, 1929. In Dec. 1940, Kaiwarra carried NZ Air Force planes from Auckland to Fiji. Shortly after midnight on the night of Dec. 3/4, 1942, the vessel, loaded with coal, ran aground opposite Black Birch Creek, 1 1/2 miles N. of Motunau Island, North Canterbury (40 miles N. of Lyttelton), NZ. There was no possibility to refloat the vessel, due to bad weather. The 45 person crew was rescued, on Dec. 6, 1942, by Rescue II, a lifeboat ex Sumner. At the Court of Enquiry, Captain W. H. D. Gardiner was exonerated, but 2nd officer J. S. Melville was found guilty of dereliction of duty & errors of judgment. Do you have more data? Or another image?
105 War Sun
A cargo ship. Per 1 ('pdf', 1936 storm, 5th column from left), 2 [War Sun (2)], 3 (Miramar, link, you now must be registered to access). 101.0 metres (342 ft.) long, speed of 9 (or 10) knots. The vessel was built for The British Government as War Sun, the second vessel of that name. In 1919, the vessel was sold to Sheaf Steam Shipping Co., of Newcastle, 'W. A. Souter & Co.' the managers, & delivered as Sheaf Spear. On Nov. 17, 1936, the vessel, likely en route from Liverpool to Hamilton, Bermuda, was damaged in mountainous seas 52 miles off Bermuda. It sent a wireless message advising that the ship's engine room was leaking badly. It must have made it safely! The vessel was sold, in 1937, to 'Compagnie France-Navigation' ('Navigation'), of Paris or maybe of Rouen, France, & renamed Bougaroni. Navigation was wound up in Apl. 1939 & Bougaroni was transferred to the management of 'Compagnie Française de Navigation à Vapeur Chargeurs Réunis'. Ownership also? On Dec. 7, 1942, the vessel was seized by the Germans at Marseilles, France, was transferred to the Italian Government & renamed Modena. The vessel was at Palermo, Sicily, on Mar. 22, 1943, when it was bombed by Allied aircraft & sunk. On Jan. 15, 1945, it was raised. To be later scrapped, also at Palermo - in 1948. Can anyone tell us if it was operational between 1945 & 1948? Do you have more data? Or an image?
3024 (or 3101, 3354 in 1944/45) tons
A 'C' type cargo ship that had many names & owners & a long life. Per 1 (data, Tees, 60% down page), 2 (Spanish page, extensive data, Selamet), 3 (link 2 translated), 4 ('plimsollshipdata.org', Lloyd's Register data, Sebastian, 1930/31 thru 44/45), 5 ('plimsollshipdata.org', Lloyd's Register, Empire Tees, 1945/46), 6 ('convoyweb.org', WW2 convoy duty, click on 'SHIP SEARCH' then insert Sebastian or Empire Tees, but I cannot check the link), 7 (image, Clonlee), 8 (image, Selamet), 9 (Miramar, link, you now must be registered to access, but there is little data there about the vessel). Either (the data is confusing) i) 331.3 ft. long (100.98 metres) perpendicular to perpendicular, or ii) 325.7 ft. long (99.27 metres) perpendicular to perpendicular, 331.3 ft. long (100.98 metres) overall, speed of 9 or 10 knots, signal letters GFJN later MCPJ, EGPS & ZBCG. Built for 'Claymore Shipping Co. Ltd.' of Cardiff. In 1929, the vessel was sold to 'F. Sainz de Inchaústegui, of Bilbao, Spain, & renamed Sebastián. In 1934, the vessel was acquired by Marqués del Real Socorro ('Socorro'), also of Bilbao, with no change of vessel name. In 1936, the vessel was requisitioned by Gobierno de Euzkadi, i.e. the Basque Government, & renamed Itxas-Alde. Note Lloyd's Register only notes that name. The vessel was reported to have been operating, in 1936, as Azteca, under the Mexican flag - Lloyd's Register does not reference the name. On May 20, 1937, the vessel was captured by Almirante Cervera, i.e. Admiral Cervera, a Spanish Nationalist cruiser, at the entrance to Bilbao. The vessel was returned to Socorro & renamed Sebastián. In 1941, the vessel was sold to 'Cía. Comercial Marítima de Transportes S.A.', of Bilbao, ('Comercial de Transportes' in Lloyd's Registers) with no change of vessel name. On Oct. 29, 30 or 31, 1943, (have read all three dates), the vessel was captured by destroyer HMS Tynedale, off Cape Tortosa, SW of Barcelona, because, I read, its owners were 'a German front company'. The vessel was taken to Gibraltar, arriving on Nov. 21, 1943, & became owned by the Ministry of War Transport, managed by Euxine Shipping Co., of Gibraltar. Later renamed Empire Tees. There are WW2 convoy records as both Sebastian & Empire Tees. Just 2 WW2 convoys as Sebastian, from Dec. 24, 1943, which would seem to be when the vessel left Gibraltar for the U.K. In Feb. 1944, the vessel was nearly lost when all of the blades of the ship's propeller fell off at sea! We do not know exactly where but it was likely in the North Sea. The ship was abandoned but boarded by the crew of a Royal Navy vessel of name unknown. The ship's engines & boilers would seem to have been damaged by that Royal Navy crew & as a result Sebastian had to be towed to North Shields for extensive engine & boiler repairs. All of this thanks to Nick Webster whose father Dennis Webster was at that time Sebastian's Chief Engineer. Do read the full detail here. Perhaps renamed Empire Tees in Apl. 1944. 14 WW2 convoy references as Empire Tees, from Aug. 29, 1944, including 2 N. Atlantic crossings returning with paper & iron ore. Also service into the Mediterranean (Naples, Bougie, Bône now Annaba, etc.) & U.K. coastal. In 1947, the vessel, returning to the U.K. with timber from Hamina, (Fredrikshamn in Swedish), southern Finland, struck a rock & was beached at Rosla Island, Hanko, S. tip of Finland. The vessel was damaged but survived the experience. In 1950, the vessel was sold to 'Cía Marítima Tees S.A.', of Panama, & renamed Tees. Arthur Jurgenthal was appointed the vessel's manager. In 1951, the vessel was sold to Shamrock Shipping & Ltd., of Belfast, C. S. Brown, the manager, & renamed Clonlee. In 1954, the vessel was sold for the last time, for about £35,000, to either i) 'Hafiz Huseyin Taviloglu ve Kardesi Kollektif Sirketti', or ii) 'Muzaffer Taviloglu, Yakup Uzuner & Munittin Topcuoglu' ('Muzaffer'), both of Istanbul, Turkey, & renamed Selamet. The vessel was later sold to breakers, by Muzaffer, & on Apl. 4, 1968, arrived at Istanbul ship breakers, to be broken up. Do you have more data? Or another image?
107 Jacob Christensen
A cargo ship. Per 1 (data page, Jacob Christensen), 2 (WW2 convoy duty, Jacob Christensen, am unable to check the link), 3 (data), 4 (extensive data, Baldur sinking, in Spanish), 5 (link 4 WWW translated, but poorly so), 6 (image Baldur, Spanish dive page), 7 (Spanish text, also /2, unable to translate, see 'fullscreen'), 8 (Sceptre), 9 (Miramar, link, you now must be registered to access). 108.6 metres long, perpendicular to perpendicular (356.3 ft.), speed of ? knots. Built for 'A/S August', (Jacob Christensen, also ship owners, the manager), of Bergen, Norway. A Caribbean (mainly Cuba) to New York service in years 1922/24. The vessel was sold, in 1923, to 'A/S SS Mathilda', also of Bergen, no change of manager. Just 7 WW2 convoy references through to May 1940, mainly to & from Norway from Methil, Firth of Forth, Scotland, probably carrying coal. In May 1940, following the German invasion of Norway, the vessel carried war materials ex Blyth, Northumberland, to Rouen, France. On Jun. 2, 1940, she left Rouen for Pauillac, Gironde River, N. of Bordeaux, France. On Jun. 18, 1940, when, I believe, at nearby Rochefort, she required 'machinery' repairs which could not be completed ahead of the German advance. The vessel was accordingly scuttled at Rochefort to block access to the harbour - the crew was safely carried to Plymouth. That was not the end of the vessel's life, however. The vessel was raised & repaired by the Germans (Seereederei "Frigga" A.G., of Hamburg, became the managers) & in 1941 the vessel was renamed Baldur. 3 years later, on May 23, 1944, the vessel was torpedoed & sunk by British submarine HMS Sceptre near Castro Urdiales ('Castro'), Bilbao, Spain (Saltacaballo, an iron ore port to the E. of Castro, is the exact site). 2 torpedoes were fired when the vessel was loading. From 4 km. out, if I understand the links. Have not read the exact co-ordinates. 4 lives were lost, & 15 wounded. It would seem that the British Government apologised for violating Spanish territorial waters in the attack. Anything to add? An image perhaps?
3650 (or 3649) tons
A cargo ship. Per 1 (extensive data, Mathilda), 2 (near bottom, page in Norwegian), 3 (Norwegian page, data, images), 4 ('convoyweb.org' WW2 convoy duty, Mathilda, am unable to check the link), 5 (Miramar, link, you now must be registered to access). About 113 metres long, speed of 9 1/2 knots. Built for 'A/S SS Mathilda', (Jacob Christensen the manager), of Bergen, Norway. A lengthy list of WW2 N. Atlantic convoy voyages in years 1939 thru 1945 - carrying a variety of cargoes including autos, iron ore, steel, pit props & sulphur. 106 convoy references including 11 North Atlantic crossings. Had an encounter with a U-boat on Sep. 20, 1942 when separated from her convoy in fog. Must have been a very lucky ship! The vessel was sold, in 1955, for £50,000, to 'Celikel Türk Ltd.', of Ortakligi, Istanbul, Turkey, & renamed Kanarya. In 1957, the vessel was renamed Kanarya 5. In Sep/Oct 1965, it was broken up at Istanbul - or was it at Split, Yugoslavia? Can anybody generally expand the above data? An image?
3534 (or 3535 or 4001) tons
A cargo ship. Per 1 (Rygja nr. page bottom), 2 (page in Norwegian & image), 3 (wreck site), 4 (Miramar, link, you now must be registered to access). 108.6 metres (356.3 ft.) long, speed of 9 1/2 knots. Built for 'A/S J. Ludwig Mowinckels Rederi', of Bergen, Norway. Came under German control in 1940. On Apl. 4, 1943, while en route from Narvik, Norway, to Germany carrying iron ore, the vessel struck a mine & sank 3 miles off Skagen, Denmark. 1 life lost, a stoker. Do you have more data? Or another image?
110 William Blumer
A cargo ship. Per 1 (extensive data, 2nd item, & 3 images available of 1945 sinking by link), 2 (April 02 1945, low on page), 3 ('convoyweb.org', WW2 convoy duty, William Blumer, but am unable to check the link), 4 (Miramar, link, you now must be registered to access). 108.6 metres (356.3 ft.) long, speed of 10 knots. Presumably named after William Blumer (1789/1850) - see above. Built for C. H. Sørensen, of Arendal, (S. coast of Norway nr. Kristiansand). In 1921, the vessel became owned by C. H. Sørensen & Sønner, also of Arendal. On Dec. 21, 1928, the vessel, Arizona also, was in radio contact with Kobenhavn, (its interesting figurehead) a 5-masted barque en route from Buenos Aires, Argentina, to Melbourne, Australia, with a crew of 16 & 45 cadets. At 33.30S/34.00W. Kobenhavn was never heard from again. In Jul. 1939, the vessel was sold to 'A/S Drafn' [Pehrson & Wessel (managers?)], of Drammen, (SW of Oslo), Norway. Only 2 WW2 convoy references. On convoy duty from Halifax, Canada, to U.K., in Jan./Feb 1940 & to Norway from U.K. in Mar. 1940. [1 (#13) & 2 (the last name)]. Became part of the German Homefleet when Germany invaded Norway on Apl. 9, 1940. On Apl. 2, 1945, the vessel was sunk in a British air attack nr. Sandefjord, Norway. On Oct. 12, 1946 it was raised by 'Friis & Tandberg Bjergningskompani', of Drammen, & in Dec. 1946 arrived under tow at 'Sarpsborg Mek. Verksted', of Sarpsborg, Norway, for repairs. On Apl. 4, 1948, the vessel returned to service (with whom?). In 1949, the vessel was renamed William. In Feb. 1955, the vessel was sold to General Sea Transport & Navigation Co. Inc., of Monrovia, Liberia, & renamed Aenos. On Mar. 4, 1956, while en route from Vizagapatnam, Andhra Pradesh, India, to Genoa, Italy, with a cargo of manganese ore, the vessel ran aground 3 miles N. of Galle, Ceylon (now Sri Lanka). I presume that the vessel was lost. Do you have more data? Or an image?
A cargo ship. Per 1 (WW2 convoy duty, Hatasu, but I cannot check the link), 2 ('uboat.net', data & image), 3 (data), 4 (image), 5 (Moss Hutchison Line, Hatasu), 6 (ON-19), 7 (U-431), 8 (rescue, 7 survivors, on Oct. 16, 1941), 9 (Miramar, link, you now must be registered to access). 107.5 metres long, perpendicular to perpendicular, 352.7 ft., speed of 10 knots. Built for 'Moss Steamship Co. Ltd.', of Liverpool, pioneers of the steam trade to Egypt, their 2nd vessel of the name, the other being also built by Blumer, in 1917. The vessel was in collision with Alyn, a 350 ton cargo ship, in Liverpool Bay. No date or detail, but the court ref. is to 1923. In 1930, the vessel became owned by 'James Moss & Co. (Moss Line) Ltd.' ('Moss2'), J. Moss & Co. the managers. In 1934, the vessel was taken over by newly-formed 'Moss Hutchinson Line Ltd.', the result of the amalgamation of Moss2 with J. & P. Hutchison Ltd., of Glasgow. 24 WW2 convoy references including at least 2 N. Atlantic crossings, service into Indian Ocean (Aden, Suez), Mediterranean (Alexandria, Port Said, Piraeus), Africa (Freetown), plus UK local. At 23.45 p.m. on Oct. 2, 1941, while en route from Manchester to New York in ballast, & separated from convoy ON-19 as the result of a gale, the vessel was hit by one of two torpedoes fired by U-431, Fregattenkapitän Wilhelm Dommes in command. About 600 miles E. of Cape Race, Newfoundland, Canada. Hatasu opened fire upon the submarine with her stern gun & forced U-431 to submerge. The vessel was hit again 3/4 hour later, at 00.28 a.m. on Oct. 3, 1941, broke in two & sank. 40 lives were lost, including the Captain [William J. (Johnston) Meek], & 6 gunners. The only survivors, 7 in number, spent 14 days at sea in a lifeboat before being picked up, on Oct. 16, 1941, by Charles F. Hughes (DD 428), a U.S. destroyer, & landed at Reykjavik, Iceland. Do you have more data? Or images?
A cargo ship. Per 1 (data) & 2 (data 30% down), 3 ('pdf' re contract law court case re 1929 cargo loss, WWW p.#2 (p.288) & onwards), 4 (wreck image), 5 (Miramar, link, you now must be registered to access). 100.9 metres (331 ft.) long, speed of 10 knots. The last 'Blumer' vessel completed before the company failed (but see Cydonia below). The vessel was originally ordered by Norwegian ship-owners. It was launched on May 25, 1922 & completed in Jul. 1922 for Joseph Robinson & Sons, of North Shields (Stag Line) at a cost of £44,706. A tramp ship. It would seem that the vessel carried coal frequently from Wales to ports in Canada & the U.S.A. Joe Lee advises (thanks!) that on Jan. 24, 1928, while en route from Swansea to Providence, Rhode Island, Captain Beare in command, the vessel broadcast an SOS when its steering gear became disabled in rough weather. At 50N/33.40W, roughly in mid N. Atlantic. It would seem that the vessel was able to correct its problem & returned to Swansea, presumably to effect permanent repairs. The vessel travelled to other destinations also. On Jun. 30, 1929, while en route from Swansea, Wales, to Constantinople (now Istanbul, Turkey) with a cargo of coal, the vessel ran aground on Vyneck Rock, The Brisons, Cape Cornwall, (Cornwall, of course). The vessel was a total loss. There was no loss of life since the crew all rowed ashore. The circumstances were briefly that the vessel was equipped with a 'super-heater', a device which economises upon the use of coal by utilising what otherwise would be wasted steam. The Ixia 'super-heater' had not been working well, so alterations had been effected, & the ship had on board, when it left Swansea, 2 engineers to test the unit's revised performance. It was necessary for the ship to develop a full head of steam to perform the necessary tests, but that proved to be initially impossible - since the firemen were all drunk! Full steam was later raised & the ship put into St. Ives Bay, to drop off the two engineers. Upon resuming her voyage, Ixia did not directly return to her 'usual route' but rather followed the Cornish coast line essentially 'cutting the corner' (my words) & the grounding resulted. The conditions were overcast & showery. The later Court case is most interesting but is beyond the scope of this page. Can you add more? An image maybe?
113 Sac 2
A cargo ship. Per 1 (Palomares 1966 incident), 2 & 3 (1952 references in Dutch & Spanish, 'El Buque Espagnol', right column), 4 (Palomares data), 5 (Miramar, link, you now must be registered to access). 104.8 metres (344 ft.) long, speed of 10 (or 8) knots. Built for 'La Sociedad Anónima Cros', of Barcelona, Spain. The vessel was sold, in 1950, to 'Transportes, Aduanas y Consignaciones S.A.' ('TAC') of Alicante, Spain, & renamed Sac Badalona. On Nov. 6, 1952 something of significance happened to the vessel. In Dutch - 'Stoomschip, in Hubertsgat aan de grond'. Does that mean that the vessel ran aground at Hubertsgat? Can anyone advise the meaning of the data at links 2 & 3? In Jan. 1966, a B-52G Bomber of the USAF Strategic Air Command flew a mission that was to take it from North Carolina towards the European borders of the Soviet Union & back again. Due to the length of the flight, it had to be aerially refuelled twice. On Jan. 17, 1966, on the return portion of its flight, it was being refuelled at 31,000 ft. by a southern Spain based KC-135 tanker, off the Mediterranean coast of Spain, near Almería. The two planes collided. The KC-135 tanker blew up killing all four crew members, while the B-52G broke apart, killing three of its seven member crew. Three of the other four parachuted safely into the sea, while the 4th, who could not separate himself from his ejection seat, parachuted & survived a ground landing. A giant disaster & an international nuclear incident - since the bomber carried 4 Mk 28 hydrogen bombs! One of which landed in the sea & seemed unrecoverable! It is beyond the scope of these pages to relate the whole story. But in a nutshell, the 4th bomb was recovered 80 days later, by the brilliance of Dr. John P. Craven, a mathematician, who determined by the laws of probability (Thomas Bayes theorem) & with the assistance of Francisco Simó Orts (or Simó-Orts), a local fisherman, where the bomb would likely be, & was right on target. 2550 ft. down in a steep undersea canyon. A fleet of over 20 vessels & 150 divers assisted in the recovery. The bombs which landed on land at Palomares, Spain, created considerable radioactive contamination. Sac Badalona's involvement in all of this? A modest one it seems. It was in the area & saw a parachute falling in the distance & picked up a rubber raft. The vessel arrived at Barcelona, on Dec. 4, 1974, to be broken up. Can you add more? An image maybe?
A cargo ship, 2 masts, schooner rigged. Per 1 (Time Magazine re 1934 sinking), 2 (Board of Trade wreck inquiry report), 3 (NZ, newspaper report), 4 (medals), 5 (Miramar, link, you now must be registered to access). 356.3 ft. long, speed of 11 knots. Launched Apl. 11, 1926 & completed in Dec. 1926 for 'Dalgliesh Steam Shipping Company, Ltd.', of Newcastle, (R. S. Dalgliesh, the manager), at a cost of £51,500. On Dec. 2, 1934, Usworth, under the command of Capt. John J. (Joseph) Reed, left Montreal, Canada, for Queenstown, Ireland, with a cargo of wheat & a crew of 26. She bunkered at Sydney, Nova Scotia, Canada, & left there on Dec. 6, 1934, headed east. She encountered high winds & rough seas, conditions which worsened over the next several days. The ship suffered damage (steering gear disabled) on the morning of Dec. 11, & called for help when 1000 miles E. of Newfoundland. Belgian vessel Jean Jadot (Lloyd Royal Belge) responded to the SOS & a towing hauser was rigged between the 2 vessels, which hawser broke after about 3 hours. Usworth had meantime effected temporary repairs to her steering gear & set her course for Ireland. The winds became hurricane force. A series of waves hit Usworth including a massive wave which engulfed the ship & caused great structural damage. Water entered the ship which began to list to port, initially at 12 but soon at 25 degrees. The vessel's fires were put out. The ship was close to capsize. Jean Jadot, which had been blown off the scene, returned & was soon joined by Cunard liner Ascania, under the command of Captain J. G. Bisset. Both vessels spread oil to quieten the sea. Jean Jadot launched a boat with 10 volunteers & took 14 survivors aboard, but the lifeboat capsized & 14 lives were lost, 12 from Usworth & 2 of the rescuers. Ascania launched a 30 ft. lifeboat. 2 crewmen jumped too hastily, and, in efforts to save them, a third crewmen was lost, all either drowned or choked to death by fuel oil. The Ascania boat eventually got alongside the stricken ship & with great difficulty Captain Reed, his Chief Engineer complete with broken ribs, 3rd Engineer & 6 crewmen were rescued. Usworth, then a derelict, drifted away & presumably sank at or about 48.01N/31.49W on Dec. 14, 1934. A total of 17 lives were lost including 2 from Jean Jadot. The Ascania's lifeboat crew & Captain Bisset were all awarded the Lloyd’s Silver Medal for gallantry at sea, while the Captain & 8 crew members of Jean Jadot were also recognised. They were awarded medals by the Life Saving Benevolent Association of New York. The vessel was underinsured, it would seem, its higher coverage having expired at midnight on Dec. 10, 1934 (what unfortunate timing!). Can you add more? An image perhaps?
A cargo ship. Per 1 (Cydonia at page bottom), 2 (Ted Finch - data thanks to N. J. Robinson), 3 ('convoyweb.org' WW2 convoy duty, Cydonia, but I cannot check the link), 4 (Stag line history, about 70% down, Cydonia), 5 ('plimsollshipdata.org', Lloyd's Register data, 1930/31 thru 1945/46), 6 (Miramar, link, you now must be registered to access). 356.3 ft. (108.6 metres) long perpendicular to perpendicular, 365.0 ft. long overall, speed of 10 knots, signal letters KVNL later GKTF. The last 'Blumer' vessel. The vessel was on the stocks at North Dock for 4 years after the company failed in 1922. The keel was laid in 1922, & it was launched on Dec. 3, 1926. It was finally completed, in Jan. 1927, & sold to Joseph Robinson & Sons, of North Shields (i.e. Stag Line Ltd.). A tramp ship. 115 WW2 convoy references, including at least 13 North Atlantic crossings, service to the Mediterranean & many U.K. coastal voyages. Carrying cargoes such as iron ore, grain, steel & lumber. On Feb. 27, 1945, the vessel left Immingham (Humber Estuary) & on the next day, i.e. Feb. 28, 1945, the vessel hit a mine & was severely damaged. It limped into nearby Hull, presumably to effect repairs. On Oct. 21, 1949, while en route from Workington to Cardiff, the vessel had the misfortune to hit a wartime mine, 32 miles N. of Strumble Head, N. Pembrokeshire, Wales. At 52.15N/5.36W. What bad luck! To have hit two mines in its lifetime. They tried to take evasive action to avoid the mine that they had seen about 200 yards away, but due to the force of the wind, the vessel drifted onto the mine. The engine room flooded & 1 life was lost, a greaser. John Jones has been in touch (thanks John!) to advise that that greaser was none other that John's grandfather, Thomas Joyce, who left behind wife ?, & also 4 children & 18 grandchildren. Had circumstances been different, Thomas would have been aboard Royal Navy cruiser HMS Hampshire, which hit a mine on Jun. 5, 1916, during WW1, & might well have then lost his life as did Field Marshal Lord Kitchener, British Secretary of State for War. You can read John's complete message here. There would seem to be much debate to this day about the total circumstances surrounding the loss of Hampshire. More lives might have been saved had the locals been permitted to help, but that help was rejected by authorities at the time, though which specific authorities seems not to be known. Lord Kitchener was a controversial figure indeed. Who was featured on this famous WW1 1914 recruitment poster, designed by Alfred Leete. But while that poster is amazingly well known, I read that it never was an official recruitment poster - though it did appear on the front cover of the then popular magazine 'London Opinion'. All most interesting, but beyond the purposes of this page & site. The crew was rescued by St. Clears, of South American Saint Line Ltd. The vessel was beached the next day. In fact, the vessel was re-floated & towed to Milford Haven by the tug Englishman. But the damage was 'beyond economical repair'. And Cydonia was broken up, accordingly - at Milford Haven. Do you have more data? Or perhaps another image?
Can you help with the history of this shipbuilder? The webmaster has seen a few references to vessels built by 'Briggs of Sunderland'. But, so far at least, has found no WWW data whatsoever about the shipbuilder other than a brief reference ('19th century') to 'William Briggs, a local timber merchant and ship builder', who bought Hylton Castle some years after 1840. Shipbuilding activities maybe operated as 'W. Briggs', 'W. Briggs & Son' or 'Briggs Son & Co.' The correct Briggs?Anyway, names of vessels constructed by 'Briggs' of Sunderland - in a table in build date sequence. Just one vessel so far. Also to be added in are Renown built in 1860, Prince Rupert (later Biland) built in 1865, & Bride built in 1870.
A message left in my guestbook suggests there may also have been a 'James Briggs'.
But we now have lots of data about the shipbuilder on page 216 re Emma built 1865. Thanks to Meg Hartford. As follows:
William Briggs was born in 1803. He married Margaret Hedley. Both were born in Richmond, North Yorkshire. By 1841 the family were living in Sunniside West, Sunderland, and William is recorded as a merchant. The family comprises of eight children ranging in age from 13 to 2 years old and there are three servants.
By 1856 William Briggs and Co. were building ships at North Hylton and the 1861 census records William as a timber merchant and shipbuilder living at The Esplanade, Sunderland. His eldest son, Robert, now aged 33, is enumerated as a ship builder and ship broker.
In 1862 William bought Hylton Castle, which stands on the north side of the River Wear. He made alterations to the building to make it look 'more medieval'. He never lived there. His second son, Charles James Briggs, inherited it on the death of his father and he lived there until his death in 1900.
William Briggs had retired by 1871 when he lived at Moorlands, South Moor, Sunderland. Some of the Briggs family continued to live there until the 1950’s. This is the site of the present Southmoor School and I believe that parts of the house were retained. Robert Briggs is a timber merchant in 1871 and this business is listed in Whelan’s Directory of 1894, with offices in John Street. It appears that the ship building and brokerage interests had either been sold or had closed.
William Briggs died in July 1871, his wife Margaret in April 1872 and his son Robert in November 1913. All are buried in the family plot at Sunderland (Grangetown) Cemetery.
A wooden barque. Per 1 (50% down, marked 1883), 2 (Lloyd's data), 3 (Apl. 02, 1863 collision with Boanerges, ex 4), 5 (data & ref. to Krakatoa), 6 (the 'Krakatoa' 1883 voyage to Brisbane). 133.4 ft. long, signal letters NKJR, or for a year or so only, NKTR, a typo most likely. The vessel's name is a puzzle, being sometimes recorded as Anglo Indian & sometimes as Anglo-Indian. Built on speculation, it would appear, since 'W. Briggs' is recorded as the owner thru 1864. The webmaster has a number of editions of Lloyd's Register available to him from Google Books, thru 1887/88 - see left. The vessel may well be recorded in the 1889/90 edition, the last the webmaster has available, but the needed section of that register is missing. During an 1863 voyage from Foochow, China, to Melbourne, Australia, with a cargo of tea, the vessel was in collision with Boanerges on Apl. 2, 1863. At approximately 20.38N/114.59E, off Hong Kong. The rigging of both vessels was damaged. It would seem that Anglo-Indian made for Singapore & was likely repaired there. In 1864/65 the owner became 'Cottam & Co.' ('Cottam'), of London. In 1869/70, the ownership changed from Cottam to A. Lambert, also of London. However the Mercantile Navy List of 1870 states Henry Turner, of London, to be the owner. A new deck in 1871. Damaged & repaired in 1877. In 1879/80, in a confused Lloyd's listing, the vessel would seem to have become owned by 'Anderson, Anderson & Co.', of Aberdeen. By James Anderson of London per the 1880 Mercantile Navy List. In May 1883, the Krakatoa (1 & 2) volcanic eruption commenced, the giant explosion being later that year, on Aug. 27, 1883. Anglo-Indian was in the area, en route from Glasgow (left Jul. 7, 1883) to Brisbane (arrived Oct. 2, 1883). The vessel 'Passed Krakatoa Island on the 23rd, and when doing so we were literally covered with sand and small stone from this volcano'. It would seem that the vessel was one day's sailing from the island of Sumatra, when the volcano blew. The vessel was owned, in 1883 it would seem, by 'a) F. Ringer; b) Grand & J. Sharp', of Shanghai, China. Or maybe by 'P. V. Grant & Sharp' in 1884 rather than in 1883. In 1887/88, C. H. C. Moller, also of Shanghai, was the owner. A puzzle in the 1887/88 register. The builder, recorded as Briggs for over 20 years, became recorded as 'J. M. Reed', of Sunderland, for reasons unknown. No other WWW data that I can find. Its final disposition? Need help!
2 Harriette Wardle
252 later 214 tons
A wooden brig. Per 1 (inquiry into 1888 grounding). 103 ft. 5 in. long, signal letters TVGB. Built for J. Wardle ('Wardle'), of Sunderland. The webmaster has a number of editions of Lloyd's Register available to him from 'Google' books, thru 1889/90 - see left. The vessel's name was changed, by 1864, from Harriette Wardle to Harriett Wardle, i.e. the final 'e' on 'Harriette' was dropped. No later Register name change thru 1889/90. In 1866/67, Wardle sold the vessel to 'Shepherd & Co.', of London, later recorded as 'J. Shepherd & Co.' - James Shepherd. At that time, the vessel was modified slightly - it became 104 ft. 4 in. in length. In 1883/84, the vessel became owned by 'T. G. Robins', later 'T. G. Robins & Co.', registered at London. On Sep. 21, 1888, the vessel, then owned 50/50 by 'Thomas G. Robins' ('Robins') & 'George Godfrey', both of Guernsey, Robins being the managing owner, ran aground at Reikslakt, Dago, (an Estonian island also known as Hiiumaa). In the Baltic, N. of the Gulf of Riga. She had sailed from the Tyne, with a cargo of 340 tons of coal, under the command of Robert Crawley with a crew of 9 all told. An unnamed schooner became involved in the vessel's salvage, & for a fee of 1/4 of the value of ship & cargo (60 or 70 tons of coal were discharged), floated the vessel, which was then sailed to Kertel. Major damage was apparent. The vessel then proceeded to Aho, where her bilge & keel plates were repaired. I cannot place Kertel & Aho, but they are both likely on Dago island. After repairs were completed, the vessel proceeded to Rafso, Finland, loaded a cargo of deals & battens & reached Guernsey on Jan. 23, 1889. The later Inquiry determined that the grounding was due to the Captain's 'reckless navigation' & 'subsequent utter disregard for time, distance, and soundings'. His master's certificate was suspended for 4 months during which time it was recommended that he be granted a mate's certificate. A puzzle is that the Inquiry names the vessel Harriet Wardle, i.e. one 't' only. The exact location was not stated - at about 58.25N/22.50E, however. I have no Lloyd's Registers after 1889/90 so the later changes of ownership, etc., are unknown to the webmaster. However, the Mercantile Navy List of 1900 states the then managing owner of the 214 ton vessel to be Charles Earl of South Shields. It would seem, however, that the ship may still have been in existence in 1901. The register was closed in 1903. Need help!
489 (later 512) tons
A wooden barque. 144.2 ft. long, signal letters RCWF, not Miramar listed. The webmaster has a number of editions of Lloyd's Register available to him from Google Books, thru 1889/90, but the vessel is not recorded in the 1889/90 edition. It certainly is listed in the 1898/99 edition. See left. The vessel was initially registered to Briggs & Co. of Sunderland, but soon was owned by 'M. Amsinck', of Hamburg, Germany, maybe for 'M. G. Amsinck', as recorded in the 1876/77 & later register editions. For trade to Singapore, it would seem. In 1880, under the command of Captain E. H. Koopmann (or Koppmann), the vessel sailed from the English Channel to Valparaiso, Chile, in 112 days. In 1880/81, the vessel made the reverse journey, under Captain J. Goettsche, in 103 days. In 1883, the vessel was sold to 'H. Bauer', of Rostock, Germany, i.e. Heinrich Bauer. I am advised that the vessel was later sold to other Rostock owners, specifically in 1892, to 'W. Maack', & in 1895 to 'Ed. Burchard'. In the 1898/99 edition, the owner was Paul Lüthgens, also her captain, of Rostock. In 1899, the vessel was sold to 'P. L. Hogstedt' of Oscarshamn, SE Sweden, as is recorded, I am advised, in the 1899/1900 edition of Lloyd's Register. What later happened to the vessel is not known, either to the webmaster or to Dr. Ottfried Thümmel, of Germany, who suggested the vessel's inclusion here & has kindly provided much of the detailed data. The very first voyage of Ottfried's great-uncle, at age 16, was aboard the vessel, in 1897/98, from London to Sweden & on to Rio de Janeiro, Brazil, & back. Ottfried has provided the names of many who served as the vessel's master over the years. I have been unable to find other WWW data about the vessel. Its final disposition? Silke Brandt has been in contact to suggest (thanks Silke!) that a wooden barque listed as Verona (Varuna) was lost off the coast of South Africa in 1902. As per this page. Could it possibly be related? Need help!
Can you help with the history of this company?
The webmaster includes this name solely as a result of seeing a reference to a tug that was said to have been broken up in 1928 by G. Broad, of Hylton. So G. Broad would appear to have been a ship breaking yard & may or may not have been a shipbuilder also - I just do not know.
The reference was from e-Bay in Mar. 2012, respecting a faded c1906 photo postcard of an iron paddle tug named Shah, 84 ft. 3 in. long, stated to have been built, in 1874, by John Readhead & Co. of South Shields, for Joseph Martin, of London, & sold a few years later, in 1878, to Goole & Hull Steam Towing Co., of Goole. The tug was further stated to have been sold again, in 1914, to George Alder of Middlesbrough, & renamed Dales Thorpe in 1916. The e-Bay item was here, & for your interest, the listing image, adjusted for your better viewing, can be seen here.
All by way of an introduction to G. Broad. So ... can you tell us anything at all about G. Broad, of Hylton?
Can you help with the history of this shipbuilder? Most likely a very small ship builder indeed, & probably in business for a short period only.
1 Jessie Annandale
123 (but references to 127) tons
A 2 masted sailing vessel, a brigantine, which had a long life, indeed. Per 1 (extensive data - a 'Word' document provided by Roger Barrett), 2 (data, painting, Jessie Annandale), 3 (crew on Apl. 3, 1881, census day, 75% down). There used to be data re the vessel in the form of 'Notes' re the ship re the Garvey family of Wivenhoe, but the site & data is no longer available, it would seem. Data re the vessel is in Record Offices in both Colchester & Exeter, while the painting is at the 'Nottage Maritime Institute', of Wivenhoe Quay, Wivenhoe, Essex. The vessel is not listed at Miramar. The webmaster has a number of editions of Lloyd's Register available to him from 'Google' books, thru 1889/90 - see left. 87.5 or 88.7 ft. long, signal letters MWCD, crew of 5 in 1881, with woman's bust figurehead. Described 'as one of the fastest vessels on the coast'. Jessie Annandale was completed, in Aug. (or Oct.) 1857, for 'B. Balkwill', of Salcombe, Devon, which means 'B. Balkwill & Co.', i.e. a partnership. B. (Benjamin) Balkwill was presumably the managing owner but he then owned 4 shares only of the 70 shares that were issued (Robert H. Balkwill owned another 8 shares). The largest shareholder, with 48 shares, was William Annandale, ship owner, of Dodbroke (or Dodbrook), nr. Kingsbridge, Devon, hence the vessel name. Jessie Annandale? Catherine Wright has been in touch (thanks!) with extensive data about William Annandale. Catherine suggests that the ship would most likely have been named after William Annandale's first wife Jane, which name is often known as Jessie in Scotland. Her full message can be seen here. There would appear to have been an earlier vessel of the name (ref. in book published in 1854). In Dec. 1857 & in 1862, William Annandale sold all of his shares, many being acquired by George, James & Benjamin Balkwill. The vessel was registered at Salcombe, but it certainly was, in 1857 & 1859 at least, registered at Dartmouth, Devon (however Roger Barrett advises that Salcombe was a sub port of Dartmouth, until 1865, when Salcombe became a separate port of registry). The 1866/67 edition of Lloyd's seems to indicate that the vessel had been sold, but does not state to whom it was sold. 2 states that it was, in fact, sold to Abraham Harvey (i.e. Abraham David Harvey) ('Harvey') & James Husk of Wivenhoe, near Colchester, Essex, & registered at Colchester. The 1874/75 register indicates J. Husk alone to be the then owner. But by 1876/77 the vessel was owned by Harvey, who remained as owner thru 1889/90 at least. 2 advises us further, that in 1893 the vessel was sold to John Danby of West Hartlepool, & in 1898 to R. & W. Paul Ltd., of Ipswich, with the vessel remaining Colchester registered throughout. The vessel was apparently removed from the registers in 1909, the vessel, without masts & rigging, having become a storage hulk on the river Orwell, at Ipswich. The webmaster would welcome additional data, as would Roger Barrett, who provided much of the data recorded above, & is researching Salcombe based vessels.
I know absolutely nothing about this shipbuilder. Can you help? Data, available via the WWW, is modest indeed. I only became aware of the very name thanks to 'Tug' of Thames Tugs.
It would appear, however, that in 1846, 'Messrs Byers & Co.' were shipbuilders at North Sands, as referenced about 30% down on this fine page (sorry that link no longer works & I have not found a good new link - it is probably somewhere in this site). And on June 10, 1857, there were legal meetings of some sort involving 'Michael Byers & Thomas Byers' of Monkwearmouth Shore, Sunderland, ship builders'. That reference appears in 'The Jurist', a legal record made available on the WWW thanks to 'Google' at page 209 here. I am most grateful to find those references, but they are, alas, the only references I have so far found that seem clearly relevant. That said there is a reference here (close to top of page, but the same comment - I cannot find a good new link) to one 'Wm. Byers' who carried on a business near to 'East House' as a 'Block and Mast Maker', employing a large number of men and apprentices. He apparently also owned the 'Ropery' at the top of Church Street, & was a ship owner. He may very well be related to the ship building business. Most clearly, help is needed.
Now there was a Sunderland company which was prominent indeed in the sale of ship's anchors. Data re that company - W. L. Byers & Co. Ltd. - used to be at this location, with the thought that 'Byers' the shipbuilder & 'Byers' who sold anchors were related to one another. But .... no data has yet been located which suggests that the businesses were, in fact, related. So the data about 'W. L. Byers & Co. Ltd.' re anchors has been moved from this page to a more appropriate page - page 212 here. I can move it all back again should new data prove a relationship!
Anyway, names of vessels constructed by 'Byers' of Sunderland - in a table in build date sequence. Just two vessels so far, however, both built in 1854. But we now know, through a link above, of two more 'Byers' built ships - Borderer (built 1845) & Merse built 1853. But Tom Purvis has kindly now provided a little data about a few more 'Byers' ship launches, so a new 'Byers build page' has been added to record the limited data that I now have about those ships. Page 142 - here.
1 Her Majesty
A sailing vessel. Which had a short life indeed. Per 1 (bottom). Data quite limited. Built for 'J. Watkins', of London, (John Roger Watkins), when much later incorporated, became 'William Watkins Limited', of London. The 'Watkins' company would seem to have been 'one of the first tug owning companies in the world' having commenced business as early as 1833. I was most interested to read that one of their tugs, Anglia, in 1878 towed 'Cleopatra's Needle' from Ferrol, Spain, to London. Sorry, I digressed! Her Majesty was 'taken up' by the British Government for transport duties re the Crimean War. On her maiden voyage in early 1854, she carried ammunition, guns, horses etc. from Woolwich, London, to Varna, Bulgaria (Black Sea), & then worked in the Black Sea area. In Nov. 1854, she was driven ashore in a hurricane, along with many other vessels, at Eupatoria, (Crimea, Black Sea port, now Ukraine). And there she was 'hacked to pieces by the freezing troops' & used as firewood. Need help!
2 Royal Family
A sailing vessel. Which also had a short life. Per 1 (25% down). Data most limited. Built for 'J. Watkins', of London, (John Roger Watkins), which when much later incorporated, became 'William Watkins Limited', of London. On Oct. 30, 1856, while en route from Calcutta to Bombay, both India, with a cargo of sugar & gunny bales, Royal Family, was destroyed by fire. 'Master, his wife and crew rescued by French ship Rose and later landed at Pondicherry'. The vessel name is not an easy WWW 'search term'. Can you provide more data.
I have virtually no knowledge of this Sunderland shipbuilder & only know of his very existence as a result of the guestbook entry of Susan Enns - which message you can read here.
The builder may not have been in business for many years. Why do I say that? The 'North of England Maritime Directory, Shipping Register, and Commercial Advertiser', of 1848/49, published, it would seem, in Aug. 1848, (a 'Google' book), lists the Sunderland ship builders in 1847. The list is long, of 59 names, but T. Cairncross is not included, nor is there any name that includes 'Cairncross'. The volume also lists the vessels that were built at Sunderland in 1847 & their builders. That list is long also, of 147 vessels, & there are no 'Cairncross' references. I presume therefore that 'T. Cairncross' was no longer in business in 1847. I am not aware of the earlier date at which he commenced shipbuilding, or, even roughly, where his yard was located.
If you have any knowledge about the ship builder, do please be in touch, so this limited reference can be expanded.
So far, only one vessel built by 'T. Cairncross' has come to the webmaster's attention. Thanks to Susan! As follows.
251 (or 228) tons
A snow rigged brig. Per 1 (National Archives, Kew, 1860 collision). Signal letters RGPK. It would seem that so far as Lloyd's Registers are concerned, the vessel only had a single owner in its lifetime - R. French, listed, in 1848, as being of Bishopwearmouth. But that clearly is not so. 'Christies Register' of 1858, lists Radical of 228 tons, a snow, owned by Robert Adamson, of Sunderland. Clearly the very same vessel. On May 4, 1848, the vessel was in collision at 1:30 a.m., in thick fog, at 42.40N/67.30W, (approx. 160 miles off the U.S. E. coast), with Amber, a schooner, which was en route from Portsmouth to the Bay of Challeur (Gulf of St. Lawrence, Canada). Amber sank immediately & the crew (9 all told) were picked up by Radical & landed at Boston, Massachusetts. There are a number of Portsmouth's in the U.S., the one in Virginia being the biggest & perhaps most likely start point for Amber's final voyage. On Aug. 4, 1860, Radical, then owned by Robert Adamson, was in collision with the 55 ton Monkwearmouth steam tug Springflower, which it appears was sunk. Have not read the circumstances. Susan Enns advises however that the collision occurred in the river Thames, when Springflower was towing Sir George Seymour back to Sunderland. 'So far the records indicate that the 'Radical' first was hit by the tug and then seriously damaged by Sir George Seymour in tow.' Radical seems always to have been registered at Sunderland. The webmaster has a number of editions of Lloyd's Register available to him from Google Books - see left. The vessel is recorded in the supplement of the 1836/37 edition. And is not listed in the 1863/64 or 1864/65 editions. The vessel would seem to have initially traded into the Baltic, later to New York, & then to the Mediterranean. The vessel's end may have come as a result of that 1860 collision. Susan Enns, who has kindly provided much of the above data, herself seeks data i) about the ship, ii) about T. Cairncross, the builder, & iii) about both R. French & Robert Adamson, who owned her, & iv) what exactly happened to Sir George Seymour in the end in or about 1867/68, when the ship was burned. The webmaster will gladly forward to Susan, such data as site visitors may be able to provide. Need help!
A webmaster modified image of J. J. Candlish, ex a cabinet portrait by A. & G. Taylor, 'Photographers to the Queen'. Believed to date from 1893 when he became a Justice of the Peace. Ex an e-Bay item. NOT, it would seem, John Candlish the shipbuilder, who died in 1874. Presumably a family member & worthy of inclusion here.
The early varied commercial career of John Candlish, (1816/1874), was not a success. He commenced a shipbuilding business at Southwick, in 1844, which yard is 'said to have produced "fine ships" but made little profit.' He later however was successful with 'Seaham Bottle Works' at Seaham harbour, which enterprise, renamed 'Londonderry Bottle Works', became, in its time, the largest bottling business in Europe. In his lifetime, he was elected as Sunderland Borough Council councillor in 1848, Mayor of Sunderland in 1858 & 1861 & a Member of Parliament from 1866 thru to his death in 1874. You can read more at the link provided. A statue of him was erected in Mowbray Park (can be seen here & at a number of other WWW sites).
There also was a Candlish shipbuilding yard at 'Strand Slipway', Monkwearmouth, on North Sands. 'Where Ships Are Born (1 & 2) advises us that John Candlish transferred that yard to John Crown in 1847. Much much later, almost a century later in fact, in 1946 Joseph L. Thompson took over 'Strand Slipway'. After the 1847 transfer to John Crown, John Candlish continued in business in partnership with his brother Robert clearly at Low Southwick. So Robert is presumably the R. in 'J. and R. Candlish'.
The Southwick shipbuilding yard was located on the north bank of River Wear roughly 600 yards east of the (later) Queen Alexandra Bridge. A site that had previously been occupied by William Havelock. In 1852, 'J. and R. Candlish' were listed as ship builders at Low Southwick. The yard's life was brief. It was taken over in 1854 by Robert Thompson (1819/1910), who had worked at the Candlish yard alongside his father, Thompson, Robert (1797/1860) (a foreman there) and his two brothers Joseph Lowes Thompson and John Thompson.
So far, only two vessels built by 'Candlish' have come to the webmaster's attention. Coloroon, of 710 tons. And it was, I read, taken over & completed by William Pile. And William, of 370 tons, built by Robert Candlish in 1857. Maybe you might help in populating a Candlish ships built list, or help otherwise with the history of this shipbuilder? Miramar? If you search at that site for the shipyard keyname 'Candlish', it links to the Robert Thompson vessel list. There possibly were approximately 70 vessels constructed by Candlish, if, that is, the vessels there listed through 1854 were all built by Candlish.
In my heading to this section, I suggest that there was a third 'Candlish' shipbuilding location - for reasons that I cannot re-establish as this page is updated. I presume that I must have read some reference to that third yard, hence my inclusion of the words. In Oct. 2012, a guestbook message draws to my attention a shipbuilder at Middlesbrough by the name of 'Candlish, Fox & Company', which was in business at least in the years 1864 thru 1866. Were the businesses in fact related?
Clearly there is more to the story. Which hopefully will be located & recorded on this page in due course.
First a few images. Hover your mouse over each thumbnail to read the subject matter.
I read that in 1938, the business was acquired by Richardsons, Westgath & Co. Ltd. of Hartlepool, Middlesbrough & Sunderland.
'Fairplay Weekly Shipping Journal' advised, in its issue dated Jan. 12, 1961, that in 1960 'George Clark (Sunderland) Limited' had constructed engines for 7 vessels (Canterbury Star, Cheviot, Longstone (Pickersgill), Mabe 50 (Cantieti Navali M. & B. Benetti), Moana Roa (Grangemouth Dockyard Company Limited), Turakina, & a 7th (unnamed) vessel. Additionally they carried out complete machinery installations of 6 vessels with main engines of other builders.
An image ex 'Where Ships Are Born'. Which shows where they were located.
TO END THE PAGE
For your pleasure and amusement.
A series of creative advertisements (23 of them) arrived in my e-mail in-box in Nov. 2010. Advertisements for AT&T around the world, available here as this page is updated.
I show just three of them, my personal favourites of the group. Though the best of all, to me at least, is of the elephants at top left. The image below is available in a larger size here.
May I suggest that you navigate the site via the index on page 001.PRIOR PAGE / NEXT PAGE
To Thomas M. M. Hemy Data Page 41. All of the other Thomas Hemy pages, including image pages, are accessible though the index on Thomas Hemy page 05. [ ]
To the Special Pages Index.
A SITE SEARCH FACILITY
THE GUEST BOOK - GO HERE
DATA ABOUT WILLIAM ANNANDALE (1806/1863) - kindly provided by Catherine Wright, as per the Jessie Annandale listing above.
I can tell you something about the William Annandale who owned this ship.
William Annandale (1806–1869) was born in Newcastle upon Tyne to the papermaker John Annandale – founder of John Annandale & Sons – and his wife Joanna Bowie. This pair came from Midlothian – probably from one of the many paper mills on the Esk just south of Edinburgh. William was their fourth son (out of seven). He left the partnership of John Annandale & Sons in 1839 and bought a farm at Bingfield in Northumberland. He ended his days at Collingwood House, Morpeth, Northumberland. He married twice. His first wife was a second cousin, Jane Bowie. There were two sons. Jane died in 1854 in Newcastle. Williams second wife was Jane Hindmarch whom he married in 1855 in Westminster. There were two more children, the elder of whom was born at Dodbrook, Kingsbridge in 1856. The second child was born in 1863 in Morpeth. All this ties in with what is on your web site. As to the name of the ship, I would guess it was named after William Annandale's first wife. Jessie is a very common pet form of Jane in Scotland, and although his second wife was also called Jane, she was not a Scot. So the naming is more likely to be for his first wife, particularly if there was an earlier vessel with the same name.
Summary Date List for William Annandale (1806/1863)
1806 Born Newcastle upon Tyne (Mar. 5, 1806)
1806 Baptised at Presbyterian Chapel, Carliol Street, Newcastle (Mar. 23, 1806)
1839 Leaves partnership of John Annandale & Sons
1839 Marries Jane Bowie (1803–1854) in Angus, Scotland (Nov. 20, 1839)
1841 Census shows William and Jane staying with his widowed mother Joanna in Shotley Bridge,
County Durham. Listed as of Independent Means.
1843 Son William born in Hexham, Northumberland (Jan quarter)
1844 Son Alexander Bowie born in Hexham, Northumberland (Oct quarter)
1851 Census shows William and Jane at Bingfield, Northumberland. William is listed as a Landed
Proprietor and Farmer of 156 acres. The sons are at school in Newcastle.
1854 Jane dies in Newcastle
1855 William marries Jane Hindmarch (1827 – 1900) in Westminster
1856 Son John born at Dodbrook, Kingsbridge
1861 Census shows William as a Ship Owner living at Collingwood House, Morpeth,
Northumberland, with Jane and John aged 4.
1863 Daughter Joanna born at Morpeth
1869 Dies at Morpeth (Oct. 20, 1869)
1869 Probate (Dec. 30, 1869) to "William Annandale of Morpeth Civil Engineer the Son and Robert
Dixon of the Borough and County of Newcastle upon Tyne Ship Owner the Executors".
I should be very interested to have details of any other ships that William Annandale is known to have owned.
County Durham was where John Annandale set up his (well-known in C19) papermaking business. The paper mills of County Durham and Northumberland were intimately tied up with the ship building industries on the Tyne and Wear. Old rope, and also old sails and hessian, were important raw materials for making brown and 'whitey-brown' paper. You may well know all this already, in which case, apologies. 'Newcastle Brown' which you might just have heard of as a popular kind of ale here in the NE of England, was originally a type of paper. When sail gave way to steam this source of raw material dried up and many of the smaller paper mills went out of business. Others, including Annandale's, started using esparto grass as raw material & this was imported from Spain and Morocco into the Tyne and Wear stowed as ballast in returning coal ships.
Catherine Wright, October 1/2, 2013
(This William Annandale was my husband's 3 x great uncle.)